CONFEDERACIÓN ESPAÑOLA DE TRANSPORTE EN AUTOBÚS
CONFEBUS
CONFEBUS represents Spanish bus and coach operators across regular, discretionary, and urban transport services.
Focus Areas
2024-2025
2020-2023
2017-2019
ID: 915777112103-83
Lobbying Activity
Spanish bus industry urges EU transport investment to fight poverty
23 Oct 2025
Message — CONFEBUS recommends positioning bus transport as a strategic investment within the EU strategy. They propose implementing social fares for vulnerable groups and expanding routes to disadvantaged and rural areas.123
Why — This policy framing would unlock new EU financing mechanisms and subsidies for the sector.4
Spanish bus industry demands tax parity with air travel
15 Oct 2025
Message — CONFEBUS requests excluding international bus transport from VAT rules. They also demand clearer multilingual information to simplify tax procedures.12
Why — This change would reduce administrative burdens and lower costs for SMEs.3
Impact — Aviation and maritime sectors would lose their current unfair tax advantage.4
Spanish bus industry demands financial aid for electrification
9 Oct 2025
Message — CONFEBUS requests more public subsidies to offset the high costs of zero-emission buses. They also call for streamlining administrative procedures and revising state aid limits for fleet renewal.123
Impact — Passengers would face higher fares if the sector's high decarbonization costs are not covered.6
CONFEBUS urges higher EU state aid for green buses
6 Oct 2025
Spanish bus federation urges integrating transport into housing strategy
17 Sept 2025
Message — CONFEBUS demands that the EU housing strategy integrates bus transport as a fundamental pillar. They argue that efficient connections are essential for labor mobility and making peripheral housing viable.12
Why — This would expand the bus network and increase demand for public transport services.3
Impact — Private vehicle manufacturers lose as the proposal aims to reduce household car dependence.4
Spanish bus association urges funding for 2040 climate targets
12 Sept 2025
Message — CONFEBUS requests a clear financing framework and investment plan to support the transition to sustainable buses. They call for direct subsidies for vehicle acquisition and charging infrastructure to help operators modernize their fleets.123
Why — This would lower the costs of adopting green technology which is currently much more expensive.4
Response to Clean corporate vehicles
8 Sept 2025
CONFEBUS toma nota de la apertura de una convocatoria pública de datos por parte de la Comisión Europea al respecto de una iniciativa sobre vehículos de empresa limpios. Adjunto se remite documento con comentarios al respecto.
Read full responseMeeting with Rosa Serrano Sierra (Member of the European Parliament)
3 Sept 2025 · Bus Sector Priorities
Spanish bus federation urges EU to prioritize bus transport
23 Jul 2025
Message — The organization requests that bus transport be a central pillar of the EU strategy. They propose investing in fleet renewal and making it easier to hire foreign drivers.123
Why — Removing regulatory hurdles will help bus companies overcome labor shortages and increase services.45
Response to Revision of the Roadworthiness Package
8 Jul 2025
A continuación, se presenta un análisis y las observaciones de CONFEBUS a las propuestas COM(2025)179 y COM(2025)180 para las consultas públicas que, sobre el contenido de las mismas, se han abierto al respecto.
Read full responseSpanish bus federation demands time limits for roadside inspections
8 Jul 2025
Message — The federation requests a maximum duration for roadside inspections to avoid service delays. They suggest remote sensing should only serve as a pre-selection tool. They also advocate for common inspection certificates valid for two days.123
Why — Limiting inspection times would reduce operational costs and prevent bus passenger complaints.4
Impact — Road safety enforcement could weaken if authorities cannot issue fines using remote sensors.5
Response to European Affordable Housing Plan
3 Jun 2025
CONFEBUS toma nota de la apertura de consulta pública por parte de la Comisión Europea sobre el Plan Europeo de Vivienda Asequible. El transporte público juega un papel fundamental en la asequibilidad y accesibilidad de la vivienda de varias maneras: reduciendo los costes de movilidad, ampliando las opciones de ubicación para los residentes y fomentando un desarrollo urbano más equitativo. Por ello, el Plan deberá recomendar a los Estados miembros que inviertan en sus sistemas de transporte público, puesto que una de las cuestiones importantes a la hora de hacer más accesible y asequible la vivienda es mejorar los sistemas de servicio público de autobuses. El Plan Europeo de Vivienda Asequible debe identificar como buenas prácticas aquellos países que ya han comenzado a explorar esta línea de actuación, incrementando sus inversiones en las redes de autobuses para acortar las distancias entre los lugares de trabajo y los de residencia, así como planificando los sistemas de autobús para tener en cuenta las conexiones con otros puntos de interés para las personas, como los centros de salud o los educativos y los espacios de ocio y esparcimiento. De este modo, se fomentará que haya más viviendas accesibles y se ampliará el abanico geográfico en el que las personas, sobre todo los más jóvenes, busquen su vivienda. Es importante que el Plan Europeo de Vivienda Asequible también emita recomendaciones a los Estados miembros acerca de sus Planes sociales para el Clima, que vayan en línea de las propuestas del Grupo de Expertos en Movilidad Urbana de la Comisión Europea. La promoción e inversión en servicios de transporte público debe jugar un papel fundamental en el Plan Europeo de Vivienda Asequible y en las recomendaciones que haga a los Estados miembros. Los servicios de transporte público, como Servicios de Interés Económico General (SIEG) que son, cumplen una misión de interés público y están sujetos a obligaciones específicas, como la prestación de servicios públicos esenciales. Así reciben una protección especial dentro de los Tratados de la UE dada su importancia para la cohesión social y territorial de la UE, al ser servicios fundamentales para garantizar el acceso de los ciudadanos a bienes y servicios esenciales. En este sentido es importante que las iniciativas de la Comisión Europea tengan en cuenta la Declaración de Barcelona MOVILIDAD PARA LAS PERSONAS: FOMENTAR LA COHESIÓN SOCIAL Y TERRITORIAL del Consejo de la UE de 2023, la cual reconoce ese papel e insta a fomentar una movilidad más accesible, asequible, equitativa y sostenible para todas las personas, independientemente de su ubicación o situación. Por ello, no se entienden decisiones como las adoptadas en materia de cabotaje por la Comisión Europea el pasado 16 de abril de 2025 (C(2025)2465), que en nada ayudan al sistema de transporte público, sino que incluso comprometen su viabilidad y la prestación de servicios accesibles para la sociedad, así como la calidad y continuidad de los servicios que esperan los ciudadanos.
Read full responseCONFEBUS urges procurement reforms prioritizing service quality over price
6 Mar 2025
Topic — The European Commission is evaluating three 2014 directives governing public procurement rules.
Message — The organization requests procurement processes prioritizing quality, safety, and sustainability over lowest prices. They advocate for excluding abnormally low bids and ensuring price revisions reflect actual costs.123
Why — These changes would protect operator margins and ensure the economic sustainability of contracts.4
Impact — Low-cost bidders would lose their advantage as tenders shift focus away from price.5
Spanish bus group CONFEBUS urges removal of cross-border regulatory barriers
31 Jan 2025
Topic — The consultation seeks to update the single market framework and remove cross-border trade barriers.
Message — The organization calls for easier hiring of non-EU drivers and recognition of foreign professional certificates. They request VAT exemptions for international road transport to match other travel sectors. Finally, they seek harmonized EU rules for urban low-emission zones to simplify cross-border travel.12
Why — Streamlined rules would lower administrative costs for small businesses and address severe driver shortages.34
Impact — City governments would lose the ability to implement specific local traffic and environmental restrictions.5
Response to COM Prop Regulation EP+EC for public interface to IMI for posting of workers declaration + SWD
31 Jan 2025
CONFEBUS toma nota de la consulta pública abierta por la Comisión Europea al respecto de una propuesta de Reglamento relativo a una interfaz pública conectada al Sistema de Información del Mercado Interior para la declaración de desplazamiento internacional de trabajadores. El desplazamiento internacional de conductores en el transporte por carretera es objeto de lex specialis a nivel de derecho europeo (Directiva UE 2020/1057 del Parlamento Europeo y del Consejo, de 15 de julio de 2020, por la que se fijan normas específicas con respecto a la Directiva 96/71/CE y la Directiva 2014/67/UE para el desplazamiento de los conductores en el sector del transporte por carretera, y por la que se modifican la Directiva 2006/22/CE en lo que respecta a los requisitos de control del cumplimiento y el Reglamento UE n.º 1024/2012). El objetivo de esta propuesta sometida a consulta pública es reproducir el procedimiento administrativo de declaración del desplazamiento de conductores en el sector del transporte por carretera con los trabajadores desplazados en otros sectores.En todo caso, procede recordar que las normas europeas sobre desplazamiento internacional de conductores en el transporte por carretera surgieron por la aparición de diversas normas nacionales en algunos países que exigían distintos requisitos administrativos y legales a las empresas no establecidas allí para poder prestar servicios en su territorio. Con la aprobación de la normativa europea desaparecieron esas barreras puesto que se estableció un marco jurídico en igualdad de condiciones, pero las normas son complejas para el sector del transporte por carretera que está compuesto principalmente por pequeñas y medianas empresas y resultan disuasorias para la prestación de servicios internacionales. Estas nuevas normas en el desplazamiento internacional de conductores han precisado de interpretaciones y aclaraciones a través de diversos estudios e informes por parte de la Comisión Europea, así como escenarios concretos de aplicación y que en algunos casos no resulta del todo fácil encontrar la información para su correcta aplicación el desplazamiento a ciertos Estados miembros. Igualmente existen cuestiones pendientes de aclarar, por ejemplo a efectos de control de la remuneración en el desplazamiento internacional de conductores. Por todo ello, resulta importante aclarar todas las cuestiones a aplicar en el desplazamiento internacional de conductores para mayor claridad y certeza jurídica de los operadores de transporte por carretera.
Read full responseMeeting with Borja Giménez Larraz (Member of the European Parliament)
19 Nov 2024 · DANA effects in transport and priorities for the new EU mandate
Response to Evaluation and revision of the Weights and Dimensions Directive
21 Oct 2024
CONFEBUS toma nota de la apertura de plazo por parte de la Comisión Europea para enviar comentarios al respecto de la propuesta de Directiva para modificar la Directiva 96/53/CE del Consejo de 25 de julio de 1996 por la que se establecen, para determinados vehículos de carretera que circulan en la Comunidad, las dimensiones máximas autorizadas en el tráfico nacional e internacional y los pesos máximos autorizados en el tráfico internacional. Se trata de la norma que establece los pesos y dimensiones permitidas que deben cumplir los vehículos comerciales de la UE que transporten mercancías o pasajeros por carretera. La propuesta de modificación se adoptó el 11 de julio de 2023 y se encuentra en fase de aprobación por los legisladores europeos. La propuesta de Directiva adoptada por la Comisión Europea en dicha fecha no tenía en cuenta a los autobuses. Sin embargo, en las razones y objetivos de la propuesta se recoge expresamente: Los vehículos pesados, como los camiones y los autobuses, son responsables del 28 % de las emisiones de GEI del transporte por carretera (el 6 % de las emisiones totales de la UE) y constituyen una fuente importante de emisiones de óxido de nitrógeno (representaron el 34 % de las emisiones de óxido de nitrógeno del transporte por carretera en 2020). También son una fuente de otros contaminantes atmosféricos, como las partículas en suspensión. Pero procede recordar que las externalidades negativas asociadas al transporte por carretera en general no corresponden al autobús. En este sentido, el transporte en autobús puede jugar como agente clave para la lucha contra el cambio climático y la protección del medio ambiente por su probado valor y eficacia medioambiental. En términos de viajero-km, un pasajero de automóvil y de avión contaminan 2,4 veces más que uno de autobús. En este sentido, y en términos de emisiones de CO2, tras el modo ferroviario, el autobús es el modo de transporte terrestre con menores emisiones en términos de pasajero-km. También, el autobús genera cuatro veces menos contaminación acústica que el vehículo particular en términos de pasajero-km. Así, el autobús es el modo de transporte que menos gases de efecto invernadero genera, siendo 3,7 veces menos contaminante que el avión, 5,5 veces menos que el automóvil y un 13% menos que el tren. Actualmente, esta propuesta de modificación de la normativa comunitaria de pesos y dimensiones de vehículos de transporte por carretera se encuentra en trámite para aprobarse, habiéndose incluido por parte del Parlamento Europeo al autobús dentro de su ámbito de aplicación para que los autobuses con cero emisiones sean más competitivos que sus alternativas convencionales. De este modo, el Parlamento ha propuesto introducir exenciones de peso para autobuses y autocares de emisiones cero de 2 a 6 toneladas según el tipo de vehículo y combinación más mayor peso en el eje motriz (12,5 toneladas). También ha propuesto establecer exenciones de peso para combinaciones híbridas (vehículo de motor ICE + remolque eléctrico) y la creación de una categoría para autobuses articulados de 4 ejes (longitud 21 m, peso máximo autorizado 32 toneladas, 2 toneladas adicionales para vehículos de cero emisiones, 1 tonelada para vehículos de combustible alternativo). Finalmente, el Parlamento propone el reconocimiento de los vehículos de doble propulsión como vehículos de combustibles alternativos. Pero la propuesta no está aprobada y requerirá la negociación de los legisladores para finalmente aprobarse, motivo por el cual se desconoce si las pretensiones del Parlamento Europeo tendrán cabida en la futura norma que de ahí surja. A pesar de ello y ante cuestiones como el cambio energético y la necesidad de ser más eficientes, es importante reflexionar sobre la necesidad de contar con autobuses más anchos y que puedan llevar más viajeros de pie o sentados.
Read full responseSpanish bus association demands incentives for CO2 compliance
10 Oct 2024
Message — The organization calls for real financial incentives and infrastructure support to meet ambitious new decarbonization targets. They advocate for promoting bus travel and insist on activating the 2027 review clause to evaluate the regulation's effectiveness.123
Why — Specific financial aid and tax adjustments would lower the cost of updating fleets without undermining industry competitiveness.45
Impact — Public authorities face higher procurement costs due to mandatory economic and quality criteria for zero-emission services.6
Response to Ex-post evaluation of the Connecting Europe Facility 2014-2020
24 Sept 2024
CONFEBUS considera que la tarea fundamental del MCE y de las redes transeuropeoas de reforzar los modos de transporte más sostenibles, tales como los autobuses y autocares, debería haberse destacado más. En este sentido, CONFEBUS desea transmitir la importancia del transporte colectivo de viajeros por carretera, y en particular los autobuses y autocares, para descarbonizar el transporte y lograr una movilidad más sostenible. Además, a diferencia de otros modos de transporte, los autobuses y autocares presentan algunas ventajas como son la accesibilidad, la capilaridad, la flexibilidad de uso, y la adaptabilidad de los vehículos para distintos usos. En líneas generales, el MCE no ha conseguido el despliegue de infraestructuras que faciliten eficazmente la transición hacia la movilidad sostenible a través del transporte colectivo de pasajeros por carretera en las principales vías de acceso a las ciudades de la red transeuropea de transporte (RTE-T). Para ello, habría sido imprescindible facilitar el desarrollo de infraestructuras y servicios de transporte de viajeros por carretera ubicados en los corredores transeuropeos apoyando inversiones destinadas a facilitar el tránsito de los viajeros por las estaciones allí ubicadas, y con especial atención al logro de la accesibilidad universal, la seguridad, la protección medioambiental y la modernización de las estaciones. Para ello, las inversiones debían destinarse, sobre todo, a la renovación de estaciones de autobús, la construcción de carriles exclusivos BUS-VAO como vía de descongestión en las carreteras interurbanas de acceso a grandes urbes, el despliegue de infraestructuras para la recarga y el reabastecimiento de combustible alternativos que impulsen los autobuses de bajas y cero emisiones, y a soluciones para promover el transporte intermodal con la habilitación de estaciones o espacios para autobuses dentro de otras infraestructuras de transporte (aeropuertos, puertos, estaciones de tren). Las infraestructuras que fomentan la intermodalidad, como las estaciones y los intercambiadores -sobre todo para el transporte urbano-interurbano- debían ser una prioridad de la red transeuropea de transporte (RTE-T), ya que facilitan un punto de coincidencia de los diferentes modos y articula la movilidad de la ciudad de un modo eficiente, facilitando un buen acceso al sistema de movilidad. Cabe destacar, a modo de ejemplo, el modelo del aeropuerto de Schipol de Amsterdam, que integra estaciones de ferrocarril y de autobús y que vehicula de forma eficaz la movilidad en el área metropolitana. Por otro lado, la Comisión también debía haber tenido en cuenta el papel clave de los servicios de transporte en autobús para mantener la cohesión social y territorial a la hora de potenciar las redes transeuropeas de transporte. Para ello, sería necesario reforzar a futuro las inversiones en infraestructura de transporte público en la RTE-T con el fin de mejorar el atractivo de la oferta y lograr la accesibilidad universal a los servicios de transporte público. A este respecto, la financiación de los nodos urbanos y los interfaces urbanos-interurbanos mediante la preasignación de presupuesto en las próximas convocatorias debería ser una prioridad máxima. Además, el número de nodos urbanos susceptibles de recibir financiacion cargo al MCE era limitado (en países como España sólo son elegibles 8 ciudades) y era necesario haber ampliado su número para que más regiones metropolitanas aumenten las inversiones de apoyo al transporte público en áreas clave como el transporte intermodal en las zonas urbanas, la renovación de las estaciones de autobuses, la mejora de la accesibilidad y las soluciones para la última milla. Por último, las acciones específicas en materia del Mecanismo Conectar Europa han beneficiado más a la red troncal transeuropea de transportes, pero también deberían beneficiar a la conectividad de las zonas rurales con los principales corredores nacionales y europeos.
Read full responseResponse to Interim evaluation of the Connecting Europe Facility 2021-2027
24 Sept 2024
Como representante del sector español del transporte en autobús, CONFEBUS toma nota de la apertura de plazo de convocatoria de datos por parte de la Comisión Europea acerca de la evaluación intermedia del Mecanismo «Conectar Europa» 2021-2027 (MCE2). Se acompaña documento que recoge nuestros comentarios a esta evaluación intermedia de dicho programa.
Read full responseResponse to Amendment to the CO2 determination regulation for heavy-duty vehicles
1 Aug 2024
CONFEBUS toma nota de la publicación y apertura de período de consulta pública por parte de la Comisión Europea acerca de la propuesta de Reglamento de la Comisión por el que se modifica el Reglamento (UE) 2017/2400 en lo que respecta a la determinación de las emisiones de CO2 y el consumo de combustible en los vehículos pesados y la inclusión de los vehículos que funcionan con hidrógeno y otras nuevas tecnologías y por el que se modifica el Reglamento (UE) 582/2011 en lo que respecta a las normas aplicables sobre la determinación de CO2 y consumo de combustible con el fin de obtener una extensión a una homologación de tipo de la UE. El Reglamento (UE) 2017/2400 relativo a la determinación de las emisiones de CO y del consumo de combustible de los vehículos pesados introdujo una metodología y una herramienta de simulación para determinar y comparar objetivamente el rendimiento de los vehículos pesados. El Reglamento (UE) 2022/1379 de la Comisión amplió el ámbito de aplicación del Reglamento (UE) 2017/2400 a los camiones medianos y los autobuses pesados y añadió nuevas tecnologías como los vehículos híbridos y eléctricos puros, los vehículos de combustible dual y la recuperación de calor residual. Esta propuesta de ahora modifica la metodología para incluir los vehículos que funcionan con hidrógeno y otras nuevas tecnologías, y para mejorar, corregir y clarificar el procedimiento existente. De acuerdo con la propuesta, esas nuevas tecnologías deberían incluir vehículos que funcionen con hidrógeno, extremos de rueda eficientes, vehículos propulsados por varias transmisiones que funcionen de forma independiente o vehículos capaces de recargarse mientras están en movimiento. Pero la propuesta de Reglamento debería también contemplar a los combustibles sintéticos como el HVO o biocombustibles, ya que es un vector energético que irá creciendo en los próximos años y una alternativa ecológica para el transporte de larga distancia en autobuses. El autobús es uno de los sectores estratégicos para conseguir los objetivos de descarbonización, puesto que ofrece una alternativa de movilidad sostenible, colectiva y segura, y presenta las menores externalidades negativas del transporte. Esto le posiciona como icono de la movilidad sostenible, pero también le plantea por delante un importante reto, el de la descarbonización de la actividad. Para CONFEBUS, hay tres condiciones básicas para una transición verde del transporte por carretera: la disponibilidad de vehículos limpios; de infraestructuras de recarga; y de combustibles o energías alternativas. Pero estas tres condiciones precisan de ayudas para realizar el camino de la transición, incluido el diseño de la fiscalidad. Se necesitan soluciones para no socavar la competitividad del sector, así como incentivos específicos que permitan que las empresas prosperen. Entre otras, es importante habilitar líneas de ayudas para la adquisición de flotas más sostenibles y eficientes contemplando todas las tecnologías existentes que permiten prestar servicios.
Read full responseResponse to Environmental Implementation Review 2025
4 Jul 2024
Al respecto de esta iniciativa de evaluación de la normativa medioambiental de la UE, CONFEBUS quiere manifestar que la descarbonización y la movilidad sostenible pasan por impulsar el autobús. El autobús es uno de los sectores estratégicos para conseguir los objetivos de descarbonización puesto que ofrece una alternativa de movilidad sostenible, colectiva y segura, y presenta las menores externalidades negativas del transporte. Esto le posiciona como icono de la movilidad sostenible, pero tiene por delante el reto de la descarbonización de la actividad. Hay tres condiciones básicas para una transición verde del transporte por carretera, la disponibilidad de vehículos limpios; de infraestructuras de recarga; y de combustibles o energías alternativas. Pero estas tres condiciones precisan de ayudas para realizar el camino de la transición, incluido el diseño de la fiscalidad. Se necesitan soluciones para no socavar la competitividad del sector, así como incentivos específicos que permitan que las empresas prosperen. Entre otras, es importante habilitar líneas de ayudas para la adquisición de flotas más sostenibles y eficientes contemplando todas las tecnologías existentes que permiten prestar servicios.En este sentido, se debe considerar al autobús como agente clave para potenciar la movilidad sostenible, la protección del medio ambiente, la mejora de la calidad del aire y la lucha contra el cambio climático. Hay que conferir al autobús el papel y peso que demandan las políticas europeas como medio de transporte llamado a liderar la transición hacia la movilidad sostenible, segura y accesible, e impulsando su uso de como medio clave para alcanzar los objetivos de descarbonización y reducción de emisiones fijados por la UE, destacando el apoyo que este modo brinda para minimizar el consumo energético en el transporte, mejorar la calidad de vida y contribuir a la cohesión social. El autobús es el modo de transporte colectivo más utilizado en España, contribuyendo decisivamente a los objetivos de movilidad sostenible y descarbonización a nivel global, europeo y nacional en materia medioambiental y climática, como es el caso del Plan Nacional Integrado de Energía y Clima hasta 2030. Pero deben establecerse medidas de acompañamiento o de promoción de su uso para que el autobús pueda ayudar a conseguir esos objetivos. En este sentido, el Fondo Social para el Clima de la UE se presenta como una oportunidad para impulsar la movilidad sostenible a través del autobús, siempre que se definan y establezcan correctamente los incentivos y las medidas de promoción de su uso. En el caso de España, el sector español del transporte en autobús reconoce los significativos avances que se han logrado en términos de demanda y promoción del transporte público en los últimos años. Gracias al enorme esfuerzo de todos los que conforma el Sector y, con el apoyo de las políticas de bonificaciones y el auge del turismo, en el que el autobús es un actor fundamental, hemos sido testigos de una evolución positiva de la demanda, lo cual es motivo de celebración para todas las empresas y administraciones. Las bonificaciones no solo han beneficiado a los usuarios del transporte público, sino que también han contribuido a la reducción de emisiones, ruido, congestión y siniestralidad vial, demostrando así el impacto positivo de nuestras acciones en la sociedad y en el medio ambiente. Para mantener este impulso y seguir avanzando hacia una movilidad más sostenible, es fundamental que estas políticas de promoción del transporte público mediante bonificaciones se prolonguen en el tiempo, o al menos que las partidas presupuestarias que se han dedicado a este esfuerzo se dediquen a mejorar el transporte público, a través de medidas como la creación de un billete único para moverse por todo el país u otras que conviertan este apoyo al Sector en estructural.
Read full response18 Jun 2024
CONFEBUS toma nota de la propuesta de Reglamento Delegado UE de la Comisión Europea por el que se completa el Reglamento (UE) 2019/2144 del Parlamento Europeo y del Consejo estableciendo normas detalladas relativas a los procedimientos de ensayo específicos y los requisitos técnicos para la homologación de vehículos de motor pesados en lo que respecta a su registrador de datos de eventos y a la homologación de dichos sistemas como unidades técnicas independientes y se modifica el anexo II de dicho Reglamento. Este proyecto normativo, sometido a consulta pública, desarrolla la obligación establecida en el Reglamento sobre seguridad general (Reglamento UE 2019/2144), el cual exige a la Comisión Europea que adopte requisitos técnicos y procedimientos de ensayo en relación con la homologación de los registradores de datos de incidencias (EDR por sus siglas en inglés) para nuevos tipos de vehículos pesados (entre ellos, vehículos M2 y M3) a partir de enero de 2026. Esto ya está regulado para nuevos tipos de turismos y furgonetas. Se reconoce que los registradores de datos de incidencias pueden ayudar a mejorar la seguridad del vehículo al proporcionar datos valiosos sobre accidentes que pueden ayudar a mejorar la seguridad del vehículo al permitir una mejor comprensión de las causas y circunstancias de los accidentes y del funcionamiento de los sistemas de seguridad del vehículo. Esa información sobre el estado del vehículo y sus sistemas en el momento de una colisión, así como poco antes y después de una colisión, puede ser importante para analizar y mejorar la seguridad del vehículo y reducir el número de accidentes. CONFEBUS se muestra favorable a ser ambiciosos en los objetivos de seguridad vial de la Unión Europea para esta década (Marco de la política de seguridad vial de la UE 2021-2030 - Próximos pasos hacia la Visión Cero), apostando por los máximos estándares y las mejores prácticas en materia de prevención de riesgos laborales para alcanzar la deseada visión cero. Pero es igualmente importante que se asegure el despliegue de sistemas activos de seguridad en el vehículo acompañado de medidas de apoyo financiero, así como flexibilizar la autorización para la matriculación de vehículos de fin de serie para evitar problemas de stock coincidiendo con la nueva obligación legal de llevar instalados nuevos sistemas. La tasa de siniestralidad del autobús es la más reducida de todos los modos de transporte por carretera. Es el medio de transporte por carretera más seguro, según se desprende de los datos estadísticos. Pero hay que seguir mejorando y abordar las cuestiones pendientes que establece el Marco de la política de seguridad vial de la UE 2021-2030 - Próximos pasos hacia la Visión Cero, que indica que la contratación pública es una buena oportunidad para mejorar la seguridad vial y anunciaba que la Comisión estudiará la posibilidad de que las consideraciones de seguridad tengan un lugar más prominente en la legislación de contratación pública de la UE. Igualmente, también anunciaba medidas para brindar orientación sobre el uso de alcolocks e introducir un sistema de tolerancia cero para conductores profesionales en la UE, así como instaurar controles de reconocimientos médicos obligatorios como los existentes en otros modos de transporte.
Read full response28 May 2024
CONFEBUS toma nota de esta convocatoria de datos por parte de la Comisión Europea acerca de orientaciones sobre la aplicación del principio de «no causar un perjuicio significativo» en el marco del Fondo Social para el Clima. A través del documento adjunto, CONFEBUS quiere manifestar la importancia que el transporte en autobús, cuya actividad respeta el principio DNSH de forma general, puede jugar como agente clave para la lucha contra el cambio climático y la protección del medio ambiente por su probado valor y eficacia medioambiental.
Read full responseResponse to Manual entries into driver cards of periods away from the vehicle
13 May 2024
CONFEBUS takes note of this proposal and thanks the European Commission for trying to improve efficiency and reduce bureaucracy for drivers, as well as for looking for solutions to simplify compliance with the European regulations, while ensuring the accuracy of records and the application of inspection measures. We highlight that changes should never impose excessive adaptation requirements on undertakings that use tachographs and claim for initiatives that use technological advances more effectively to avoid the alteration of driving times without overloading transport companies. Considering that activities not recorded on the driver card before the last weekly rest will be controlled at the companies' premises, we should insist on the fact that there is a lack of defense in legislation towards the road undertakings in relation to the driving and rest times of drivers when there is manipulation, falsification of data or improper use of the tachograph by drivers. Last but not least, we include a suggestion to consider the attestation of activities in digital format (as the last 2020 EU Mobility strategy claimed and EC Guidance Note number 5 paved the way for). See attached full responde in PDF.
Read full response10 May 2024
CONFEBUS toma nota de la apertura de consulta pública sobre el proyecto de Reglamento de Ejecución de la Comisión Europea que establecerá normas detalladas sobre la formación inicial y continua de los agentes de control encargados de analizar los datos registrados y comprobar los tacógrafos en los controles en la carretera y en las empresas de transporte. En el Anexo del proyecto se establecen los requisitos comunes de formación para los agentes de control. Este proyecto de Reglamento de Ejecución obliga a los Estados miembros a establecer las técnicas y materiales para estructurar e impartir esa formación y a actualizarla periódicamente para reflejar los cambios en la legislación y los avances tecnológicos. Pero el proyecto de Reglamento no impide a los Estados miembros adoptar requisitos adicionales que consideren necesarios para garantizar que los agentes de control reciban la formación adecuada para el desempeño de sus tareas. Al respecto, CONFEBUS tiene las siguientes observaciones sobre la propuesta. En primer lugar, es importante contar con normas y criterios claros y comunes que permitan controles cada vez más útiles y operativos sobre el terreno. Asimismo, es importante que haya un mayor esfuerzo en la tarea de inspección y se intensifique el control para detectar a las empresas que incumplen la normativa sectorial y en donde las nuevas tecnologías pueden jugar un papel importante, para lo cual es preciso que la normativa europea las impulse. Nuestro sector siempre ha reivindicado un mayor esfuerzo en la tarea de inspección de transportes tanto para aquellos servicios encubiertos bajo la economía colaborativa que realizan competencia desleal a las empresas de transporte, como para detectar a las empresas que incumplen la normativa sectorial, que realicen transportes sin la preceptiva autorización y que no cumplan con las obligaciones impuestas por la normativa social. Igualmente, es necesario que se exija la publicación de los diferentes criterios de interpretación que las autoridades europeas y nacionales puedan elaborar para vigilar el cumplimiento de estas normas y que permitirá a los transportistas actuar de manera más conforme con las disposiciones y facilitar la labora inspectora. Además, se debe fomentar que se organicen jornadas tendentes a explicar estas normas y que sirvan para que las empresas y sus trabajadores puedan conocer de primera mano cómo cumplirlas mejor. Por último y vistos los retos, para una coordinación con todas las autoridades nacionales de los Estados miembros de la UE debe contemplarse la creación de una Agencia Europea del Transporte por Carretera para acompañar la implementación, digitalización, el cumplimiento de toda la normativa social en materia de transportes por carretera a la vez que ofrezca asistencia en informar, armonizar, interpretar e intercambiar buenas prácticas.
Read full response3 Apr 2024
CONFEBUS takes note of the Call for evidence by the European Commission for an impact assessment regarding state aid for the coordination of land transport. It appears from the available documentation that the Commission intends to simplify state aid procedures in the land transport sector, in accordance with the Railway Guidelines and, in particular, by adopting a new block exemption regulation for transport. The problem that is intended to be corrected is that all state aid measures aimed at promoting sustainable land transport are subject to the obligation of notification to the Commission and each notification places a burden on both Member States and the sector, despite that in certain categories of matters in rail transport and other sectors of sustainable land transport (such as inland waterways and some multimodal transport solutions), no objection resolutions have been systematically issued without raising problems. The intention is that the adoption of the futureTransport Block Exemption Regulation will empower Member States to grant aid that encourages efficient modal shift towards sustainable land transport modes. For all these reasons, CONFEBUS has the following observations which are contained in the document attached in Spanish.
Read full responseCONFEBUS urges clearer liability rules for multimodal bus travel
4 Mar 2024
Topic — Proposed EU regulation on passenger rights during journeys involving multiple modes of transport.
Message — CONFEBUS seeks clear definitions to distinguish contracting from operating carriers. Bus operators should not be liable when intermediaries manage ticket sales.12
Why — Clearer liability rules would protect bus operators from unfair financial penalties for travel disruptions.3
Impact — Ticket intermediaries could face more responsibility for communication and connection failures.4
Spanish bus operators warn against onerous digital passenger rights
4 Mar 2024
Message — CONFEBUS requests that regulations reflect the sector's SME-heavy nature and provide financial support for digital implementations. They propose that electronic communication requirements apply only to companies with existing digital infrastructure.12
Why — This approach prevents small bus companies from facing unsustainable administrative and technological costs.3
Impact — Passengers might experience inconsistent information levels and complaint procedures across different operators.4
Response to Updating the list of infringements which may lead to the loss of good repute by the road transport operator
22 Dec 2023
CONFEBUS takes note of the intention of the European Commission to update the EU rules on the classification of serious infringements that may lead to the loss of good repute of a road transport operator, in line with the new infringements introduced in the Package of Mobility I (especially due to EU Regulation 2020/1054). The Commission's proposal for a Delegated Directive introduces nine new infringements and updates the category of two other existing ones when it comes to complying with Regulation 561/2006 on driving times and rest periods and with Regulation 165/2014 on tachographs in road transport. European road transport regulations establish the following types of infringement: LIMG: very serious infringement that entails the loss of good repute of the person who, if applicable, holds the position of transport manager in the offending company. IMG: very serious violation IG: serious violation IL: minor infraction Analyzing the text of the Commission's Delegated Directive proposal, CONFEBUS observes that the proposal introduces nine new infringements and updates the range of two more that already existed. In this regard, CONFEBUS has the following observations on the proposal. First of all, it is important to have clear and common standards and criteria that allow for increasingly useful and operational controls on the ground. Likewise, it is important that there be a greater effort in the inspection task and that control be intensified to detect companies that fail to comply with sector regulations and where new technologies can play an important role, for which it is necessary that European regulations drives them. In this sense, it is desirable that work also be done to prevent services hidden under the collaborative economy from engaging in unfair competition with transport companies. Likewise, once the violations are established, it is necessary to require the publication of the different interpretation criteria that the European and national authorities can develop to monitor compliance with these regulations and that will allow transporters to act more in accordance with the regulations. provisions and facilitate the inspection work. Finally, given the challenges and for coordination with all the national authorities of the EU Member States, the creation of a European Road Transport Agency must be considered to accompany the implementation, digitalization, compliance with all regulations on the subject. of road transport while offering assistance in informing, harmonizing, interpreting and exchanging good practices.
Read full responseResponse to Rationalisation of reporting obligations – outline of draft proposals in the field of mobility and transport
18 Dec 2023
CONFEBUS takes note of the Proposal for a Decision of the European Parliament and of the Council amending Directives 2009/12/EC, 2009/33/EC and (EU) 2022/1999 of the European Parliament and of the Council, and Directive 96 /67/EC of the Council, with regard to certain reporting obligations in the fields of road transport and aviation. Among other things, it would modify Member States' reporting obligations to the European Commission on clean vehicles purchased in accordance with Directive 2009/33/EC of the European Parliament and of the Council (as amended by Directive 2019/EC). 1161), as well as the Commission's reports to the European Parliament and the Council, which would be presented every five years instead of every three years as that rule now requires. This Directive sets for each Member State minimum objectives of percentages of clean vehicles to be met in public procurement at national level which, in the case of buses, will only apply to M2 vehicles and M3 vehicles of class I and class A ( that is, buses designed and equipped for urban and suburban transport that are provided with areas for standing passengers to allow their frequent movement and vehicles designed for the transport of standing passengers with capacity of up to 22 people). These percentages for Spain are 45% of the fleet in public contracts awarded from August 2, 2021 to December 31, 2025 and 65% for vehicles in contracts awarded from January 1, 2026 to December 31, 2030. The Directive establishes that on the one hand, no later than 18 April 2026, and every three years thereafter, Member States shall submit to the Commission a report on the application of this Directive and, on the other hand, no later than 18 April 2027, and every three years thereafter, the Commission will present to the European Parliament and the Council a report on the application of this Directive, specifying the measures taken by the various Member States in this regard. With the proposed Decision submitted to public consultation, the deadlines for submitting information are increased from three to five years. CONFEBUS represents a sector committed to sustainable development in road passenger transport and that is committed to ensuring that its fleets and operations are as environmentally and energy efficient as possible. In this sense, the Clean Vehicles Directive is a public procurement instrument that obliges contracting authorities to take into account the environmental characteristics of vehicles purchased and used in public contracts. The objective is to promote greater sector acquisition of what it considers clean vehicles. Please see attached a document with feedback to consider in order to improve the application of Directive 2009/33/EC and with it the reporting obligations that the proposed Decision seeks to modify.
Read full responseResponse to Count your transport emissions: CountEmissions EU
16 Oct 2023
CONFEBUS takes note of the Proposal for a Regulation of the European Parliament and of the Council on the accounting of greenhouse gas emissions from transport services. With it, the European Commission proposes a common framework for calculating greenhouse gas (GHG) emissions from door-to-door transport services, based on an internationally accepted standard. This is a very innovative legislative proposal at the European level since there are no precedents. As justified by the proposal itself, having reliable data on GHG emissions will allow transport operators to effectively compare their services, and consumers whether businesses or individuals to make informed choices about less carbon-intensive transport or delivery options. The proposal is based on a voluntary approach, i.e. the proposed methodology is not mandatory for entities offering transport services in the EU. It only applies to entities that decide or are already obliged to calculate and disclose information on emissions from passengers starting or ending in the EU. This methodology is closely aligned with ISO 14083, a standard adopted and published in March of this year. The standard is based on a "well-to-wheel" approach, which considers the energy consumed and GHGs emitted by a transportation fuel throughout its entire life cycle, from its production to its distribution, supply and consumption. It can also be used to calculate emissions from international transport operations, including those involving more than one mode of transport. It is good news that the European Commission has opted for a voluntary approach to calculating and disclosing GHG emissions. However, transport companies that already monitor and calculate their GHG emissions will have to use and rely on the common framework when they decide to publish or share them with business partners or transport users.
Read full responseCONFEBUS backs more flexible driving rules for coach tourism
17 Jul 2023
Response to Revision of the Directive on Driving Licences
31 May 2023
CONFEBUS takes note of the adoption by the European Commission of the proposal for the revision of the Driving License Directive. This initiative has been awaited by the road transport sector with great concern, trusting that it would provide concrete solutions to one of the greatest threats to road transport operations: the shortage of drivers. The shortage of bus and coach drivers is a significant problem and it is getting worse. The problem of the lack of professional drivers is affecting road passenger transport operations in countries around the world, harming mobility networks and the people, communities and economies that depend on these services. The Commission's proposal for the revision of the Driving License Directive opens up the possibility of removing one of the main barriers for young people to join the driving profession by lowering the minimum age of access to certain licences. But it is not the case of the bus and coach transport sector. Road passenger transport has not been included in this proposal, a sector that is also seriously affected by the shortage of drivers. For all these reasons, we hope that the EU legislators will take into account the bus and coach transport sector and extend the measures of the proposal to include its drivers. In this sense, we encourage the European Commission to develop policies that contribute to attracting work in the road transport sector, especially young people, through initiatives such as this revision of the Driving License Directive to help make making the profession of bus and coach driver more attractive and making it possible to alleviate the shortage of professional drivers, also taking advantage of the initiative on recognition of qualifications of third-country nationals.
Read full responseSpanish bus industry urges strict payment deadlines for authorities
15 Mar 2023
Message — Public authorities should include specific payment dates and budget lines within service decrees. The confederation also calls for the implementation of control mechanisms and sanctions.12
Why — Reduced late payments would improve liquidity and ensure the continuity of essential transport.3
Impact — Public administrations would lose the ability to bypass payment deadlines through administrative loopholes.4
Response to Transitional measures for smart tachograph 2 regarding its use of OSNMA
7 Mar 2023
Como observaciones a la propuesta, se entiende que debe respetarse la fecha de introducción del tacógrafo inteligente 2 ya que ofrece numerosas ventajas, incluido el registro automático del cruce de fronteras. Sin embargo, preocupan los costes adicionales de la actualización del software de los "tacógrafos de transición", que deberán realizarse dentro de un período de transición de dos años, durante la inspección periódica obligatoria (calibración) del tacógrafo. Es un tema muy delicado para el sector debido a los costes adicionales inesperados que genera, potencialmente entre 10 y 100/150 EUR por actualización transitoria del tacógrafo según el Estado miembro (además de tener en cuenta el tiempo esperado de actualización del software, entre 10 y 30 minutos, como parte de la inspección periódica y que parece que puede demorarse entre 30 y 90 minutos). Esa falta de claridad sobre los costes trae incertidumbre adicional para los operadores. Según las estimaciones y el cronograma actuales que maneja la Comisión Europea, el tacógrafo de transición se instalará en vehículos recién matriculados por un período de aproximadamente 8 meses (21 de agosto de 2022 - 1 de abril de 2023). Parece que la actualización del software del tacógrafo de transición tiene sentido porque si se lleva a cabo una actualización de la versión 2 del tacógrafo inteligente en los 3-5 años posteriores a su introducción, los tacógrafos de transición no actualizados pueden incurrir en mayores costes de actualización de hardware en esa etapa. Sin embargo, es importante señalar que no actualizar los tacógrafos de transición puede crear incertidumbre dentro de los inspectores y agentes de control en cuanto a la validez de la señal recibida por el tacógrafo de transición (por posible suplantación de identidad), socavando así la seguridad jurídica y la validez de los datos recopilados por los inspectores y agentes de control durante las comprobaciones del tacógrafo. Algunos inspectores y agentes de control pueden verse tentados a prolongar el tiempo de los controles para verificar aún más los datos y las pruebas durante esas actuaciones. Por todo ello, parece oportuno dar prioridad a la adopción rápida del nuevo Reglamento de ejecución de la Comisión, para evitar retrasos y garantizar el cumplimiento oportuno de todos los pasos preparatorios y el trabajo de todas las partes interesadas, incluidos los fabricantes y talleres de tacógrafos. Pero en caso de que no se cumpla el cronograma previsto por la Comisión Europea (31 de diciembre de 2023 para la disponibilidad de la señal OSNMA y 1 de abril de 2023 para el último tacógrafo de transición instalado), se propone una solución política que permita que los tacógrafos de transición permanezcan en uso hasta el final de su vida económica, eliminando la última frase del anexo del Acto de Ejecución, que dice lo siguiente: A partir del [1 de abril] de 2024 o [3] meses después de la fecha de Declaración de Servicio de OSNMA, lo que sea más reciente, el software del vehículo de transición las unidades instaladas en vehículos [que participen en operaciones de transporte internacional] se actualizarán a más tardar en la primera inspección periódica, de modo que el tacógrafo cumpla todos los requisitos del anexo IC y sus anexos 1 a 16.
Read full responseSpanish bus industry calls for pragmatic Euro 7 emission standards
5 Jan 2023
Topic — The EU is developing stricter emission standards for all combustion-engine vehicles including buses.
Message — The organization demands clear and pragmatic rules to ensure legal certainty for fleet investments. They argue that standards must be proportional to the costs imposed on operators.12
Why — Pragmatic regulations would provide the necessary legal certainty for companies to renew their fleets.3
Impact — Transport operators face disproportionate costs if vehicles require complete redesigns to meet new standards.4
Response to Type approval of motor vehicles regarding access to in-vehicle generated data
21 Jun 2022
CONFEBUS takes note of this initiative aimed at facilitating access to data, their functions and vehicle resources by users, as well as the right to share these with third parties.
Compared to other sectors, transport is one of the most affected by digital transformation. This is due in large part to the constant appearance of new digital tools that make it possible to sophisticate and promote greater efficiency in the processes of provision and consumption of transport services. Maintaining a constant innovative pulse in this matter constitutes a necessary strategy - but full of difficulties- in order to be able to adapt to a new market and regulatory environment.
The proposal should serve to promote better use of vehicle data, resources and functions by road passenger transport operators. This could increase the improvement in the management of the company, operations and quality of services to transport users. Likewise, it could also lead to a greater use of these services, to the benefit of innovation and the well-being of said users. Data generation and analysis is one of the main drivers of mobility transformation.
Read full response21 Mar 2022
CONFEBUS takes note of the Proposal for a Regulation derived from the revision of the Guidelines for the development of the Trans-European Transport Network (TEN-T). CONFEBUS welcomes the fact that the Proposal includes and defines the measures to strengthen the service and user perspective of the TEN-T, especially in relation to passenger transport, which before the revision constituted an obstacle to the development of more efficient and sustainable transport services. Indeed, TEN-T has to be an essential part of the Green Deal and the transition towards a sustainable transport system. For this reason, we appreciate the option chosen (Policy option 3), which is aimed at promoting digitalization, automated vehicles and other innovations in the TEN-T policy, as a facilitator of innovative, sustainable, inclusive and efficient transport and mobility solutions.
However, once again the importance of transport by buses and coaches is missed as options to decarbonize transport and achieve a more sustainable mobility, despite the fact that the Proposal establishes as a priority the development of better multimodal and interoperable transport solutions. This is indeed fundamental, since it facilitates the development of road passenger transport infrastructures and services located in the trans-European corridors, supporting investments aimed at improving the flow of passengers through the terminals located there, emphasizing in achieving universal accessibility, safety, environmental protection and the modernization of terminals.
The Commission must also consider the key role of bus and coach transport services in maintaining social and territorial cohesion. From CONFEBUS we welcome that the progressive development of urban nodes has been addressed and obligations addressed to the Member States for their implementation have been included. Specifically, the obligation that by 31 December 2030, passengers in urban nodes access information, book, pay for their trips and retrieve their tickets through multimodal and digital mobility services.
Please find attached our feedback containing more specific comments to the proposal.
Read full responseResponse to Revision of the Intelligent Transport Systems Directive
14 Mar 2022
CONFEBUS takes note of the Proposal for a Directive on Intelligent Transport Systems (ITS) and its Annex, which implies a revision of the current rules. New technologies have a profound impact on the bus and coach sector, one of the most sustainable means of transport and a key instrument for achieving the objectives of the European Green Deal. The Proposal should serve to promote the development and implementation of new technologies in this sector in order to increase its efficiency, attractiveness, safety and passenger satisfaction.
The actions of the EU are important for future harmonization and standardization, and must especially address the objectives set by the Smart and Sustainable Mobility Strategy, as well as the interoperability of equipment and services and the establishment of an internal market for ITS services for travel information and traffic management. CONFEBUS agrees with the essential objective of the Proposal, which is none other than to guarantee a coordinated and effective deployment of ITS throughout the Union.
To this end, specifications, including standards where appropriate, setting out more detailed provisions and procedures should be introduced. Specifically, the inclusion of the definition of "multimodal digital mobility service" is supported, in line with the Strategy and the rest of the regulations related to it to allow the promotion of platforms and the combination of various modes of transport, but without undermining the rules of competition, the protection of commercial data and the business models of transport operators.
However, this review should take into account that the implementation of these systems in the road transport sector will have a significant impact on employment, requiring professional retraining measures to adapt companies and workers to new technologies. In autonomous and connected vehicles, the profile of the professional driver will change substantially. In their training, it will be necessary to evaluate cognitive skills such as the ability to maintain attention, select information from the environment or make quick decisions when interacting with ITS.
Read full responseResponse to Evaluation and revision of the Weights and Dimensions Directive
17 Feb 2022
CONFEBUS toma nota de la convocatoria de datos para una valoración y una evaluación del impacto publicada por la Comisión Europea relativa a la revisión de la Directiva 96/53 3/CE del Consejo sobre pesos y dimensiones máximos de los vehículos pesados (la «Directiva sobre pesos y dimensiones»). La revisión de esa norma forma parte de la Estrategia de Movilidad Sostenible e Inteligente de la Comisión Europea y de su plan de acción, todo ello en el marco del Pacto Verde Europeo.
A fin de reducir las emisiones de gases de efecto invernadero, tal como se establece en la Estrategia de Movilidad Sostenible e Inteligente, la Comisión ha anunciado que articulará sus futuras acciones en torno a tres ejes: 1) hacer que todos los modos de transporte sean más sostenibles; 2) generalizar la disponibilidad de alternativas sostenibles en un sistema de transporte multimodal, y; 3) introducir los incentivos adecuados para impulsar la transición.
En ese sentido, la revisión de la norma debe servir para potenciar la descarbonización del transporte cuando se está viendo que el tránsito a energías de cero emisiones va a ser más lento de lo previsto en el Pacto Verde Europeo. Por ello, es importante que la revisión busque compensar el exceso de peso que conllevan las baterías y depósitos de todos los vehículos ecológicos.
En paralelo a esta revisión, la Comisión ha publicado una Propuesta de directiva - COM(2021)769 – y su Anexo, relativos a las dimensiones y pesos máximos de determinados vehículos en el tráfico nacional e internacional dentro de la UE. En el apartado 2 / 2.3.1. del “anexo I” relativo al Peso máximo autorizado de los Autobuses de 2 Ejes, a efectos del incremento de carga por uso de combustibles alternativos, solamente se tienen en cuenta los de “Cero emisiones” a los que se permite incrementar con el peso adicional requerido por la tecnología de combustible alternativo hasta un máximo de 2 toneladas, pero no mencionándose el resto de combustibles alternativos tal como se definen en el artículo 2, apartado 13.
Desde CONFEBUS pensamos que en los Autobuses de 2 ejes también deberían tenerse en cuenta todos los combustibles alternativos tal como se está haciendo en la norma para los Autobuses de 3 ejes (apartado 2 / 2.3.2 del “anexo I”) y en los Autobuses Articulados (apartado 2 / 2.4 del “anexo I”), en los que si se permite incrementar en el peso adicional requerido por la “tecnología de combustible alternativo” hasta un máximo de 1 tonelada y el peso adicional requerido por la “tecnología de emisión cero” hasta un máximo de 2 toneladas.
Read full response31 Jan 2022
Consultado el texto legislativo (COM 2021 769 final + Anexo) sobre la propuesta de Directiva relativa a las dimensiones y pesos máximos de determinados vehículos en el tráfico nacional e internacional dentro de la UE, ante la nueva propuesta de modificación de la Directiva 96/53, desde CONFEBUS tenemos las siguientes observaciones que realizar:
1. En diferentes apartados de la propuesta de Directiva se hace referencia al Reglamento (UE) 1230/2012, pero debemos tener en cuenta que ese reglamento será derogado por el Reglamento (UE) 2021/535 (a partir del 6 de julio de 2022) y sustituido por las especificaciones que se dan en el anexo XIII de dicho Reglamento (UE) 2021/535.
2. En el apartado 2 / 2.3.1. del “anexo I” relativo al Peso máximo autorizado de los Autobuses de 2 Ejes, a efectos del incremento de carga por uso de combustibles alternativos, solamente se tienen en cuenta los de “Cero emisiones” a los que se permite incrementar con el peso adicional requerido por la tecnología de combustible alternativo hasta un máximo de 2 toneladas, pero no mencionándose el resto de combustibles alternativos tal como se definen en el artículo 2, apartado 13. Desde CONFEBUS pensamos que en los Autobuses de 2 ejes también deberían tenerse en cuenta todos los combustibles alternativos tal como se está haciendo en los Autobuses de 3 ejes (apartado 2 / 2.3.2 del “anexo I”) y en los Autobuses Articulados (apartado 2 / 2.4 del “anexo I”), en los que si se permite incrementar en el peso adicional requerido por la “tecnología de combustible alternativo” hasta un máximo de 1 tonelada y el peso adicional requerido por la “tecnología de emisión cero” hasta un máximo de 2 toneladas. Nota: La modificación 4 de la Directiva mediante el Reglamento (UE) 2019/1242, en el Artículo 10 ter, último párrafo, dice que: “Se otorgan a la Comisión los poderes para adoptar actos delegados con arreglo al artículo 10 nonies, a fin de actualizar, a efectos de la presente Directiva, la lista de combustibles alternativos mencionados en el artículo 2 que requieran peso adicional. Es de particular importancia que la Comisión observe su práctica habitual y lleve a cabo consultas con expertos, incluidos los de los Estados miembros, antes de adoptar dichos actos delegados.”
3. En la propuesta de Directiva se habla en diferentes apartados de “peso máximo autorizado”, “peso máximo autorizado por eje” y en los Reglamentos de masas y dimensiones Reglamento (UE) 1230/2012 y Reglamento (UE) 2021/535 se utiliza la palabra “masa”, por lo que desde CONFEBUS pensamos que deberían unificarse los dos términos.
Read full responseResponse to Better protection for passengers and their rights
17 Jan 2022
CONFEBUS, the Spanish Confederation of Bus and Coach Transport, takes note of the announcement by the European Commission to carry out an initiative to review the regulatory framework of passenger rights in all modes of transport, in particular to ensure its resilience against extensive travel interruptions, and to include options for multimodal tickets.
As a general rule, CONFEBUS is in favor of supporting any initiative that contributes to improving the quality of bus and coach transport services, attracting more users and making this key mode of transport more attractive for the present and future development of a safe, efficient and sustainable mobility. In this sense, EU Regulation No. 181/2011 on the rights of bus and coach passengers introduced important obligations that bind bus and coach transport companies that provide regular and occasional services, resulting in a legal framework that protects passengers and reinforces and guarantees their confidence in these services.
The recent assessment carried out by the Commission of all passenger rights regulations has confirmed that there is better protection for them thanks to the existing regulations. As stated by the European Commission in its Report on the application of Regulation (EU) No. 181/2011 on the rights of bus and coach passengers and amending Regulation (EC) No. 2006 / 2004 (COM / 2016/0619 final), the experience acquired by the Member States with the application of the rule was then limited and it considered that most of the obstacles that prevent passengers in this way from enjoying or enforcing their rights could be overcome applying this Regulation more effectively.
In any case, it is important to highlight that any process of revision or modification of the passenger rights regulations must consider the specificities and characteristics of the bus and coach transport sector and of this mode of transport in question, thus allowing operators to comply adequately.
Read full responseResponse to Count your transport emissions: CountEmissions EU
16 Dec 2021
The Spanish bus and coach transport Confederation (CONFEBUS) takes note of this initiative which aims to provide a common framework for calculating greenhouse gas emissions from road transport. According to a recent survey conducted by the European Commission, almost the totality of public opinion in Spain (97%) is concerned about environmental sustainability.
In this sense, the Spanish road passenger transport sector is fully committed to sustainable development and the goal of reducing greenhouse gas emissions. Bus and coach transport is a sustainable and strategic mode for territorial cohesion and balance. It is not possible to start from the premise of including buses and coaches in the percentage of emissions generated by the transport sector in Spain.
The negative externalities associated with transport do not correspond to the bus since it only represents 0.2% of the total number of vehicles in Spain, despite the fact that practically half of interurban public transport journeys are made by bus and coach in our country. In fact, the bus only represents 0.46% of total CO2 emissions from transport.
An increase in bus and coach transport activity would have a positive effect on the environment with a cumulative net saving in CO2 emission costs and air pollution costs in the EU. It is therefore important that the establishment of a single system should distinguish between the different types of vehicles in order to provide a more detailed picture of the benefits of bus and coach transport.
In this drive towards sustainable mobility, it is imperative that national governments' Recovery Plan grants facilitate investments in more sustainable and efficient buses and coaches. In the face of the changes ahead, it is imperative to proceed with technical expertise and the highest level of mobility efficiency. Therefore, the configuration and distribution of EU Recovery Funds must take into account all technologies that meet environmental and climate objectives, without excluding any of them, since the EU regulations governing these funds give to Member States sufficient room for maneuver to use all technologies as long as they are justified and meet the objectives.
It is important that proposals such as these, which seek to measure the carbon footprint with the aim of reducing it, are accompanied by measures that favor greater penetration of the best available technologies that will make it possible to achieve public climate and environmental objectives from the point of view of technological neutrality.
Find in the document attached these detailed proposals and a more extensive approach on this matter.
Read full responseResponse to Revision of Alternative Fuels Infrastructure Directive
18 Nov 2021
CONFEBUS represents a sector compromised with sustainable development in road passenger transport and committed to making its fleets and operations as sustainable and energy efficient as possible.
Spain has the most modern fleet of buses and coaches in the European Union. Thanks to the efforts of the operators who invest more than 600 million euros every year in renewing their fleets. We must not forget that we have a world-class bodybuilders sector and, together with tourism and the bus transport model in our country, we have a an industry in which Spain is at the forefront.
There is a clear commitment in the sector to non-polluting energies, but not all the new technology is mature, as in the case of electric vehicles. Before the pandemic, the sector was involved in the challenges of digitalization and environmental sustainability. There were several private operators heavily involved in such developments.
CONFEBUS takes note of the publication of the Proposal for a Regulation on the deployment of alternative fuels infrastructure and repealing Directive 2014/94/EU of the European Parliament and of the Council. That Directive set clear and non-binding national targets for the deployment of alternative fuel outlets and refueling stations, but without focusing on specific transport modes.
Find attached the position of CONFEBUS on this matter.
Read full responseResponse to Extension of scope of procedures for determination of CO2 emissions of heavy-duty vehicles
11 Nov 2021
The Spanish Bus and Coach Transport Confederation (CONFEBUS) welcomes the opportunity to comment the Commission's draft Proposal for a Regulation amending Regulation (EU) 2017/2400 regarding the determination of CO2 emissions and fuel consumption of medium and heavy-duty trucks and heavy-duty buses and the introduction of electric vehicles and other new technologies.
CONFEBUS acknowledges the intention to implement new rules for determining CO2 emissions for medium trucks and heavy buses, which may help to increase transparency in the information regarding CO2 emissions and fuel consumption emitted by new manufactured models, thus enabling road passenger transport operators to be better informed before purchasing decisions or fleet renewal. The requirements for public tenders in terms of modernization and renewal of fleets is a competitive factor that forces operators to make recurrent investments in the renewal and improvement of buses.
From CONFEBUS we understand that the Proposal can be a step to establish standards for the reduction of CO2 emissions in heavy vehicles, even though the scope of application extends to buses. However, it should not be overlooked that the bus is a crucial instrument in tackling climate change, as it generates less greenhouse gas emissions than any other transport mode: 3.7 times less than an airplane, 5.5 times less than a car and 13% less than a train. In terms of CO2 emissions, buses and coaches generate fewer emissions per passenger-kilometer than any other land transport mode, excepting rail. On the other hand, buses and coaches replace between 14 and 30 cars on the roads, being an effective tool to reduce congestion, CO2 emissions and the use of fossil fuels.
It is also important to note that negative externalities associated with road transport are not related to buses and coaches. In fact, figures from the European Environment Agency show that almost all CO2 emissions associated with road transport do not account for bus transport. In this sense, CONFEBUS represents a sector committed to sustainable development in road passenger transport and committed to making its fleets and operations as environmentally and energy efficient as possible.
Along with the above, CONFEBUS welcomes the modification of the simulation tool, previously introduced by Regulation (EU) 2017/2400, in order to add additional requirements for new technologies, such as hybrid and fully electric vehicles and dual-fuel vehicles. While it is true that this tool is aimed at manufacturers and not so much at operators, it is of great use for the aforementioned fleet renewal and modernization, as it would allow to reliably know the carbon footprint from these vehicles.
This is especially relevant when the data extracted from the use of this tool is reported to an independent authority that, while protecting sensitive commercial information and without making it public, gives it some kind of verification at European level to provide it with greater legitimacy when it comes to undertake these investments by operators.
Read full response9 Nov 2021
The Spanish Bus & Coach Transport Confederation (CONFEBUS) takes note of the European Commission's Proposal for a Delegated Regulation complementing Directive 2010/40/EU with regard to the provision of real-time traffic information services throughout the EU. From CONFEBUS we share the premise of the rapid change that intelligent transport systems are experiencing and where it is key that the geographical coverage of the data is expanded to cover also regional and urban areas that are currently not within the scope of the Delegated Regulation and that should be added in this new standard. It must be pointed out that, in Spain, the National Multimodal Transport Access Point is already in force and working as established in the Delegated Regulation (EU) 2017/1926 of the European Commission.
Regarding the purpose of the Proposal, we welcome the objective of expanding the existing information to include data on infrastructure status (charging and recharging points and stations, rest areas), traffic restrictions and prohibitions, and others on the availability of refueling points for both conventional fuel and other alternative propulsion systems, as well as the price of these. In addition, the Proposal should contribute to a greater deployment of intelligent transport systems, digitalization and other solutions derived from new technologies in road transport infrastructure that allow a better use of existing resources and promote sustainable mobility through public and collective bus transport.
We also support the objective of extending the coverage of all this information to the entire road and highway network. Spanish law requires the creation of Low Emission Zones in many municipalities, which will result in many road changes and traffic restrictions whose information would be useful to have in a single information supply system. In this sense, CONFEBUS is in favor of including information related to Urban Vehicular Access Regulations.
However, the Proposal should also include a mandate addressed to public administrations so that, when establishing traffic restrictions, they implement alternative measures to promote public and collective transport. In example, it would be a good idea to develop information systems to guide and park coaches carrying occasional services to stops and parking points without unnecessary detours, as well as traffic information that would allow them to avoid sensitive areas of the city. This would make it easier for drivers to get to the nearest stopping, waiting and parking places specially equipped for these vehicles.
Finally, CONFEBUS notes with concern the possibility of extending the scope of application to include on-board generated data. In the case of professional road passenger transport, this may entail an additional cost and bureaucratic burden, not only in terms of economic cost but also in terms of time, management and continuous monitoring. This could happen especially if in some way each carrier is forced to find a company to design and offer the service of maintaining a system for collecting this type of data, as required by the authorities.
Read full responseResponse to Updating the list of infringements which may lead to the loss of good repute by the road transport operator
4 Nov 2021
CONFEBUS acknowledges this draft Implementing Regulation containing an updated list of infringements that may lead to the loss of good repute of a road transport operator. Even noting that this is an update motivated by new provisions and other criteria to be taken into account that have introduced two Regulations (2020/1055 and 2020/1054) of the Mobility Package I, it should be emphasized that this draft has its transcendence because the good repute applied to road transport is a fundamental requirement to exercise the activity. The application of this project will result in and reinforce situations of access and permanence in the market.
For this reason, it is important to have clear, public and common criteria that allow the greatest legal certainty for road transport companies. A common approach must be developed, avoiding self-interested interpretations by national authorities or interpretations that could go beyond what is established by the rules.
It is also important to make a greater effort in the inspection task and to intensify control to detect companies that do not comply with sectorial regulations, where new technologies can play an important role, for which it is necessary that regulations at a european level promote them. In this sense, it is also desirable to work to prevent undercovered services under the collaborative economy "umbrella" and others from engaging in unfair competition with transport companies.
Likewise, once the formula and classification of risks for infringements is established, it is necessary to demand the publication of the different interpretation criteria that European and national authorities may follow to monitor the fulfillment of these rules and that would allow operators to act in a more compliant manner while also facilitating the inspection tasks. In addition, it is necessary to encourage the organization of seminars to explain these rules and to help companies and their employees to learn first-hand how to better comply with these.
It is also necessary to establish proportional criteria regarding the frequency of offences in relation related to the number of vehicles and drivers of the company. Likewise, in view of the challenges ahead and for a better coordination with all national authorities, the creation of a European Road Transport Agency should be considered in order to accompany the implementation, digitization and enforcement of all road transport regulations, while providing assistance in informing, harmonizing, interpreting and exchanging best practices.
Read full responseResponse to Multimodal Digital Mobility Services
2 Nov 2021
Spain is the EU Member State with the largest number of developed multimodal ticketing solutions that include the bus. In this sense, multimodality initiatives can be interesting to create seamless travel chains that enhance collective bus transport services and decriminalize transfers or waiting times for travelers. Therefore, encouraging the deployment of intelligent transport systems in addition to digital solutions for all EU transport networks, including frameworks enabling the development of integrated multimodal ticketing systems in the EU, can facilitate the mobility of people, especially for the younger ones, as well as increase bus use.It is important that the development of this initiative seeks:
A governance of the regulatory framework that encourages cooperation between actors, respects the free will of transport operators to join platforms, aggregators or similar, requires establishment in the Member State where the activity is carried out just as European regulations require of operators and ensures compliance with the rules for the exercise of the activity. The control of public administrations should also be guaranteed so that they act in an objective, transparent and non-discriminatory manner, as well as the promotion of connectivity and intermodality as technical assessment criteria in the public procurement of transport services. Likewise, the classification of different options for the combination of multimodal services should be based on objective and transparent criteria to avoid the commission paid or self-promotion of services, and the contractual liability regime towards passengers should be clarified in order to limit it to the individual liability of each operator.
Harmonization is needed regarding data protection and commercial information of operators towards platforms or similar, especially with regard to reciprocity in accessing the data they provide, being informed of their use and possible compensation in the event of misuse or abuse, as well as portability to protect the right of operators to take their data with them and provide it to others without being penalized.
Address problems arising from possible cost overruns for transport operators, seeking to prevent the emergence of monopolies and/or aggressive commercial policies, exclusion due to lack of provision of sufficient data or price alignments. The framework should also encourage operators to easily, standardized and affordably develop these solutions or integrate with others and should also be accompanied by funding measures from the EU budget to enable the digitalization of transport operators.
The provision of transport services involves very specific legal, technical, road safety and environmental requirements, among others. The risk of intermediation of these services by these platforms is very high, since uncontrolled subcontracting may occur, degrading the level of the services or even generating legal or road safety non-compliance situations. There should therefore be no effective separation between the marketing and the operation of these services.
Customer management by the operator must be preserved. It is not feasible to think that the operator does not have the capacity to know its customers and manage them proactively. The existence of these platforms must, in any case, be compatible with this management capacity.
The generation of data exchange standards is relevant, both at the information and at the transactional level, as it allows lower marketing and integration costs. The operator can make use of these standards without having to dispense with its operational management capacity. New technologies such as Blockchain can aggregate transactions while preserving the integrity of each step in multimodal journeys. Sufficient technology exists to maintain transparency in information, so decision-making should not be supported on the basis of this technological limitation -aggregation- which no longer exists.
Read full responseResponse to Land transport enabling regulation
29 Oct 2021
CONFEBUS takes note of the Commission's decision to adopt a new block exemption Regulation on State Aid for land transport and thus, reduce the bureaucratic and administrative burden for both road passenger transport operators and the corresponding national authorities, in addition to promote less polluting collective means of transport in compliance with the goals set by the European Green Deal.
CONFEBUS considers essential that the new Regulation facilitates the granting of aid to the most sustainable and efficient modes of transport, such as buses and coaches. These are a crucial instrument to achieve sustainable mobility and as an agent in the fight against climate change, as they generate less greenhouse gas emissions than any other mode of transport: 3.7 times less than an airplane, 5.5 times less than a car and 13% less than a train. In addition, they replace between 14 and 30 cars on the roads, being an effective tool to reduce congestion, CO2 emissions and the use of fossil fuels. It is also important to note that the negative externalities associated with road transport are not related to buses and coaches. In fact, figures from the European Environment Agency show that almost all CO2 emissions associated with road transport do not account for bus and coach transport.
The price of this sustainable vehicles, and in particular of electric and hydrogen buses, remains one of the main barriers to their acquisition and deployment, even more in a context of economic crisis in which bus and coach transport operators have been severely affected and the prospects for recovery remain uncertain. This situation not only endangers the viability and existence of the operators, mostly SMEs, but also the objectives of decarbonization of the road transport industry given the strategic role that plays and will play in the future.
It is also urgent to review the limits established in the European rules on State aid applicable to the renewal of bus fleets (Regulation 1407/2013 on minimis aid and Guidelines on State aid for environmental matters) that limit or in some cases, even restrict the incorporation of more sustainable fleets in order to adapt them to the new reality of technological change. In addition, it is important that the assessment of aid for projects such as the renewal of coach and bus fleets with the objective of accelerating low-carbon and net zero carbon alternatives account CO2 emissions correctly. This is crucial to assess and determine the compatibility of aid and incentives designed by Member States for the decarbonization of road transport with the Commission's current policy on road passenger transport.
The mentioned above necessarily connects with the next phase of implementation of the National Recovery and Resilience Plans, as this new proposed Regulation is scheduled for Q4 2021. EC has recalled in its assessment of the national plans, that aid to companies from the Next Generation EU funds through the Recovery and Resilience Mechanism, will be considered state aid and the submission of the national plan cannot be equivalent to a formal notification, under the terms of Article 107 of the TFEU. Therefore, future aids to road passenger transport will therefore be state aids and must be notified to the European Commission for approval.
Finally, the Proposal for a Regulation must take into account that, for long-distance heavy-duty vehicles such as buses and coaches, zero-emission technologies do not yet exist or are at a very early stage. Nevertheless, these vehicles are one of the most sustainable modes of transport and offer an excellent alternative to the private vehicle, which is the main cause of externalities associated with transport. EC must therefore assess the environmental contribution of buses and coaches and the lack of viable alternatives when evaluating aid designed by national authorities. Simplifying procedures and exempting certain practices from these general competition rules is key.
Read full responseResponse to Common risk rating formula for road transport undertakings
18 Oct 2021
CONFEBUS acknowledges the Draft Implementing Regulation establishing a common formula to be used by the national authorities of all EU countries to classify the risk of road transport operators established on their territories based on the number and the severity of previous infringements.
It is important to establish clear and common formulas and criteria to allow increasingly useful and operational on-the-spot controls. It is also important to make a greater effort in inspection tasks and to intensify control activities to detect companies that do not comply with sectorial regulations. In this regard, new technologies can play an important role, for which it is necessary that the European regulations promote them. It would be also desirable to work to prevent services disguised under the collaborative economy from engaging in unfair competition with the rest of the transport companies.
Likewise, once the formula and classification of risks for infringements is established, it is necessary to demand the publication of the different interpretation criteria that European and national authorities may follow to monitor the fulfillment of these rules and that would allow operators to act in a more compliant manner while also facilitating the inspection tasks.
The formulation of complaint or review procedures for the imposition of sanctions arising from the application of this rule and others in the field of road transport must be clear and cannot be alien to the common administrative procedure to all Public Administrations, including the sanctioning and the liability of Public Administrations ones, the requirements of validity and effectiveness of administrative acts, as well as the principles to which the exercise of legislative initiative and regulatory power must conform.
It is also necessary to establish proportional criteria regarding the frequency of offences in relation related to the number of vehicles and drivers of the company. Likewise, in view of the challenges ahead and for a better coordination with all national authorities, the creation of a European Road Transport Agency should be considered in order to accompany the implementation, digitization and enforcement of all road transport regulations, while providing assistance in informing, harmonizing, interpreting and exchanging best practices.
Read full responseResponse to Contingency plan for transport
28 Sept 2021
Road passenger transport is one of the largest sectors of the backbone of the EU economy, contributing to and enabling the mobility of citizens for work, education and leisure purposes, as well as to the functioning of the tourism industry.
However, the COVID-19 pandemic has created an unprecedented challenge, with severe economic consequences for bus and coach industry. On the one hand, it has been forced to cope with the additional burden of safety and social distancing protocols and other requirements that have affected its operating costs. On the other hand, bus transport has seen its demand collapse due to mobility restrictions, confinements and perimeter closures. This has been accompanied by a slow recovery in terms of passenger numbers, which could be postponed to 2023 or 2024, due to economic uncertainty and a generalized feeling of fear of contagion. The effects of the pandemic on the road passenger transport have not only aggravated the economic crisis and jeopardized social and regional cohesion, but have also highlighted the need for a modern and resilient sector that contributes to development and sustainable mobility.
One of the main lessons of the COVID-19 crisis is the need to ensure the proper functioning of the internal market for transport services and to improve the competitiveness and resilience of tourism sector businesses, including road passenger transport companies. The mobility sector, together with tourism, is one of the most affected sectors by the crisis. In view of this situation, contingency plans should provide for specific measures to rescue the sector in the short and medium term in the case of market disturbances. This would require the creation of a specific budget line for the sector, as well as crisis management mechanisms to anticipate risks and prepare coordinated and effective responses to threats to key sectors such as tourism and transport.
In addition, given the magnitude of the liquidity crisis facing road transport operators, specific financial measures in the contingency plans should ensure, among others, direct subsidies to transport operators, as well as tax and charge reductions for commercial road transport operations, as this is an already heavily taxed industry. At the same time, it is essential to include the adoption of measures to make the rules on state aid more flexible, so that the most affected transport operators - and in particular SMEs - can face liquidity problems and continue to invest in sustainable mobility projects that guarantee the achievement of the objectives of the European Green Deal. It is also urgent to establish a favorable regulatory framework to facilitate the incorporation and amortization of more sustainable vehicles in existing and future public services contracts.
Finally, rules and restrictions, especially with regard to national or regional border crossings or health protocols, must be implemented in a coordinated manner at an European level. Otherwise, as has been seen during the pandemic, the patchwork of regional and national rules adversely affects transport companies and free movement, the backbone of the internal market. It is therefore imperative to provide harmonization and coordination at European, national and regional level of the various governmental measures, thus facilitating cross-border transit and travel, while prioritizing the safety and security of drivers at all times.
Read full responseSpanish bus industry urges maintaining fuel tax exemptions
6 Sept 2021
Message — CONFEBUS calls for maintaining existing tax benefits for bus and coach transport. They argue that higher taxes penalize sustainable mobility and collective transport systems.12
Why — Maintaining current exemptions would protect transport companies from sharp fuel price increases.3
Impact — Vulnerable citizens who rely on public transport would face higher costs.4
Response to New EU urban mobility framework
24 May 2021
The Spanish Confederation of Bus and Coach Transport (CONFEBUS) fully supports the objective of developing safe, accessible, inclusive, affordable, smart, resilient and emission-free urban transport to achieve the objectives and targets of the EU transport and climate policy.
CONFEBUS welcomes the intention to increase support for more sustainable modes of transport, and particularly public transport. The use and promotion of public transport by bus and coach ensures sustainable mobility in cities, while responding to many of the main challenges related to urban mobility, such as congestion, air quality or decarbonization of transport (GHG emissions of the bus are significantly lower than in other modes), and makes an essential contribution to meet the objectives set out in the European Green Deal. Moreover, thanks to its flexibility, adaptability and affordability, public transport by bus and coach - which accounts for 55% of public transport in Europe - plays a crucial role in shaping the city and ensures access to mobility and basic services for the population, and in particular for the most vulnerable citizens. It is essential that new urban mobility framework promotes modal shift towards public transport by bus, which is an effective tool to reduce congestion and CO2 emissions, save urban space, achieve safer mobility, economic welfare, clean air and social cohesion. For this reason, CONFEBUS invites the European Commission to recognize bus and coach transport as the backbone of sustainable transport in the new urban mobility framework.
In the same way, the future framework should also provide support to local authorities in the development of sustainable urban mobility plans (SUMPs) based on an efficient public and collective transport system. There are common challenges in all cities for which joint action at the European level is needed, but always respecting the principle of subsidiarity and providing the necessary flexibility to national, regional and local authorities. Therefore, the new framework should consider creating the basis for implementing the following measures:
- Incentives for investments in public transport infrastructure (e.g. construction of exclusive bus lanes, renovation of bus stations) that can help to encourage intermodality.
- Incentives for the renewal and expansion of bus fleets that promote the incorporation of more environmentally and energy efficient vehicles in the light of the best available technologies.
- Campaigns to promote and encourage urban bus transport by the competent public authorities.
- Traffic restrictions and urban tolls applicable to private vehicles (e.g. "low emission zones").
- Creation of a harmonized framework at European level on access restrictions to cities.
- Promote the use of group transport for commuting and leisure purposes to optimize mobility in cities and reduce congestion.
- Integration of school transport in SUMPs.
Finally, it should be highlighted that the bus and coach industry had been severely affected by the COVID-19 crisis. The increased use of private vehicles comparing to public transport as a result of mobility restrictions not only compromises the achievement of sustainable mobility objectives, but also the economic recovery. Therefore, the new urban mobility agenda needs to focus on the revitalization of public transport through measures aimed at restoring passenger confidence in the safety of public transport and encouraging its use, thus ensuring universal access to basic services and improving quality of life.
Read full responseResponse to Revision of the Directive on Driving Licences
21 May 2021
CONFEBUS welcomes the opportunity to give its opinion on this relevant matter. The Spanish bus transport sector is fully committed to road safety and supports the objectives of improving road safety and facilitating the freedom of movement of persons in the European Union.
Buses and coaches are one of the safest transport modes having the lowest accident rate; in Spain, it stands out for its high safety levels, as it has the lowest accident rate of all road transport modes, making it the safest mode on the road (0 victims in 2019 and 1 victim in 2020). This is the result of the significant effort made every year by bus transport companies in fleet renewal (600 M€ of investment in the last five years), by incorporating improvement systems to reduce accidents to a minimum and by investing in training to improve the high professionalism of bus drivers.
Therefore, encouraging the use of bus transport means promoting safe transport and, at the same time, contributing to implement the objectives of sustainable mobility. This is why CONFEBUS shows its willingness and commitment to work with the European Commission to meet the road safety targets set in the 2018 policy framework.
The revision of the Directive should help to establish regulatory frameworks that enable bus transport operators to adopt measures that contribute to improving road safety and reducing potential risks. Furthermore, given the serious problem of shortage of professional drivers in the sector (in many countries the percentage is around 25%), it is also important that the revision helps to attract more professionals to the bus transport sector, and especially younger ones. To this end, CONFEBUS invites the European Commission to consider the following measures when revising the Directive:
- Allowing road transport companies to carry out preventive drug and alcohol checks on professional drivers and mandatory use of alcohol detection devices;
- Establishing mandatory annual and periodic medical examinations for professional drivers with protocols containing not only drug and alcohol tests, but also psychological tests - as is already the case in other modes of transport today (e.g. pilots and crew members must pass medical tests, as marked by European Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to mobile staff in civil aviation pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council);
- Provide a framework to enable transport companies to be aware in advance of the temporary or permanent loss of their drivers' driving licenses through an automated notification system;
- Promote the linking of Vocational Training programs to professional certifications focused and adapted to the reality of the sector to help attract young people with the appropriate training and enhance the attractiveness of the bus driving profession.
- Facilitate the incorporation of professionals familiar with new technologies and ensure that the training requirements to access the driving license are adapted to progress to the new technological reality.
- Articulate financial instruments, official certificates or any other means to attract future professional drivers and avoid the determining condition represented by the high cost of obtaining a driving license.
- Facilitating the entry into the European labor market of professional drivers from third countries through the homologation, recognition, exchange or conversion of their driving licenses.
The Commission should consider establishing a European strategy and fund for vocational training in road transport. These measures will help to align the professional transport sector with the new socio-economic circumstances (employment, productivity and economic performance) while helping road transport companies to improve their competitiveness with well-trained professional drivers.
Read full responseResponse to Standards for recharging points for e-buses
20 Apr 2021
The Spanish Bus and Coach Confederation - CONFEBUS represents an industry committed to the sustainable development of road passenger transport making its fleets and operations as clean, sustainable and energy efficient as possible.
Spain has the most modern fleet of buses and coaches in the European Union as a consequence of the efforts made by the operators who invested more than 600m euros every year to renew their fleets. It must be taken into account that Spain has a world-class recognized vehicles body sector and, together with tourism and the model of road transport, constitutes a transport industry positioning Spain at the forefront of the market.
There is a clear commitment in the sector to use non-polluting energies, but it must be taken into account that the available technology is not all mature enough, as in the case of electric vehicles. The sector has already been involved, since before the pandemic, in the challenges of digitalization and environmental sustainability. There were several private operators deeply involved in these kinds of developments, where some had purchased electric fleets for the execution of urban transport services.
In the case of electric buses, one of the several pending developments that avoid further deployment is the lack of recharging infrastructure, among other factors. This draft Regulation will contribute, through standardization, to the development of such recharging points, although it will be necessary to respect the existing legislative developments at national level, as well as the planned investment plans in order not to penalize those who carried out actions in this sense from the beginning of the transposition of the Alternative Fuels Infrastructure Directive. In doing so, it is hoped that it will serve to drive greater sectorial uptake of these vehicles, the increased uptake of which should, by extension, create a market stimulus to make this kind of vehicles more affordable.
Equally, this draft may serve to contribute to comply with Directive (EU) 2019/1161, which sets minimum targets for percentages of clean M3 Class I and Class A vehicles (buses designed and equipped for urban and suburban transport) to be met in public procurement at a national level (in the case of Spain, 45% of the fleet of new public contracts from 1 August 2021 to 31 December 2025 and 65% from then to 31 December 2030).
However, neither the draft Regulation nor the already adopted Regulation should put private transport operators, mainly SMEs, in a disadvantageous situation compared to publicly owned or participated operators. Level playing field between public and private companies must be ensured, recognizing that the latter have a business model with more challenges due to lack of initial investment for the acquisition of potentially more expensive vehicles and new technologies (not to mention the necessary investments that vary depending on the charging system and whether it requires specific facilities for charging).
It is therefore critical that measures such as those advocated by these clean vehicle promotion regulations must be accompanied by consistent funding and financing mechanisms to ensure that private operators can remain consistently competitive and that technologies are not dependent on subsidies for success.
Read full response24 Mar 2021
The legal obligation to retroactively install the Smart Tachograph Version 2 (STV2) in professional transport vehicles will lead to a large increase in demand in the field. It is therefore important to bear in mind that this may result in delays in garages due to this increase in demand at the end of the two adaptation and retrofitting periods that have been set (for analog and digital tachographs, December 2024; and for Smart Tachograph Version 1, September 2025).
In any case, CONFEBUS considers that it is important to clarify the role that STV2 will play in the field of transport digitization and what will be the data that STV2 will provide in the medium term to support the European Commission's Digital Agenda. The deployment of digital tools and solutions is increasing in the transport sector (eFTI, IMI, ERRU, etc.) and it would be beneficial for all stakeholders to better understand what is the role STV2 will play in this regard according to the European Commission.
Read full responseResponse to Driving and rest times for bus and coach drivers
18 Feb 2021
CONFEBUS welcomes the commitment reflected in the latest amendment of driving times and rest periods rule establishing a revision clause of Regulation 561/2006 that will allow the European Commission to assess if more appropriate rules can be adopted for drivers carrying occasional road passenger transport services.
In this sense, CONFEBUS wants to show its willingness and compromise to work along with the European Commission to bring elements that may facilitate the flexibility and adaptation of the provisions to the reality of the organization of working and resting times of the occasional and tourist transport services which -it must be highlighted- are not subject to fixed schedules and itineraries, but to the needs of the customer who hires their services and which may also depend on the combination with other transport services.
Currently, the rules in force establish a differentiated treatment between operators and drivers of domestic occasional and tourist transport services compared to operators and drivers of the same services, but on an international route. This means that a driver carrying international services is subject to different rules on working time and weekly rest than a driver of domestic services for a circuit or service with the same distances, working time and job requirements, although there should be no difference in their treatment.
The latest amendment to Regulation 561/2006 allowed the introduction of flexibility in driving times and rest periods, but only for hauliers. It is therefore important that work to be done by the European Commission should identify measures to adapt the rules for international occasional road passenger transport services to domestic services to make driving times and rest periods more flexible, as well as to extend the exemptions applicable to occasional road transport services and to introduce new ones.
Such flexibility would help to reduce stressful situations arising from dealing with passengers' needs and other external factors affecting the journey and would ensure same opportunities for operators and equal treatment between drivers in terms of weekly rest (possibility of postponing and receiving an adequate compensation) and availability of second drivers (team driving) and would allow operators to be more competitive thanks to a more efficient organization of domestic services and without having a negative impact on working conditions and road safety.
Read full responseResponse to Initiative on adequate minimum wages
23 Dec 2020
The Spanish Confederation of Transport by Bus and Coach (CONFEBUS) welcomes the opportunity to share views on the proposal for an EU Directive on adequate minimum wages. CONFEBUS shares the overall objectives of achieving adequate wages across the EU. Nonetheless, we would like to emphasize that wage setting is best taken care by the social partners at national level and, as such, an EU Directive on minimum wage would be inefficient and inappropriate. Minimum wages are the competence of Member States and social partners in line with the EU Treaty and the principle of subsidiarity. Therefore, CONFEBUS considers that a non-binding instrument is more appropriate to support the development of social dialogue, collective bargaining and more inclusive labour market policies in the member states. At the same time, this instrument should offer Member States’ flexibility to preserve national systems and well-functioning collective bargaining and encourage the autonomy of social partners.
The proposal for a Directive contains provisions to preserve the respect the diversity of existing labour relations systems in the different member States. However, these provisions have a declaratory nature – and an uncertain legal value- and clearly contradict the objectives and requirements of the Directive. Hence, it is key to ensure that the scope of the proposal respects the national competences and that the decisions on what action is needed and the approach remain as close as possible to the citizens, including the social partners.
Read full response18 Dec 2020
CONFEBUS welcomes the revision of the Guidelines for the development of the Trans-European Transport Network. CONFEBUS broadly agrees with the problems and the possible measures identified by the Commission in the IIA. The document correctly acknowledges an insufficient alignment of the TEN-T with the new transport goals and policies, making it an obstacle to the development of the most efficient and sustainable transport services. TEN-T has to be an essential part of the Green Deal and the transition to a sustainable transport system. However, CONFEBUS believes that the fundamental paper of the TEN-T to strengthen more sustainable modes of transport, such as buses and coaches, should have been given more emphasis. In this regard, CONFEBUS would like to express the following considerations regarding the revision of the TEN-T Guidelines:
• In first term, the revision of the TEN-T should take account the importance of collective road passenger transport, and in particular buses and coaches, to decarbonize transport and achieve a more sustainable mobility. In addition, unlike other modes of transport, buses and coaches have some important advantages, such as accessibility, capillarity, flexibility of use, but also the adaptability of vehicles for different uses.
• In general terms, new Guidelines should promote the deployment of infrastructure that would effectively facilitate the transition to a sustainable mobility through collective passenger transport on the main access routes to TEN-T cities. To do so, it is essential to facilitate the development of road passenger transport infrastructure and services located on the Trans-European corridors by supporting investment to improve the flow of passengers through the stations located there, with particular emphasis on achieving universal accessibility, safety, environmental protection and modernization of terminals. These investments should aim in particular: renovation of bus terminals, building exclusive lanes as a way to reduce congestion on interurban roads leading to large cities, deploying infrastructure for alternative refueling to promote low and zero emission buses, and solutions to promote intermodal transport setting up terminals or slots for buses in other transport infrastructure (like airports, ports, railway stations, etc.).
• Infrastructures that promote intermodality, such as terminals and public transport transfer facilities be a priority for the TEN-T, as they enable the different modes to be brought together and articulate cities' mobility in an efficient way, providing easy and good access to the mobility system. One example is the model followed in Amsterdam's Schipol airport (Netherlands), which integrates railroad and bus terminals, facilitating mobility in the metropolitan area in an efficient way.
• Commission must also take account of the key role of bus and coach transport services in maintaining social and territorial cohesion. It is therefore necessary to reinforce investments in public transport infrastructure in the TEN-T in order to improve the attractiveness of the offer and universal accessibility to public transport services. In this regard, the financing of urban nodes and urban-interurban interfaces through pre-allocation of budget in the next calls should be a top priority. In addition, increasing the number of urban nodes eligible for TEN-T funding will allow more metropolitan regions to increase investment in support of public transport in key areas such as intermodal transport in urban areas, renovation of bus terminals, improving accessibility and last mile solutions.
• Finally, it is crucial that TEN-T funding promotes the accessibility and connectivity of all regions of the Union, including, in particular, remote regions and less populated areas. Specific TEN-T actions should benefit not only the core network, but also the connectivity of rural areas to the main national and European corridors, improving territorial balance.
Read full responseResponse to Sustainable and Smart Mobility Strategy
28 Jul 2020
The Spanish Confederation of Bus and Coach Transport (CONFEBUS) welcomes the opportunity to provide comments on the forthcoming European Strategy for Sustainable and Smart Mobility. Please find hereby attached a paper outlining our views.
Read full responseMeeting with Elzbieta Lukaniuk (Cabinet of Commissioner Adina Vălean)
6 May 2020 · COVID-19 impact on bus and coach sector in Spain
Spanish bus federation demands energy tax exemptions for coaches
31 Mar 2020
Message — CONFEBUS urges the Commission to exempt buses and coaches from energy taxation. They want to compete on equal terms with rail and metro.12
Why — This would reduce operating costs and fund investment in clean technologies.3
Impact — Rail and air transport providers could lose market share to buses.4
Response to Driving licence legislation ex-post evaluation
10 Sept 2019
CONFEBUS welcomes all initiatives aiming to improve transport safety and quality and recognizes the importance of the Directive as an enabling instrument to access to the profession of bus and coach driver. The Spanish bus & coach transport sector is committed with safety and it makes every year sound investments in fleet renewal, new technologies and drivers training.
In this sense, it must be pointed out that bus and coaches are one of the safest transport modes with the lowest accident rate -only 0.2% of all casualties on Spanish roads-. This is a consequence of the high level of professionalism and responsibility of the vast majority of bus and coach drivers, as well as an increasingly leading-edge vehicles in terms of active and passive safety systems. Promoting the use of bus & coach transport means promoting safe transport. Also, an increase in the number of passengers will contribute to make more sustainable this transport mode, which has the least negative externalities.
Read full responseResponse to Evaluation of rights of passengers in bus and coach transport in the EU
3 Sept 2019
CONFEBUS, the Spanish Bus and Coach Transport Confederation, favours all regulations that contribute to improve the quality of bus and coach transport services to attract more users and to make more attractive a key mode of transport for present and future development of safe, efficient and sustainable mobility.
In this sense, EU Regulation 181/2011 introduced significant binding obligations to bus and coach transport companies operating regular and occasional services, establishing a legal framework that protects passengers and reinforces and guarantees their confidence in these services.
However, implementation of the regulation since March 1st, 2013 is very recent and it is not possible yet to carry out an effective evaluation. As the European Commission's report of September 9th, 2016 on the application of this Regulation (COM/2016/0619 final) points out, the experience acquired by Member States with the application of the regulation is limited. This report also states that most of the obstacles preventing passengers from enjoying or asserting their rights could be tackled by applying this Regulation more effectively. Therefore, it makes unnecessary a revision or amendment of the Regulation for the time being.
On the other hand, it should be pointed out that twelve Member States in total granted exemptions from the application of the Regulation during the first four years after its entry into force in order to allow bus and coach operators to prepare for its application properly. To date, ten Member States still use one or two of these exemptions (COM(2019) 179 final - Report from the Commission to the European Parliament and the Council on exemptions granted by Member States under Regulation (EU) No 181/2011). For this reason, the evaluation of the Regulation will be effective only once the Regulation is fully implemented by the Member States and the results can be measured appropriately.
The application of the Regulation differs widely from one Member State to another, as the mentioned report on the application of the Regulation shows. It also shows that seven countries do not provide information and eleven other countries indicate that they have not prosecuted or applied any kind of sanction. In addition, the number of complaints handled is very different with countries with a high number of cases opened (Spain: 1194; Germany: 192; Czech Republic: 132) compared with others with a very low number (Ireland: 4; France: 21; Finland: 12; Sweden: 2; United Kingdom: 4), showing a low or incorrect practical application of the rules throughout the European territory.
Please find attached a document that highlights elements that could help to ensure a better implementation of the Regulation.
Read full responseResponse to Better functioning of the market for bus and coach transport - Reg 1073/2009
8 Jan 2018
CONFEBUS – the Spanish Confederation of Transport by Bus- has analyzed the European Commission’s proposal amending Regulation 1073/2009 that was adopted by the College of Commissioners on the 8th November of 2017. One of the main objectives of this revision is to extend the Regulation’s scope of application to domestic regular services. We welcome the efforts of the Commission to harmonize the conditions of access to all the EU-28 bus & coach transport national markets and to promote the use of one of the safest and most sustainable transport modes.
However, such an objective should not affect the competence of the Member States when organizing their public transport markets and ensuring the mobility of people with a dense network of connections, affordable fares, service quality, passengers’ satisfaction and modern vehicles. We support the provision of a common EU framework for the non-discriminatory access to markets in EU Member States that have liberalized their domestic markets or intend to do so, as well as we also support the revision of reasons and criteria for authorizing or refusing regular bus and coach services with the objective to stimulate competition, to the benefit of passengers and to foster business initiatives.
But bearing in mind that this kind of services are public transport in many Member States and they ensure territorial cohesion and universal mobility along their geographical areas, we understand that it is important to preserve those services covered by public service contracts awarded after competitive tendering procedures according to EU law. The Commission’s proposal offers serious concerns from a legal point of view. The preparatory report that paved the way for the proposal was approved with reservations by the European Commission’s Regulatory Scrutiny Board after a previous rejection, which shows that some aspects of the proposal are controversial. As accompanying document, we submit the reasoned opinion of the legislature of Spain (Cortes Generales), whose assessment found this proposal to be in breach of EU law. Notwithstanding, this is not the only National Parliament that has issued similar reservations after exercising their powers in accordance with the EU Treaties.
Read full responseMeeting with Maria Cristina Lobillo Borrero (Cabinet of Vice-President Miguel Arias Cañete), Silvia Bartolini (Cabinet of Vice-President Miguel Arias Cañete)
18 Oct 2017 · Mobility Package
Meeting with Jocelyn Fajardo (Cabinet of Commissioner Violeta Bulc)
17 Oct 2017 · Meeting with Rafael Barbadillo López, President CONFEBUS