BETA

80 Amendments of Barbara THALER related to 2021/0210(COD)

Amendment 174 #
Proposal for a regulation
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, fewer jobs and a loss of connectivity for citizens and businesses
2022/02/18
Committee: ITRE
Amendment 175 #
Proposal for a regulation
Recital 1 a (new)
(1 a) The maritime sector employs 2 million Europeans and contributes 149 billion Euros to the economy. For every million Euros generated in the shipping industry, 1,8 million Euros is generated elsewhere in the EU economy. 1a _________________ 1aEuropean Community Shipowners’ Association report “The Economic Value of the EU Shipping Industry”, 2020.
2022/02/18
Committee: ITRE
Amendment 176 #
Proposal for a regulation
Recital 1 b (new)
(1 b) Maritime transport is the most environmentally friendly transport mode with significantly lower greenhouse gas emissions per tonne of goods transported compared to other modes.1b 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. _________________ 1b European Environment Agency study,2020, https://www.eea.europa.eu/publications/ra il-and-waterborne-transport
2022/02/18
Committee: ITRE
Amendment 178 #
Proposal for a regulation
Recital 2
(2) To enhance the Union’s climate commitment under the Paris Agreement and set out the steps to be taken to achieve climate neutrality by 2050, and to translate the political commitment into a legal obligation, the Commission adopted the (amended) proposal for a Regulation of the European Parliament and of the Council on establishing the framework for achieving climate neutrality and amending Regulation (EU) 2018/1999 (European Climate Law)19 as well as the Communication ‘Stepping up Europe’s 2030 climate ambition’20 . This also integrates the target of reducing greenhouse gas (GHG) emissions by at least 55% compared to 1990 levels by 2030. Accordingly, various complementary policy instruments are needed to motivate the use of sustainably produced renewable and low-carbon fuels, included in the maritime transport sector. The necessary technology development and deployment has to happenbe under way by 2030 to prepare for much more rapid change thereafter. _________________ 19 COM(2020) 563 final 20 COM(2020) 562 final
2022/02/18
Committee: ITRE
Amendment 182 #
Proposal for a regulation
Recital 3
(3) In the context of fuel transition to renewable and low carbon fuels and substitute sources of energy, it is essential to ensure the proper functioning of and fair competition in the EU maritime transport market regarding marine fuels, which account for a substantial share of ship operators’ costs - typically between 35% and 53% of shipping freight rates. Differences in fuel requirements across Member States of the Union can significantly affect ship operators’ economic performance and negatively impact competition in the market. Due to the international nature of shipping, ship operators may easily bunker in third countries and carry large amounts of fuel. This may lead to carbon leakage and detrimental effects on the competitiveness of the sector if the availability of renewable and low carbon fuels in maritime ports under the jurisdiction of a Member State is not accompanied by requirements for their use that apply to all ship operators arriving at and departing from ports under the jurisdiction of Member States. This Regulation should lay down measures to ensure that the penetration of renewable low-carbon fuels in the marine fuels market takes place under the conditions of fair competition on the EU maritime transport market.
2022/02/18
Committee: ITRE
Amendment 185 #
Proposal for a regulation
Recital 3 a (new)
(3 a) The maritime sector is characterized by fierce international competition, and major differences in regulatory burdens across flag states have exacerbated unwanted practices such as the reflagging of vessels. The sector's intrinsic global character underlines the importance of a favourable regulatory environment, which is a precondition for attracting new investments and safeguarding the competitiveness of European ports, ship owners and operators.
2022/02/18
Committee: ITRE
Amendment 187 #
Proposal for a regulation
Recital 4 a (new)
(4 a) Given that this Regulation will impose additional compliance costs on the sector, compensatory actions need to be taken in order to prevent the total level of regulatory burden from increasing. The Commission should therefore be obliged to present, before the application of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs for the maritime sector.
2022/02/18
Committee: ITRE
Amendment 188 #
Proposal for a regulation
Recital 4 b (new)
(4 b) The FuelEU Maritime Regulation should be closely aligned and consistent with the proposal for a Regulation XXXX- XXX (Alternative Fuels Infrastructure Regulation), the proposal for a revision of Directive 2003/87/EC (EUETS), Directive XXXX-XXX (Renewable Energy Directive), and the proposal for a revision of Directive 2003/96/EC (Energy Taxation Directive), in order to ensure a coherent legislative framework for the shipping ecosystem, that contributes to massively increasing the production of alternative fuels, ensures the deployment of the necessary infrastructure and incentivises the use of these fuels in a steadily growing share of vessels.
2022/02/18
Committee: ITRE
Amendment 189 #
Proposal for a regulation
Recital 4 c (new)
(4 c) The obligation for ports to provide on-shore power supply should be complemented by a corresponding obligation for ships to connect to such charging infrastructure while at berth, in order to ensure effectiveness and avoid stranded assets. Furthermore, the costs associated with on-shore charging should be reduced by permanently exempting electricity supplied to vessels in port from taxation through revisions of the Energy Taxation Directive (XXXX-XXX).
2022/02/18
Committee: ITRE
Amendment 192 #
Proposal for a regulation
Recital 5 a (new)
(5 a) To ensure a level playing field for ships built to operate in ice-covered waters on their way to, from or between Member State ports, specific information relating to a ship's ice class, and to its navigation through ice, should be considered when calculating GHG emission reductions on a vessel basis, as well as in the data monitored and reported on the basis of the EU MRV Regulation (2015/757).
2022/02/18
Committee: ITRE
Amendment 198 #
Proposal for a regulation
Recital 9
(9) While instruments such as carbon pricing or targets on the carbon intensity of activity promote improvements in energy efficiency, they are not suited 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 fossil free electricity, is therefore necessary.
2022/02/18
Committee: ITRE
Amendment 207 #
Proposal for a regulation
Recital 11
(11) Development and deployment of renewable and low carbon fuels and propulsion technologies 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, 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, 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 decarbonise martime transport already in the short term.
2022/02/18
Committee: ITRE
Amendment 208 #
Proposal for a regulation
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.deleted
2022/02/18
Committee: ITRE
Amendment 210 #
Proposal for a regulation
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-eligibility of food and feed crop-based fuels under this Regulation also 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-based 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 factors as the least favourable pathway.deleted
2022/02/18
Committee: ITRE
Amendment 214 #
Proposal for a regulation
Recital 14
(14) The long lead times associated to the development and deployment of new fuels and energy solutions for maritime transport require rapid action and the establishment of a clear and predictable long-term regulatory framework facilitating planning and investment from all the stakeholders concerned. A clear and stable long-term regulatory framework will facilitate the development and deployment of new fuels and energy solutions for maritime transport, and encourage investment from stakeholders. Such framework should define limits for the greenhouse gas intensity of the energy used on-board by ships, both during navigation and at berth, until 2050. Those limits should become more ambitious over time to reflect the expected technology development and increased production of marine renewable and low carbon fuels. To ensure legal certainty and provide sufficient time for the sector to plan and prepare the long term, as well as to avoid stranded assets, possible future reviews of this Regulation should be limited in scope and avoid significant changes to the requirements.
2022/02/18
Committee: ITRE
Amendment 221 #
Proposal for a regulation
Recital 15
(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 fossil free electricity, should also be reflected in the methodology.
2022/02/18
Committee: ITRE
Amendment 224 #
Proposal for a regulation
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.
2022/02/18
Committee: ITRE
Amendment 229 #
Proposal for a regulation
Recital 19
(19) The use of renewable and fossil free energy sources and alternative propulsion, such asincluding, but not limited to, 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.
2022/02/18
Committee: ITRE
Amendment 233 #
Proposal for a regulation
Recital 21
(21) The use of on-shore power supply (OPS) abates air pollution produced by ships as well as reduces the amount of GHG emissions generated by maritime transport when at berth. OPS represents an increasingly clean power supply available to ships at berth, in view of the growing renewables share in the EU electricity mix. While only the provision on OPS connection points is covered by Directive 2014/94/EU (Alternative Fuels Infrastructure Directive – AFID), the demand for and, as a result, the deployment of this technology has remained limited. Therefore specific rules should be established to mandate the use of OPS by the most polluting ships in situations where it effectively reduces emissions at a reasonable cost.
2022/02/18
Committee: ITRE
Amendment 237 #
(23) Exceptions to the use of OPS should also be provided for a number of objective reasons, certified by the managing body of the port of call and, the terminal operator and/or the competent authority, depending on the governance model for ports in the different Member States. These exceptions should be limited to unscheduled port calls for reasons of safety or saving life at sea, for short stays of ships at berth of less than two hours as this is the minimum time required for connection, and for the use of on-board energy generation under emergency situations. In case it is impossible to supply sufficient on-shore power due to weak capacity in the local grid connecting to the port, this should not be considered as a failure neither of the port nor of the ship operator to comply with the requirements of this Regulation, as long as the insufficient local grid capacity is duly attested by the grid manager to the verifiers.
2022/02/18
Committee: ITRE
Amendment 240 #
Proposal for a regulation
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. Ports should equip their births, and ship owners their vessels, with power installations that comply with applicable standards, in order to ensure that the systems are fully compatible. As of 2035, ship operators should plan carefully their calls on TEN-T ports callsovered by the Regulation XXXX- XXX (Alternative Fuels Infrastructure Regulation) 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 occasional last-minute changes in port call schedules and calls in ports with incompatible equipment.
2022/02/18
Committee: ITRE
Amendment 242 #
Proposal for a regulation
Recital 24 a (new)
(24 a) The targets for provision of OPS laid down in Regulation XXXX-XXX (Alternative Fuels Infrastructure Regulation) take into account the types of vessels served and the respective traffic volumes of maritime ports. The requirement for ships to connect to OPS while at berth should not apply to vessels when calling on ports exempted from the OPS requirement in the Alternative Fuels Infrastructure Regulation.
2022/02/18
Committee: ITRE
Amendment 243 #
Proposal for a regulation
Recital 24 b (new)
(24 b) Even if on-shore power supply is an important tool to reduce local emissions of air pollutants, its potential to reduce greenhouse gases depend entirely on the energy mix that is fed through the cables. To realise the full climate and environmental potential of OPS, Member States must continue to reduce the GHG intensity of their energy mixes and provide ports with priceworthy, plannable and fossil free electricity.
2022/02/18
Committee: ITRE
Amendment 244 #
Proposal for a regulation
Recital 24 c (new)
(24 c) The implementation of this Regulation should take due consideration of the diverse governance models for ports across the Union, in particular as regards the responsibility for issuing a certificate exempting a vessel from the obligation to connect to OPS.
2022/02/18
Committee: ITRE
Amendment 245 #
Proposal for a regulation
Recital 24 d (new)
(24 d) Coordination between ports and ship operators is crucial to ensure smooth connection procedures to on-shore power in ports. Ship operators should inform the ports they call at about their intentions to connect to on-shore power, their power needs during the given call, in particular when those exceed the estimated needs for this ship category.
2022/02/18
Committee: ITRE
Amendment 256 #
Proposal for a regulation
Recital 37
(37) The revenues generated from the payment of penalties should be used to promote the distribution and use of renewable and low-carbon fuels and propulsion technologies in the maritime sector and help maritime operators to meet their climate and environmental goals. For this purpose these revenues should be allocated to the the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC.
2022/02/18
Committee: ITRE
Amendment 257 #
Proposal for a regulation
Recital 39
(39) Given the importance of consequences that the measures taken by the verifiers under this Regulation may have for the companies concerned, in particular regarding the determination of non-compliant port calls, the compilation of information for the calculation of the amounts of penalties and refusal to issue a FuelEU certificate of compliance, those companies should be entitled to apply for a review of such measures to the competent authority in the Member State where the verifier was accredited. In the light of the fundamental right to an effective remedy, enshrined in Article 47 of the Charter of Fundamental Rights of the European Union, decisions taken by the competent authorities and the managing bodies of the port under this Regulation should be subject to judicial review, carried out in accordance with the national law of the Member State concerned.
2022/02/18
Committee: ITRE
Amendment 259 #
Proposal for a regulation
Recital 40
(40) In order to maintain a level playing field through the efficient functioning of this Regulation, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amendment of the list of well- to-wake emission factors, amendment of the list of the applicable zero-emission technologies or criteria for their use, to establish the rules on conducting the laboratory testing and direct emissions measurements, adaptation of the penalty factor, accreditation of verifiers, adaptation of the penalty factor,establishing the rules on conducting the laboratory testing and direct emissions measurements, accreditation of verifiers and modalities for the payment of penalties. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2016. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States’ experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.
2022/02/18
Committee: ITRE
Amendment 264 #
Proposal for a regulation
Recital 42
(42) Given the international dimension of the maritime sector, a global approach to limiting the greenhouse gas intensity of the energy used by ships is preferable as it cwould be regarded assignificantly more effective due to its broader scope. In this context, and with a view to facilitating the development of international rules within the International Maritime Organisation (IMO), the Commission should share relevant information on the implementation of this Regulation with the IMO and other relevant international bodies and relevant submissions should be made to the IMO. Where an agreement on a global aproach is reached on matters of relevance to this Regulation, the Commission should review the present Regulation with a view to aligning it, where appropriate,to align it with the international rules.
2022/02/18
Committee: ITRE
Amendment 289 #
Proposal for a regulation
Article 3 – paragraph 1 – point h
(h) ‘substitute sources of energy’ means renewable wind or solaror fossil free energy generated on-board or electricity supplied from on-shore power supply;
2022/02/18
Committee: ITRE
Amendment 292 #
Proposal for a regulation
Article 3 – paragraph 1 – point m
(m) ‘ship at berth’ means a ship at bwhich is securely moored along a quay in a port falling under th as defined in Article 3, point (n) of Regulation (EU) 2015/757;e jurisdiction of a Member State while it is loading, unloading or hotelling, including the time spent when not engaged in cargo operations
2022/02/18
Committee: ITRE
Amendment 294 #
Proposal for a regulation
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;
2022/02/18
Committee: ITRE
Amendment 296 #
Proposal for a regulation
Article 3 – paragraph 1 – point q a (new)
(q a) ‘ice class’ means the notation assigned to the ship by the competent national authorities of the flag State or an organisation recognised by that State, showing that the ship has been designed for navigation in sea-ice conditions.
2022/02/18
Committee: ITRE
Amendment 299 #
Proposal for a regulation
Article 3 – paragraph 1 – point q b (new)
(q b) 'sailing in ice conditions' means sailing of an ice-classed ship in a sea area within the ice edge;
2022/02/18
Committee: ITRE
Amendment 300 #
Proposal for a regulation
Article 3 – paragraph 1 – point q c (new)
(q c) '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;
2022/02/18
Committee: ITRE
Amendment 302 #
Proposal for a regulation
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 installations, when feeding directly the ship main distribution switchboard for powering hotel, service workloads or charging secondary batteries;
2022/02/18
Committee: ITRE
Amendment 321 #
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1
[Asterix: The reference value, which calculation will be carried out at a later stage of the legislative procedure, corresponds to the EU fleet average greenhouse gas intensity of the energy used on-board by ships in 202019 determined on the basis data monitored and reported in the framework of Regulation (EU) 2015/757 and using the methodology and default values laid down in Annex I to that Regulation.]
2022/02/18
Committee: ITRE
Amendment 324 #
Proposal for a regulation
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, including a correction factor for ice classed ships, deducting the higher fuel consumption linked to ice navigation. As a basis for the calculation of emission factors, default values are provided in Annex II of this Regulation. These default values may be replaced by actual values certified by means of laboratory testing or direct emissions measurements.
2022/02/18
Committee: ITRE
Amendment 335 #
Proposal for a regulation
Article 5 – paragraph 1
1. From 1 January 2030, a ship at berth in a port of call under the jurisdiction of a Member Statecovered by Article 9 of the Alternative Fuels Infrastructure Regulation shall connect to on-shore power supply and use it for all energits electricity needs while at berth, with exemption for auxiliary boilers.
2022/02/18
Committee: ITRE
Amendment 344 #
Proposal for a regulation
Article 5 – paragraph 3 – point a a (new)
(a a) that were estimated to be at berth for less than two hours, but were hindered from departing within that timeframe due to unforeseeable events outside the operator’s control.
2022/02/18
Committee: ITRE
Amendment 345 #
Proposal for a regulation
Article 5 – paragraph 3 – point c
(c) that have to make an unscheduled port call for reasons of safety or saving life at sea or in emergency situations or under conditions of force majeure;
2022/02/18
Committee: ITRE
Amendment 350 #
Proposal for a regulation
Article 5 – paragraph 3 a (new)
3 a. Ship operators shall inform the ports they call at about their intentions to connect to on-shore power and indicate the amount of power they require during the given call.
2022/02/18
Committee: ITRE
Amendment 351 #
Proposal for a regulation
Article 5 – paragraph 4
4. The Commission is empowered to adopt delegated acts in accordance with Article 26 to amend Annex III in order to insert references to new technologies in the list of applicable zero-emission technologies or criteria for their use, where these new technologies are found equivalent to the technologies listed in that Annex in the light of scientific and technical progress.
2022/02/18
Committee: ITRE
Amendment 352 #
Proposal for a regulation
Article 5 – paragraph 5
5. The managing body of the port of call, or where applicable the terminal operator or the competent authority, shall determine whether the exceptions set in paragraph 3 apply and issue or refuse to issue the certificate in accordance with the requirements set out in Annex IV.
2022/02/18
Committee: ITRE
Amendment 355 #
Proposal for a regulation
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 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).
2022/02/18
Committee: ITRE
Amendment 360 #
Proposal for a regulation
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;
2022/02/18
Committee: ITRE
Amendment 362 #
Proposal for a regulation
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.
2022/02/18
Committee: ITRE
Amendment 363 #
Proposal for a regulation
Article 8 a (new)
Article 8 a Certification of fossil fuels 1. Companies shall be entitled to divert from the established default values for the tank-to-wake emission factors provided that actual values are certified by means of laboratory testing or direct emissions measurements. The Commission is empowered to adopt delegated acts to supplement this Regulation by establishing the rules on conducting the laboratory testing and direct emissions measurements. 2. Companies shall be entitled to divert from the established default values for the well-to-tank emission factors provided that actual values are certified. The Commission is empowered to adopt delegated acts to supplement this Regulation by establishing the rules on certifying actual well-to-tank emissions.
2022/02/18
Committee: ITRE
Amendment 373 #
Proposal for a regulation
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 shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel;
2022/02/18
Committee: ITRE
Amendment 379 #
Proposal for a regulation
Article 14 – paragraph 1 – point c
(c) the amount of each type of fuel consumed at berth, in port and at sea;
2022/02/18
Committee: ITRE
Amendment 381 #
(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;
2022/02/18
Committee: ITRE
Amendment 382 #
Proposal for a regulation
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;
2022/02/18
Committee: ITRE
Amendment 385 #
Proposal for a regulation
Article 15 – paragraph 2 – point d
(d) calculate the amount of the penalties referred to in Article 20(1) and (2).deleted
2022/02/18
Committee: ITRE
Amendment 386 #
(d a) compile the aforementioned information and submit it to the Member State’s competent authority.
2022/02/18
Committee: ITRE
Amendment 387 #
Proposal for a regulation
Article 15 – paragraph 3 a (new)
3 a. On the basis of the information provided by the verifier, the Member State’s competent authority shall calculate the amount of the penalties referred to in Article 20(1) and (2).
2022/02/18
Committee: ITRE
Amendment 388 #
Proposal for a regulation
Article 16 – paragraph 1
1. The Commission shall develop, 1. ensure functioning and update an electronic compliance database, within the THETIS- MRV module, for the monitoring of compliance with Articles 4 and 5. The compliance database shall be used to keep a record of the compliance balance of the ships and the use of the flexibility mechanisms set out in Articles 17 and 18. It shall be accessible to the companies, the verifiers, the competent authorities and the Commission.
2022/02/18
Committee: ITRE
Amendment 393 #
Proposal for a regulation
Article 17 – paragraph 2 – introductory part
2. Where the ship has a compliance deficit for the reporting period, the company may borrow an advance compliance surplus of the corresponding amount from the following reporting period. The advance compliance surplus shall be added to the ship’s balance in the reporting period and subtracted from the same ship’s balance in the following reporting period. The amount to be subtracted in the following reporting period shall be equal to the advance compliance surplus multiplied by 1.1. The advance compliance surplus may not be borrowed:
2022/02/18
Committee: ITRE
Amendment 398 #
Proposal for a regulation
Article 20 – paragraph 2
2. The company shall pay a penalty for each non-compliant port call. The verifier shallMember State’s competent authority shall, based on the information provided by the verifier, calculate the amount of the penalty by multiplying the amount of EUR 250 by megawatts of power installed on- board and by the number of completed hours spent at berth.
2022/02/18
Committee: ITRE
Amendment 400 #
Proposal for a regulation
Article 20 – paragraph 4
4. The Commission is empowered to adopt delegated acts in accordance with Article 26 to amend Annex V in order to adapt the formula referred to in paragraph 1 of this Article, and to amend the amount of the fixed penalty laid down in paragraph 2 of this Article, taking into account the developments in the cost of energy.
2022/02/18
Committee: ITRE
Amendment 405 #
Proposal for a regulation
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 should be used to promote the distribution and use of renewable and low-carbon fuels and propulsion technologies in the maritime sector. 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.
2022/02/18
Committee: ITRE
Amendment 410 #
Proposal for a regulation
Article 26 – paragraph 2
2. The power to adopt delegated acts referred to in Articles 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].
2022/02/18
Committee: ITRE
Amendment 411 #
Proposal for a regulation
Article 26 – paragraph 3
3. The delegation of power referred to in Articles 4(7), 5(4), 9(3), 13(3), 20(4), and 21(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.
2022/02/18
Committee: ITRE
Amendment 412 #
Proposal for a regulation
Article 26 – paragraph 6
6. A delegated act adopted pursuant to Articles 4(7), 5(4), 9(3), 13(3), 20(4), and 21(3) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.
2022/02/18
Committee: ITRE
Amendment 413 #
Proposal for a regulation
Article 28 – paragraph 1 – introductory part
1. The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every three years thereafter until 2050, the results of an evaluation on the functioning of this Regulation and the evolution of the technologies and market for renewable and low-carbon fuels in maritime transport and its impact on the maritime sector in the Union, with emphasis on this Regulation’s impact on the functioning of the single market, the sector’s competitiveness, transport freight rates and the magnitude of carbon leakage. The Commission shall consider possible amendments to:
2022/02/18
Committee: ITRE
Amendment 417 #
Proposal for a regulation
Article 28 – paragraph 1 – point a
(a) the limit referred to in Article 4(2);deleted
2022/02/18
Committee: ITRE
Amendment 419 #
Proposal for a regulation
Article 28 – paragraph 1 – point a a (new)
(a a) the scope of this Regulation in terms of: - the gross tonnage threshold referred to in Article 2, and - the share of energy used by ships in voyage to and from third countries referred to in Article 2 point (c).
2022/02/18
Committee: ITRE
Amendment 420 #
Proposal for a regulation
Article 28 – paragraph 1 a (new)
1 a. The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every fifth year until 2050, the results of a comprehensive evaluation of the aggregated macroeconomic impact of the Fit for 55 legislative package,1a with particular emphasis on the effects on the Union’s competitiveness, job creation, transport freight rates, household purchasing power and the magnitude of carbon leakage. _________________ 1aCommunication from the Commission (COM/2021/550), 14 July 2021.
2022/02/18
Committee: ITRE
Amendment 421 #
Proposal for a regulation
Article 28 – paragraph 1 b (new)
1 b. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum for ship owners, operators, ports and verifiers.
2022/02/18
Committee: ITRE
Amendment 422 #
Proposal for a regulation
Article 28 – paragraph 1 c (new)
1 c. The Commission shall propose amendments to this Regulation in the event the International Maritime Organization adopts global carbon emission standards, in order to fully align the respective provisions.
2022/02/18
Committee: ITRE
Amendment 424 #
Proposal for a regulation
Article 28 a (new)
Article 28 a Compensatory regulatory reduction The Commission shall present, by 1 January 2024, and in line with its communication on the application of the “one in, one out” principle,1a proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the maritime sector. _________________ 1a EC press release on the working methods of the von der Leyen Commission, 4 December 2019.
2022/02/18
Committee: ITRE
Amendment 433 #
Proposal for a directive
Annex I – Table 2
𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊, 𝑗 = (𝐶𝑓 𝐶𝑂2, 𝑗 × 𝐺𝑊𝑃𝐶𝑂2 + 𝐶𝑓 𝐶𝐻4, 𝑗 × 𝐺𝑊𝑃𝐶𝐻4 + 𝐶𝑓 𝑁2𝑂, 𝑗 × 𝐺𝑊𝑃𝑁2𝑂) 𝑖 Equation (2) Term Explanation i i Index corresponding to the fuels delivered to the ship in the reference period j j Index corresponding to the fuel combustion units on board the ship. 2For further information on correspondence between ice classes, see HELCOM Recommendation 25/7 at http://www.helcom.fi. the ship. For the purpose of this Regulation the units considered are the main considered are the main engine(s), auxiliary engine(s) and fired oil boilers k Index corresponding to the connection points (c) where electricity is electricity is supplied per connection point. c Index corresponding to the number of electrical charging points m Index corresponding to the number of energy consumers 𝑀𝑖, 𝑗 Mass of the specific fuel i oxidised in consumer j [gFuel] 𝐸𝑘 𝐸𝑘 Electricity delivered to the ship per connection point k if more than 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 delivered to the ship at berth per connection point k [gCO2eq/MJ] 𝐿𝐶𝑉𝑖 𝐿𝐶𝑉𝑖 Lower Calorific Value of fuel i [MJ/gFuel] 𝐶𝑒𝑛𝑔𝑖𝑛𝑒 𝑠𝑙𝑖𝑝 𝑗 Engine fuel slippage (non-combusted fuel) coefficient as a percentage of the mass of the fuel i used by combustion unit j [%] j [%] 𝐶𝑓 𝐶𝑂2, 𝑗, 𝐶𝑓 𝐶𝐻4, 𝑗 , 𝐶𝑓 𝑁2𝑂, 𝑗 TtW GHG emission factors by combusted fuel in combustion unit j combustion unit j [gGHG/gFuel] 𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊, 𝑗 TtW CO2 equivalent emissions of combusted fuel i in combustion 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 ,𝐶𝑠𝑓 𝑁2TtW 𝑂, 𝑗 TtW GHG emissions factors by slipped fuel towards combustion combustion unit j [gGHG/gFuel] 𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊𝑠𝑙𝑖𝑝𝑝𝑎𝑔𝑒 , 𝑗 TtW CO2 equivalent emissions of slipped fuel i towards combustion combustion unit j [gCO2eq/gFuel] 𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊 𝑠𝑙𝑖𝑝𝑝𝑎𝑔𝑒, 𝑗 = (𝐶𝑠𝑓 𝐶𝑂2, 𝑗 × 𝐺𝑊𝑃𝐶𝑂2 + 𝐶𝑠𝑓 𝐶𝐻4, 𝑗 × 𝐺𝑊𝑃𝐶𝐻4 + 𝐶𝑠𝑓 𝑁2𝑂, 𝑗 × 𝐺𝑊𝑃 𝐺𝑊𝑃𝐶𝑂2,𝐺𝑊𝑃𝐶𝐻4, ,𝐺𝑊𝑃CO 𝑁2𝑂 𝑁2𝑂CO2, CH4 , N2O Global Warming Potential over 100 years Mi,j A Adjusted 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 3 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.
2022/02/17
Committee: ITRE
Amendment 434 #
Proposal for a directive
Annex I – Equation 2
In the case of fossil fuels, the default values in Annex II shall be usedould be used unless actual values can be provided by means of laboratory testing or direct emissions measurements. For the purpose of this regulation the term 𝒄 ∑𝑘𝐸𝑘 × 𝐶𝑂2𝑒𝑞 𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑖𝑡𝑦, 𝑘 in the numerator of Equation (1) shall be set to zero. 3For further information on correspondence between ice classes, see HELCOM Recommendation 25/7 at http://www.helcom.fi.
2022/02/17
Committee: ITRE
Amendment 435 #
Proposal for a directive
Annex I – Method for determining [Mi]
The [Mi] massmass [Mi] of fuel shall be determined using the amount reported in accordance with the framework of the reporting under Regulation (EU) 2015/757 for voyages falling within the scope of this Regulation based on the chosen monitoring methodology by the company. The adjusted mass of fuel [Mi A] may be used instead of the mass of fuel [Mi] for a ship having the ice-class IC, IB, IA or IA Super or an equivalent ice class. The adjusted mass [Mi A] is defined in Annex X.
2022/02/17
Committee: ITRE
Amendment 436 #
Proposal for a directive
Annex I – Methods for determining the reward factors linked to substitute sources of energy
Methods for determining the reward factors linked to substitute sources of energy In case substitute sources of energy are installed on board, a reward factor for substitute sources of energy can be applied. This reward factor can be applied on all types of fossil free energy generated on board, including but not limited to, wind energy. In case of wind power such reward factor is determined as follow:
2022/02/17
Committee: ITRE
Amendment 437 #
Proposal for a directive
Annex I – Methods for determining the reward factors linked to substitute sources of energy (new)
In case of other fossil free sources of power such reward factor is determined as follow: Reward factor for substitute sources 𝑷𝑭𝒐𝒔𝒔𝒊𝒍𝑭𝒓𝒆𝒆 of energy- FOSSIL FREE (fFossilFree) 𝑷𝑻𝒐𝒕 0,99 0,1 0,97 0,2 0,95 ⩾ 0,3
2022/02/17
Committee: ITRE
Amendment 438 #
Proposal for a directive
Annex I – Verification and Certification
Verification and Certification Fuel Class WtT TtW Fossil Default values shall be used MRV Regulation CO2 carbon as provided in Table 1 of this factors shall be used for fuels for Regulation. unless actual which such factor is provided values can be provided by means of laboratory testing For all other emissions factors, or direct emissions default values can be used as measurements. provided in Table 1 of this Regulation, alternatively Certified values by mean of laboratory testing or direct emissions measurements Sustainable CO2eq values as provided in Emissions factors, default values Renewable Fuels RED II (without can be used as provided in Table 1 (Bio Liquids, Bio combustion) can be used for of this Regulation, alternatively Gases, e-Fuels) all fuels whose pathways are included in RED II, Certified values by mean of alternatively laboratory testing or direct RED II approved emissions measurements. certification scheme can be used used Others (including CO2eq values as provided in Emissions factors, default values electricity) RED II (without can be used as provided in Table 1 combustion) can be used for of this Regulation, alternatively all fuels whose pathways are included in RED II, Certified values by mean of alternatively laboratory testing or direct RED II approved emissions measurements. certification scheme can be used used
2022/02/17
Committee: ITRE
Amendment 439 #
Proposal for a directive
Annex I – Methods for determining the reward factors linked to substitute sources of energy
The emissions factors for fossils fuels contained in this Annex shall be used for the determination of the greenhouse gas intensity index referred to in Annex I of this Regulation. The emissions factors of biofuels, biogas, renewable fuels of non-biological origin and recycled carbon fuels shall be determined according to the methodologies set out in Annex 5 part C of Directive (EU) 2018/2001. The emission factors for all fuels can alternatively be determined on actual values certified by mean of laboratory testing or direct emissions measurements. In the table: – TBM stands for To Be Measured – N/A stands for Not Available – The dash means not applicable
2022/02/17
Committee: ITRE
Amendment 440 #
Proposal for a directive
ANNEX II – Column 4
Column 4 contains the CO2eq emissions values in [gCO2eq/MJ]. For fossils fuels only the default values in the table shall be used unless actual values can be provided by means of laboratory testing or direct emissions measurements. For all other fuels, (except were expressly indicated), values shall be calculated by using the methodology or the default values as per in Directive (EU) 2018/2001 deducted of the combustion emissions considering full oxidation of the fuel12.
2022/02/17
Committee: ITRE
Amendment 442 #
Proposal for a directive
Annex V a (new)
3For further information on correspondence between ice classes, see HELCOM Recommendation 25/7 at http://www.helcom.fi. CALCULATION OF ADJUSTED MASS OF FUEL IS APPLIED First, this annex describes how to calculate the adjusted mass of fuel using the additional energy due to technical characteristics of a ship having the ice class IA or IA Super or an equivalent ice class 3 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. Second, it describes how to calculate the additional energies. Adjusted mass [Mj A] The [Mi A] adjusted mass of fuel is calculated on the basis of the additional energy used for sailing in ice conditions and the additional energy used due to technical properties of a ship having an ice class IA or IA Super or and equivalent ice class. The company may choose to which fuel i the additional energy is allocated. The selected fuel i must be one of the fuels that the ship has consumed during the reporting period. The amount of the energy corresponding to the consumed mass of the fuel i may be lower than the amount of the additional energy. The [Mi A] adjusted mass of fuel i is calculated as follows 𝑴𝒊 𝑨 = 𝑴𝒊 𝒕𝒐𝒕𝒂𝒍 ― 𝑴𝒊 𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒍𝒂𝒔𝒔 ― 𝑴𝒊 𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 , (Ax.1) where Mi total denotes the total mass of fuel i, Mi additional due to ice class the mass of fuel due to additional energy consumption of a ship having the ice class IA or IA Super or an equivalent ice class and Mi additional due to ice conditions the mass of fuel due to additional energy consumption due to sailing in ice conditions. The mass of fuel i representing the additional energy consumption due to technical characteristics of a ship having the ice class IA or IA Super or an equivalent ice class is calculated with 𝑴𝒊 𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒍𝒂𝒔𝒔 = 𝑬𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒍𝒂𝒔𝒔 𝑳𝑪𝑽𝒊 , (Ax.2) where Eadditional due to ice class is the additional energy consumption due to the technical characteristics of a ship having the ice class IA or IA Super or an equivalent ice class and LCVi is the lower caloric value of the fuel i. Similarly, the mass of fuel due to additional energy consumption due to sailing in ice conditions is calculated using 𝑴𝒊 𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 = 𝑬𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 𝑳𝑪𝑽𝒊 , (Ax.3) where Eadditional due to ice conditions is the additional energy consumption due to sailing in ice conditions. Additional energy due to ice class and due to sailing in ice conditions The additional energy consumption due to the technical characteristics of a ship having the ice class IA or IA Super or an equivalent ice class is calculated as follows 𝑬𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒍𝒂𝒔𝒔 = 𝟎.𝟎𝟓 × (𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍 ― 𝑬𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔) , (Ax.4) where Evoyages, total denotes the total energy consumed for all voyages and Eadditional due to ice conditions additional energy consumption due to sailing in ice conditions. The total energy consumed for all voyages is calculated using 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍 = 𝒏 𝒇𝒖𝒆𝒍 ∑𝒊 = 𝟏 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔, × 𝑳𝑪𝑽𝒊 + 𝒕𝒐𝒕𝒂𝒍 𝑬𝒆𝒍𝒆𝒄𝒕. , 𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍, (Ax.5) where Mi, voyages, total denotes the mass of fuel i consumed for all voyages within the scope of the regulation, LCVi the lower caloric value of fuel i and E elect., voyages, total the amount of the electricity delivered to the ship consumed for all voyages. The mass of fuel i Mi, voyages, total consumed for all voyages within the scope of the regulation is calculated with 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍 = 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒃𝒆𝒕𝒘𝒆𝒆𝒏 𝑴𝑺 +𝟎.𝟓 ∙ (𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒇𝒓𝒐𝒎 𝑴𝑺 + 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒕𝒐 𝑴𝑺), (Ax.6) where Mi, voyages between MS denotes the aggregated mass of fuel consumed during all voyages between ports under a Member State's jurisdiction, Mi, voyages from MS the aggregated mass of fuel consumed during all voyages which departed from ports under a Member State's jurisdiction and Mi, voyages to MS the aggregated mass of fuel consumed during voyages to ports under a Member State's jurisdiction. The consumed amount of the electricity delivered to the ship E elect., voyages total can be calculated in the same way. The additional energy consumption due to sailing in ice conditions is calculated as follows 𝑬𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 = 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍 ― 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒐𝒑𝒆𝒏 𝒘𝒂𝒕𝒆𝒓 ― 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔, 𝒂𝒅𝒋𝒖𝒔𝒕𝒆𝒅, (Ax.7) where E voyages, open water denotes the energy consumed on voyages in open water and Evoyages, ice conditions, adjusted the adjusted energy consumed in ice conditions. The energy consumed for voyages that include sailing in open water only is calculates as follows 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒐𝒑𝒆𝒏 𝒘𝒂𝒕𝒆𝒓 = 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍 ― 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 (Ax.8) where Evoyages, ice conditions denotes energy consumed for sailing in ice conditions, which is calculated as follows 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 = 𝒏 𝒇𝒖𝒆𝒍 ∑𝒊 = 𝟏 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 × 𝑳𝑪𝑽𝒊 + 𝑬 𝒆𝒍𝒆𝒄𝒕., 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅 (Ax.9) where Mi, voyages, ice conditions denotes the mass of fuel i consumed for sailing in ice conditions and E elect., voyages, total denotes the amount of the electricity delivered to the ship consumed when sailing in ice conditions. The mass of fuel i consumed for sailing in ice conditions is defined as follows 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅. = 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒃𝒆𝒕𝒘𝒆𝒆𝒏 𝑴𝑺, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅. +𝟎.𝟓 ∙ (𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒇𝒓𝒐𝒎 𝑴𝑺, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅. + 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒕𝒐 𝑴𝑺, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅.) , (Ax.10) where Mi, voyages between MS, ice cond. denotes the aggregated mass of fuel consumed by an ice-classed ship when sailing in ice conditions between ports under a Member State's jurisdiction, Mi, voyages from MS the aggregated mass of fuel consumed by an ice-classed ships when sailing in ice conditions during all voyages which departed from ports under a Member State's jurisdiction and Mi, voyages to MS the aggregated mass of fuel consumed by an ice-class ship when sailing in ice conditions during voyages to ports under a Member State's jurisdiction. The consumed amount of the electricity delivered to the ship E ice conditions can be calculated in the same way. The adjusted energy consumed in ice conditions is calculated using 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔, 𝒂𝒅𝒋𝒖𝒔𝒕𝒆𝒅 = 𝑫𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 × 𝑫() 𝑬 𝒐𝒑𝒆𝒏 𝒘𝒂𝒕𝒆𝒓 (Ax.11) with the distance travelled when sailing in ice conditions Dice conditions and energy consumption per distance travelled in open water 𝑫 ( )𝒐𝒑𝒆𝒏 𝒘𝒂𝒕𝒆𝒓 𝑬 . The distance travelled when sailing in ice conditions Dice conditions is calculated as follows 𝑫 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅. = 𝑫𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒃𝒆𝒕𝒘𝒆𝒆𝒏 𝑴𝑺, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅. +𝟎.𝟓 ∙ (𝑫 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒇𝒓𝒐𝒎 𝑴𝑺, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅. + 𝑫 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒕𝒐 𝑴𝑺, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅.) , (Ax.12) where D voyages between MS, ice cond. denotes the aggregated distance travelled when sailing in ice conditions between ports under a Member State's jurisdiction, D voyages from MS the aggregated distance when sailing in ice conditions during all voyages which departed from ports under a Member State's jurisdiction and D voyages to MS the aggregated distance when sailing in ice conditions during voyages to ports under a Member State's jurisdiction. The latter is defined as follows: (𝑫𝑬)𝒐𝒑𝒆𝒏 𝒘𝒂𝒕𝒆𝒓 = 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍 ― 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 𝑫𝒕𝒐𝒕𝒂𝒍 ― 𝑫𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 , (Ax.13) where E voyages, ice conditions denotes the energy consumption when sailing in ice conditions and D total the total annual distance travelled. The total annual distance travelled is calculated as follows 𝑫 𝒕𝒐𝒕𝒂𝒍 = 𝑫 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒃𝒆𝒕𝒘𝒆𝒆𝒏 𝑴𝑺 +𝟎.𝟓 ∙ (𝑫 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒇𝒓𝒐𝒎 𝑴𝑺 + 𝑫𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒕𝒐 𝑴𝑺), (Ax.14) where D voyages between MS denotes the aggregated distance travelled between ports under a Member State's jurisdiction, D voyages from MS the aggregated distance travelled during all voyages which departed from ports under a Member State's jurisdiction and D voyages to MS the aggregated distance travelled during voyages to ports under a Member State's jurisdiction.
2022/02/17
Committee: ITRE
Amendment 500 #
Proposal for a regulation
Article 9 – paragraph 3 a (new)
3a. The Commission shall develop a common methodology to enable a "book and claim" system for renewable, decarbonised and low carbon fuels that are placed in the Union market.
2022/04/28
Committee: TRAN