Sophia KIRCHER

What Sophia KIRCHER has said (30)

• 2026-02-10 “Answer given by Mr Tzitzikostas on behalf of the European Commission 27.5.2026 Written question Work is ongoing within the Commission Expert Group on Smart Tachograph regarding the preparation of the draft implementing act which will enable the recording of occasional passenger services in the tachograph. A draft implementing act is expected to be tabled together with other improvements to the tachograph specifications for the Road Transport Committee’s opinion before August 2026 before the Commission’s adoption. The 2025 Ernst and Young [1] consortium study on the Single European Digital Enforcement Area concluded that the Road Transport Posting Declaration portal, the public interface connected to the internal market Information system (IMI), is the optimal digital approach for the journey form. This choice is based on the fact that the posting declaration and the journey form have the same user base, that both declarations require similar data requirements, and that consolidating enforcement activities into an existing single portal would increase operational efficiency. The Commission preliminary assessment suggests that the journey form cannot be abolished without creating information gaps in terms of enforcement. The recording of occasional passenger transport in the tachograph is not a direct substitute for the journey form. Specific data elements of the journey form, such as number of passengers and trip durations, are essential for effective oversight, particularly regarding cabotage operations and the application of derogations related to rest periods. [1] A global leader in assurance, tax, transaction and advisory services.”
  EU policy on aviation safety
• 2026-02-10 “E-000541/2026 Answer given by Ms Lahbib on behalf of the European Commission Member States and local authorities are free to adopt urban vehicle access regulations to fulfil their obligations under Directive 2008/50/EC 1 . This complies with the principle of subsidiarity, which ensures that decisions are taken closely to the citizen, with continuous review of whether action at EU level is justified in the light of the possibilities available at national, regional or local level. Different verification and enforcement schemes in European cities are a result of different conditions in specific urban areas and different capacities of local administrations in terms of budget, staffing and technical adaptability. Nevertheless, to safeguard the freedom of movement of persons with disabilities, Directive (EU) 2024/2841 2 establishes the European Parking Card for persons with disabilities. It ensures that when holders of that card travel to or visit another Member State for a short stay or mobility programme, they are granted equal access to parking conditions and facilities reserved for persons with disabilities in that Member State 3 , including access to certain areas by motor vehicle where permitted. However, the Directive does not harmonise parking conditions reserved for persons with disabilities and does not affect Member States’ competence to grant special conditions or preferential treatment. The Commission remains committed to promoting the rights to free movement of persons with disabilities. By 5 June 2029, it will carry out an assessment of any remaining gaps relating to the free movement of persons with disabilities, which it will consider when deciding whether further action at EU level is required 4 . 1 Directive 2008/50/EC of the European Parliament and of the Council of 21 May 2008 on ambient air quality and cleaner air for Europe (OJ L 152, 11.6.2008, p. 1, ELI: http://data.europa.eu/eli/dir/2008/50/oj). 2 Directive (EU) 2024/2841 of the European Parliament and of the Council of 23 October 2024 establishing the European Disability Card and the European Parking Card for persons with disabilities (OJ L, 2024/2841, 14.11.2024, ELI: http://data.europa.eu/eli/dir/2024/2841/oj). 3 Directive (EU) 2024/2841, articles 6, 3(6). 4 Directive (EU) 2024/2841, article 20.”
  Driving licences
• 2025-10-15 “E-004034/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission There is no comprehensive information available on the density and capacity of multimodal terminals in the EU. The TEN-T (trans-European transport network) Regulation 1 requires Member States to conduct an assessment of terminal capacity within their territories and, if their terminal capacity is deemed insufficient, develop an action plan determining the number, type, and location of new or upgraded terminals. Member States must complete their analyses by 19 July 2027 and their subsequent action plans in one year thereafter. The Commission is currently finalising a study designed to identify NUTS3 2 regions where the establishment or upgrading of multimodal terminals would be desirable. The study is based on comparing road-only freight flows on corridors (including ScanMed) that run parallel to intermodal transport routes (between same origin-destination pairs). The study highlights also regions where suitable terminals may be in another Member State. The results of this study are expected soon. It will provide input and methodological guidance to Member States conducting their detailed analyses of the excess capacities of existing facilities and identifying investment priorities. The financial support for investments is under the Connecting Europe Facility 3 . Other funding opportunities may be accessible through the Cohesion policy funds. Finally, the Commission is finalising the adoption of State aid rules to Land and Multimodal Transport that will facilitate national funding to multimodal terminals. 1 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13 June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (Text with EEA relevance). 2 Nomenclature of territorial units for statistics. 3 Regulation (EU) 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the Connecting Europe Facility and repealing Regulations (EU) No 1316/2013 and (EU) No 283/2014.”
  EU transport infrastructure integration · EU funding for transportation · EU support of rail transport
• 2025-06-05 “E-002289/2025 Answer given by Ms Roswall on behalf of the European Commission 1. Under the Habitats Directive (HD) 1 , assessments of the conservation status of protected species are carried out by national authorities based on scientific monitoring data on population 2 , range 3 , available habitat 4 and future prospects 5 for the species. For transboundary populations, Member States have the possibility 6 to carry out joint assessments based on their coordinated monitoring systems and agreed assessment criteria and favourable reference values. Such joint assessments would need to be based on the best available scientific evidence, using the above-mentioned criteria, in accordance with the specific guidance elaborated for the reports under Article 17 of the HD 7 . 2. In relation to the obligation to achieve and maintain a favourable conservation status 8 all Member States within the natural range of the relevant species should contribute to that goal: in accordance with the case law of the Court of Justice of the EU, ‘that status must exist and be assessed, in the first place and necessarily, at local and national level, so that an unfavourable conservation status in the territory of a Member State or a part thereof is not hidden by the effect of an assessment carried out solely at a cross-border level which would show that that species is at a favourable conservation status’ 9 . 3. The implementation of appropriate prevention measures remains essential to reduce livestock depredations, even after moving the wolf to Annex V of the HD 10 . EU funding is available for that purpose, and Member States may introduce in their Common Agricultural Policy Strategic Plans targeted interventions based on the identified needs and strategy 11 . 1 Council Directive 92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna and flora, OJ L 206, 22.7.1992, p. 7–50. 2 Size, trends and structure. 3 Area and trend. 4 Quantity, trend and quality. 5 Pressures and threats. 6 But not the obligation. 7 http://cdr.eionet.europa.eu/help/habitats_art17. 8 As stated in the Commission’s reply to written question E-006906/2020. 9 Judgment of 12 June 2025 in case C‑629/23 (paragraph 47): https://curia.europa.eu/juris/document/document.jsf?text=&docid=301163&pageIndex=0&doclang=EN&mode= req&dir=&occ=first&part=1&cid=3559755. 10 As mentioned in the Commission’s replies to written questions E-002879/2023, E-001561/2024 and E001689/2021. 11 https://environment.ec.europa.eu/topics/nature-and-biodiversity/habitats-directive/large-carnivores/eu-largecarnivore-platform/eu-funding-and-large-carnivores_en.”
  Large Carnivores
• 2025-06-05 “E-002285/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. It follows from the jurisprudence of the Court of Justice that lower rates for local residents may under certain circumstances constitute indirect discrimination on the basis of nationality due to the fact that non-residents are in the majority of cases foreign nationals 1 . However, measures establishing such differential treatment may be considered compatible with EU law when the pricing differences are based on objective considerations independent of nationality and are proportionate to the legitimate aim of the national provisions 2 . Whether a particular pricing approach is compatible with EU law will depend on the factual and legal context, the rationale behind pricing, and how it is implemented in practice. 2. The objective of the Geo-blocking Regulation 3 is to prevent unjustified geo-blocking and other forms of discrimination based, directly or indirectly, on customer’s nationality, place of residence or place of establishment. It does not directly address preferential rates for local tourism services. A forthcoming evaluation of the Geo-blocking Regulation 4 will give stakeholders the opportunity to present their views. 3. The Commission does not have general and conclusive scientific data about public acceptance of tourism in the EU, but partial studies address specific issues linked to unbalanced tourism. For example, the Joint Research Centre recently published a study exploring the nexus of housing, tourism and local liveability in three major cities 5 , finding that residents’ perception of its liveability is not significantly affected by tourism increase. The upcoming EU Sustainable Tourism Strategy, currently in a consultation process 6 , may address the availability of such data. 1 See e.g. judgment of 16 January 2003, Commission v Italy, C-388/01, EU:C:2003:30, par. 14 and judgment of 1 October 2009, Gottwald, C-103/08, EU:C:2009:59, par. 28. 2 See e.g. judgment of 1 October 2009, Gottwald, C-103/08, EU:C:2009:59, par. 30. 3 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv:OJ.LI.2018.060.01.0001.01.ENG. 4 https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/14416-Geo-blocking-Regulationevaluation_en. 5 https://publications.jrc.ec.europa.eu/repository/handle/JRC140885. 6 https://transport.ec.europa.eu/news-events/news/have-your-say-upcoming-eu-sustainable-tourism-strategy2025-06-23_en.”
  Geo-blocking · EU strategy for tourism development
• 2025-05-28 “E-002141/2025 Answer given by Executive Vice-President Virkkunen on behalf of the European Commission On 8 March 2021, the Commission adopted a Communication on a Digital Compass, setting connectivity targets for 2030 1 , including 5G coverage in all populated areas. The deployment of pan-European 5G corridors contributes to this objective and was taken-up in the Digital Decade Policy Programme 2030 of December 2022 2 . With respect to rail, the 5G corridors relies on the roll-out of a pan-European network infrastructure supporting the Future Rail Mobile Communication Systems (FRMCS), that is integrated into the European Rail Traffic Management System (ERTMS) 3 , while enabling the provision of high-speed connectivity to train’s passengers. The Commission adopted in July 2025 its proposal for the next multiannual financial framework. This framework and the relevant sectoral proposals will set out, for the coming period, the details and funding availabilities for digital infrastructures, including connectivity. The speeding-up of FRMCS/5G deployment along the trans-European transport network (TEN-T) rail corridors can be achieved through network sharing and cooperation models between rail infrastructure managers, telecoms operators and tower companies. Different options are developed in the 5G Strategic Deployment Agenda ‘Spectrum and Connectivity for Rail’ 4 . The launch of the first projects under the Connecting Europe Facility programme, phase II 5 , Digital part, will enable to validate these various options. Broad rail stakeholders 6 cooperate in EU-RAIL Joint Undertaking Deployment Group to develop most suitable scenarios for the deployment of FRMCS. The Commission thanks the Honourable Member for her suggestion and will consider it as part of its next studies and consultations in the areas of digital and transport. 1 COM/2021/118 final. Communication from the European Commission: 2030 Digital Compass: the European way for the Digital Decade. 2 Decision (EU) 2022/2481 of the European Parliament and of the Council of 14 December 2022 establishing the Digital Decade Policy Programme 2030, OJ L 323, 19.12.2022, p. 4–26. 3 Commission Implementing Regulation (EU) 2023/1695 of 10 August 2023 on the technical specification for interoperability relating to the control-command and signalling subsystems of the rail system in the European Union, OJ L 222, 8.9.2023, p. 380–560, http://data.europa.eu/eli/reg_impl/2023/1695/oj. 4 https://smart-networks.europa.eu/5g-strategic-deployment-agenda-for-connectivity-and-sustainability-ineurope/, adopted 20 December 2024 by the Governing Board of the Smart Networks and Services Joint Undertaking, on the basis of contributions from EIM, CER, UIC and UNIFE/UNITEL. 5 https://digital-strategy.ec.europa.eu/en/library/connecting-europe-facility-cef-multiannual-work-programme2024-2027. 6 Including the ones above participate in EU-RAIL Joint Undertaking Deployment Group https://railresearch.europa.eu/participants-deployment-group/.”
  5G · EU support of rail transport · EU funding for transportation
• 2025-05-28 “E-002142/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission Article 5(3) of Regulation (EU) 2023/1804 on the deployment of alternative fuels infrastructure 1 (the Regulation) makes it clear that an operator of publicly accessible recharging points must not discriminate through the prices charged between different mobility service providers. This applies to all mobility service providers. Article 5(6) of the Regulation requires Member States to monitor the market in particular with regards to compliance of market actors with Articles 5.3 and 5.5. To date, no Member State has brought to the Commission’s attention any systemic competition issues on its territory. The Commission has started its assessment of the implementation of the Regulation in view of the scheduled review by the end of 2026. This assessment specifically includes the implementation of provisions in Article 5 on price setting and price transparency. The outcome of this assessment will be reflected in the review. 1 Regulation (EU) 2023/1804 of the European Parliament and of the Council of 13 September 2023 on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU, OJ L 234, 22.9.2023, p. 1– 47.”
  EU Competition policy · EV charging infrastructure
• 2024-12-18 “E-003040/2024 Answer given by Mr Hoekstra on behalf of the European Commission The EU legal framework already includes several instruments promoting the use of renewable and low-carbon fuels with a significantly lower carbon footprint than fossil fuels, notably the Renewable Energy Directive 1 and the RefuelEU Aviation and FuelEU Maritime Regulations 2 . The proposed revision of the Energy Taxation Directive 3 would also create more favourable conditions for renewable and low-carbon fuel. In parallel, the Alternative Fuels Infrastructure Regulation 4 sets targets for alternative fuels infrastructure. In addition, ‘zero rating’ of sustainable aviation fuels (SAF) in the Emissions Trading System (ETS) provides them with a significant financial incentive; 20 million ETS allowances have been set aside to cover part or all of the price gap between SAF and aviation fossil fuels. Financial support is provided through the Innovation Fund, including around EUR 1 billion for 16 projects producing sustainable fuels (incl. e-fuels and biofuels) and EUR 2 billion to 30 projects producing hydrogen as main product. However, these measures have not yet resulted in a sufficient scaling up of the production of renewable and low-carbon fuel, in particular e-fuels. Those have a crucial role to play to decarbonise aviation and waterborne transport, where zero-emission solutions will not be available in the medium term, and it is necessary to further promote investments in their production. The Commission plans an initiative to boost the roll out of renewable energy, including by proposing a 2040 renewables target. Moreover, the announced Sustainable Transport Investment Plan will include new measures to further boost investment into renewable and low-carbon fuels for aviation and maritime, increasing their scalability and competitiveness. 1 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32023L2413 2 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32023R2405, https://eur-lex.europa.eu/legalcontent/EN/AUTO/?uri=CELEX:32023R1805 3 https://taxation-customs.ec.europa.eu/taxation/excise-taxes/revision-energy-taxation-directive_en 4 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32023R1804”
  Support for different mobility technologies Other Than Electric Vehicles
• 2024-12-18 “E-003039/2024 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. In 2023, with the Greening Freight Package 1 , the Commission proposed key actions to support modal shift in freight transport. The Commission is confident that these initiatives will contribute to boosting rail freight and encourages the co-legislators to adopt them. Ongoing work to speed up the deployment of the European Rail Traffic Management System, prepare the transition to Digital Automatic Coupling and modernise train drivers’ certification requirements should allow smooth train running across networks and support the increase of rail freight’s market share. The 2024 revision of the trans-European transport network (TEN-T) Regulation 2 will bring about much needed improvements in the rail network, including for freight. 2. The new TEN-T Regulation sets out ambitious infrastructure and operational requirements and deadlines to enhance rail freight in Europe. Member States will have to seek a formal approval of the Commission for any deviation. Furthermore, the Commission together with the European TEN-T Coordinators will remain in constant contact with the Member States and the relevant stakeholders, monitor closely the deployment of infrastructure and regularly report on progress made. 3. Despite substantial EU contributions to rail projects, notably EUR 32 billion through the Connecting Europe Facility, EUR 18.5 billion through Cohesion policy funds, and roughly EUR 40 billion through the Recovery and Resilience Facility, the investments remain below the needs. Therefore, it will remain important to provide support to projects with high EU added value such as infrastructure improvements along cross-border lines. Attracting private investment and reinforcing cooperation between Member States are also key. 1 https://ec.europa.eu/commission/presscorner/detail/en/ip_23_3767 2 https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:52021PC0812”
  Road transport environmental policy
• “Cisa also expanded work on drones through u-space research and large scale demonstrations that foster safe, efficient, and scalable drone operations for emergency services and infrastructure monitoring. Europe's rail completed its transition away from the shift to rail programme, which we which reached 101 finalized projects and almost full budget execution. First outputs under the system pillar were delivered in 2024, covering unified operational concepts, digital system architecture and work on resilience, including vulnerability assessment and climate climate adaptation measures. This contributes to a more joined up, interoperable and secure European rail system vital for the free movement of citizens, cross-border services and defence mobility. Together, the three joint undertakings push forward the technologies that will define Europe's mobility future cleaner, more efficient aviation and more integrated and interoperability, interoperable European rail network and innovative mobility solutions. The 2024 results showed a strategic value of European level cooperation in delivering safe, sustainable and resilient transport system. This was the report. I feel sorry that it was longer than six minutes. And now we move on to the debate. And I now give the floor to the shadow rapporteurs for two minutes, and we start off with S and D. Not. Sorry, sorry, sorry. Mr. Nils Usakovs.”
  EU support of rail transport
• “Okay. Thank you, Mr. Schmit, for being here with us today. Also for the interesting exchange. And I'm sure that we will be in touch quite often on this very important package in the future. And as you know, we distributed their proposals to the political groups this morning, and I think it's a way ahead and many things to discuss. So let's now move on to the next item on our agenda, which concerns the amendments of the Tran report on Transport Enforcement of Passenger rights in the Union. The file is a part of the passenger rights package, together with the proposal on the multimodal regulation that is also in today's agenda and also interlinked with the air passenger rights revision. As you know in the enforcement file, the Commission is proposing to revise the regulations on passenger rights of different transport modes air, sea, bus and rail via this omnibus regulation to strengthen the enforcement mechanism regarding passenger rights and to introduce rules for air passengers who booked their flights via an intermediary. As I already said, this file is very much interlinked with the Air Passenger Rights Regulation, so Tran hopes to ensure the coherence of the whole package. 479 amendments have been tabled in Tran, including the 155 tabled by Mr. Ricky in his draft report. We have not yet received the Imco opinion as their vote is scheduled on the 20th of May. The amendments and the result of the discussion so far at the level of the negotiating team will be presented today by our rapporteur, Mr. Ricky and the shadows. And I might ask you all for your attention to give Mr. Ricky the floor for three minutes.”
  EU policy on aviation safety
• “Good afternoon, dear colleagues. I would ask all of you to take your seats so that we can start with today's committee. Good afternoon. It's a pleasure to welcome you to the last committee meeting this year. As the chair, Mr. Rosenberg can't, unfortunately, be here with us today. And my colleague, Vice Chair Sinkevicius, is also not with us by now. I'm replacing them to chair today's afternoon session, but I will hand over to my colleagues as soon as he is here with us. Before moving on to our first exchange, I would like to announce the following deadlines for submitting amendments. Opinion on the 2024 Discharge General Budget of the European Union Commission Rapporteur George Volker EPP December 4th, 2025 at 12. Opinion on the 2024 discharge general budget of the EU agencies. Rapporteur George EPP December 4th at 12. Opinion on the 2024 discharge general budget of the EU Joint Undertakings Rapporteur George EPP December 4th at 12. Report on Air Passenger Rights rapporteur Andrei Novakov EPP December 4th, 2025 at 5 p.m.. Report on enhancing connectivity, preserving cultural heritage and driving local excellence in European tourism, destination management and regional tourism growth. Rapporteur Daniele Attard December 9th at noon. So we move on now to the adoption of the draft agenda. Dear colleagues, be informed that there is a small change on the draft agenda shared with you last week.”
  Discharge of EU institutions and agencies
• “Thank you so much, dear Commissioner, for joining us and also for your insightful presentation. I think this is the plan that we need to make sure that there is a boost in the railway sector. And as some colleagues mentioned already, we still have a very fragmented system. Um, and we still see many national rules and they are also causing delays. So I'm wondering what's the plan of the commission, um, to make sure to address these issues and to make sure that we save time in cross-border rail operations.”
  EU transport infrastructure integration
• “Thank you so much, Madam Chair. Thank you so much also for your presentations. Um, I have three questions. The first one regarding the North Sea Baltic corridor, which connects some of the most important industrial and port regions. And so I'm just wondering what possibilities you see to increase the shift of freight transport from road to rail along this corridor. Um, then my question regarding the Corps regarding the North Sea Mediterranean corridor, the European Court of Auditors has recently indicated that the 2030 deadline for completing the Ten-t core network will not be met. So what is your vision for addressing both significant cost overruns and delays, which have been highlighted in this report? And regarding the ertms, um, we know that it is very costly. So I'm wondering which measurements are going to be taken to reduce the costs and to make it more affordable.”
  EU transport infrastructure integration
• “Mr. president. Commissioner. Colleagues. Europe needs a high performing transport infrastructure. Only if we have those corridors can we ensure our prosperity. However, we can't just focus on road transport and that particularly applies to alpine regions who suffer. That's why we need to shift from road to rail, and we really need to push for that in order to do that. The EU and the member states needs to invest more in rail. At the same time, we need to bring down regulatory obstacles. It's clear that we need to boost rail and bring down red tape. If we have strong infrastructure, then we'll have a strong Europe, and that's what we're all about.”
  EU support of rail transport
• “The European Union Agency for Railways marked its 20th anniversary with strong performance, delivering all vehicle authorisations, safety certificates and Ertms approvals on time. This supports a safer, more interoperable rail system with Interoperable Europe Act now in force. Era is preparing to strengthen digital governance, cross-border data exchange and harmonised digital standards, enabling more reliable services and smoother cross-border travel. Taken together, ESA, Emsa and ERA protect the freedom of movement that defines the European Union. The work in 2024 confirms the central role of transport agencies in a resilient, secure and fully connected Europe. Now I move on to the general budget of the EU joint undertakings for the three Joint undertakings Clean Aviation, Csah three and Europe's Rail. These joint undertakings continued in 2024 to deliver research, innovation and technology that directly supports Europe's mobility, sustainability and competitiveness. Clean and clean aviation entered a pivotal year. It closed the decade long clean Sky two programme, whose global assessment confirmed that it largely achieved its objectives. It continued implementing phase one of the Clean Aviation Programme, ensuring progress on breakthrough technologies. Important steps where and important steps were also taken to work with Iesa on de-risking new technologies. Cs3 made steady progress on the activities planned for 2024 and advanced the digital European sky. A key element this year was the strengthening of the defence and security dimension. Caesar's cooperation with the European Defence Agency and military stakeholders helped integrate military requirements into civil ATM innovation, improves interoperability and supports the European Union's strategic autonomy.”
  EU support of rail transport
• “Thank you very much. President. Commissioner. Colleagues. Today on the Safer Internet Day, something has become very clear. The digital revolution offers opportunities, but also risks. Without clear rules and protection, it becomes a problem for. Especially for children and young people. So it's our responsibility to protect children and young people. Protecting protection online must be our highest priority. The figures. Make it quite clear. 1 in 6 young people in the EU has is affected by online bullying. Cyber bullying is not an exception. For many, it's part of their sadly part of their everyday. And it leaves a bad, bad trace mentally. And in terms of health, those affected are left alone. If you're bullied online, you can't protect yourself. Cyber bullying shouldn't be left without consequences for the perpetrators and also not for the platforms. If you insult somebody and bullies somebody, you must face the consequences. I welcome the measures proposed by the commission, but one thing is key for me. Anonymity shouldn't be a protection for perpetrators. We need clear responsibility in social media. If you bully online, you can't hide behind a mask of anonymity.”
  Safety features & content control for child protection online
• “Thank you. President. Commissioner. Minister. Colleagues. Many of you will be familiar with this. You have an important flight coming up and it's all booked. You've checked in and you get to the airport. And then comes the nasty surprise. You have several hours of delay, or perhaps the flight is cancelled altogether. The consequences are multiple. You miss appointments and nerves are frayed. And then comes the real problem. You have to fill in forms. You wait for hours on hotlines, and you just hope that you'll eventually get to your destination. At times like that, passengers rights should kick in. Now, these were hard won rights. They were negotiated with some difficulty, and now we can't imagine life without them in the EU. They're not a luxury at the gate. They're something that we cannot do without. So if we're going to reform passenger rights, I would reject any weakening of them. If we're talking about changes, then it should be to improve those rights, not a downgrade. Thank you.”
  EU policy on aviation safety
• “So we continue with the shadow rapporteurs, and as we are a little bit ahead of the schedule. Um, Mr. Novakov will be arriving in a couple of minutes. So I would suggest to give the floor, first of all to PFC. Um, is there anyone who wants to take the floor from Patriots for Europe. Also not here yet. Um, so I would suggest anyone from ECR who wants to take the floor. Not yet. Uh, then we start, please, with Mr. Etienne from Renault. You have the floor for two minutes. Thank you.”
  EU political integration
• “I will begin with the Commission's action DG move show strong implementation in 2024, completing all commitments and reaching 99% of its payments. The final CEF transport call of 2.155 billion closed the 2021 to 2027 envelope, fully directing funding to strategic transport priorities. Rail remains central. Updated technical specifications for interoperability, advanced digitalisation and harmonisation. Addressing findings of the European Court of Auditors on fragmented national rules, slow cross-border development and the need for better EU level planning. The revised regulation entered into force in 2024, strengthening governance through European coordinators and new corridor structures to improve long term planning and deliver major cross-border rail links. Military mobility progressed under the Action Plan 2.0, developed with the European Defence Agency, the European External Action Service and NATO, focusing on dual use infrastructure and rapid movement. Responding to European Court of Auditors calls for clearer standards and coherent investments. The Black Sea gained strategic importance in 2020 for DG move, reinforced regional cooperation and maintained connectivity in a sensitive geopolitical context. Support for Ukraine and Moldova through solidarity lanes and targeted investments remains vital. Dg move also ensured consistent enforcement of transport related restrictive measures against Russia and Belarus. Working with member states and partners to prevent Circumvention and protect the integrity of the European transport system. I now move on to discharge 2024 general budget of the European Union agencies.”
  EU transport infrastructure integration · EU support of rail transport
• “Thank you for your question. It's important to do everything we can, all modes, but my focus is on rail. That's what I do in particular. But as Parliament, we need to focus on any type of mobility that is sustainable. Thank you.”
  EU support of rail transport
• “Dear colleagues. All three transport agencies received a clean audit opinions for 2024 confirming reliable accounts and lawful regular transactions. This financial management gives confidence that the work carried out is supported by solid administrative foundations. Their role is essential at the time when freedom of movement is not only an economic pillar, but a condition for security, resilience and daily life in the European Union. The European Union Aviation Safety Agency made solid progress during a year of internal reorganization under its new executive director. It addressed safety risks from GNSS jamming and spoofing in Eastern Europe, the Middle East and the Baltic Sea. Updating its safety Information bulletin and reinforcing work on cybersecurity and conflict zone assessment, closer cooperation with the European Defence Agency and NATO. Supports alignment of civil and military standards, especially for unmanned aerial systems. The European Maritime Safety Agency provided essential support in the maritime domain. Its work on alternative fuels, new propulsion and autonomous vessels advances clearer, more efficient shipping. Emsa also strengthened situational awareness in the Black Sea, Adriatic and Baltic Seas, monitored developments in the Red sea, and supported sanctions enforcement by identifying ship to ship transfer hotspots. These efforts help secure supply chains and prevent illicit activity. Operational cooperation with Frontex and the European Fisheries Control Agency further reinforced maritime security and environmental protection.”
  EU policy on aviation safety
• “Thank you. President. Commissioner. Dear colleagues. The European Union is one of the safest rail networks in the world. The truth, however, is that in recent years we've had tragic rail accidents with a lot of victims. Our thoughts go out to them and their families. However, commemorating them isn't good enough when accidents happen. We need investigations. We need to assess what went wrong and learn lessons with a view to preventing further accidents. This happens automatically in air transport, but this is not the case for rail transport yet. This is why we need a reporting system for rail traffic. Very often small warning signals precede huge accident, and sharing this kind of information allows us to ward off accidents. This needs to happen. Cross border. We need cross border safety standards because this is the way to ensure safety.”
  EU support of rail transport
• “Thank you so much. So let's move on to the left. Miss is not here. Is anyone replacing her? Is there anyone from the left who wants to take the floor? No. Is there anyone from ECN who wants to take the floor? No. Any other map? Who wants to take the floor? No. Okay, so we now move on to the European Commission, and I give the floor to Miss Garcia for two minutes.”
  EU public communication strategy
• “Thank you very much. Madam president, Commissioner colleagues, many of us know the situation purchasing from a neighboring country and suddenly. The same product is a lot cheaper. Same brand, same quality, same content, same size, but a completely different price. Why is that? Restrictions on territorial deliveries. Manufacturers tell resellers where they can sell and keep prices artificially high. That has consequences for all consumers and consumer prices. With or without these restrictions. A purchase of €100 would on average be €7 cheaper. Throughout Europe, there would be a huge potential for savings up to €28 billion a year in times of high inflation. We must take every measure which gives us a necessary relief for citizens. Colleagues, I think we're clear and we agree that we need a concrete improvement for citizens. It's all the more important than the Commission here takes measures so that these price differences no longer exist in future, because price differences shouldn't be dependent on kilometres, but rather fair competition.”
  EU Competition policy
• “Thank you so much, chair. So my question is addressed to the deputy mayor of the city of Amsterdam. Um, and overtourism is rightly seen as a big challenge, but I think that we should also not forget the tourism also brings advantages when it comes to better leisure, infrastructure, cafes and also cultural life. So I'm just wondering how we can make sure that these positive aspects are also seen and not overlooked.”
  EU strategy for tourism development
• “Thank you. President. Madam Commissioner, ladies and gentlemen, I would like to take you on a trip, a trip to the Europe of the future, a Europe in which industries will guarantee our prosperity, a Europe in which ships and planes are powered with clear, clean fuels from Europe. This mission can become reality if we have the courage which is sorely needed. European industry needs our courage. If we are to promote sustainable fuels, we can create new jobs, value and energy, energy, energy sovereignty for Europe. But much of this is already underway. However, we won't become sovereign, independent by waiting. We can only do this by acting. This is why we have to ensure that energy respects our CO2 rules. We have to have clear incentives for that. Above all, we have to ensure that we have political determination rather than just bans. If we don't build our own industry here in Europe, somebody else will do it and we will pay a heavy price for that, both economically and politically. This is why it's up to us to act now. We have to invest. We have to show courage so as to ensure that in just a few years, we will be able to say, sustainable fuels made in Europe.”
  Energy (green transition)
• “Thank you, Mr. Sieper. Thank you for the blue card. Thank you for your question. I think we all agree that we do need industry standards, which are innovative in Europe so as to promote our competitiveness. This means that we have to have an open approach to technology so as to ensure that our businesses and industries can choose the shortest route to a carbon neutral future. Thank you.”
  Energy (green transition)
• “Thank you very much. President. Commissioner. Colleagues. Sustainable traffic is our objective. But with a ban on the combustion engine, the economy in Europe will suffer. It will produce, it will create a job loss and so on. This the automotive industry is representative of thousands or millions of jobs and is fundamentally important. And that is why we have to work together. One thing is very clear to me. Um, And climate protection cannot be. Go hand in hand with obligations. We need an understanding and opening. And openness. Europe is a continent on which there are visions. Large ideas and very brave solutions. However, over the past few years. Very often we are we are competing in terms of bands and the like. And nowadays we cannot follow a simple ideology. We need to focus on innovation. And that is why it is high time that the combustion engine ban be stopped this year. And that way we will remain competitive and we will protect jobs, and that will also guarantee a good future for Europe.”
  Road transport environmental policy
• “The feedback on transmission to South Korea. Originally scheduled as a tender point for this afternoon, will be postponed for tomorrow, just before the public hearing on autonomous driving, as it is closely linked with this topic. If there are no objections, the draft agenda can be adopted with this change. I do not see any objections, so we proceed. We are now discussing the adoption of the meeting's minutes from the 16th of July, 2025 and November 5th, 2025. Are there any objections? I cannot see any. So the minutes are adopted. We now move on to the presentation of 2024 discharges. Opinion 2024 discharge General budget of the European Union Commission and General Budget of the EU agencies and general budget of the EU Joint Undertaking. As usual this year, our committee is issuing three discharge opinions one for the Commission, one for the decentralised agencies, namely ESA, Emsa and ERA and one for the joint undertakings within the remit of Tran, Clean Aviation, CSR and EU rail. Since our rapporteur is somehow funny, but as our rapporteur is not here I will step in. Sorry, I will step in and present his opinion. Okay, just a second. Do I have to move now? No. Okay. Okay. So discharge 2024 general budget of the EU Commission. As the rapporteur is not here, I'm stepping in to introduce the three reports on the 24 discharge opinions for the EU General Budget on his behalf.”
  Discharge of EU institutions and agencies