BETA

12 Amendments of Margarita DE LA PISA CARRIÓN related to 2021/0210(COD)

Amendment 137 #
Proposal for a regulation
Recital 8
(8) The development and deployment of new fuels and energy solutions requires a suitable transition and realistic targets, together with a coordinated approach to match supply, demand and the provision of appropriate distribution infrastructure. While the current European regulatory framework already partly addresses fuel production with Directive (EU) 2018/2001 of the European Parliament and of the Council22 and distribution with Directive 2014/94/EU of the European Parliament and of the Council23 , there is also a need for a tool that establishes increasing levels of demand of renewable and low-carbon maritime fuels. _________________ 22 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2001, p. 82). 23 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1).
2022/03/02
Committee: ENVI
Amendment 142 #
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 shiftubstitution towards renewable and low-carbon fuels in the short and medium term. A specific regulatory approach dedicated to the deployment of renewable and low-carbon marine fuels and substitute sources of energy, such as wind or electricity, is therefore necessary.
2022/03/02
Committee: ENVI
Amendment 150 #
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 can 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.
2022/03/02
Committee: ENVI
Amendment 155 #
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 predominantly 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. Imported biofuels must comply with the European sustainability criteria set out in the Renewable Energy Directive.
2022/03/02
Committee: ENVI
Amendment 170 #
Proposal for a regulation
Recital 18
(18) A comprehensive approach on all the most relevant GHG emissions (CO2, CH4 and N2O) is necessary to promote the use of energy sources providing a lower GHG footprint overall. In order to reflect the global warming potential of methane and nitrous oxides, the limit set by this Regulation should therefore be expressed in terms of ‘CO2 equivalent’. International Maritime Organisation (IMO) guidelines must be compatible with the development of all EU maritime legislation.
2022/03/02
Committee: ENVI
Amendment 182 #
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. As of 2035the date on which the exemptions cease to apply, ship operators should plan carefully their port calls to make sure that they can carry out their activities without emitting air pollutants and GHG at berth and compromise the environment in coastal areas and port cities. A limited number of exceptions in case of unavailability or incompatibility of OPS should be maintained in order to provide the possibility for occasional last-minute changes in port call schedules and calls in ports with incompatible equipment.
2022/03/02
Committee: ENVI
Amendment 201 #
Proposal for a regulation
Recital 37
(37) The revenues generated from the payment of penalties should be used to promote the availability, distribution and use of renewable and low-carbon fuels in the maritime sector and help maritime operators, especially small and medium- sized enterprises struggling to obtain access to new types of fuel, to meet their climate and environmental goals. For this purpose these revenues should be allocated to the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC.
2022/03/02
Committee: ENVI
Amendment 213 #
Proposal for a regulation
Recital 43 a (new)
(43a) The Commission must ensure that the implementation of this Directive is compatible and consistent with that of other legislative instruments, such as the European Emissions Trading Scheme, that have a major impact on the sector.
2022/03/02
Committee: ENVI
Amendment 222 #
Proposal for a regulation
Article 1 – paragraph 1
in order to progressively increase consistent use of renewable and low- carbon fuels and substitute sources of energy across the Union, while ensuring the smooth operation of maritime traffic and avoiding distortions in the internal market.
2022/03/02
Committee: ENVI
Amendment 282 #
Proposal for a regulation
Article 4 – paragraph 2 – indent 6
— -7 65% from 1 January 2050.
2022/03/02
Committee: ENVI
Amendment 317 #
Proposal for a regulation
Article 5 – paragraph 6
6. From 1 January 203540, 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).
2022/03/02
Committee: ENVI
Amendment 450 #
Proposal for a regulation
Article 28 – paragraph 1 a (new)
1a. By 2030, the Commission shall draw up a detailed impact study on the availability of new fuels, competition with other modes of transport, market development and coordination between the various regulatory instruments affecting the maritime sector. If appropriate, the impact assessment shall be accompanied by legislative proposals.
2022/03/02
Committee: ENVI