Activities of Jessica STEGRUD related to 2021/0211(COD)
Plenary speeches (1)
Revision of the EU Emissions Trading System (A9-0162/2022 - Peter Liese)
Amendments (18)
Amendment 27 #
Proposal for a directive
Recital 3
Recital 3
(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.
Amendment 28 #
Proposal for a directive
Recital 4
Recital 4
Amendment 29 #
Proposal for a directive
Recital 5
Recital 5
(5) The Union committed to reduce to reduce the Union’s economy-wide net greenhouse gas emissions by at least 55 % by 2030 below 1990 levels in the updated nationally determined contribution submitted to the UNFCCC Secretariat on 17 December 202039 . Technological progress however takes time and the ETS gives in general the market more room to decide which technologies should be used to achieve these goals and where it is most efficient to save CO2. The EU however undermines the market-based approach by its comprehensive “Fit for 55 package”, which to a large extent consists of centrally planned-economy, which in the long run does not serves climate protection, the preservation of prosperity, or the cohesion of the EU. _________________ 39 https://www4.unfccc.int/sites/ndcstaging/P ublishedDocuments/European%20Union% 20First/EU_NDC_Submission_December %202020.pdf
Amendment 31 #
Proposal for a directive
Recital 5 a (new)
Recital 5 a (new)
(5a) In this context, the European Union should take the development in the rest of the world into consideration. If the European Union - unilaterally and to a high cost - decreases its emissions while the corresponding amounts of fossil fuels are consumed in other regions, resulting in zero net effect on a global level, the strategy should be revised. In this case, resources spent on unilateral emission cuts should rather be diverted to research and development.
Amendment 33 #
Proposal for a directive
Recital 7 a (new)
Recital 7 a (new)
(7a) However, the development of EU ETS should take the comprehensive development of the European economy and society into consideration. Any change of EU ETS must be thoroughly assessed before implementation and the matter must not be reduced to a one- dimensional analysis of CO2 emissions.
Amendment 34 #
Proposal for a directive
Recital 7 b (new)
Recital 7 b (new)
(7b) The transport sector should not be the target of double regulation. The EU ETS is a very powerful regulatory tool which, if monitored in an appropriate way, caps the emissions in the sectors covered by it. If certain parts of the transport sector are included in EU ETS, they should not be the subject of further, far-reaching regulations, such as the banning of certain engines.
Amendment 39 #
Proposal for a directive
Recital 10
Recital 10
(10) In its Communication ‘Pathway to a Healthy Planet for All’44 , the Commission calls for steering the EU towards zerominimising pollution by 2050, by reducing pollution across air, freshwaters, seas and soils to levels which are no longer expected to be harmful for health and natural ecosystems. Measures under Directive 2010/75/EU, as the main instrument regulating air, water and soil pollutant emissions, will often also enable emissions greenhouse gases to be reduced. In line with Article 8 of Directive 2003/87/EC, Member States should ensure coordination between the permit requirements of Directive 2003/87/EC and those of Directive 2010/75/EU. _________________ 44Communication from the Commission to the European Parliament, the Council, the European Economic And Social Committee and the Committee of the Regions Pathway to a Healthy Planet for All, EU Action Plan: 'Towards Zero Pollution for Air, Water and Soil' (COM/2021/400 final).
Amendment 58 #
Proposal for a directive
Recital 17 a (new)
Recital 17 a (new)
(17a) While inclusion of the maritime sector in EU ETS may be a reasonable step to take, it must not lead to increased transportation costs in a way that would be comparable to trade restrictions.
Amendment 68 #
Proposal for a directive
Recital 26
Recital 26
(26) Achieving the Union’s emissions reduction target for 2030 will require a reduction in the emissions of the sectors covered by the EU ETS of 61 % compared to 2005, a target that may need to be revised over time. The Union-wide quantity of allowances of the EU ETS needs to be reduced to create the necessary long-term carbon price signal and drive for this degree of decarbonisation. To this end, the linear reduction factor should be increascarefully balanced, also taking into account the inclusion of emissions from maritime transport. The latter should be derived from the emissions from maritime transport activities reported in accordance with Regulation (EU) 2015/757 for 2018 and 2019 in the Union, adjusted, from year 2021, by the linear reduction factor.
Amendment 70 #
Proposal for a directive
Recital 28
Recital 28
Amendment 98 #
Proposal for a directive
Recital 31
Recital 31
(31) In order to better reflect technological progress and adjust the corresponding benchmark values to the relevant period of allocation while ensuring emission reduction incentives and properly rewarding innovation, the maximum adjustment of the benchmark values should be increased from 1,6 % to 2,5 % per yearevaluated. For the period from 2026 to 2030, the benchmark values should thus be adjusted within a range of 4 % to 50 % compared to the value applicable in the period from 2013 to 2020.
Amendment 109 #
Proposal for a directive
Recital 33
Recital 33
(33) The scope of the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC should be extended to support innovation in low-carbon technologies and processes that concern the consumption of fuels in the sectors of buildings and road transport. In addition, the Innovation Fund should serve to support investments to decarbonise the maritime transport sector, including investments in sustainable alternative fuels, such as hydrogen and ammonia that are produced from renewables, as well as zero-emission propulsion technologies like wind technologies. Considering that revenues generated from penalties raised in Regulation xxxx/xxxx [FuelEU Maritime]52 are allocated to the Innovation Fund as external assigned revenue in accordance with Article 21(5) of the Financial Regulation, the Commission should ensure that due consideration is given to support for innovative projects aimed at accelerating the development and deployment of renewable and low carbon fuels in the maritime sector, as specified in Article 21(1) of Regulation xxxx/xxxx [FuelEU Maritime]. To ensure sufficient funding is available for innovation within this extended scope, the Innovation Fund should be supplemented with 50 million allowances, stemming partly from the allowances that could otherwise be auctioned, and partly from the allowances that could otherwise be allocated for free, in accordance with the current proportion of funding provided from each source to the Innovation Fund. _________________ 52[add ref to the FuelEU Maritime Regulation].
Amendment 114 #
Proposal for a directive
Recital 35
Recital 35
Amendment 119 #
Proposal for a directive
Recital 38
Recital 38
Amendment 142 #
Proposal for a directive
Recital 48
Recital 48
(48) The total quantity of allowances for the new emissions trading should follow a linear trajectory to reach the 2030 emissions reduction target, taking into account the cost-efficient contribution of buildings and road transport of 43 % emission reductions by 2030 compared to 2005. The total quantity of allowances should be established for the first time in 2026, to follow a trajectory starting in 2024 from the value of the 2024 emissions limits (1 109 304 000 CO2t), calculated in accordance with Article 4(2) of Regulation (EU) 2018/842 of the European Parliament and of the Council59 on the basis of the reference emissions for these sectors for the period from 2016 to 2018. Accordingly, the linear reduction factor should be set at 5,15 %. From 2028, the total quantity of allowances should be set on the basis of the average reportedbe carefully assessed and be in harmony with economic realities, in order to ensure a balanced, long-term reduction of greenhouse gas emissions for. If the years 2024, 2025 and 2026, and should decrease by the same absolute annual reduction as set from 2024, which corresponds to a 5,43 % linear reduction factor compared to the comparable 2025 value of the above defined trajectory. If those emissions are significantly higher than this trajectory value and if this divergence is not due to small-scale differences in emission measurement methodologies, the linear reduction factor should be adjusted to reach the required emissions reduction in 2030. _________________ 59Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 156, 19.6.2018, p. 26)total amount of allowances was reduced too quickly, the whole EU ETS system would be put under pressure, with unforeseeable consequences.
Amendment 150 #
Proposal for a directive
Recital 52
Recital 52
Amendment 175 #
Proposal for a directive
Recital 67
Recital 67
(67) It is necessary to amend Regulation (EU) 2015/757 to take into account the inclusion of the maritime transport sector in the EU ETS. Regulation (EU) 2015/757 should be amended to oblige companies to report aggregated emissions data at company level and to submit for approval their verified monitoring plans and aggregated emissions data at company level to the responsible administering authority. In addition, the Commission should be empowered to adopt delegated acts to amend the methods for monitoring CO2 emissions and the rules on monitoring, as well as any other relevant information set out in Regulation (EU) 2015/757, to ensure the effective functioning of the EU ETS at administrative level and to supplement Regulation (EU) 2015/757 with the rules for the approval of monitoring plans and changes thereof by administering authorities, with the rules for the monitoring, reporting and submission of the aggregated emissions data at company level and with the rules for the verification of the aggregated emissions data at company level and for the issuance of a verification report in respect of the aggregated emissions data at company level. The data monitored, reported and verified under Regulation (EU) 2015/757 might also be used for the purpose of compliance with other Union law requiring the monitoring, reporting and verification of the same ship information.
Amendment 234 #
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point d
Article 1 – paragraph 1 – point 11 – point d
Directive 2003/87/EC
Article 10 – paragraph 4 – first sentence
Article 10 – paragraph 4 – first sentence