Sérgio GONÇALVES

Policy topics Sérgio GONÇALVES is active on

What Sérgio GONÇALVES has said (31)

• 2025-11-12 “E-004484/2025 Answer given by Executive Vice-President Ribera on behalf of the European Commission To the Commission’s knowledge, Portugal and the Autonomous Region of Madeira intend to implement any future State aid fiscal scheme applicable in the Free Trade Zone of Madeira (ZFM) under the General Block Exemption Regulation (GBER). Under the GBER, granting authorities in Member States can implement directly the schemes they adopt, provided these comply with the conditions set in the Regulation, without prior notification to the Commission. Furthermore, Member States have to comply with transparency and reporting obligations. These have been fulfilled by the Portuguese and Madeiran authorities in relation to the current ZFM regime and annual reports on the implementation of the current regime have been sent to the Commission’s services.”
  Funding for OCTs and outermost regions
• 2025-10-22 “E-004153/2025 Answer given by Mr Hoekstra on behalf of the European Commission All sectors, including maritime transport, must contribute to the EU objective of climate neutrality by 2050. The EU Emissions Trading System (ETS) 1 is key to this goal. The Commission fully acknowledges the specific situation of the EU’s outermost regions and their dependence on air and maritime connectivity. Accordingly, the EU ETS includes derogations benefitting these regions. In line with Article 12(3-b) of the ETS Directive, until 31 December 2030, there is no obligation to surrender allowances for emissions from voyages between a port in an outermost region and another port in the same Member State. This derogation applies to voyages between ports within or between outermost regions, and emissions from port activities related to such voyages. Under the EU ETS, each voyage segment between two ports of call is treated as a separate voyage for monitoring, reporting and compliance purposes. Thus, if a ship departs from a port of call in one Member State (not located in an outermost region), makes an intermediate call in another port of the same Member State (also not in an outermost region), and then proceeds with a port of call located in an outermost region of the same Member State, it will result in two distinct voyages under the EU ETS. Only the emissions from the second voyage connecting to the outermost region would meet the conditions to qualify for the derogation and be exempt. However, if the stop at the intermediate port does not qualify as a port of call under the EU ETS (e.g. stop for the sole purposes of refuelling), emissions from the two legs would be considered as part of a single voyage, which would qualify for the derogation. Additionally, outermost regions benefit from EU funding 2 for the green transition and ETS revenues may also finance maritime projects in these regions. 1 Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a system for greenhouse gas emission allowance trading within the Union and amending Council Directive 96/61/EC (OJ L 275 25.10.2003, p. 32). 2 Such as European Regional Development Fund (ERDF) and LIFE programmes.”
  Decarbonisation of maritime transport
• 2025-10-01 “E-003811/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission In June 2024, the Commission established 1 an expert group on Automated Identification System (AIS) spoofing and other types of interferences, consisting of Member State maritime experts and hosted by the European Maritime Safety Agency (EMSA). The work is Europe wide and not limited to any sea basin as such interference may occur anywhere. Due to their geographical location more such occurrences have been reported in the Baltic- and Black Seas. For a test period over five months there were 233 recorded cases for all EU sea basins, including the Atlantic. The maritime experts’ group has been cooperating with the Commission Task Force on Global Navigation Satellite System (GNSS) Radio Frequency Interference (RFI), especially as regards the EU GNSS RFI Monitoring Services to identify GNSS interferences that also impact AIS as well as affected areas and suspected location of the potential jammers. A first important outcome is a reporting protocol – Incident Reporting – for such detected interferences based on the operational Union Maritime Information and Exchange System, to make mariners serving on board any ship aware and allow them to take navigational precautions. The expert group is continuing its work, exploring techniques for detecting and preventing spoofing and jamming, as well as raising awareness of these issues and occurrences at the International Maritime Organisation. In addition, the European Defence Fund supports Commission projects, including maritime surveillance systems 2 , covering also the Atlantic. The EMSA mandate 3 has been agreed on 20 May 2025 as part of reinforcing resources to meet such new challenges and needs including the setting up of a 24/7 maritime awareness centre to provide continuous support to Member States. 1 Under the Vessel traffic Monitoring and Information System Directive (2002/59/EC). 2 e.g. PADIC, NEMOS. 3 Regulation (EC) No 1406/2002, revised Regulation about to be adopted in November 2025.”
  Decarbonisation of maritime transport · EU policy on screening foreign investment in strategic sectors and critical infrastructure
• 2025-10-01 “E-003812/2025 Answer given by Executive Vice-President Fitto on behalf of the European Commission The Commission fully recognises the permanent structural constraints of the outermost regions, as enshrined in Article 349 of the Treaty, and remains committed to addressing them under the next Multiannual Financial Framework (MFF). Today, support to these regions is scattered across several EU funds. The proposal for the next MFF requires France, Spain and Portugal to include dedicated measures for their outermost regions in their National and Regional Partnership Plans, with the option of a specific chapter for each region. The new approach promotes an integrated use of resources for investments, reforms and compensation schemes, and extends the eligibility of operating costs to all measures. It maintains lower co-financing rates and higher levels of technical assistance for their territorial cooperation under the Interreg Plan 1 . It also mandates specific supply arrangements for essential products and a requirement to support local agricultural, fisheries and aquaculture products. Measures will cover areas such as food security, housing, transport and digital connectivity, energy, water, waste management, energy, education and skills, migration, climate change, environmental protection, healthcare, economic development and the blue economy. While the name ‘POSEI’ 2 will no longer be used, its core tools (supply arrangements and local production support) will continue. By combining investments and reforms within one plan, the new framework seeks a coordinated, coherent, and differentiated approach, which allows Member States in partnership with regional authorities to tailor support to the specific needs of their regions. 1 EU funding programmes that support cooperation. 2 programmes of options specifically relating to remoteness and insularity.”
  Funding for OCTs and outermost regions
• 2025-04-29 “E-001705/2025 Answer given by Mr Hoekstra on behalf of the European Commission All sectors, including maritime transport, need to contribute to the EU climate neutrality goal by 2050 and the EU Emissions Trading System (ETS) is a key policy to achieve this objective. While the ETS Directive 1 allows for the transfer of the ETS costs from the shipping company to another entity operating the ship, it does not regulate the pass-through of costs to shippers. The Commission's report 2 on the monitoring of the ETS extension to maritime transport shows that shipping companies typically pass ETS costs to shippers, with a limited impact on overall transport prices in 2024, estimated between 1% and 5% for deep sea container services. A case study revealed that surcharges do not always reflect the EU ETS costs expected on specific routes, possibly due to shipping companies' strategies in redistributing costs among their lines. Information to be published by 30 June 2025 in Thetis Monitoring, Reporting and Verification (MRV) 3 will detail ship level emissions reported by shipping companies under the ETS, possibly aiding shippers in their commercial discussions. In terms of effectiveness, companies passing on the ETS costs would generally incentivise their consumers to shift towards greener alternatives. At the same time, the ETS would continue incentivising investments in mitigation reduction solutions in synergy with other policies such as FuelEU Maritime 4 . The Commission will continue closely monitoring the implementation of the ETS extension to maritime transport, with reports due every two years. The above-mentioned report should therefore be seen as the first step of an ongoing process providing the foundation for future analysis and for possible enhancements of the monitoring approach. 1 Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC (OJ L 275, 25.10.2003, p. 32). 2 COM(2025) 110 final - https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex:52025DC0110. 3 The dedicated Union information system developed and operated by the European Maritime Safety Agency that supports the implementation of Regulation (EU) 2015/757 - https://mrv.emsa.europa.eu/. 4 Regulation (EU) 2023/1805 of the European Parliament and of the Council of 13 September 2023 on the use of renewable and low-carbon fuels in maritime transport, and amending Directive 2009/16/EC.”
  Decarbonisation of maritime transport · Extension of the EU Emissions Trading Scheme
• 2025-04-29 “E-001706/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission The Commission has been actively supporting research efforts to better understand and address the impact of contrails on the climate for over 35 years. It is indeed due to these EU and national efforts that we have the present level of understanding and global leadership in this domain. As we work towards implementing effective contrail avoidance practices, our current focus remains on tackling all aviation emissions in the most effective manner. The Commission is currently working on fuel composition and exploring possible ways to improving jet fuel quality to reduce aromatics and sulphur levels lowering the amounts of non-CO 2 -emissions stemming from fuel consumption. Similarly, the ReFuelEU Aviation Regulation 1 and the increased adoption of specific types of sustainable aviation fuels are expected to contribute to the decrease of contrail formation that affect non-CO2 climate impacts. In addition, the climate impacts of non-CO 2 are already being monitored and reported following the entry into applicability of the Measurement Reporting and Verification framework as of 1 January 2025, as part of the EU Emissions Trading System Directive. Financial opportunities for contrail avoidance and sustainable aviation are available through EU funding programmes 2 . For example, the ‘dynamic collaboration to generalize eco-friendly trajectories’ (CONCERTO) 3 aims to demonstrate that more environmental trajectories and climate mitigation measures can be implemented in the daily operations to reduce CO 2 and non-CO 2 emissions. All the above EU research projects and many other national ones (e.g Climaviation 4 and LUFO 5 ) are expected to ensure a rapid and holistic reduction of all non-CO2 emissions (including contrails). 1 https://eur-lex.europa.eu/eli/reg/2023/2405. 2 For example Horizon Europe, PACIFIC, UNIC, E_CONTRAIL, BECOM, CICONIA, as well as the Single European Sky ATM Research 3 Joint Undertaking and the EU ETS Innovation Fund. 3 https://cordis.europa.eu/project/id/101114785. 4 https://climaviation.fr/en/research-focus/contrails/. 5 https://www.bauhaus-luftfahrt.net/en/projects/project-airtime-reducing-co2-emissions-and-contrails-withadvanced-wing-technologies.”
  Decarbonisation of aviation sector
• 2025-04-24 “E-001656/2025 Answer given by Executive Vice-President Fitto on behalf of the European Commission The Commission’s proposal of 1 April 2025 1 for a regulation amending the European Regional Development Fund (ERDF), the Cohesion Fund, and the Just Transition Fund as regards specific measures to address specific challenges in the context of the mid-term review does not propose a change to the distribution of the resources across the different categories of regions, nor to the provisions governing possible transfers between categories of regions or to the methodology on the allocation per Member State 2 . Therefore, required resources for less developed regions cannot be used for transition or more developed regions. Furthermore, the possibilities provided for in the proposal are of a voluntary nature and amendments of individual programmes require prior approval by the relevant monitoring committee before they are submitted to the Commission. The implementation data submitted by the Member States indicates that some of the 20212027 resources remain unallocated. At a time of mounting challenges and limited fiscal space, it is necessary to maximise the utilisation of the available allocations, and the managing authorities will have the opportunity to direct them towards strategic investments that address urgent challenges which risk weakening the economic, social and territorial cohesion of the EU. 1 COM(2025) 123 final. 2 Articles 110, 111 and Annex XXVI of Regulation (EU) 2021/1060 (the Common Provisions Regulation).”
  Funding for OCTs and outermost regions · Cohesion and rural funding
• 2025-04-24 “E-001657/2025 Answer given by Executive Vice-President Fitto on behalf of the European Commission 1. The investments targeted by the legislative proposal 1 are intended as long-term development efforts aimed at promoting economic, social and territorial cohesion. The implementation data submitted by the Member States indicates that parts of the 2021-2027 allocations remain unallocated. The Commission expects that where Member States choose to direct resources toward the specific objectives outlined in the legislative proposal, they will mostly consider using these unallocated funds that would otherwise risk to remain unspent. 2. The indicators are defined in Article 1(7) of the legislative proposal. The proposal does not modify the existing provisions for monitoring programme implementation. The monitoring committee will continue to assess progress, including the achievement of milestones and targets related to the defence-specific objectives. 3. Investments in the thematic areas addressed by the legislative proposal were already permitted. The proposal now introduces incentives and flexibilities to accelerate their uptake. 1 COM(2025) 123 final.”
  Cohesion and rural funding
• 2025-03-27 “E-001290/2025 Answer given by Executive Vice-President Fitto on behalf of the European Commission The Commission announced, in the Mid-term Review Communication 1 , the launch of consultations for an updated strategy for the outermost regions to address their permanent constraints. Several EU instruments already include favourable conditions for their transport needs. The European Regional Development Fund 2 supports airport infrastructure only in these regions and compensates for airports’ higher operating costs. The Connecting Europe Facility 3 supports transport infrastructure with higher co-financing rates. Several Public Service Obligations ensure connectivity with outermost regions 4 , and social aid schemes support air transport for their residents 5 . Outermost regions benefit from specific provisions under transport-related climate legislation. Domestic flights and sea journeys between an outermost region and its Member State are exempted from the Emissions Trading System 6 until end 2030 and can be exempted under the FuelEU Maritime Regulation 7 until end 2029. Around EUR 1.6 billion was set aside from the Emissions Trading System revenues to cover price difference between the use of eligible sustainable aviation fuels and fossil kerosene, covering exceptionally the full difference at outermost regions’ airports. The Social Climate Fund regulation 8 requires that relevant Member States consider outermost regions’ specificities in their national plans. As set out in the Communication COM(2025) 46 final The road to the next multiannual financial framework 9 , the future budget will include a strengthened, modernised cohesion and growth policy, in partnership with national, regional and local authorities, including outermost regions. 1 A modernised cohesion policy: the mid-term review, COM(2025) 163 final. 2 Regulation (EU) 2021/1058 of the European Parliament and of the Council of 24 June 2021 on the European Regional Development Fund and on the Cohesion Fund. https://eur-lex.europa.eu/legalcontent/EN/TXT/?uri=CELEX%3A02021R1058-20241224. 3 Regulation (EU) 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the Connecting Europe Facility. https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02021R115320240718. 4 Regulation (EC) No 1008/2008 of the European Parliament and of the Council of 24 September 2008 on common rules for the operation of air services in the Community. https://eur-lex.europa.eu/legalcontent/EN/TXT/?uri=CELEX%3A02008R1008-20201218. 5 Based on Article 107(2)(a) of the Treaty on the Functioning of the European Union. 6 Directive (EU) 2023/959 of the European Parliament and of the Council of 10 May 2023 amending Directive 2003/87/EC establishing a system for greenhouse gas emission allowance trading within the European Union and Decision (EU) 2015/1814 concerning the establishment and operation of a market stability reserve for the European Union greenhouse gas emission trading system. https://eur-lex.europa.eu/legalcontent/EN/TXT/?uri=CELEX%3A02023L0959-20230516. 7 Article 2(4) of Regulation (EU) 2023/1805 of the European Parliament and of the Council of 13 September 2023 on the use of renewable and low-carbon fuels in maritime transport, and amending Directive 2009/16/EC. 8 Regulation (EU) 2023/955 establishing a Social Climate Fund and amending Regulation (EU) 2021/1060. https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02023R0955-20240630. 9 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex:52025DC0046.”
  Funding for OCTs and outermost regions
• 2025-02-11 “E-000630/2025 Answer given by Executive Vice-President Séjourné on behalf of the European Commission Under the Geo-blocking Regulation 1 , deciding whether to offer delivery services in specific locations within Member States remains the business choice of the trader. Charging higher prices for delivery depending on the area served may also be justified in light of increased costs. However, customers from other Member States are entitled to delivery in areas served by the trader according to its general conditions of access on the same terms as local customers without discrimination. The Commission cooperates with national authorities and the Consumer Protection Cooperation Network 2 to enforce the Regulation and tackle unjustified geo-blocking. The Commission has established, on the basis of Regulation (EU) 2018/644 3 on cross-border parcel delivery services, a public database with information on more than 44 000 domestic and cross border tariffs 4 . E-commerce providers may thus rely on a diverse and substantial offer to ensure delivery throughout the EU. However, only universal service providers are under the obligation imposed by Directive 97/67/EC 5 to provide affordable, cost-oriented, and non-discriminatory tariffs. The Commission has just launched an evaluation of the Geo-blocking Regulation 6 to assess if any further measures are needed to address remaining barriers and strengthen cross-border trade in the EU. The Commission remains committed to supporting a stronger integration of the outermost regions in the single market, in line with the 2022 EU Outermost Regions Strategy 7 . 1 Regulation (EU) 2018/302 of the European Parliament and of the Council of 28 February 2018 on addressing unjustified geo-blocking and other forms of discrimination based on customers' nationality, place of residence or place of establishment within the internal market and amending Regulations (EC) No 2006/2004 and (EU) 2017/2394 and Directive 2009/22/EC, OJ L 60I, 2.3.2018, p. 1–15. 2 https://commission.europa.eu/live-work-travel-eu/consumer-rights-and-complaints/enforcement-consumerprotection/consumer-protection-cooperation-network_en 3 Regulation (EU) 2018/644 of the European Parliament and of the Council of 18 April 2018 on cross-border parcel delivery services, OJ L 112, 2.5.2018, p. 19–28. 4 https://single-market-economy.ec.europa.eu/sectors/postal-services/parcel-delivery-eu/find-best-price-your-euparcel-delivery_en 5 Directive 97/67/EC of the European Parliament and of the Council of 15 December 1997 on common rules for the development of the internal market of Community postal services and the improvement of quality of service, OJ L 15, 21.1.1998, p. 14–25, amended by Directive 2002/39/EC of the European Parliament and of the Council of 10 June 2002 amending Directive 97/67/EC with regard to the further opening to competition of Community postal services, OJ L 176, 5.7.2002, p. 21–25, and amended by Directive 2008/6/EC of the European Parliament and of the Council of 20 February 2008 amending Directive 97/67/EC with regard to the full accomplishment of the internal market of Community postal services, OJ L 52, 27.2.2008, p. 3–20. 6 See the call for evidence published on the Have Your Say portal: https://ec.europa.eu/info/law/betterregulation/have-your-say/initiatives/14416-Geo-blocking-Regulation-evaluation_en 7 Communication ‘Putting people first, securing sustainable and inclusive growth, unlocking the potential of the EU’s outermost regions’ (COM/2022/198 final).”
  Geo-blocking
• 2025-01-16 “E-000171/2025 Answer given by Mr Hansen on behalf of the European Commission The Commission is aware of the importance of banana production for Madeira. The Madeira POSEI 1 programme includes an annual budget of EUR 10,2 million for the support of banana production (corresponding to 44% of the total support for local production in Madeira). According to the programme, the aid shall be paid to the banana producers through a body with appropriate technical means for the packaging and marketing of bananas, on the basis of the quantity of bananas delivered. It is the Member State’s responsibility to define and recognise this body. Following a recent opinion (EPR/2023/1) of the Portuguese Competition Authority (AdC) 2 , which recommended to the Madeira Autonomous Region to relax the necessary requirements for the recognition of banana Producer Organisations (POs) in Madeira, the Commission requested and obtained assurances from the region that they are driving legislative changes to amend the minimum thresholds for setting up POs and to fully comply with the recommendations of the Competition Authority. The Commission will request information from the Portuguese authorities concerning the demand for written commitments mentioned in your question and follow the issue closely. No restrictions may be imposed that aim to prevent the existence of alternative POs, as this is likely to have an adverse effect on the objective of the public policy. 1 Programme of options specifically relating to remoteness and insularity. 2 https://extranet.concorrencia.pt/PesquisAdC/Page.aspx?isEnglish=True&Ref=EPR_2023_1”
  Agricultural funding
• 2024-11-06 “P-002446/2024 Answer given by Executive Vice-President Fitto on behalf of the European Commission 1-2. The Commission adopted on 21 October 2024 its proposal RESTORE – Regional Emergency Support to Reconstruction 1 . The proposal is subject to the co-legislative negotiations. Upon entry into force of the Regulation, based on the Commission’s proposal, Member States will have 4 months, to submit programme changes to the Commission and will receive subsequently pre-financing and reimbursement of expenditure. It will be up to programme authorities to make use of the support and flexibilities provided as quickly as possible. Furthermore, support may be provided from other EU funding instruments, such as the Agricultural Reserve, should the relevant conditions for their use be met. As an EU outermost region, Madeira can access funds under specific EU programmes tailored to its needs: for instance, the POSEI scheme (programme of options specifically relating to remoteness and insularity) can support farmers and BESTLIFE 2030 2 can help restore its biodiversity. 3. As proposed by the Commission, the proposal allows for making use of the flexibilities and support provided for in case of both recent and future natural disasters before the end of the 2021-2027 programming period – without further regulatory changes to the cohesion policy framework. 1 This is a proposal for a Regulation of the European Parliament and of the Council amending Regulation (EU) 2021/1058 on the European Regional Development Fund (ERDF) and the Cohesion Fund and Regulation (EU) 2021/1057 on the European Social Fund Plus (ESF+). 2 BESTLIFE2030 - Grant scheme for biodiversity in EU Overseas: https://bestlife2030.org/”
  Funding for OCTs and outermost regions · Cohesion and rural funding
• 2024-10-30 “E-002344/2024 Answer given by Mr Hoekstra on behalf of the European Commission All sectors, including maritime transport, need to contribute to the EU climate neutrality objective by 2050. The EU Emissions Trading System (ETS) 1 and FuelEU Maritime 2 are key EU policies to achieve this objective. The Commission fully acknowledges the specific situation and challenges faced by outermost regions, in particular their high dependence on air and sea connectivity. This is why both the EU ETS and FuelEU Maritime contain derogations benefitting these regions. Furthermore, pursuant to the ETS reporting and review clause 3 , the Commission will monitor and report biennially on the implementation of the ETS extension to maritime transport, including regarding impacts on outermost regions. The monitoring will also concern, inter alia, possible transport cost increases, market distortions, and shipping services that constitute essential services of territorial continuity. The first report will be published in the coming months. If appropriate, the Commission will propose measures addressing potential challenges. The expected impact on costs due to the ETS extension to maritime transport and to FuelEU Maritime were carefully looked at in the Impact Assessments 4 that accompanied the legislative proposals. The analysis showed that the estimated impact on commodity prices relevant to the European trade was expected to be relatively small (less than one percent price increase by 2030), with very low effect on demand. Outermost regions benefit from EU funding to support their green transition, e.g. through instruments, such as the European Regional Development Fund (ERDF) and the programme for environment LIFE. The ETS also generates revenues which may benefit maritime projects in outermost regions. 1 Directive 2003/87/EC of the European Parliament and of the Council establishing a system for greenhouse gas emission allowance trading within the Union and amending Council Directive 96/61/EC (OJ L 275 25.10.2003, p. 32 , ELI: http://data.europa.eu/eli/dir/2003/87/2024-03-01). 2 Regulation (EU) 2023/1805 of the European Parliament and of the Council on the use of renewable and lowcarbon fuels in maritime transport, and amending Directive 2009/16/EC (OJ L 234, 22.9.2023, p. 48–100, ELI: http://data.europa.eu/eli/reg/2023/1805/oj). 3 See Article 3gg(3) of Directive EC/2003/87. 4 IMPACT ASSESSMENT REPORT Accompanying the document DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending Directive 2003/87/EC establishing a system for greenhouse gas emission allowance trading within the Union, Decision (EU) 2015/1814 concerning the establishment and operation of a market stability reserve for the Union greenhouse gas emission trading scheme and Regulation (EU) 2015/757, SWD/2021/601 final. COMMISSION STAFF WORKING DOCUMENT IMPACT ASSESSMENT Accompanying the Proposal for a Regulation of the European Parliament and of the Council on the use of renewable and low-carbon fuels in maritime transport, SWD/2021/635 final.”
  Climate efforts
• “In our discussions with the President of Insular Network of the Insular Chambers of Commerce and Industry of the European Union and the president of the Hellenic Small Islands network, we examined the broader challenges Island communities face water scarcity, affordable housing, waste and waste, waste, water treatment, and the broader sustainability of essential services, among others. Our mission reinforced the crucial message Norwegian, however remote, however insular, should be left behind. We left the Ionian Islands deeply impressed by the region's commitment to sustainable growth, environmental protection and cultural cultural heritage, and we reaffirmed our commitment as the Regi Committee to secure a strong and flexible cohesion policy budget underpinned by effective multi-level governance. In the upcoming multinational Multiannual Financial Framework for 2834. Let me close by expressing the sincere gratitude to all my fellow colleagues, the political advisors, the Secretariat, the interpreters technicians for this truly engaging and well organized mission. A warm thank you also goes to the regional authorities for their cooperation. Warm welcome and hospitality to everyone who made this mission a success. Thank you. And thank you, uh, to this committee for our ongoing dedication to a more cohesive, inclusive and resilient Europe.”
  Cohesion and rural funding
• “Mr. president, Commissioner, the world is increasingly interlinked. The number of flights, for example, increases year after year without the use of more or less polluting and more sustainable fuels, we won't hit our decarbonisation aims for the maritime and aviation sector. We need urgent investment in major investment to increase production. We also need regulatory predictability. The private sector will only invest in large scale if there's predictability, clear rules, and a guarantee of long term demand. I'd also like to highlight the specific situation of the outermost regions, such as Madeira. Its small size and isolation makes local production difficult, makes transport complex, and requires significant storage capacity. Therefore, it's vital that these regions receive adequate funding for the transition. And as far as possible, there's a limit on the number of fuels used so that we can also ensure interoperability of infrastructures for transport on their, um, uh, storage.”
  Decarbonisation of maritime transport · Decarbonisation of aviation sector
• “President. Mr. Tzitzikostas investment in transport infrastructure is essential if we're going to boost economic and territorial cohesion in the union. It will enable the swift movement of goods and people. That's very important for the outermost regions of the EU, such as Madeira. Madeira deals with specific challenges because of its geographical location and the fact that it's an island. That's why transport plan plans need to be adequately funded. The aim is to ensure that air and maritime transport are adapted correctly to deal with climate goals. I also urge you to put forward an ambitious strategy for ports which will boost their competitiveness, enable the energy transition and cut red tape, while at the same time taking into account the specific characteristics of the outermost regions. Thank you very much.”
  EU funding for transportation
• “Thank you. Chair. I thought you had my name. Sorry. I want to start by thanking the European Commission, Mr. Schmidt, for this report and presentation. Indeed, as you mentioned, that's on European roads remain too high. My home country, Portugal, is in the top ten of deaths per million in the European Union. And we just had a record number of deaths on the road during Easter. This is that for therefore, a topic of key importance that we must carefully consider. I wanted to to ask you two questions. First, could you develop a bit more on the role of the Roadworthiness package in reducing deaths in European roads, especially in regards to your proposal to increase the periodic periodicity of inspections of certain vehicle types, as well as the introduction of mandatory periodic inspections for motorcycles. Second, your report mentions that the gradual introduction of automated automated vehicles presents both opportunities and challenges. Could you develop on this? Are there challenges that we can already prepare for? For example, in the context of the Roadworthiness package, and how do you envision liability regimes across member states will deal with accidents that are caused by automated vehicles? Thank you.”
  Regulation of vehicles insurance
• “Thank you. Chair. Uh, I will speak in Portuguese. Uh. Colleagues, I'd like to start by thanking our speakers for their presentations. Uh, tourism is the basis for a great number of European economies, Is including my country and region, Madeira and Portugal. But there is real pressure from this sector on infrastructure and public transport and flight links, roads, but also on the housing market. Tourism has to benefit everybody, especially residents, because if conditions for residents worsen, then naturally we'll see revolt against that. As we've seen in a number of European cities, the tourism offering will lose its value and conditions will worsen. When it comes to housing, the situation is certainly worrying. In Portugal, the price of housing has reached new record levels. So I'd like to ask, in light of that. Well, there are a number of instruments that could be used to reduce the pressures of tourism, such as tourist taxes and moratorium on constructing new hotels. The limits on. Local housing. What is your view on these approaches and what approaches do you think have become more effective now? On the mayor of Amsterdam, the city banned constructing new hotels last year. Given this measure, what advantages and disadvantages have you identified with that and what lessons can other cities learn from it? What measures would be necessary to ensure that residents have access to public transport and housing in urban areas under high tourism pressures? And finally, in the previous term, the European Parliament approved a regulation on short term lets. In your view, do you feel that additional European legislation is needed to mitigate the negative effects of tourism, particularly when it comes to access to housing? Thank you.”
  EU strategy for tourism development
• “Thank you, Madam President. Um, thank you, Mr. Crane, for being here and sharing you with us. Your presentation. While the the Clean Aviation Joint Undertaking is rightly focused on disruptive technologies such as hydrogen propulsion and hybrid electric systems. How how is the initiative addressing the specific challenges faced by Europe's outermost regions, such as Madeira, where I'm from, Azores, Canary Islands. Particularly when it comes to the storage, transport and safe handling of new fuels like hydrogen, because usually at a global EU level, we discuss production, we discuss costs. But given the logistical constraints, lower passenger volumes and strategic importance of connectivity in these regions, do you foresee dedicated work streams to ensure that the benefits of green aviation are accessible across all territories of the of the Union? Thank you.”
  Decarbonisation of aviation sector
• “Mr. president. Commissioner. Ensuring truly competitive, efficient and sustainable public transport is essential to achieve the union's climate objectives and also to promote territorial cohesion. Investing in public transport means investing in a fairer, greener Europe, which makes a difference to citizens. But there can be no one size fits all approach. We need positive discrimination for the most sensitive areas, whether it is rural areas or outermost regions, places where public transport is infrequent, poor quality or non-existent. It is vital that we should have public funds to provide sea and air connections for island populations. This is vital for transport and supply to those areas, but also to maintain vital sectors such as tourism, which those small economies may depend on. So, Commissioner, it's important that the next MFF should take into account the specific needs of regions and that it should channel investments where they are needed most.”
  EU funding for transportation
• “Thank you. Chair. Thank you very much for for being here with us today. Um, you mentioned the the purpose of any data space. And the key starting point for any data space is to define its purpose in health. For example, the EU is creating a data space to help tackle diseases more efficiently in tourism. In my opinion, uh data is essential for both public and private stakeholders to better manage tourism flows, to reduce pressure on hotspots, and to spread the benefits of tourism across our territories. Moreover, data can drive innovation and enable digital companies to play a greater role in the tourism sector. Um, better data also empowers consumers to make informed decisions about holiday destinations or activities in those destinations. Um, with this in mind, I would like to ask you a few questions. How will the tourism data space align with or interact with other European data spaces, such as those for mobility and cultural heritage, to ensure a cohesive data ecosystem? What insights can you share by now about the efficiency of the European tourism data space implementation? How is the private sector, including large platforms being encouraged to participate? Um, and what metrics will be used to assess the impact of this data space on tourism sector sustainability, digitalization and competitiveness? Thank you.”
  Digitalization of public governance & administration
• “Thank you. Chair. First of all, I wanted to thank you for being here from the commission and thank you for the presentation. Esf, ESF plus is one of the main pillars of the MFF, and I think it's important to focus on two points here. The commission has a 14% target for the PNR for the social area, but without defining what the social objectives exactly are, we're seeing programs being replaced with amounts that the Commission has set as minimums for different sectors, without any clarification about how these limits are going to work in practice in terms of the programs established by the member States. Interpretations are too broad and actions could be funded that don't have much, um, in terms of respecting the current objectives. The risk is that projects that are funded might have to be reimbursed later down the line. Um, with the problems noted by the Court of Auditors. We're seeing divergences in terms of the with the proposal, you're telling us it's the best ever. But members here will remember that with cohesion policy under the MFF 2021 2027. But actually this means a real loss of finance. And let me remind you, the new priorities for the European Union are very important. No one is questioning the need for tackling the housing crisis or security and defence, but these priorities cannot be paid by other areas. They cannot be funded to the detriment of the most vulnerable or at risk of poverty, hunger and others.”
  EU expenditure on social policy
• “Thank you, Madam President. Um, I would like to begin by thanking the rapporteur, Marianne Sarath, for his for his draft report, which provides a solid, solid basis for our negotiations. Um, as we consider the Rearm Europe proposal, it's important to recall that the committee has already adopted an opinion on the revision of the cohesion policy, a file that is closely linked to this proposal in line with that opinion. We must reiterate that cohesion funds should only be used for defense related infrastructure. When such infrastructure is dual use, that is, when it can also be used for civilian needs. This revision also introduces the possibility of a higher co-financing rate for certain transport investments. This approach is understandable given the current geopolitical context. However, it is essential to underline that this should not prejudge the future multiannual financial framework and the transport priorities that will be included on it. More broadly, the Trend Committee must continue to advocate for increased investment in transport infrastructure across the union, especially considering the more than 90% overlap between civil and military transport networks. Thank you and I look forward to a constructive cooperation on this file.”
  Defence spending
• “Thank you very much. Um, I'll speak in Portuguese. Let me start by thanking the commission for the presentation. The aviation sector internationally is facing a number of challenges, like growth in passenger numbers and problems at airports and the need to respond to the climate transition urgently. These challenges felt even more in outermost areas, where aviation is sometimes the only connection with the mainland, and the lack of economies of skills of skill and higher operating costs, plus extreme weather events puts additional pressure on connectivity. Decarbonisation needs to not compromise. Air transport is something that is absolutely key to safeguard the economic growth of these regions, as well as social cohesion. So I'd like to ask some questions, if I may. What measures will the Commission take to make sure that the previously agreed objectives of ICAO of net zero by 2050? Is that how would that be respected? Um, and how will it be translated into action at the global level? What initiatives will the Commission support or propose for sustainable fuels at global level. Will the Commission defend specific measures for outermost regions and islands that may need additional help to store these fuels and to produce them? And how will the Commission guarantee that smaller regions, outermost regions and areas, um, how will their needs be reflected in negotiations and the global agreements on aviation? Thank you very much.”
  Decarbonisation of aviation sector
• “I'd like to start by thanking the chair for the work done on this report. And also, like Mr. Walsh, thank you for listening to our concerns in the committee. We've always been very much in line with our opinions. Now we welcome the proposal for the of the 2.2 billion minimum funding for outermost regions. This is absolutely vital to help our outermost regions to overcome their intrinsic difficulties and will ensure. Respect for article 349. However, I do have to highlight that we don't know how local and regional authorities will be involved in decision making in relation to investments in their territories. Moreover, there's cohesion policy issues and this could be a possible solution. Possible solution in relation to the Commission's proposal to ensure stability for long term EU aims. However, with the model there's only €453 million which are not currently allocated for for the PS. Now this would be unrealistic and it would just be the cohesion policy would just become a theory. And actually this 450 million would be far below what is actually required to match the level of funding from the previous programming period. Now this here, we're in the Regional Development Committee, and we need to reflect seriously about whether this proposal for the next MFF actually meets the needs of our regions and the ambition that we have for cohesion policy. Thank you.”
  Funding for OCTs and outermost regions
• “First of all, I would like to to apologize for the absence of my colleague Rosa, who is unable to be here today. So I'll read this intervention on behalf of her. Thank you very much to both rapporteurs for representing for presenting their draft report from the S&D Group. We want to be clear, Europe can cannot afford to fall behind in transport. That is why it is essential to ensure a more ambitious budget allocation. We are not talking about spending but about strategic investments. Cross-border projects are at the heart of the European projects. We share the urgency of meeting the deadlines set out in the Ten-t regulation and accelerating the implementation of both the core and comprehensive networks. But there will be no true Europe if mobility does not reach all territories. The comprehensive network is key to ensuring equal opportunities, especially in rural regions. Strengthening cohesion is a matter of territorial justice. Therefore, we support increasing co-financing rates as it as it is the case of outermost regions. No one should be left behind. We cannot ignore the current geopolitical context. Investing in military mobility means strengthening Europe's strategic autonomy. We need infrastructure infrastructure prepared for dual use, capable of responding rapidly from transporting military equipment to delivering humanitarian aid.”
  EU transport infrastructure integration · EU funding for transportation
• “Thank you. Chair. Um, thank you for your presentation and study, which is of the utmost importance for me as I come from an outermost region, Madeira. Um, as you mentioned, your study makes it very clear that mobility poverty significantly hampers the competitiveness of the EU's outermost regions. As tourism destinations as well. And this is crucial given that tourism accounts for a substantial, um, share of our economic output. Um, the, the EU climate legislation, um, poses in fact additional challenges to our regions, uh, if they are not accompanied by appropriate investments. Uh, in my view, um, uh, for most for outermost regions to comply with this legislation, we need significant investments. Uh, investments in storage facilities, transport facilities to reduce the costs. For example, when we discussed sustainable fuels to make it accessible on the islands, to transport it to, to, to the, to the islands and, and to store it as well. Um, So I wanted to ask you three questions. Um, the first one, uh, with regards to what I just said, the study also noticed that, uh, notes that outermost regions often lack the technological and financial capacity to comply with the new EU climate legislation. So what specific support or interventions would you recommend to to to mitigate that? Secondly, um, you also suggest and you just mentioned here at the end, mainstream derogations for the outermost regions in the EU climate policies. We know, for example, that we have a derogation until 2030 for the ETS. Um, what other legislation do you have in mind that currently lacks such derogations? Or when you mean mainstream derogations, you basically mean that everything relating to EU climate legislation should should have derogations for the outermost regions. And and the last the last question. Uh, when you, um, when you present, uh, an outermost specific transport support program. Uh, can you elaborate a little, a little bit more on that, because we've been discussing it over the years in previous terms to have specific support for for transport. Is it something just to mitigate and reduce costs also to, to promote innovation and and the green transition. How what what is your view on that. Thank you.”
  Funding for OCTs and outermost regions
• “Thank you. I'd like to start off by thanking the rapporteur, Mrs. Kyllonen. I'd like to thank her for her draft report, because I think it's an excellent starting point for our negotiations. Above all, I think that we should harness this work to underscore the following point. The Commission has funding for CF, but it's not enough to cover cover infrastructure and to cover the necessary investment for decarbonisation. As the Draghi and later reports point out. It is positive that transport sector activities can be funded by the Competitiveness Fund and the NRP. But we've got to bear in mind that there will be competing against other priorities for these tools because we don't have specific funding for transport. That is why it's vital to make sure that we have a clear structure and clear links between these mechanisms and the CF, because transport needs stable, long term funding to achieve its goals. And once again, thank you very much and I look forward to our negotiations.”
  EU funding for transportation
• “Thank you, Chair. I will be reading this intervention on behalf of my colleague Johan Nielsen, who could not join us today. In general, this is quite an optimistic report indicating that both manufacturers and analysts are expecting thirty-two percent of their sales to be zero emission vehicles by 2030. This may or may not be just enough to reach the forty-five percent reduction targets for heavy duty vehicles in 2030. Two pressing questions therefore emerge to keep the ambitions high. First, on the upcoming revision of the regulation on deployment of alternative fuels infrastructure, the report says that this regulation provides up to 2030 presumably fifty percent of the demand for heavy duty vehicle recharging, with the rest assumed to be supplied by markets. What space do you foresee for the market to grow with stronger provisions in the regulation on alternative fuels infrastructure? In other words, is there a case to be made that strengthening provisions in the regulation on alternative fuels infrastructure provide additional safeguards on availability of recharging points? On hydrogen, it seems that manufacturers are not betting large on it and that the current infrastructure is already more than enough for the demands. What does this say to you in the context of the debate on technological neutrality? Would it not be more efficient to focus less on hydrogen refueling stations? Thank you.”
  Powertrain choice: EV-only pathway vs. equal support for hybrids, e-fuels, H2
• “Thank you. Thank you very much. Commissioner, Commissioner. President. Um, one of the greatest achievements of the European Union has been the protection of citizens rights, especially consumer rights. Uh, many people question the usefulness of the union and its legislation. And the council proposes to limit passenger access to compensation for delays. Shocking. Indeed. This would reduce the incentive for companies to run, to run on time, and to restrict a right widely used by citizens. We often talk about the need to cut red tape, but we have to be consistent. As things are right now. If a flight is delayed, it is up to the passenger to start the process, gather documents and contact the airline. But all this data is already available to airlines if we want to simplify. It should be simplification that provides to the citizen and helps citizens. If a flight is delayed and a passenger is entitled to compensation, it should be done automatically, as befits a modern, fair and effective European Union. Thank you very much.”
  EU policy on aviation safety
• “Mr. president, Commissioner, the European Parliament has taken a significant step forward in increasing protection for tourists. Now, if packages are booked through agencies, we have better conditions, better protection against insolvency, better provisions for refunds and for passenger rights. The rules on vouchers, the right to cancel in exceptional circumstances and a more efficient system for refunds are all very important. For SMEs. We need to ensure that there are proportionate rules and that we have clear contractual arrangements. In this way, there will be more trust and that in itself is of benefit to the entire tourism sector in Europe. So I would like to thank the European Commission for the preparatory work that went into this proposal. This is an example of the good things that the EU can do, protecting people and their rights through its policies and cooperating in order to achieve tangible results. Thank you.”
  EU policy on aviation safety