10 Amendments of Maria GRAPINI related to 2021/0213(CNS)
Amendment 53 #
Proposal for a directive
Recital 13
Recital 13
(13) As a general principle, Member States should apply to energy products and electricity levels of taxation not less than the minimum levels of taxation as set out by the Directive, maintaining the level playing field between Member States whilst safeguarding the competitiveness of the EU economy. Member States should be permitted to comply with the Union minimum taxation levels by taking into account the total charge levied in respect of all indirect taxes which they have chosen to apply (excluding VAT), as long as this does not negatively affect the level playing field between Member States.
Amendment 57 #
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18 a) In order to ensure a smooth implementation of this Directive, the EU minimum levels of taxation for motor fuels used for road transport would be reached over a transitional period of ten years. The taxation of motor fuels used by road goods and passenger transport operators for commercial purposes requires a specific treatment in order to limit the distortion of competition operators might be confronted with. A differentiated taxation rate for motor fuels used by road goods and passenger transport operators for commercial purposes should be established at EU level for every motor fuel. This taxation rate should not be lower than the EU minimum rate but should be lower than the lowest national taxation rate applicable to general motor fuel use. Member States should not be able to add to this fixed EU rate.
Amendment 58 #
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18 a) Electrification in the transport sector is key, the EV-infrastructure and underlying electricity network needs to be made fit in line with the Green Deal ambitions. In addition, the sourcing of electricity needs to follow the same aspirations of the transition as envisioned by the Green Deal. Green public transport should form the backbone for the transport transition.
Amendment 64 #
Proposal for a directive
Recital 21
Recital 21
(21) The Union and the Member States have concluded multilateral agreements regarding air services and air transport, or bilateral agreements with third countries. Those agreements include provisions related to the taxation of aviation fuel. Aviation fuel has traditionally had a privileged tax regime. The need to pursue the objectives of the Directive requires that, without prejudice to those international agreements, energy products and electricity supplied for intra-EU air navigation, except cargo-only flights should be taxed. The exemption for the fuel used by cargo-only flights is still needed in the absence of more efficient alternatives. The same is true of shipping, which is one of the most energy-efficient modes of transport, and key to ensuring European connectivity. Short-sea shipping within the EU is especially important in maintaining links between islands and remote regions and the European mainland.
Amendment 71 #
Proposal for a directive
Recital 22 a (new)
Recital 22 a (new)
(22 a) Given the international character of shipping, a global market-based measure would be the most suitable and effective option. The European Union should therefore further increase the pressure on the International Maritime Organization (IMO) to make progress on the development of such a global market- based measure. Overall, EU initiatives addressing emissions from shipping should be compatible with IMO efforts in order to avoid carbon leakage and leakage of business to ports outside Europe. Accordingly, alignment with a market-based measure developed in the IMO should be closely examined as a means of addressing potential negative impacts of this Directive.
Amendment 113 #
The level of taxation applicable for commercial motor fuels used as propellant in road transport shall also be fixed as set out in Table A of Annex 1.‘Commercial motor fuel used as propellant’ shall mean motor fuel used as propellant for the following purposes: (a) the carriage of goods for hire or reward, or on own account, by motor vehicles or articulated vehicle combinations intended exclusively for the carriage of goods by road and with a maximum permissible gross laden weight of not less than 7,5 tonnes; (b) the carriage of passengers, whether by regular or occasional service, by a motor vehicle of category M2 or category M3, as defined in Council Directive 70/156/EEC of 6 February 1970 on the approximationof the laws of the Member States relating to the type-approval of motorvehicles and their trailers[1].
Amendment 160 #
Proposal for a directive
Article 15 – paragraph 5
Article 15 – paragraph 5
5. Member States mayshall apply under fiscal control total or partial exemptions to electricity directly supplied to vessels berthed in ports.
Amendment 176 #
Proposal for a directive
Article 17 – paragraph 1 – point b – introductory part
Article 17 – paragraph 1 – point b – introductory part
(b) reductions in the level of taxation, which shall not go below the minima as set out in Table B and D of Annex I, to energy products and electricity used for the carriage of goods and passengers by rail, metro, tram and trolley bus, and for local public passenger transport as well as occasional transport by road, waste collection, armed forces and public administration, disabled people and ambulances;
Amendment 183 #
Proposal for a directive
Article 27 – paragraph 2 – subparagraph 1 a (new)
Article 27 – paragraph 2 – subparagraph 1 a (new)
Upon the entry into force of this Directive, all other national systems for carbon mark ups in motor fuel taxation for road transport shall cease with immediate effect.
Amendment 194 #
Proposal for a directive
Article 31 – paragraph 1 a (new)
Article 31 – paragraph 1 a (new)
Before the entry into force of this Directive, the Commission shall carry out an impact assessment, in close cooperation with relevant stakeholders, on the basis of real data. If the impact assessment finds that there is a risk of a negative impact, the Commission shall by then propose measures to prevent such negative effects and to ensure the effectiveness of the Directive.