79 Amendments of Søren GADE related to 2021/0223(COD)
Amendment 140 #
Proposal for a regulation
Recital 3
Recital 3
(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. The revision of those instruments should be aligned with the revision of the current Regulation in order to ensure a coherent framework for the use and deployment of alternative fuels in road transport and in order to accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure. _________________ 46 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13). 47 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).
Amendment 142 #
Proposal for a regulation
Recital 3 a (new)
Recital 3 a (new)
Amendment 143 #
Proposal for a regulation
Recital 4
Recital 4
(4) The initiatives on ReFuelEU aviation48 and FuelEU maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. While the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure, investments are needed for the electricity supply of stationary aircraft. Moreover, Member State should assess the current state and future development of the hydrogen market for aviation and should provide for a feasibility study on the deployment of the relevant infrastructure to power aircrafts including, where appropriate, a deployment plan for alternative fuels infrastructure in airports, in particular for hydrogen and electric recharging for aircrafts. The FuelEU maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in TEN-T ports. However those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met. Furthermore, the Energy Taxation Directive1a recast should incentivise the use of on shore power. Therefore, alignment between this Directive and the current Regulation is necessary in order to ensure a coherent framework for the use and deployment of alternative fuels. _________________ 1a COM(2021) 563 48 COM(2021) 561. 49 COM(2021) 562.
Amendment 165 #
Proposal for a regulation
Recital 7
Recital 7
(7) LNG is likely to play a continued role in maritime transport, where there is currently no economically viable zero- emission powertrain technology available. The Communication on the Smart and Sustainable Mobility Strategy points to zero-emission seagoing ships becoming market ready by 2030. Fleet conversion should take place gradually due to the long lifetime of the ships. Therefore, all readily deployable options in reducing maritime emissions, including alternatives to heavy fuel oil such as (bio- and synthetic) LNG, should be used in parallel to finding and financing long-term zero-emission alternatives. Contrary to maritime transport, for inland waterways, with normally smaller vessels and shorter distances, zero-emission powertrain technologies, such as hydrogen and electricity, should enter the markets more quickly. LNG is expected to no longer play a significant role in that sector and could play an important role for maritime transport in terms of creating scale regarding zero-emission propulsion solutions. Transport fuels such as LNG neeshould increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-LNG) or renewable and low-carbon synthetic gaseous e-fuels (e- gas) for instance. Those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.
Amendment 174 #
Proposal for a regulation
Recital 8
Recital 8
(8) In the heavy-duty road transport sector, LNG trucks are fully mature. On the one hand, the common scenarios underpinning the Sustainable and Smart Mobility Strategy and the Climate Target Plan as well as the revised “Fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. Furthermore, LPG and CNG vehicles for which already a sufficient growing infrastructure network exists across the Union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for LNG infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. Furthermore, currently bio-LNG and bio-CNG provide cost- competitive solutions, which contributes to decarbonising the existing fleet and decreases CO2 emissions from heavy-duty road transport vehicles in the short term. Therefore, the accompanying infrastructure should be further deployed.
Amendment 182 #
Proposal for a regulation
Recital 9
Recital 9
(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union and across regions. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure, while allowing for the market to self regulate once a certain share of electric vehicles and plug-in hybrid light-duty vehicles has been reached. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.
Amendment 190 #
Proposal for a regulation
Recital 10
Recital 10
(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and, plug-in hybrid vehicles and solar-electric cars. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.
Amendment 192 #
Proposal for a regulation
Recital 11
Recital 11
(11) Implementation in Member States should ensure that a sufficient number of publicly accessible recharging points is installed, in particular at public transport stations, such as port passenger terminals, airports or railway stations. A sufficient number of publicly accessible fast recharging points dedicated to light-duty vehicles should also be deployed to increase consumer convenience in particular across the TEN-T network to ensure full cross-border connectivity and allow electric vehicles to circulate throughout the Union. The deployment of publicly accessible recharging infrastructure should primarily be the result of private market investment; however, in compliance with State aid rules, Member States should support the deployment of the necessary infrastructure in cases where market conditions require public support until a fully competitive market is established.
Amendment 226 #
Proposal for a regulation
Recital 21 a (new)
Recital 21 a (new)
(21 a) Bidirectional charging at both private and publicly accessible infrastructure could encourage people to purchase electric vehicles, as they can then be used for mobility as well as energy storage. Therefore, legislative hurdles such as double taxation should be prevented in order to further develop the business case of bidirectional charging and a sufficient number of private and publicly accessible charging stations should be made available for smart, bidirectional charging.
Amendment 239 #
Proposal for a regulation
Recital 24
Recital 24
(24) Price transparency is crucial to ensure seamless and easy recharging and refuelling. Users of alternative fuel vehicles should be given accurate price information before the start of the recharging or refuelling service. The price should be communicated in a clearly structured manner to allow end users to identify the differentapplicable cost components and anticipate the total cost.
Amendment 240 #
Proposal for a regulation
Recital 24 a (new)
Recital 24 a (new)
(24 a) The establishment of an information and reservation system on the availability of recharging and refuelling points and estimated waiting times should be provided to end users.
Amendment 243 #
Proposal for a regulation
Recital 25 a (new)
Recital 25 a (new)
(25 a) In order to ensure the security and stability of the network of recharging points across the Union, operators of digitally connected recharging points should comply with minimum cybersecurity rules as laid down in the Directive on measures for a high common level of cybersecurity across the Union (NIS2 Directive)1a. _________________ 1a COM/2020/823 final
Amendment 250 #
Proposal for a regulation
Recital 27
Recital 27
(27) Hydrogen fuelled vehicles should be able to refuel at or close to the destination, which is usually located in an urban area. To ensure that publicly accessible destination refuelling is possible at least in the main urban areas, all urban nodes as defined in Regulation (EU) No 1315/2013 of the European Parliament and of the Council55 should provide such refuelling stations. Within the urban nodes, public authorities should consider to deploy the stations within multimodal freight centres as those are not only the typical destination for heavy-duty vehicles but could also serve hydrogen to other transport modes, such as rail and inland shipping. Long distance collective passenger transport should also be enabled to make use of hydrogen refuelling stations at coach parking areas and terminals. _________________ 55 Regulation (EU) No 1315/2013 of the European Parliament and of the Council of 11 December 2013 on Union guidelines for the development of the trans-European transport network and repealing Decision No 661/2010/EU (OJ L 348, 20.12.2013, p. 1).
Amendment 280 #
Proposal for a regulation
Recital 32
Recital 32
(32) Shore-side electricity facilities can serve maritime and inland waterway transport as clean power supply and contribute to reducing the environmental impact of seagoing ships and inland waterway vessels. Under the FuelEU maritime initiative, ship operators of container and passenger ships need to comply with provisions to reduce emissions at berth. Mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in TEN-T core and comprehensive maritime ports to comply with those requirements. The application of these targets to all TEN- T maritime ports should ensure the level playing field between ports. Given the high costs and complexity related to the roll-out of shore-side electricity in maritime ports, it is essential to prioritise investments particularly where it makes the most sense in terms of geographic location and emissions reduction.
Amendment 305 #
Proposal for a regulation
Recital 33
Recital 33
(33) Container ships and passenger ships, being the ship categories which are producing the highest amount of emissions per ship at berth, should as a priority be provided with shore-side electricity supply. In order to take into account power demand characteristics while at berth of different passenger ships, as well as port operational characteristics, it is necessary to distinguish between the passenger ship requirements for ro-ro passenger ships and high speed passenger vessels, and those for other passenger ships. In this roll out process, all relevant public and private actors need to be involved, including but not limited to port authorities, terminal operators, grid operators, OPS operators, shipowners, other relevant maritime market players, and local or regional and national authorities.
Amendment 329 #
Proposal for a regulation
Recital 35
Recital 35
(35) A core and comprehensive network of refuelling points for LNG at maritime ports should be available by 2025. Refuelling points for LNG include LNG terminals, tanks, mobile containers, bunker vessels and barges.
Amendment 339 #
Proposal for a regulation
Recital 36
Recital 36
(36) Electricity supply to stationary aircraft at airports should replace the consumption of liquid fuel with a cleaner power source by aircraft (use of Auxiliary Power Unit) or ground power units (GPUs). Aditionally, in order for commercial passenger aircraft to completely turn off their engines while parked, pre-conditioned air (PCA) systems should be taken into account. This should reduce pollutant and noise emissions, improve air quality and reduce the impact on climate change. Therefore, all commercial transport operation should be able to make use of external electricity supply and pre-conditioned air systems while parked at gates or at outfield positions at TEN-T airports.
Amendment 368 #
Proposal for a regulation
Recital 43
Recital 43
(43) In light of the increasing diversity in the type of fuels for motorised vehicles coupled with on-going growth in the road mobility of citizens across the Union, it is necessary to provide vehicle users with clear and easy-to-understand information on the fuels available at refuelling stations and on the compatibility of their vehicle with different fuels or recharging points on the Union market. It is equally necessary to provide vehicle users with information on the availability at recharging and refuelling stations, including the possibility to reserve. Member States should be able to decide to implement such information measures also in respect of vehicles placed on the market before 18 November 2016.
Amendment 385 #
Proposal for a regulation
Recital 53
Recital 53
(53) Alternative fuels infrastructure is a fast developing area. The lack of common technical specification constitutes a barrier for the creation of a single market of alternative fuels infrastructure. Therefore, the power to adopt acts in accordance with Article 290 TFEU should be delegated to the Commission to norm technical specifications for areas where common technical specifications are outstanding but necessary. In particular, this should include the communication between the electric vehicle and the recharging point, the communication between the recharging point and the recharging software management system (back-end); the communication related to the electric vehicle roaming service and the communication with the electricity grid, while ensuring the needed consumer data protection. It is also necessary to define the suitable governance framework and roles of the different actors involved in the vehicle-to- grid communication ecosystem. Moreover, emerging technological developments, such as electric road systems (‘ERS’) have to be accounted for. As concerns data provision, it is necessary to provide for additional data types and technical specifications related to the format, the frequency and the quality in which these data should be made available and accessible.
Amendment 388 #
Proposal for a regulation
Recital 54
Recital 54
(54) The market for alternative fuels and in particular for zero emission fuels is still in the early stages of development and technology is evolving fast. This should likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. The Commission should therefore, based on an analysis of the latest technological developments and market readiness and taking into consideration the national policy frameworks, review this Regulation by the end of 2026 in particular as regards the targets setting for electric recharging points for HDV as well as targets for infrastructure for alternative fuels for zero- emission vessels and aircraft in waterborne transport and aviation, in order to ensure legal certainty and predictability for the industry.
Amendment 399 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a
Article 2 – paragraph 1 – point 3 – point a
Amendment 400 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
Article 2 – paragraph 1 – point 3 – point a – introductory part
(a) ‘alternative fuels for zero-emission vehicles, vessels and aircraft’:
Amendment 406 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 1 a (new)
Article 2 – paragraph 1 – point 3 – point a – indent 1 a (new)
- in-vehicle (solar-)generated electricity
Amendment 411 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b
Article 2 – paragraph 1 – point 3 – point b
Amendment 418 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 1
Article 2 – paragraph 1 – point 3 – point b – indent 1
– biomass fuels and biofuel, (advanced) biofuels, and biogas as defined in Article 2, points (27), (28), (33) and (334) of Directive (EU) 2018/2001,
Amendment 424 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b a (new)
Article 2 – paragraph 1 – point 3 – point b a (new)
(b a) - biomethane, biopropane, bioLPG, renewable Dimethyl Ether
Amendment 426 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c
Article 2 – paragraph 1 – point 3 – point c
Amendment 430 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c – introductory part
Article 2 – paragraph 1 – point 3 – point c – introductory part
(c) ‘alternative fossil fuels’ for a transitional phaseuels’:
Amendment 434 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c a (new)
Article 2 – paragraph 1 – point 3 – point c a (new)
(c a) - RFNBO
Amendment 435 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c b (new)
Article 2 – paragraph 1 – point 3 – point c b (new)
(c b) - recycled carbon fuels
Amendment 450 #
Proposal for a regulation
Article 2 – paragraph 1 – point 37 a (new)
Article 2 – paragraph 1 – point 37 a (new)
(37 a) ‘preconditioned air system’ means a fixed or mobile system at airports providing the external supply of conditioned air to cool, ventilate or heat the cabins of stationary aircraft;
Amendment 464 #
Proposal for a regulation
Article 2 – paragraph 1 – point 43 a (new)
Article 2 – paragraph 1 – point 43 a (new)
Amendment 480 #
Proposal for a regulation
Article 2 – paragraph 1 – point 58
Article 2 – paragraph 1 – point 58
(58) ‘shore-side electricity supply’ means the provision of shore-side electrical power through a standardised interface to seagoing ships or inland waterway vessels at berth through fixed, floating or mobile installations;
Amendment 484 #
Proposal for a regulation
Article 2 – paragraph 1 – point 59 a (new)
Article 2 – paragraph 1 – point 59 a (new)
Amendment 492 #
Proposal for a regulation
Article 2 – paragraph 1 a (new)
Article 2 – paragraph 1 a (new)
‘coach terminal’ means a terminal that serves coach passengers.
Amendment 493 #
Proposal for a regulation
Article 2 – paragraph 1 b (new)
Article 2 – paragraph 1 b (new)
‘coach parking area’ means anarea reserved for parking coaches.
Amendment 499 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 1 a (new)
Article 3 – paragraph 1 – indent 1 a (new)
- the deployment of the recharging infrastructure supports multimodal travelling;
Amendment 521 #
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 a (new)
Article 3 – paragraph 1 – subparagraph 1 a (new)
Amendment 532 #
Proposal for a regulation
Article 3 – paragraph 2 – point a – introductory part
Article 3 – paragraph 2 – point a – introductory part
(a) along the TEN-T core and comprehensive network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:
Amendment 541 #
Proposal for a regulation
Article 3 – paragraph 2 – point b
Article 3 – paragraph 2 – point b
Amendment 565 #
Proposal for a regulation
Article 3 – paragraph 3 a (new)
Article 3 – paragraph 3 a (new)
Amendment 572 #
Proposal for a regulation
Article 3 – paragraph 3 b (new)
Article 3 – paragraph 3 b (new)
Amendment 631 #
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
2 a. Whenever, due to the insular or sparsely populated1a nature of an area in a Member State, it is necessary and proportionate to install a charging pool that is serving both light and heavy-duty vehicles, the charging pool and related charging points shall be regarded as publicly accessible recharging infrastructure for both light duty and heavy duty road vehicles, provided that the total power output and type of chargers are as required for both light and heavy-duty vehicles. The Member State concerned has to substantially justify this, based on socio-economic cost- benefit terms, and report back to the Commission. _________________ 1a As defined in the guidelines on regional State aid for 2014-2020 (2013/C 209/01): NUTS 2 regions with fewer than 8 inhabitants per km² and NUTS 3 regions with fewer than 12.5 inhabitants per km².
Amendment 639 #
Proposal for a regulation
Article 4 – paragraph 2 b (new)
Article 4 – paragraph 2 b (new)
2 b. The Commission should review, if necessary, the targets set in this Regulation for electric recharging infrastructure dedicated to heavy-duty vehicles to align them with the requirements set in Regulation EU2019/1242 on the CO2 emission standards for heavy-duty vehicles.
Amendment 722 #
Proposal for a regulation
Article 5 – paragraph 7
Article 5 – paragraph 7
7. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built or renovated publicly accessible recharging points operated by them are digitally-connected recharging points.
Amendment 726 #
Proposal for a regulation
Article 5 – paragraph 8
Article 5 – paragraph 8
8. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built or renovated publicly accessible normal power recharging points operated by them are capable of smart recharging.
Amendment 731 #
Proposal for a regulation
Article 5 – paragraph 9 a (new)
Article 5 – paragraph 9 a (new)
9 a. Member States shall take necessary measures to ensure that a standardised information system on the availability of recharging points and estimated waiting times is available in an easily understandable and precise manner to end users.
Amendment 733 #
Proposal for a regulation
Article 5 – paragraph 9 b (new)
Article 5 – paragraph 9 b (new)
9 b. Member States shall take necessary measures to ensure that a standardised reservation system is provided allowing end users to book electric recharging infrastructure in advance. Member States should ensure that their reservation systems are compatible and interoperable.
Amendment 752 #
Proposal for a regulation
Article 6 – paragraph 1 – subparagraph 1
Article 6 – paragraph 1 – subparagraph 1
To that end Member States shall ensure that by 31 December 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 1500 km in-between them along the TEN-T core and the TEN-T comprehensive network. Liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them.
Amendment 757 #
Proposal for a regulation
Article 6 – paragraph 1 – subparagraph 2
Article 6 – paragraph 1 – subparagraph 2
They shall ensure that by 31 December 2030, at least onetwo publicly accessible hydrogen refuelling station iss are deployed in each urban node. An analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied.
Amendment 779 #
1 a. Member States shall take necessary measures to ensure that a standardised information system on the availability of recharging points and estimated waiting times is available in an easily understandable and precise manner to end users.
Amendment 780 #
Proposal for a regulation
Article 7 – paragraph 1 b (new)
Article 7 – paragraph 1 b (new)
1 b. Member States shall take necessary measures to ensure that a standardised booking system is provided allowing end users to book hydrogen refuelling infrastructure in advance.
Amendment 789 #
Proposal for a regulation
Article 8 – title
Article 8 – title
8 CNG and LNG infrastructure for road transport vehicles
Amendment 798 #
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
Member States shall ensure until 1 January 2025 that an appropriatethat a sufficient number of publicly accessible refuelling points for CNG and LNG are put in place, at least along the TEN-T core network, in order to allow CNG and LNG heavy-duty motor vehicles to circulate throughout the Union, where there is demand, unless the costs are disproportionate to the benefits, including environmental benefits.
Amendment 812 #
Proposal for a regulation
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
1. Member States shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. To that endTEN-T core and comprehensive maritime ports. To that end, pursuant to Article 5 par. 1 and 2 of the proposal for a Regulation COM (2021) 562, Member States shall take the necessary measures to ensure that by 1 January 2030:
Amendment 850 #
Proposal for a regulation
Article 9 – paragraph 2 – introductory part
Article 9 – paragraph 2 – introductory part
2. For the determination of the number of port calls and pursuant to Article 5(3) of the proposal for a Regulation COM (2021) 562, the following port calls shall not be taken into account:
Amendment 877 #
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. Where the maritime port of the TEN-T core network and the TEN-T comprehensive network is located on an island which is not connected directlyor in an outermost region which is not sufficiently connected to the electricity grid, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources.
Amendment 928 #
Proposal for a regulation
Article 12 – paragraph 1 – introductory part
Article 12 – paragraph 1 – introductory part
1. Member States shall ensure that airport managing bodies or groundhandling service suppliers of all TEN-T core and comprehensive network airports ensure the provision of electricity supply to stationary aircraft by:
Amendment 941 #
Proposal for a regulation
Article 12 – paragraph 2 a (new)
Article 12 – paragraph 2 a (new)
2 a. Member States shall ensure that airport managing bodies or ground handling service suppliers of TEN-T core network airports provide preconditioned air systems.
Amendment 951 #
Proposal for a regulation
Article 13 – paragraph 1 – introductory part
Article 13 – paragraph 1 – introductory part
1. By 1 Januaruly 20243, each Member State shall prepare and send to the Commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure.
Amendment 957 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point a a (new)
Article 13 – paragraph 1 – subparagraph 1 – point a a (new)
(a a) an assessment of the current state and future development of grid capacity, including the needed improvement and resilience measures as well as financing;
Amendment 963 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point d
Article 13 – paragraph 1 – subparagraph 1 – point d
(d) policies and measures necessary to ensure that the mandatory targets and objectives referred to in points (b) and (c) of this paragraph are reached accompanied by a detailed assessment of the investments required, socio- economic and cost-benefit analysis;
Amendment 972 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point i
Article 13 – paragraph 1 – subparagraph 1 – point i
(i) measures necessary to ensure that the deployment and operation of recharging points, including the geographical distribution of bidirectional charging points, contribute to the flexibility of the energy system and to the penetration of renewable electricity into the electric system. In this regard, an analysis should be added including a market development analysis, identification of possible legislative obstacles, technical infrastructure building and a geographical distribution plan for smart and bidirectional charging points;
Amendment 976 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point k
Article 13 – paragraph 1 – subparagraph 1 – point k
(k) measures to remove possible obstacles with regards to planning, permitting and procuring of alternative fuels infrastructure. In particular, the final authorisation for a publicly accessible charger being installed takes no longer than 6 months from the date of submission of the request for authorisation. The authorisation procedure should be fully digitalised;
Amendment 984 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point l
Article 13 – paragraph 1 – subparagraph 1 – point l
(l) a deployment pln assessment of the current state and for alternative fuels infrastructure in airports other than for electricity supply to stationary aircraftuture development of the hydrogen market for aviation as well as a feasibility study on the deployment of the relevant infrastructure including, where appropriate, a deployment plan for alternative fuels infrastructure at airports, in particular for hydrogen and electric recharging for aircrafts;
Amendment 987 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point l a (new)
Article 13 – paragraph 1 – subparagraph 1 – point l a (new)
(l a) an assessment of the current state and future development of the needed pre- conditioned air systems at TEN-T core airports as well as a feasibility study on the deployment of the relevant fixed or mobile infrastructure;
Amendment 992 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point n
Article 13 – paragraph 1 – subparagraph 1 – point n
(n) a deployment plan for alternative fuels infrastructure in maritime ports other than for LNG and shore-side electricity supply for use by sea going vessels, in particular for hydrogen, ammonia and electricity. In this process, all relevant public and private actors need to be involved, including port authorities, terminal operators, grid operators, OPS operators, shipowners, other relevant market players, and local or regional and national authorities;
Amendment 998 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point o
Article 13 – paragraph 1 – subparagraph 1 – point o
(o) a deployment plan for alternative fuels in inland waterway transport, in particular for both hydrogen and electricity. In this process, all relevant public and private actors need to be involved, including port authorities, terminal operators, grid operators, OPS operators, shipowners, other relevant market players, and local or regional and national authorities;
Amendment 1011 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
(p a) a map of future appropriate locations for site development, including information on sufficient grid capacity, based on demand, which shall be made publicly available;
Amendment 1023 #
Proposal for a regulation
Article 13 – paragraph 3
Article 13 – paragraph 3
3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of the stakeholders concerned. The national policy frameworks shall be translated by regional or local authorities into their regional or local mobility plan specifying the needs in the built-up area as well as outside the built-up area over the course of 5 to 10 years. The regional or local mobility plans shall include an action plan, specifying placing areas, fast charging possibilities, financial framework and concrete actions for the different actors involved such as national, regional and/or local authorities, grid operators and other market players. The regional or local mobility plans shall be evaluated and assessed every 2 years.
Amendment 1029 #
Proposal for a regulation
Article 13 – paragraph 3 a (new)
Article 13 – paragraph 3 a (new)
3 a. Each Member State shall appoint a national coordinator for alternative fuels infrastructure who oversees the national coordination (inter-ministry) and implementation of the national policy framework. The national coordinator shall cooperate with the European Commission, the responsible TEN-T coordinator and, if needed, other national coordinators, and assists regional and local authorities, e.g. by providing expertise, tooling, guidelines based on EU standards, and advises on regional coordination of the relevant local mobility plans.
Amendment 1032 #
Proposal for a regulation
Article 13 – paragraph 4
Article 13 – paragraph 4
4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process. on cross-border parts of the TEN-T core and comprehensive network. In particular, Member States shall consult the responsible TEN-T coordinator for advice on the strategies to use alternative fuels and deployment of corresponding infrastructure in order to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. The progress shall be included in the TEN-T progress report1a and reported back to the European Parliament, the Council, the Commission and the Member States concerned on a yearly basis. _________________ 1a Based on art. 45(5)(e) Regulation 1315/2013
Amendment 1037 #
Proposal for a regulation
Article 13 – paragraph 7 – introductory part
Article 13 – paragraph 7 – introductory part
7. The Commission shall assess the draft national policy frameworks. In particular, the Commission shall request the opinion of the responsible European TEN-T Coordinator when examining the policy framework, in order to ensure consistency and advancement of each corridor, and may issue recommendations to a Member State no later than six months after the submission of the draft national policy frameworks as referred to in paragraph 1. Those recommendations may, in particular, address:
Amendment 1041 #
Proposal for a regulation
Article 13 – paragraph 9
Article 13 – paragraph 9
9. By 1 Januaruly 20254, each Member State shall notify to the Commission its final national policy framework.
Amendment 1044 #
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. Each Member State shall submit to the Commission a standalone progress report on the implementation of its national policy framework for the first time by 1 January 2027 and every two years thereafter.
Amendment 1049 #
Proposal for a regulation
Article 14 – paragraph 3
Article 14 – paragraph 3
3. The regulatory authority of a Member States shall assess, at the latest by 30 June 2024 and periodically every threewo years thereafter, how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system, including their participation in the balancing market, and to the further absorption of renewable electricity. That assessment shall take into account all types of recharging points, whetherboth public orand private, and provide recommendations in terms of type, supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. It shall be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. The assessment and measures shall be taken into account by the system operators in the network development plans referred to in Article 32(3) and Article 51 of Directive (EU) 2019/944.
Amendment 1052 #
Proposal for a regulation
Article 14 – paragraph 4
Article 14 – paragraph 4
4. On the basis of input from transmission system operators and distribution system operators, the regulatory authority of a Member States shall assess, at the latest by 1 30 June 2024 and periodically every threewo years thereafter, the potential contribution of bidirectional charging to the penetration of renewable electricity into the electricity system. That assessment shall be made publicly available. On the basis of the results of the assessment, Member States shall take, if necessary, the appropriate measures to adjust the availability and geographical distribution of bidirectional recharging points, in both public and private areas and include them in their progress report referred to in paragraph 1.
Amendment 1054 #
Proposal for a regulation
Article 14 – paragraph 5
Article 14 – paragraph 5
5. The Commission shall provide for technical and advisory assistance to the concerned national authorities and shall adopt guidance and templates concerning the content, structure and format of the national policy frameworks and the content of the national progress reports to be submitted by the Member States in accordance with Article 13(1) and six months after the date referred to in Article 24. The Commission may adopt guidance and templates to facilitate the effective application across the Union of any other provisions of this Regulation.
Amendment 1097 #
Proposal for a regulation
Article 18 – paragraph 2 – introductory part
Article 18 – paragraph 2 – introductory part
2. Operators of publicly accessible recharging and refuelling points or, in accordance with the arrangement between them, the owners of those points, shall ensure the availability of static and dynamic data concerning alternative fuels infrastructure operated by them and allow accessibility of that data through the National Access Points at no costgainst reasonable, non-discriminating and only cost covering prices, while ensuring the minimum level of cybersecurity based on the Directive on measures for a high common level of cybersecurity across the Union (NIS2 Directive)1a. The following data types shall be made available: _________________ 1a COM/2020/823 final