41 Amendments of Mauri PEKKARINEN related to 2021/0210(COD)
Amendment 172 #
Proposal for a regulation
Recital 1
Recital 1
(1) Maritime transport accounts for around 75% of EU external trade and 31% of EU internal trade in terms of volume. At the same time, ship traffic to or from ports in the European Economic Area accounts for some 11% of all EU CO2 emissions from transport and 3-4% of total EU CO2 emissions. 400 million passengers embark or disembark annually in ports of Member States, including around 14 million on cruise ships. Maritime transport is therefore an essential component of Europe’s transport system and plays a critical role for the European economy. The maritime transport market is subject to strong competition between economic actors in the Union and beyond for which a level playing field is indispensable. The stability and prosperity of the maritime transport market and its economic actors rely on a clear and harmonised policy framework where maritime transport operators, ports and other actors in the sector can operate on the basis of equal opportunities. Where market distortions occur, they risk putting ship operators or ports at a disadvantage compared to competitors within the maritime transport sector or in other transport sectors. In turn, this can result in a loss of competitiveness of the maritime transport industry, and a loss of connectivity for citizens and businesses. To avoid market distortion and to ensure a fair and level playing field for Member States, measures should be taken in FuelEU Maritime to address specific circumstances, such as those related to climate and weather.
Amendment 184 #
Proposal for a regulation
Recital 3 a (new)
Recital 3 a (new)
(3 a) The Fit for 55 package includes a significant number of measures affecting the maritime sector, including the proposal for an Alternative Fuels Infrastructure Regulation, the updated Renewable Energy Directive, the inclusion the maritime sector in the EU ETS system and the revision of the Energy Taxation Directive. The FuelEU Maritime Regulation should be coherent with these proposals, in order to secure a stable and predictable legislative framework.
Amendment 199 #
Proposal for a regulation
Recital 9
Recital 9
(9) While instruments such as carbon pricing or targets on the carbon intensity of activity promote improvements in energy efficiency, they aremay not suitedbe sufficient to bring about a significant shift towards renewable and low-carbon fuels in the short and medium term. A specific regulatory approach dedicated to the deployment of renewable and low-carbon marine fuels and substitute sources of energy, such as wind or electricity, is therefore necessary.
Amendment 206 #
Proposal for a regulation
Recital 11
Recital 11
(11) Development and deployment of renewable and low carbon fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This will support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable maritime fuels in the short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, LNG and sustainable maritime fuels produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic maritime fuels should be eligible. In particular, LNG and sustainable maritime fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to begin the decarboniseation of maritime transport already in the short term.
Amendment 209 #
Proposal for a regulation
Recital 12
Recital 12
(12) Indirect land-use change occurs when the cultivation of crops for biofuels, bioliquids and biomass fuels displaces traditional production of crops for food and feed purposes. Such additional demand increases the pressure on land and can lead to the extension of agricultural land into areas with high-carbon stock, such as forests, wetlands and peatland, causing additional greenhouse gas emissions and loss of biodiversity. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand for feedstock triggered by the use of biofuels, bioliquids and biomass fuels, and the extent to which land with high-carbon stock is protected worldwide. The level of greenhouse gas emissions caused by indirect land-use change cannot be unequivocally determined with the level of precision required for the establishment of emission factors required by the application of this regulation. However, there is evidence that all fuels produced from feedstock cause indirect land-use change to various degrees. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels, bioliquids or biomass fuels – indirect land-use change poses risks to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. Accordingly, no feed and food crop-based fuels should be promoted. Directive (EU) 2018/2001 already limits and sets a cap on the contribution of such biofuels, bioliquids and biomass to the GHG emissions savings targets in the road and rail transport sector considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns.
Amendment 211 #
Proposal for a regulation
Recital 13
Recital 13
(13) However, this approach must be stricter in the maritime sector. The maritime sector has currently insignificant levels of demand for food and feed crops- based biofuels, bioliquids and biomass fuels, since over 99% of currently used marine fuels are of fossil origin. Therefore, the non-eligiuse of biofuels, biolity of food and feed crop- basedquids and biomass fuels under this Regulation alsomust minimises any risk to slow down the decarbonisation of the transport sector, which could otherwise result from a shift of crop-based biofuels from the road to the maritime sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector and the maritime transport currently uses predominanetly fuels of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-basedunsustainable biofuels, bioliquids and biomass fuels by promoting their use under this Regulation. Accordingly, the additional greenhouse gas emissions and loss of biodiversity caused by all types of feed and food crop-based fuels require that these fuels be considered to have the same emission f, and ensure that only biofuels, bioliquids and biomass fuels that comply with the sustainability criteria and greenhouse gas saving criteria set out in Article 29 of Directive (EU) 2018/2001 and do not have high indirect land-use change-risk are used. Accordingly, the additional greenhouse gas emissions and loss of biodiversity caused by all types of biofuels, bioliquids and biomass fuels require that the greenhouse gas emission factors of these fuels should be determined actcors as the least favourable pathwayding to the methodologies set out in Directive (EU) 2018/2001.
Amendment 219 #
(15) This Regulation should establish the methodology and the formula that should apply to calculate the yearly average greenhouse gas intensity of the energy used on-board by a ship. This formula should be based on the fuel consumption reported by ships and consider the relevant emission factors of these fuels. The use of substitute sources of energy, such as wind or electricity, should also be reflected in the methodology. To ensure a level playing field, a specific method should be applied to take into account the additional emissions resulting from sailing in ice conditions and the additional emissions caused by the ship’s ice-strengthened design when sailing in open water.
Amendment 222 #
Proposal for a regulation
Recital 17
Recital 17
(17) The well-to-wake performance of renewable and low-carbon maritime fuels should be established using default or actual and certified emission factors covering the well-to-tank and tank-to-wake emissions. The performance of fossil fuels should however only be assessed through the use of default emission factors as provided for by this Regulation. for well-to-tank emissions, which should be regularly updated based on the most recent technological and scientific developments, as provided for by this Regulation. The tank-to-wake emissions of fossil fuels should be established using default or actual and certified emission factors.
Amendment 228 #
Proposal for a regulation
Recital 19
Recital 19
(19) The use of renewable energy sources and alternative propulsion, such as wind and solar energy, greatly reduces the greenhouse gas intensity of the overall ship energy use. The difficulty to accurately measure and quantify these energy sources (intermittence of the energy use, direct transfer as propulsion, etc.) should not impede their recognition in the overall ship energy use through means of approximations of their contribution to the ship’s energy balance. Furthermore, given that significant efforts to ensure accurate measurements are on-going, the Commission should continue to monitor standardisation efforts with a view to updating its measurement approach in line with scientific and technical developments.
Amendment 235 #
Proposal for a regulation
Recital 21 a (new)
Recital 21 a (new)
(21 a) In order to ensure the optimal use of on-shore power supply (OPS) and of alternative equivalent technologies, vessels, ports and all relevant stakeholders should engage in close cooperation and coordination. In particular, ship operators should provide the port of call with adequate and timely information about their intention to use OPS and their estimated power needs, in order to ensure the availability of the infrastructure as well as contributing to a predictable use of the electricity grid.
Amendment 236 #
Proposal for a regulation
Recital 21 b (new)
Recital 21 b (new)
(21 b) The use of OPS may nonetheless present challenges for the stability of the electricity grid, given the significant power demand of certain categories of ships. Thus, Member States should work closely with the relevant stakeholders to ensure that the necessary investments are carried out and sufficient grid capacity is secured.
Amendment 239 #
Proposal for a regulation
Recital 24
Recital 24
(24) Exceptions in case of unavailability or incompatibility of OPS should be limited after ship and port operators have had sufficient time to make the necessary investments, in order to provide the necessary incentives for those investments and avoid unfair competition. In order to avoid incompatibility between shore power installations on-board and in ports, the Commission should provide the necessary support to ensure that vessels and ports apply all existing and future standardisation requirements, notably with regards to electrical frequency conversion where required. As of 2035, ship operators should plan carefully their port calls to make sure that they can carry out their activities without emitting air pollutants and GHG at berth and compromise the environment in coastal areas and port cities. A limited number of exceptions in case of unavailability or incompatibility of OPS shoud be maintained in order to provide the possibility for occasional last-minute changes in port call schedules and calls in ports with incompatible equipment.
Amendment 241 #
Proposal for a regulation
Recital 24
Recital 24
(24) Exceptions in case of unavailability or incompatibility of OPS should be limited after ship and port operators have had sufficient time to make the necessary investments, in order to provide the necessary incentives for those investments and avoid unfair competition. As of 2035, ship operators should plan carefully their port calls to make sure that they can carry out their activities without emitting air pollutants and GHG at berth and compromise the environment in coastal areas and port cities. A limited number of exceptions in case of unavailability or incompatibility of OPS should be maintained in order to provide the possibility for occonly if vessels cannot be reasional last-minute changes in port call schedules and calls ibly expected to know that their equipment would be incompatible or that connection porints with incompatible equipmentould not be available.
Amendment 247 #
Proposal for a regulation
Recital 26
Recital 26
(26) Companies should be responsible for monitoring and reporting the amount and type of energy used on-board by ships in navigation and at berth, as well as other relevant information, such as information on the type of engine on board or presence of wind assisting technologies, with a view to showing compliance with the limit on the greenhouse gas intensity of the energy used on-board by a ship set out by this Regulation. To facilitate the fulfilment of these monitoring and reporting obligations and the verification process by the verifiers, similarly to Regulation (EU) 2015/757, companies should document the envisaged monitoring method and provide further details on the application of the rules of this Regulation in a monitoring plan. The monitoring plan, as well as its subsequent modifications, if applicable, should be submitted to the verifier. Information regarding ice navigation and other relevant information on ice-classed vessels must be reported in order to apply the specific method laid out in the Annexes.
Amendment 249 #
Proposal for a regulation
Recital 27
Recital 27
(27) Certification of fuels is essential to achieve the objectives of this Regulation and guarantee the environmental integrity of the renewable and low-carbon fuels that are expected to be deployed in the maritime sector. Such certification should be undertaken by means of a transparent and non-discriminatory procedure. With a view to facilitating certification and limiting the administrative burden, the certification of biofuels, biogas, renewable fuels of non-biological origin and recycled carbon fuel should rely on the rules established by Directive (EU) 2018/2001. This approach of certification should also apply to fuels bunkered outside the Union, which should be considered as imported fuels, in a similar way as Directive (EU) 2018/2001. When companies intend to depart from the default values provided for by that Directive or this new framework, this should only be done when values can be certified by one of the voluntary schemes recognised under Directive (EU) 2018/2001 (for well-to-tank values) or by means of laboratory testing or direct emissions measurements (tank-to-wake) for all types of maritime fuels.
Amendment 291 #
Proposal for a regulation
Article 3 – paragraph 1 – point m
Article 3 – paragraph 1 – point m
(m) ‘ship at berth’ means a ship at berth as defined in Article 3, point (n) of Regulation (EU) 2015/757which is securely moored at the quayside in a port falling under the jurisdiction of a Member State while it is loading, unloading and/or embarking/disembarking passengers or hoteling, including the time spent when not engaged in cargo/passenger operations;
Amendment 295 #
Proposal for a regulation
Article 3 – paragraph 1 – point n
Article 3 – paragraph 1 – point n
(n) ‘energy use on-board’ means the amount of energy, expressed in mega joules (MJ), used by a ship for propulsion and for the operation of any on-board equipment, at sea or at berth; without the additional energy used due to technical characteristics of a ship having the ice class IA or IA Super or an equivalent ice class and the additional energy used by a ship having the ice class IC, IB, IA or IA Super or an equivalent ice class due to sailing in ice conditions;
Amendment 297 #
Proposal for a regulation
Article 3 – paragraph 1 – point q a (new)
Article 3 – paragraph 1 – point q a (new)
(q a) 'sailing in ice conditions' means sailing of an ice-classed ship in a sea area within the ice edge.
Amendment 298 #
(q b) 'ice edge' means, in accordance with paragraph 4.4. of the WMO Sea-Ice Nomenclature of March 2014, the demarcation at any given time between the open sea and sea ice of any kind, whether fast or drifting;
Amendment 301 #
Proposal for a regulation
Article 3 – paragraph 1 – point r
Article 3 – paragraph 1 – point r
(r) ‘on-shore power supply’ means the system to supply electricity to ships at berth, at low or high voltage, alternate or direct current, including ship side and shore side fixed, floating and mobile installations, when feeding directly the ship main distribution switchboard for powering hotel, service workloads or charging secondary batteries;
Amendment 326 #
Proposal for a regulation
Article 4 – paragraph 3
Article 4 – paragraph 3
3. The greenhouse gas intensity of the energy used on-board by a ship shall be calculated as the amount of greenhouse gas emissions per unit of energy according to the methodology specified in Annex I. The Commission is empowered to adopt delegated acts in accordance with Article 26 to amend Annex I in order to insert references to updated standards for measuring the contribution of substitute sources of energy, to account for the most recent technological, scientific and commercial developments.
Amendment 328 #
Proposal for a regulation
Article 4 – paragraph 4
Article 4 – paragraph 4
4. The Commission is empowered to adopt delegated acts in accordance with Article 26 to amend Annex II in order to include the well-to-wake emission factors related to any new sources of energy orand to adapt the existing emission factorsupdate regularly the emission factors of existing sources of energy, to ensure consistency with future international standards or the legislation of the Union in the field of energy as well as to account for the most recent technological, scientific and commercial developments.
Amendment 337 #
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
1. From 1 January 2030, a ship at berth in a port of call covered by Article 9 of Regulation [AFIR] under the jurisdiction of a Member State shall connect to on- shore power supply and use it for all energy needs while at berth.
Amendment 339 #
1 a. From 1 January 2040, paragraph 1 shall apply to ships at berth in all ports of call under the jurisdiction of a Member State.
Amendment 354 #
Proposal for a regulation
Article 5 – paragraph 6
Article 5 – paragraph 6
6. From 1 January 2035, the exceptions listed in paragraph 3, points (d) and (e), may not be applied to a given ship, in total, more than five times during one reporting year. A port call shall not be counted for the purpose of compliance with this provision where shall no longer apply, unless the company demonstrates that it could not have reasonably known that the ship will be unable to connect for reasons referred to in paragraph 3, points (d) and (e).
Amendment 356 #
Proposal for a regulation
Article 5 – paragraph 7 a (new)
Article 5 – paragraph 7 a (new)
7 a. The Commission shall provide all the necessary guidance to ensure the compatibility between on-board and on- shore power installations, notably with regards to electrical frequency conversion.
Amendment 359 #
Proposal for a regulation
Article 7 – paragraph 3 – point l a (new)
Article 7 – paragraph 3 – point l a (new)
(l a) information on the ice class of the ship, if the additional energy due to the ship's ice class is to be left out from the scope of the energy used on-board;
Amendment 361 #
Proposal for a regulation
Article 7 – paragraph 3 – point l b (new)
Article 7 – paragraph 3 – point l b (new)
(l b) a description of the procedure for monitoring the distance travelled for the whole voyage and when sailing in ice conditions, the date and time when sailing in ice conditions, the fuel consumption and the energy provided by substitute sources of energy or a zero emission technology as specified in Annex III when sailing in ice conditions, if the additional energy due to sailing in ice conditions is to be left out from the scope of the energy used on-board.
Amendment 371 #
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) biofuels and biogas that do not comply with point (a) or that are produced from food and feed crops with high indirect land-use change-risk shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel;
Amendment 376 #
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. Companies shall be entitled to divert from the established default values for the tank-to-wake emission factors of all maritime fuels, provided that actual values are certified by means of laboratory testing or direct emissions measurements. The Commission is empowered to adopt delegated acts in accordance with Article 26, in order to supplement this Regulation by establishing the rules on conducting the laboratory testing and direct emissions measurements.
Amendment 380 #
Proposal for a regulation
Article 14 – paragraph 1 – point e a (new)
Article 14 – paragraph 1 – point e a (new)
(e a) the ship's ice class, if the additional energy due to ship's ice class is to be left out from the scope of the energy used on-board;
Amendment 383 #
Proposal for a regulation
Article 14 – paragraph 1 – point e b (new)
Article 14 – paragraph 1 – point e b (new)
(e b) the date and time when sailing in ice conditions, the amount of each type of fuel consumed when sailing in ice conditions, the amount of each type of substitute source of energy consumed when sailing in ice conditions, the distance travelled when sailing in ice conditions, the distance travelled during the voyage, the amount of each type of fuel consumed at sea, the amount of each type of substitute source of energy consumed at sea, if the additional energy due to sailing in ice conditions is to be left out from the scope of the energy used on- board;
Amendment 403 #
Proposal for a regulation
Article 21 – paragraph 1
Article 21 – paragraph 1
1. The penalties referred to in Article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. Projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector, facilitate the construction of appropriate bunkering facilities or electric connection ports in ports, support investments to ensure the compatibility between on-board and on-shore power installations, and support the development, testing and deployment of the most innovative European technologies in the fleet to achieve significant emission reductions.
Amendment 407 #
Proposal for a regulation
Article 21 – paragraph 2
Article 21 – paragraph 2
2. The revenues generated from penalties referred to in paragraph 1 shall be allocated to the the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC and shall be earmarked to finance projects meeting the criteria established in paragraph 1. These revenues shall constitute external assigned revenue in accordance with Article 21(5) of the Financial Regulation, and shall be implemented in accordance with the rules applicable to the Innovation Fund.
Amendment 409 #
Proposal for a regulation
Article 26 – paragraph 2
Article 26 – paragraph 2
2. The power to adopt delegated acts referred to in Articles 4(3), 4(6), 5(4), 9(3), 13(3), 20(4), and 21(3) shall be conferred on the Commission for an indeterminate period of time from [date of entry into force of this Regulation].
Amendment 416 #
Proposal for a regulation
Article 28 – paragraph 1 – point -a (new)
Article 28 – paragraph 1 – point -a (new)
(-a) the scope of Article 2
Amendment 418 #
Proposal for a regulation
Article 28 – paragraph 1 – point a
Article 28 – paragraph 1 – point a
(a) the limit referred to in Article 4(2), with a view to increasing the 2050 target to -100%;
Amendment 425 #
Proposal for a regulation
Annex I – paragraph 4 – introductory part
Annex I – paragraph 4 – introductory part
In the case of fossil fuels, the default values in Annex II shall be used. Certified values for tank-to-wake emissions may also be used.
Amendment 427 #
Fugitive emissions are emissions caused by the amount of fuel that does not reach the combustion chamber of the combustion unit or that is not consumed by the energy converter because they are uncombusted, vented, or leaked from the system. For the purpose of this Regulation, fugitive emissions are taken into account as a percentage of the mass of the fuel used by the engine. The default values are contained in Annex II. Certified values obtained via direct measurement or laboratory testing may be used if this enhances the overall accuracy of the calculation.
Amendment 431 #
Proposal for a directive
Annex I – Table 2
Annex I – Table 2
Term Explanation i Index corresponding to the fuels delivered to the ship in the reference period j Index corresponding to the fuel combustion units on board the ship. For the the purpose of this Regulation the units considered are the main engine(s), auxiliary auxiliary engine(s) and fired oil boilers k k Index corresponding to the connection points (c) where electricity is supplied supplied per connection point. c c Index corresponding to the number of electrical charging points m m Index corresponding to the number of energy consumers 𝑀𝑖, 𝑗 Mass of the specific fuel i oxidised in consumer j [gFuel] 𝐸𝑘Mi,j A Electricity delivered to the ship per connection point k if more than oneAdjusted mass of the specific fuel i oxidized in consumer j [gFuel] due to sailing in ice conditions in the case of a ship having the ice class IC, IB, IA or IA Super or an equivalent ice class 1 and due to technical properties of a ship having the ice class IA or IA Super or an equivalent ice class. The adjusted mass Mi,j A is used in Equation (1) instead of the mass Mi,j when appropriate. 𝐸𝑘 Electricity delivered to the ship per connection point k if more than one [MJ] 𝐶𝑂2𝑒𝑞 𝑊𝑡𝑇, 𝑖 WtT GHG emission factor of fuel i [gCO2eq/MJ] 𝐶𝑂2𝑒𝑞 𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑖𝑡𝑦, 𝑘 WtT GHG emission factor associated to the electricity delivered to the ship at ship at berth per connection point k [gCO2eq/MJ] 𝐿𝐶𝑉𝑖 Lower Calorific Value of fuel i [MJ/gFuel] 𝐶𝑒𝑛𝑔𝑖𝑛𝑒 𝑠𝑙𝑖𝑝 𝑗 Engine fuel slippage (non-combusted fuel) coefficient as a percentage of the the mass of the fuel i used by combustion unit j [%] 𝐶𝑓 𝐶𝑂2, 𝑗, 𝐶𝑓 𝐶𝐻4, 𝑗 , 𝐶𝑓TtW𝑓 𝑁2𝑂GHG ,𝑗 𝑁2𝑂, 𝑗GHG emission factors by combusted fuel in combustion unit j [gGHG/gFuel] 𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊, 𝑗 TtW CO2 equivalent emissions of combusted fuel i in combustion unit j [gCO2eq/gFuel] 𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊, 𝑗 = (𝐶𝑐𝑓 𝐶𝑂2, 𝑗 × 𝐺𝑊𝑃𝐶𝑂2 + 𝐶𝑐𝑓 𝐶𝐻4, 𝑗 × 𝐺𝑊𝑃𝐶𝐻4 + 𝐶𝑐𝑓 𝑁2𝑂, 𝑗 × 𝐺𝑊𝑃𝑁2𝑂) 𝑖 𝐶𝑠𝑓 𝐶𝑂2, 𝑗, 𝐶𝑠𝑓 𝐶𝐻4, 𝑗 ,𝐶TtW ,𝐶 𝑠𝑓 𝑁2𝑂GHG2𝑂, 𝑗 ,𝑗 emissions factors by slipped fuel towards combustion unit j [gGHG/gFuel] 𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊𝑠𝑙𝑖𝑝𝑝𝑎𝑔𝑒TtW ,𝑗 , 𝑗TtW CO2 equivalent emissions of slipped fuel i towards combustion unit j [gCO2eq/gFuel] 𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊 𝑠𝑙𝑖𝑝𝑝𝑎𝑔𝑒, 𝑗 = (𝐶𝑠𝑓 𝐶𝑂2, 𝑗 × 𝐺𝑊𝑃𝐶𝑂2 + 𝐶𝑠𝑓 𝐶𝐻4, 𝑗 × 𝐺𝑊𝑃𝐶𝐻4 + 𝐶𝑠𝑓 𝑁2𝑂, 𝑗 × 𝐺𝑊𝑃𝑁2𝑂) 𝑖 𝐺𝑊𝑃𝐶𝑂2,𝐺𝑊𝑃𝐶𝐻4CO , ,𝐺𝑊𝑃 , ,𝐺𝑊𝑃 CO2, CH 𝑁24𝑂4 , N2O Global Warming Potential over 100 years
Amendment 444 #
Proposal for a directive
Annex V a (new)
Annex V a (new)