83 Amendments of Andris AMERIKS related to 2021/0223(COD)
Amendment 146 #
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4 a) In order to ensure a coherent legislative framework for the use and deployment of alternative fuels the Regulation XXXX-XXX(Alternative Fuels Infrastructure Regulation) should be aligned with the Regulation XXXX-XXX (FuelEU Maritime) and the revision of Directive 2003/96/EC(Energy Taxation Directive), This alignment should ensure that the provision on SSE in ports is accompanied by rules mandating the use of SSE by ships and by rules incentivising its use through a tax exemption.
Amendment 148 #
Proposal for a regulation
Recital 4 b (new)
Recital 4 b (new)
(4 b) A goal-based and demand-driven legislative approach that applies the polluter pays-principle whilst maintaining a level playing field is the most efficient way to reduce emissions, avoid stranded assets and be future-proof. Such an approach supports innovation and rapid deployment of alternative fuels infrastructure where it makes sense, and enables bottom-up initiatives and coalitions of the willing.
Amendment 167 #
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. Given the transitional role of LNG, the availability of LNG bunkering infrastructure in ports should be demand driven, in particular as regards new investments. 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. Transport fuels such as LNG need 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 176 #
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 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. In this regard, the important role of ports in supplying LNG for heavy-duty transport should also be considered.
Amendment 189 #
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4 a) In order to ensure a coherent legislative frame work for the use and deployment of alternative fuels the Regulation XXXX-XXX(Alternative Fuels Infrastructure Regulation) should be aligned with the Regulation XXXX-XXX (FuelEU Maritime) and the revision of Directive 2003/96/EC(Energy Taxation Directive), This alignment should ensure that the provision on SSE in ports is accompanied by rules mandating the use of SSE by ships and by rules incentivising its use through a tax exemption.
Amendment 191 #
Proposal for a regulation
Recital 4 b (new)
Recital 4 b (new)
(4 b) A goal-based and demand-driven legislative approach that applies the polluter pays-principle whilst maintaining a level playing field is the most efficient way to reduce emissions, avoid stranded assets and be future-proof. Such an approach supports innovation and rapid deployment of alternative fuels infrastructure where it makes sense, and enables bottom-up initiatives and coalitions of the willing.
Amendment 199 #
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. Given the transitional role of LNG, the availability of LNG bunkering infrastructure in ports should be demand driven, in particular as regards new investments. 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. Transport fuels such as LNG need 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 204 #
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 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. In this regard, the important role of ports in supplying LNG for heavy-duty transport should also be considered.
Amendment 247 #
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, mainly at berth in ports. 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.
Amendment 248 #
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
(32 a) The diversity of maritime ports in terms of their size, traffic segments served, governance, and geographical location has to be taken into account in the deployment of shore-side electricity facilities and the supply of shore-side electricity. The diverse governance of maritime ports in the European Union might imply different divisions of responsibilities in terms of the deployment and supply of shore side electricity.
Amendment 250 #
Proposal for a regulation
Recital 32 b (new)
Recital 32 b (new)
(32 b) Given the cost and complexity associated with the roll-out of shore-side electricity in maritime ports, it is essential to prioritise the investments, particularly where it makes the most sense in terms of emissions reduction and economic viability: frequency of use, potential level of emissions reduction, regularity of calls and availability of grid capacity are important elements in that respect;
Amendment 251 #
Proposal for a regulation
Recital 32 c (new)
Recital 32 c (new)
(32 c) The prioritisation of certain segments of shipping for the provision and use of shore-side electricity should not exempt the other segments from contributing to the climate and zero pollution goals. The ultimate goal should be to achieve zero emission at berth for all sea-going vessels in EU ports, including in ports outside the TEN-T Network.
Amendment 252 #
Proposal for a regulation
Recital 32 d (new)
Recital 32 d (new)
(32 d) In view of avoiding stranded assets, the deployment of shore-side electricity (SSE) in maritime ports has to be seen together with the current and future deployment of equivalent alternative technologies to SSE, in particular those technologies that deliver emission reductions both at berth and during navigation;
Amendment 253 #
Proposal for a regulation
Recital 32 e (new)
Recital 32 e (new)
(32 e) To incentivise the use of shore-side electricity(SSE), electricity supplied to vessels in ports should be permanently exempted from taxation in the EU. The reviewed Energy Taxation Directive (XXXX-XXX)should include such an exemption for all electricity provided to vessels via fixed, mobile, and floating installations.
Amendment 254 #
Proposal for a regulation
Recital 33
Recital 33
(33) CAll shipping segments need to contribute to lowering emissions at berth. However, container ships and passenger ships, being the ship categories which are producing the highest amount of greenhouse gas 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 otherBerths used by larger container vessels, exceeding 366 meters, which have due to the large power demand and high level of shore-power readiness the greatest potential to significantly reduce emissions at berth when using shore-side electricity (SSE), should have the highest priority in terms of implementation of shore-side electricity infrastructure. Once these berths have shore side electricity infrastructure other container vessels calling on these berths should also use the available infrastructure. In order to take into account power demand characteristics while at berth, as well as port operational characteristics, it is necessary to distinguish between the shore-side electricity (SSE)requirements for cruise ships and those for the other passenger ships, namely ferries, ro-ro passenger ships and high speed passenger shipvessels.
Amendment 256 #
Proposal for a regulation
Recital 34
Recital 34
(34) These targets should take into account the types of vessels served and their respective traffic volumes. Maritime portterminals with low traffic volumes of certain ship categories, should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume per terminal, so as to avoid under used capacity being installed and to allow for the exclusion of terminals and/or berths which are normally/ not intended to be called at not called at by the segments that are prioritised for the use of shore-side electricity. Similarly, the mandatory targets should not aim to target maximum demand, but a sufficiently high volume, in order to avoid underused capacity and to take account of port operational characteristics. Maritime transport is an important link for the cohesion and economic development of islands as well as outermost regions in the Union. Energy production capacity in these islandareas may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. In such a case islands and outermost regions should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from clean energy sources.
Amendment 258 #
Proposal for a regulation
Recital 34 a (new)
Recital 34 a (new)
(34 a) The use of shore-side electricity (SSE)by vessels at berth certainly contributes to reducing the overall emissions from shipping but it has to be accompanied by solutions which reduce emissions during navigation.
Amendment 259 #
Proposal for a regulation
Recital 34 b (new)
Recital 34 b (new)
(34 b) Member States should ensure adequate energy production and provision of sufficient grid infrastructure (as well in terms of availability and capacity) to meet the power demands resulting from the provision of shore-side electricity (SSE) in ports as required in this Regulation. To be effective in overall emission reductions and avoid carbon leakage to the hinterland, this generated capacity should increasingly come from clean energy sources in accordance with amended Article 3(1) of the revised Directive (EU) 2018/2001 (REDIII).
Amendment 260 #
Proposal for a regulation
Recital 34 c (new)
Recital 34 c (new)
(34 c) The demand for SSE in ports could see peaks during certain periods, which could coincide with peak demands in other sectors of the economy, such as heavy industry located in and around ports, leading to a demand of energy which exceeds the local energy production capacity. Such potential (temporary) shortages of grid capacity should not be considered as failure by the port to supply SSE.
Amendment 261 #
Proposal for a regulation
Recital 34 d (new)
Recital 34 d (new)
(34 d) Terminals that only occasionally receive ship segments falling under the scope of the Regulation should be exempted from OPS/SSE infrastructure investments.
Amendment 262 #
Proposal for a regulation
Recital 34 e (new)
Recital 34 e (new)
(34 e) To comply with the requirements of this Regulation, investments in grid converters and the upgrade of the grid, which entails additional costs and complexity, should be considered. Europe’s grids operate at 50 Hz, whereas many vessel segments such as ocean- going ships require 60Hz when connecting to shore-side electricity. In order to meet these demands, investments in frequency converters are required.
Amendment 265 #
Proposal for a regulation
Recital 35
Recital 35
(35) A core network of refuelling points for LNG at maritime ports should be available by 2025. As a transitional fuel, deployment should be sufficient to respond to market demand, and additional LNG infrastructure should not be required if there is no demand. Refuelling points for LNG include LNG terminals, tanks, mobile containers, bunker vessels and barges.
Amendment 266 #
Proposal for a regulation
Recital 35 a (new)
Recital 35 a (new)
(35 a) The development and deployment of new fuels and energy solutions for the maritime sector requires a coordinated approach to match supply and demand and avoid stranded assets. A consultation mechanism between all relevant stakeholders at the level of individual ports should therefore be developed to ensure coordination and consultation in the application of the requirements foreseen in this Regulation as concerns shore-side electricity (SSE) and LNG.
Amendment 269 #
Proposal for a regulation
Recital 38 a (new)
Recital 38 a (new)
(38 a) It is not economically viable to deploy shore-side electricity in ports. This is certainly the case until the entry into force of the requirements to use shore- side electricity in accordance with Article 5 of Regulation XXXX-XXX (FuelEU Maritime). Accordingly, there is a need for public funding to enable such deployment for 2030 and beyond in all ports in Europe.
Amendment 270 #
Proposal for a regulation
Recital 38 b (new)
Recital 38 b (new)
(38 b) The national policy framework developed by Member States should include a deployment plan in cooperation with ports detailing the public financing for the provision of shore-side electricity and required grid capacity.
Amendment 271 #
Proposal for a regulation
Recital 38 c (new)
Recital 38 c (new)
Amendment 281 #
Proposal for a regulation
Recital 52
Recital 52
(52) In the application of this Regulation, the Commission should consult relevant expert groups and stakeholders, and in particular the Sustainable Transport Forum (‘STF’) and the European Sustainable Shipping Forum (‘ESSF’). Such expert consultation is of particular importance when the Commission intends to adopt delegated or implementing acts under this Regulation.
Amendment 284 #
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, mainly at berth in ports. 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.
Amendment 285 #
(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 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. Such a review should not consider requirements already introduced in the Regulation, in order to ensure legal certainty, facilitate long-term investments and avoiding the creation of stranded assets.
Amendment 287 #
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
(32 a) The diversity of maritime ports in terms of their size, traffic segments served, governance, and geographical location has to be taken into account in the deployment of shore-side electricity facilities and the supply of shore-side electricity. The diverse governance of maritime ports in the European Union might imply different divisions of responsibilities in terms of the deployment and supply of shore side electricity.
Amendment 290 #
Proposal for a regulation
Recital 32 b (new)
Recital 32 b (new)
(32 b) Given the cost and complexity associated with the roll-out of shore-side electricity in maritime ports, it is essential to prioritise the investments, particularly where it makes the most sense in terms of emissions reduction and economic viability: frequency of use, potential level of emissions reduction, regularity of calls and availability of grid capacity are important elements in that respect;
Amendment 297 #
Proposal for a regulation
Recital 32 c (new)
Recital 32 c (new)
(32 c) The prioritisation of certain segments of shipping for the provision and use of shore-side electricity should not exempt the other segments from contributing to the climate and zero pollution goals. The ultimate goal should be to achieve zero emission at berth for all sea-going vessels in EU ports, including in ports outside the TEN-T Network.
Amendment 298 #
Proposal for a regulation
Recital 32 e (new)
Recital 32 e (new)
(32 e) To incentivise the use of shore-side electricity (SSE), electricity supplied to vessels in ports should be permanently exempted from taxation in the EU. The reviewed Energy Taxation Directive (XXXX-XXX) should include such an exemption for all electricity provided to vessels via fixed, mobile, and floating installations.
Amendment 301 #
Proposal for a regulation
Recital 32 d (new)
Recital 32 d (new)
(32 d) In view of avoiding stranded assets, the deployment of shore-side electricity (SSE) in maritime ports has to be seen together with the current and future deployment of equivalent alternative technologies to SSE, in particular those technologies that deliver emission reductions both at berth and during navigation;
Amendment 303 #
Proposal for a regulation
Recital 33
Recital 33
(33) CAll shipping segments need to contribute to lowering emissions at berth. However, container ships and passenger ships, being the ship categories which are producing the highest amount of greenhouse gas 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 otherBerths used by larger container vessels, exceeding 366 meters, which have due to the large power demand and high level of shore-power readiness the greatest potential to significantly reduce emissions at berth when using shore-side electricity (SSE), should have the highest priority in terms of implementation of shore-side electricity infrastructure. Once these berths have shore side electricity infrastructure other container vessels calling on these berths should also use the available infrastructure. In order to take into account power demand characteristics while at berth, as well as port operational characteristics, it is necessary to distinguish between the shore-side electricity (SSE)requirements for cruise ships and those for the other passenger ships, namely ferries, ro-ro passenger ships and high speed passenger shipvessels.
Amendment 309 #
Proposal for a regulation
Recital 34
Recital 34
(34) These targets should take into account the types of vessels served and their respective traffic volumes. Maritime portterminals with low traffic volumes of certain ship categories, should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume per terminal, so as to avoid underused capacity being installed and to allow for the exclusion of terminals and/or berths which are normally not intended to be called at by the segments that are prioritised for the use of shore-side electricity. Similarly, the mandatory targets should not aim to target maximum demand, but a sufficiently high volume, in order to avoid underused capacity and to take account of port operational characteristics. Maritime transport is an important link for the cohesion and economic development of islands as well as outermost regions in the Union. Energy production capacity in these islandareas may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. In such a case islands and outermost regions should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from clean energy sources.
Amendment 316 #
Proposal for a regulation
Article 2 – paragraph 1 – point 57
Article 2 – paragraph 1 – point 57
(57) ‘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 terminal in a port falling under the jurisdiction of a Member State, where it is carrying out its main loading and unloading operations, including the time spent when not engaged in cargo operations; in case of cruise vessels, hoteling is included;
Amendment 316 #
Proposal for a regulation
Recital 34 a (new)
Recital 34 a (new)
(34 a) The use of shore-side electricity (SSE) by vessels at berth certainly contributes to reducing the overall emissions from shipping but it has to be accompanied by solutions which reduce emissions during navigation.
Amendment 318 #
Proposal for a regulation
Recital 34 b (new)
Recital 34 b (new)
Amendment 319 #
Proposal for a regulation
Article 2 – paragraph 1 – point 58
Article 2 – paragraph 1 – point 58
(58) ‘shore-side electricity supply at berth’ means the provision of shore-side electrical power through a standardised interface to seagoing ships or inland waterway vessels at berth; through a fixed, floating, or mobile installation.
Amendment 320 #
Proposal for a regulation
Recital 34 c (new)
Recital 34 c (new)
(34 c) The demand for SSE in ports could see peaks during certain periods, which could coincide with peak demands in other sectors of the economy, such as heavy industry located in and around ports, leading to a demand of energy which exceeds the local energy production capacity. Such potential (temporary) shortages of grid capacity should not be considered as failure by the port to supply SSE.
Amendment 321 #
Proposal for a regulation
Recital 34 d (new)
Recital 34 d (new)
(34 d) Terminals that only occasionally receive ship segments falling under the scope of the Regulation should be exempted from OPS/SSE infrastructure investments.
Amendment 322 #
Proposal for a regulation
Recital 34 e (new)
Recital 34 e (new)
(34 e) To comply with the requirements of this Regulation, investments in grid converter sand the upgrade of the grid, which entails additional costs and complexity, should be considered. Europe’s grids operate at 50 Hz, whereas many vessel segments such as ocean- going ships require 60Hz when connecting to shore-side electricity. In order to meet these demands, investments in frequency converters are required.
Amendment 326 #
Proposal for a regulation
Recital 35
Recital 35
(35) A core network of refuelling points for LNG at maritime ports should be available by 2025. As a transitional fuel, deployment should be sufficient to respond to market demand, and additional LNG infrastructure should not be required if there is no demand. Refuelling points for LNG include LNG terminals, tanks, mobile containers, bunker vessels and barges.
Amendment 332 #
Proposal for a regulation
Recital 35 a (new)
Recital 35 a (new)
(35 a) The development and deployment of new fuels and energy solutions for the maritime sector requires a coordinated approach to match supply and demand and avoid stranded assets. A consultation mechanism between all relevant stakeholders at the level of individual ports should therefore be developed to ensure coordination and consultation in the application of the requirements foreseen in this Regulation as concerns shore-side electricity (SSE) and LNG.
Amendment 340 #
Proposal for a regulation
Recital 36 a (new)
Recital 36 a (new)
(36 a) The development and deployment of alternative marine fuels and energy solutions for the maritime sector will require time and significant financing. While fuels such as ammonia and hydrogen can play a role in the future energy mix for shipping, the safety and infrastructure requirements still have to be studied and agreed upon. To accelerate this, pilot projects and research and development for these fuels should be promoted and provided funding. The European Commission and the 4th IMO Greenhouse Gas Study[1a] finds that less than 1% of vessels will use fuels such as ammonia and hydrogen by 2030. Accordingly, it is premature to set requirements for ammonia and hydrogen infrastructure in ports. Potential requirements to deploy alternative marine fuels that are currently underdevelopment such as ammonia and hydrogen should therefore be considered first during the review of this Regulation in 2026. Any such requirements must be coupled by strict requirements to use such alternative marine fuels in Article5 of Regulation XXXX-XXX (FuelEU Maritime). [1a] 4th IMO GHG Study, 2020, p. 231. Available here : https://wwwcdn.imo.org/localresources/en /OurWork/Environment/Documents/Four th%20IMO%20GHG%20Study%202020 %20- %20Full%20report%20and%20annexes.p df
Amendment 348 #
Proposal for a regulation
Recital 38 a (new)
Recital 38 a (new)
(38 a) It is not economically viable to deploy shore-side electricity in ports. This is certainly the case until the entry into force of the requirements to use shore- side electricity in accordance with Article 5 of Regulation XXXX-XXX (FuelEU Maritime). Accordingly, there is a need for public funding to enable such deployment for 2030 and beyond in all ports in Europe.
Amendment 349 #
Proposal for a regulation
Recital 38 b (new)
Recital 38 b (new)
(38 b) The national policy framework developed by Member States should include a deployment plan in cooperation with ports detailing the public financing for the provision of shore-side electricity and required grid capacity.
Amendment 350 #
Proposal for a regulation
Recital 38 c (new)
Recital 38 c (new)
(38 c) In view of legal certainty and long- term planning, the scope of the mandatory requirements for SSE in a certain port should be fixed based on a three-year reference period to be defined upon entry into force of this Regulation, only to be reviewed when this Regulation is changed. National policy frameworks as set out in Article 13 of this Regulation should define the reference period considered, which determines the scope of shore side electricity requirements in ports. The reference period should be decided in such a way that it leaves sufficient time for the deployment of the shore side electricity infrastructure necessary to meet the requirements set out in Article 9(1). The terminals in ports falling within the scope cannot be challenged every year in function of changing number of port calls. Once a terminal falls in the scope of Article 9(1), it should therefore remain in the scope.
Amendment 383 #
Proposal for a regulation
Recital 52
Recital 52
(52) In the application of this Regulation, the Commission should consult relevant expert groups and stakeholders, and in particular the Sustainable Transport Forum (‘STF’) and the European Sustainable Shipping Forum (‘ESSF’). Such expert consultation is of particular importance when the Commission intends to adopt delegated or implementing acts under this Regulation.
Amendment 389 #
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 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. Such a review should not consider requirements already introduced in the Regulation, in order to ensure legal certainty, facilitate long-term investments and avoiding the creation of stranded assets.
Amendment 474 #
Proposal for a regulation
Article 2 – paragraph 1 – point 57
Article 2 – paragraph 1 – point 57
(57) ‘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 terminal in a port falling under the jurisdiction of a Member State, where it is carrying out its main loading and unloading operations, including the time spent when not engaged in cargo operations; in case of cruise vessels, hoteling is included;
Amendment 479 #
Proposal for a regulation
Article 2 – paragraph 1 – point 58
Article 2 – paragraph 1 – point 58
(58) ‘shore-side electricity supply at berth’ means the provision of shore-side electrical power through a standardised interface to seagoing ships or inland waterway vessels at berth; through a fixed, floating, or mobile installation.
Amendment 810 #
Proposal for a regulation
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
1. Member States shall ensure that a minimum an adequate shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. To that end, Member States shall take the necessary measures to ensure that by 1 January 2030:, in TEN-T core and TEN-T comprehensive maritime ports: terminals whose average annual number of calls over the last three years by seagoing containerships above 366 metres length, in the previous three years, is above 50,provide shore-side electricity for 90% of all calls from sea going container vessels above 5000 gross tonnes at these terminals;
Amendment 825 #
Proposal for a regulation
Article 9 – paragraph 1 – point a
Article 9 – paragraph 1 – point a
(a) TEN-T core and TEN-T comprehensive maritime portterminals whose average annual number of port calls over the last three years by seagoing container ships above 5000 gross tonnes, in the previous three years, is above 570 have sufficient shore-side power output to meet at leastprovide shore-side electricity for 90% of that demandese calls;
Amendment 835 #
Proposal for a regulation
Article 9 – paragraph 1 – point b
Article 9 – paragraph 1 – point b
(b) TEN-T core and TEN-T comprehensive maritime portterminals whose average annual number of port calls over the last three years by seagoing ro-ro passenger ships and high-speed passenger craft, other than cruise ships, above 5000 gross tonnes, in the previous three years, is above 40 have sufficient shore-side power output to satisfy at leastprovide shore-side electricity for 90% of that demandese calls;
Amendment 841 #
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) TEN-T core and TEN-T comprehensive maritime portterminals whose average annual number of port calls over the last three years by passenger ships other than ro-ro passenger ships and high-speed passenger craftcruise ships above 5000 gross tonnes, in the previous three years, is above 25 have sufficient shore-side power output to meet at least50 provide shore-side electricity for 90% of that demande calls.
Amendment 848 #
Proposal for a regulation
Article 9 – paragraph 1 a (new)
Article 9 – paragraph 1 a (new)
1 a. For the determination of the average number of port calls in accordance with Article 9(1), the reference period of three years will be either: (a) the reference period identified in the national policy framework (b) the three-year period preceding the establishment of the national policy framework
Amendment 852 #
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 at terminals in accordance with Article 9(1), the following port calls shall not be taken into account:
Amendment 858 #
Proposal for a regulation
Article 9 – paragraph 2 – point a
Article 9 – paragraph 2 – point a
(a) port calls that are at berth for less than two hours, calculated on the basis of hour of estimated departure and arrival monitored in accordance with Article 14 of the proposal for a Regulation COM(2021)562;
Amendment 863 #
Proposal for a regulation
Article 9 – paragraph 2 – point b
Article 9 – paragraph 2 – point b
(b) port calls at a terminal by ships that use zero- emission technologies, as specified in Article 5(3b) and Annex III of the proposal for a Regulation COM(2021)562;
Amendment 869 #
Proposal for a regulation
Article 9 – paragraph 2 – point c a (new)
Article 9 – paragraph 2 – point c a (new)
(c a) port calls by a ship that is exceptionally at a berth which does not normally accommodate this ship type/segment.
Amendment 880 #
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 or in an outermost region which is not connected directly 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 884 #
Proposal for a regulation
Article 9 – paragraph 3 a (new)
Article 9 – paragraph 3 a (new)
3 a. Member States shall ensure that sufficient grid infrastructure is made available to meet the requirements set out in Article 9(1a-1d). A potential (temporary) shortage of grid capacity, or no grid converters at the berth shall not be considered failure by the port/terminal to supply shore-side electricity (SSE).
Amendment 889 #
Proposal for a regulation
Article 9 – paragraph 3 b (new)
Article 9 – paragraph 3 b (new)
3 b. In the deployment plan for shore side electricity in ports in accordance with Article 9(1), Member States must be able to exclude the berths which are occasionally called at by ships under the segments addressed in Article 9, and which are not the intended berth for loading and unloading of such vessels.
Amendment 906 #
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
1. Member States shall ensure that an appropriate number core network of refuelling points for LNG are put in place at TEN-T core maritime ports referred to in paragraph 2, to enable seagoing ships to circulate throughout the TEN-T core network by 1 January 2025t maritime ports is available by 1 January 2025 which is appropriate to serve the demand for LNG by seagoing ships. Member States shall cooperate with neighbouring Member States where necessary to ensure adequate coverage of the TEN-T core network.
Amendment 914 #
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. Member States shall designate in their national policy frameworks TEN-T core maritime ports that shall provide access to the re fuelling points for LNG referred to in paragraph 1, also taking into consideration actual market needs and developments, and environmental benefits.
Amendment 919 #
Proposal for a regulation
Article 11 – paragraph 2 a (new)
Article 11 – paragraph 2 a (new)
2 a. The deployment plan for shore- side electricity in maritime ports shall be accompanied by a comprehensive national financing plan.
Amendment 920 #
Proposal for a regulation
Article 11 a (new)
Article 11 a (new)
Amendment 947 #
Proposal for a regulation
Article 13 – paragraph 1 – introductory part
Article 13 – paragraph 1 – introductory part
1. By 1 January 2024, each Member State shall prepare in coordination with all key stakeholders on the national level, 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 based on demand/where it is being used, thereby maximising emission reductions for each infrastructure investment made.
Amendment 959 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point b
Article 13 – paragraph 1 – subparagraph 1 – point b
(b) national targets and objectives pursuant to Articles 3, 4, 6, 8, 9, 10, 11 and 12 for which mandatory national targets are set out in this Regulation, as well as the reference period of three years used to identify the scope of article 9, paragraph 1;
Amendment 990 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point m
Article 13 – paragraph 1 – subparagraph 1 – point m
(m) a deployment plan for alternative fuels infrastructure in maritime ports, in particular for electricity and hydrogen, which shall be accompanied by a comprehensive financing plan, for port services as defined in Regulation (EU) 2017/352 of the European Parliament and of the Council66 ; _________________ 66 Regulation (EU) 2017/352 of the European Parliament and of the Council of 15 February 2017 establishing a framework for the provision of port services and common rules on the financial transparency of ports (OJ L 57, 3.3.2017, p. 1).
Amendment 1002 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point o a (new)
Article 13 – paragraph 1 – subparagraph 1 – point o a (new)
Amendment 1056 #
Proposal for a regulation
Article 15 – paragraph 3 – point b a (new)
Article 15 – paragraph 3 – point b a (new)
(b a) the use and economic viability of available infrastructure and expected future demand for this infrastructure;
Amendment 1059 #
Proposal for a regulation
Article 15 – paragraph 3 – point b b (new)
Article 15 – paragraph 3 – point b b (new)
(b b) the impact on modal split taking place as a result of the introduction of the Regulation, including impacts of Article 9 on call patterns, greenhouse gas emissions, short-sea shipping, traffic on inland transport modes.
Amendment 1141 #
Proposal for a regulation
Article 22 – paragraph 1
Article 22 – paragraph 1
The Commission shall monitor the progress made towards achieving the implementation of the Regulation. By 31 December 2026, the Commission shall, if appropriate, consider a review this Regulation, and, where appropriate, submit a proposal to amend it. Such a review shall not substantially alter requirements already introduced in the Regulation. By the end of 2026, Member States shall review the scope of Article 9 if, based on a new three-year reference period, additional terminals in ports have to be added to the scope in accordance with Article 9.
Amendment 1150 #
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b – indent 8
Annex I – paragraph 1 – point 1 – point b – indent 8
– Shore side electricity supply at maritime ports of the TEN-T core and TEN-T comprehensive network, including exact location (port), grid capacity, and capacity of each installation within the port;
Amendment 1154 #
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b – indent 11
Annex I – paragraph 1 – point 1 – point b – indent 11
– other national targets and objectives for which no EU wide mandatory national targets exist. For alternative fuels infrastructure in ports, airports and for rail the location and capacity/size of the installation as well as its use, and the demand for infrastructure has to be reported;
Amendment 1156 #
Proposal for a regulation
Annex I – paragraph 1 – point 2
Annex I – paragraph 1 – point 2
2. utilisation rates: for the categories under point 1(b), reporting the utilisation of, and expected future demand for, that infrastructure;
Amendment 1163 #
Proposal for a regulation
Annex II – Part 4 – point 4.1
Annex II – Part 4 – point 4.1
4.1. Shore-side electricity supply for seagoing ships, including the design, installation and testing of the systems, shall comply with the technical specifications of the IEC/IEEE 80005-1:2019 standard, for high-voltage and low-voltage shore connections respectively. Vessels should foresee and adapt to these standards when planning and investing in OPS on-board, including voltage, electrical frequency and onboard step-down transformer where necessary, avoiding incompatibilities.
Amendment 1166 #
Proposal for a regulation
Annex II – Part 4 – point 4.5
Annex II – Part 4 – point 4.5
4.5. Technical specifications for port-to- grid communication interface in automated onshore power supply (OPS) and battery recharging systems for maritime vessels, along with technical specifications for OPS installed onboard vessels, including frequency and voltage standardisation where applicable.
Amendment 1169 #
Proposal for a regulation
Annex II – Part 4 – point 4.7 a (new)
Annex II – Part 4 – point 4.7 a (new)
4.7 a. Technical specifications for cable management systems (including length and location) onboard vessels where applicable.
Amendment 1171 #
Proposal for a regulation
Annex II – Part 4 – point 4.7 b (new)
Annex II – Part 4 – point 4.7 b (new)
4.7 b. Technical specifications for plug location standard onboard vessels where applicable.