2019/2193(INI) Technical and operational measures for more efficient and cleaner maritime transport
Lead committee dossier:
Progress: Awaiting committee decision
| Role | Committee | Rapporteur | Shadows |
|---|---|---|---|
| Lead | TRAN |
DELLI Karima ( Verts/ALE)
|
TAX Vera ( S&D),
NAGTEGAAL Caroline ( Renew),
LECHANTEUX Julie ( ID),
VAN OVERTVELDT Johan ( ECR),
FERREIRA João ( GUE/NGL)
|
| Committee Opinion | ENVI |
LÓPEZ Javi ( S&D)
|
Joëlle MÉLIN ( ID),
Manuel BOMPARD ( GUE/NGL),
Catherine CHABAUD ( RE),
Jutta PAULUS ( Verts/ALE),
Anna ZALEWSKA ( ECR),
Pernille WEISS ( PPE)
|
Lead committee dossier:
Legal Basis:
RoP 54
Legal Basis:
RoP 54Events
2020/02/12
EP - DELLI Karima (Verts/ALE) appointed as rapporteur in TRAN
2020/01/15
EP - LÓPEZ Javi (S&D) appointed as rapporteur in ENVI
2019/12/19
EP - Committee referral announced in Parliament, 1st reading/single reading
| Amendments | Dossier |
| 133 |
2019/2193(INI)
2020/09/14
ENVI
133 amendments...
Amendment 1 #
Draft opinion Recital A A. whereas healthy oceans and the preservation thereof are essential for humankind as climate regulators, as producers of half of the oxygen in the Earth's atmosphere, as hosts of biodiversity, a
Amendment 10 #
B. whereas CO2 emissions from maritime transport, according to the new 'Fourth IMO Green House Gas Study' from August 2020, are projected to increase by
Amendment 100 #
Draft opinion Paragraph 4 d (new) 4 d. Recommends the Commission to secure the use of promising sustainable fuels when a future revision of the Energy Taxation Directive 2003/96/EC will be undertaken;
Amendment 101 #
Draft opinion Paragraph 5 5. Calls on the Commission to urgently fulfil its commitment to regulate access of the most polluting ships to ports and oblige docked ships to use shore-side electricity
Amendment 102 #
Draft opinion Paragraph 5 5. Calls on the Commission to urgently fulfil its commitment to regulate access of the most polluting ships to ports and
Amendment 103 #
Draft opinion Paragraph 5 5. Calls on the Commission to urgently fulfil its commitment to regulate access of the most polluting ships to ports and oblige docked ships to use recharging and refuelling infrastructures including shore-side electricity to decrease greenhouse gas and air polluting emissions at berth;
Amendment 104 #
Draft opinion Paragraph 5 5. Calls on the Commission to urgently fulfil its commitment to regulate access of the most polluting ships to ports and oblige docked ships to use shore-side electricity as a way to decrease greenhouse gas and
Amendment 105 #
Draft opinion Paragraph 5 5. Calls on the Commission to urgently fulfil its commitment to regulate access of the most polluting ships to ports and oblige docked ships to use shore-side electricity
Amendment 106 #
Draft opinion Paragraph 5 5. Calls on the Commission to urgently fulfil its commitment to regulate access of the most polluting ships to ports and oblige docked ships to use shore-side electricity to decrease greenhouse gas and air polluting emissions; calls for non- compliant vessels to be eventually banned from European ports; points out that this would reduce sulphur oxide, nitrogen oxide and fine particle emissions in ports by over 90%, and could reduce CO2 emissions by the same amount using sustainable energy sources;
Amendment 107 #
Draft opinion Paragraph 5 5. Calls on the Commission to urgently fulfil its commitment to regulate access of the most polluting ships to ports and oblige docked ships to use shore-side electricity to decrease greenhouse gas and air polluting emissions; calls on the Commission to support Member States in modernising seaports so as to provide them with suitably equipped infrastructure for this purpose;
Amendment 108 #
Draft opinion Paragraph 5 a (new) 5 a. Underlines that in line with the objectives of the Green Deal, the Union must accompany the decarbonisation of the maritime sector with a strategic approach towards EU ports to support their role as facilitator of the energy transition; emphasises that Member States should be encouraged to stimulate the development of zero-emission ports and invest in refuelling and recharging infrastructures; this would ensure immediate health benefits to all citizens living in port and coastal areas, as well as limit negative impacts on marine and coastal biodiversity in these areas, which also represent vast land territories, some of which are part of the Natura 2000 network;
Amendment 109 #
Draft opinion Paragraph 5 a (new) 5 a. Calls on the Commission to ensure that EU ports have adequate infrastructure in place to allow shipping to go zero-emission whilst in port and to bunker the renewable sustainable alternative fuels for use whilst at sea; calls in this context on the Commission to adopt a plan that secures more on-shore electricity (port power grid) and other mobile installations for alternative fuels where relevant;
Amendment 11 #
Draft opinion Recital B B. whereas ships transport 80% of the world's goods while accounting for 6.7% of final oil consumption and 2% to 3% of GHG emissions; whereas stopovers in European ports are responsible for 10% of these emissions; whereas CO2 emissions from maritime transport are projected to increase by 50 % to 250 % by 20501 in a business as usual scenario
Amendment 110 #
Draft opinion Paragraph 5 a (new) 5a. Calls on the Commission to provide financial incentives for green transport, e.g. through public procurement and provisional tax exemptions for power supplied to electric vessels; notes that ports could charge sliding-scale taxes in line with environmental criteria; at the same time, governments could work with financial institutions to provide green transport funding;
Amendment 111 #
Draft opinion Paragraph 5 a (new) 5a. Calls on European and national institutions to be extremely vigilant with regard to foreign investment in European ports, especially from China, so as to prevent distortions of competition in Europe or any adverse ecological impact;
Amendment 112 #
Draft opinion Paragraph 6 6. Underlines the importance of extending emission control areas (ECAs) to all EU seas;
Amendment 113 #
Draft opinion Paragraph 6 6.
Amendment 114 #
Draft opinion Paragraph 6 6. Underlines the importance of extending emission control areas (ECAs) to all EU seas
Amendment 115 #
Draft opinion Paragraph 6 6. Underlines the importance of extending emission control areas (ECAs) to all EU seas, especially in OR waters; calls on all parties to rapidly agree on Mediterranean ECA to reduce both sulphur and nitrogen oxides from ships;
Amendment 116 #
Draft opinion Paragraph 6 6. Underlines the importance of extending emission control areas (ECAs) to all EU seas; calls on all parties to rapidly agree on making the Mediterranean an ECA to reduce both sulphur and nitrogen oxides from ships;
Amendment 117 #
Draft opinion Paragraph 6 6. Underlines the importance of extending emission control areas (ECAs) to
Amendment 118 #
Draft opinion Paragraph 6 a (new) 6 a. Welcomes that the IMO has scheduled to agree on a global regulation on the limitations of so-called 'black carbon emissions' in 2021 and highlights and supports the possibility to agree banning the use of high emitting heavy fuel oil in the Arctic;
Amendment 119 #
Draft opinion Paragraph 6 a (new) 6a. Is particularly concerned about the present and future situation of the Mediterranean, a 'closed' sea that must nevertheless remain a privileged transit and cruise zone;
Amendment 12 #
B. whereas CO2 emissions from international maritime transport are projected to increase by 50 % to 250 % by 2050 in a business as usual scenario1
Amendment 120 #
Draft opinion Paragraph 6 a (new) 6 a. Calls on the Commission to draft a legislative proposal to phase out bunker fuel use and refill in European waters and ports by 2025 at the latest;
Amendment 121 #
Draft opinion Paragraph 6 b (new) 6 b. Welcomes the application of the global sulphur cap that went into force 1 January 2020; supports the global sulphur cap that limits the sulphur in heavy fuel oil used on board ships operating outside the so-called designated emission control areas (ECAs) is reduced from 3.50 % to 0.50% m/m (mass by mass) and stresses that this global cap will significantly reduce the amount of sulphur oxides emanating from ships and should have major health and environmental benefits for the world, particularly for populations living close to ports and coasts; calls on the Commission to assess the possibility of extending the ECAs and push for this at global level through the IMO;
Amendment 122 #
Draft opinion Paragraph 6 c (new) 6 c. Acknowledges that effective and proper compliance with emissions on sulphur is mainly secured through effective port controls when a ship calls at port to unload cargo or bunker fuel; highlights in this context the challenge to secure effective and trustworthy compliance with the sulphur cap if the ECA is extended to cover the Mediterranean; demands in this scenario the IMO to come up with a solution in order to secure proper compliance by the relevant port states (Morocco, Libya, Tunisia, Algeria and Egypt);
Amendment 123 #
Draft opinion Paragraph 7 7. Stresses that the EU should lead by example by adopting
Amendment 124 #
Draft opinion Paragraph 7 7. Stresses that the EU should lead
Amendment 125 #
Draft opinion Paragraph 7 7. Stresses that the EU should lead by example by adopting stringent requirements to clean maritime transport domestically, while pushing for ambitious measures at international forums such as the I
Amendment 126 #
Draft opinion Paragraph 7 7. Stresses that the EU should lead by example by adopting stringent requirements to clean maritime transport while pushing for
Amendment 127 #
Draft opinion Paragraph 7 7. Stresses that the EU should lead by example by adopting stringent requirements to clean maritime transport while pushing for ambitious measures at international forums such as the IMO
Amendment 128 #
Draft opinion Paragraph 7 a (new) 7 a. Stresses that combined transport of goods contributes to the reduction of transport emissions by promoting a shift from road freight transport to lower- emission transport modes, including zero- emission rivers corridors; underlines that a more efficient and cleaner maritime transport should be promoted via multimodal transport to increase efficiency and low-emission alternatives; also stresses that zero-emission waterway transport is key to developing a sustainable modal shift from road to waterways, and it is therefore necessary to support investments in refuelling and recharging infrastructures in inland ports.
Amendment 129 #
Draft opinion Paragraph 7 a (new) 7a. Calls for particular attention to be given to cruise vessels; urges that strict emission standards be applied to them as soon as possible, with non-compliant vessels at risk of being refused entry into European ports; calls for access to ports located in cities to be restricted to vessels with zero nitrogen oxide, sulphur oxide and fine particle emissions; calls for access to maritime conservation areas to be restricted accordingly; stresses the need for a ban on increased port capacity.
Amendment 13 #
Draft opinion Recital B B. whereas CO2 emissions from maritime transport are projected to increase by 50 % to 250 % by 2050 in a business as usual scenario1 ; whereas GHG emissions from maritime transport have already increased by 9,6% between 2012 and 2018, including a sharp increase of 150% in methane emissions due to the surge of ships using liquefied natural gas (LNG)1a; _________________ 1 Third IMO GHG Study 2014 1a Fourth IMO GHG Study 2020
Amendment 130 #
Draft opinion Paragraph 7 a (new) 7 a. Highlights the importance of applying European labour law standards for all ships that are entering EEA territory, regardless of the flag state; calls on the Commission to regularly do checks whether ship operators comply with EU labour law.
Amendment 131 #
Draft opinion Paragraph 7 b (new) 7 b. Recalls that ship dismantling is a sector which is largely located outside the European Union, and which usually takes place in poor working and environmental conditions, thus breaching human rights, and having negative impacts both on human health and marine ecosystems; calls, therefore on the Commission to address the ship dismantling gaps in the current Union legislation, which notably fails to prevent European shipowners from re-flagging their vessels or selling them, before dismantlement; however, stresses that the EU lacks facilities capable of dismantling ships on its territory, especially the bigger ones; therefore, calls on the Commission and Member States, to promote and invest in the establishment of a genuine European network of ship dismantling, respecting social and environmental criteria, as part of its European Industrial Recovery Plan.
Amendment 132 #
Draft opinion Paragraph 7 c (new) Amendment 133 #
Draft opinion Paragraph 7 d (new) 7 d. Recalls that maritime transport is at the centre of outermost regions' life and development, in terms of connection and access to essential goods and services; underlines that such regions represent hotspots of biodiversity, which needs to be preserved; calls therefore on the Commission to take due account of the outermost regions in the deployment of greener ships and the relevant infrastructures.
Amendment 14 #
Draft opinion Recital B B. whereas global CO2 emissions from maritime transport are projected to increase by 50 % to 250 % by 2050 in a business as usual scenario1 ; _________________ 1 Third IMO GHG Study 2014
Amendment 15 #
Draft opinion Recital B a (new) B a. whereas according to the latest IPCC report, there is a 66% chance of staying below 1.5°C if future GHG emissions are limited to 420Gt CO2eq – or 10 years of current emissions, and a 50 % chance of staying below 1.5°C if future emissions are limited to 580 Gt CO2eq – or 14 years of current emissions; whereas the maritime transport sector alone emitted globally around 1076 Mt CO2eq in 2018, and is responsible for about 2.9 % of global GHG emissions1a; _________________ 1a Fourth IMO GHG Study 2020
Amendment 16 #
Draft opinion Recital B a (new) Ba. whereas the International Maritime Organization (IMO) has adopted a strategy that has been aiming at reducing greenhouse gas (GHG) emissions since April 2018, seeking a reduction of at least 50% in total annual GHGs from international maritime transport by 2050 compared to 20081a ;
Amendment 17 #
Draft opinion Recital B a (new) B a. whereas the overall carbon intensity, as an average across international maritime transport, is 29% better than in 2008 and whereas more research and innovation remains needed to enable zero-emission waterborne transport;
Amendment 18 #
Draft opinion Recital B b (new) B b. whereas the Fourth IMO Study shows that there is an increase in so- called black carbon emissions by 12 % and an increase by 150 % in methane emissions;
Amendment 19 #
Draft opinion Recital B b (new) Bb. whereas international maritime transport accounts for 3.15% of CO2 emissions in the European Union1a;
Amendment 2 #
Draft opinion Recital A A. whereas oceans and the preservation
Amendment 20 #
Draft opinion Recital B b (new) B b. whereas the maritime transport sector is the only transport sector that remains unregulated at Union level;
Amendment 21 #
Draft opinion Recital B c (new) Amendment 22 #
Draft opinion Recital B c (new) B c. whereas EU action is a necessity to achieve the Paris objective of limiting the temperature increase to 1.5°C above pre- industrial levels;
Amendment 23 #
Draft opinion Recital B c (new) Bc. whereas maritime transport represented 90% of international trade in 20181a;
Amendment 24 #
Draft opinion Recital B d (new) Bd. whereas, in the absence of massive European re-industrialisation, European states are directly dependent on international maritime transport for their strategic autonomy;
Amendment 25 #
Draft opinion Recital B e (new) Be. whereas the economic activity of both freight and cruise passenger transport has been severely curtailed following the onset of the COVID-19 crisis;
Amendment 26 #
Draft opinion Recital C C. whereas maritime transport
Amendment 27 #
Draft opinion Recital C C. whereas maritime transport
Amendment 28 #
Draft opinion Recital C C. whereas maritime transport impacts human health
Amendment 29 #
Draft opinion Recital C C. whereas maritime transport impacts human health and the environment also through air pollution; whereas the EU is dependent on its ports for trade but also for the functioning of its own internal market, with short sea shipping accounting for 60% of the tonnage handled in EU ports; stressing the advantages of inland waterway transport in terms of environmental protection and efficiency and the need for sustainable exploitation of the Rhine-Main-Danube canal, accompanied by increased intermodality, interconnection with other river basins and infrastructural modernisation and expansion in transport nodes such as inland ports;
Amendment 3 #
Draft opinion Recital A A. whereas oceans and the preservation thereof are essential for humankind as climate regulators, hosts of biodiversity, and source of food security; recalling that modern ports and efficient river transport play a key role in developing new industries and logistics activities, connecting the different regions of the Union's internal market and supporting greening of transport; emphasising the need for green transport in the EU in the context of climate change; whereas specific measures are needed in the maritime and inland waterway transport sector to achieve the Green Deal objectives;
Amendment 30 #
Draft opinion Recital C C. whereas maritime transport has considerable impacts on human health and the environment also through air pollution
Amendment 31 #
Draft opinion Recital C a (new) C a. whereas the IMO regulations to reduce sulphur emissions from ships first came into force in 2005, under Annex VI of the International Convention for the Prevention of Pollution from Ships (known as the MARPOL Convention) and whereas the limits on sulphur oxides since then have been progressively tightened (latest 1 January 2020); whereas the maximum sulfur content permitted fell from 3.5 % to 0.5% (5,000 ppm) in 2020; whereas the limits in emission control areas (ECAs) fell from 1% to 0.1% (1,000 ppm) in 2015; whereas these standards may also be met through the use of exhaust gas cleaning systems (often referred to as "scrubbers.");
Amendment 32 #
Draft opinion Recital C a (new) Ca. whereas the Paris Agreement seeks to hold the increase in the global average temperature to well below 2°C above pre-industrial levels and to pursue efforts to limit the temperature increase to 1.5°C above pre-industrial levels; whereas the International Maritime Organisation target for GHG emissions, a 50% reduction by 2050 compared to 2008, falls way short of compliance with the Paris Agreement;
Amendment 33 #
Draft opinion Recital C a (new) Ca. whereas the environmental standards applicable to maritime transport, requiring adjustments and investments by operators in that sector, have repercussions on the entire import/export sector, more generally, on all European companies and, ultimately, on all European consumers;
Amendment 34 #
Draft opinion Recital C a (new) Ca. whereas the Commission is urged to draw up a plan to improve the standards set by the conference of European Transport Ministers on waterways in the Rhine-Danube Basin and to remedy the substantial disparities between east and west regarding the quality of infrastructures;
Amendment 35 #
Draft opinion Recital C a (new) Ca. whereas the cost of goods transport is passed on directly to consumers, calls on the Commission to conduct an impact assessment taking account of all economic and social conditions;
Amendment 36 #
Draft opinion Recital C b (new) Ca. whereas the Commission is called on to present an action plan for the creation of a network of multimodal transport corridors, linking up industries in outlying and island areas with modern transshipment facilities, efficient and sustainable port infrastructures, automated systems and advanced technologies governed by harmonised legislative framework provisions, especially on the Rhine-Main-Danube route;
Amendment 37 #
Draft opinion Recital C b (new) Cb. whereas the application of environmental restrictions to maritime transport would better reflect the cost of distance and encourage the emergence of short circuit arrangements in Europe;
Amendment 38 #
Draft opinion Recital C b (new) Cb. whereas, since the average lifespan of a ship is 30 years, maritime transport decisions taken today will determine 2050 emission levels;
Amendment 39 #
Draft opinion Recital C b (new) C b. whereas 40 % of the world fleet by gross tonnage is EU controlled2a; _________________ 2aOxford Economics (2020): The Economic Value of the EU Shipping Industry
Amendment 4 #
Draft opinion Recital A A. whereas oceans and the preservation thereof are essential for humankind as climate regulators, hosts of biodiversity, and source of food security; whereas global warming is now irreversible, urgently necessitating a change in our production, consumption and trade patterns;
Amendment 40 #
Draft opinion Recital C c (new) Cc. whereas it is essential for the maritime transport sector to strike a balance between economic objectives, environmental concerns and employment issues; whereas restrictive measures must therefore be phased in over time and accompanied by incentives;
Amendment 41 #
Draft opinion Recital C c (new) Ca. whereas the Council is called on to give a negotiating mandate to European Commission to initiate and launch the process of harmonising navigation rules on the Rhine-Main-Danube Canal, together with the Central Commission for Navigation on the Rhine (CCNR) and the Danube Commission (DC);
Amendment 42 #
Draft opinion Recital C c (new) Cc. whereas a 10% to 20% reduction in vessel speeds means a 13% to 24% reduction in CO2, nitrogen oxide and sulphur oxide emissions;
Amendment 43 #
Draft opinion Recital C c (new) C c. whereas the direct economic impact accounts for 685,000 sea- and land-based jobs in the EU2c; _________________ 2cOxford Economics (2020): The Economic Value of the EU Shipping Industry
Amendment 44 #
Draft opinion Recital C d (new) Amendment 45 #
Draft opinion Recital C d (new) C d. whereas the EU maritime sector contributes to € 54 billion to the EU GDP 2b; _________________ 2bOxford Economics (2020): The Economic Value of the EU Shipping Industry
Amendment 46 #
Draft opinion Recital C e (new) Ce. whereas the cruise sector is expanding; whereas the environmental damage caused by stopovers outweighs the economic benefits thereof; whereas, while under way, cruise vessels are responsible for many forms of pollution (noise, visual pollution, solid waste, effluent);
Amendment 47 #
Draft opinion Recital C e (new) C e. whereas for every €1 million of GDP the maritime sector creates, another € 1.6 million is created elsewhere in the EU economy 2d; _________________ 2dOxford Economics (2020): The Economic Value of the EU Shipping Industry
Amendment 48 #
Draft opinion Recital C f (new) C f. whereas the total economic impact contributes €149 billion to EU GDP and supports more than 2 million jobs 2e; _________________ 2eOxford Economics (2020): The Economic Value of the EU Shipping Industry
Amendment 49 #
Draft opinion Paragraph 1 1. Emphasises that all sectors, including maritime transport, have to fully contribute to achieving climate neutrality in the EU by 2050 at the latest;
Amendment 5 #
Aa. whereas the maritime domain of the outermost regions (OR) makes up a very substantial part of the European Union's Exclusive Economic Zone (EEZ)1a; whereas the EEZs of the ORs provide long-distance European transit routes for international maritime transport;
Amendment 50 #
Draft opinion Paragraph 1 1. Emphasises that all sectors, including maritime transport, have to fully contribute to achieving
Amendment 51 #
Draft opinion Paragraph 1 1.
Amendment 52 #
Draft opinion Paragraph 1 1.
Amendment 53 #
Draft opinion Paragraph 1 1. Emphasises that all sectors, including maritime transport, have to fully contribute to achieving climate neutrality in the EU by 2050 at the latest; stresses the importance of urgently including the sector in the EU ETS, and establishing mandatory targets to reduce CO2 emissions;
Amendment 54 #
Draft opinion Paragraph 1 1. Emphasises that all sectors, including maritime transport, have to fully contribute to achieving climate neutrality in the EU by 2050 at the latest; stresses the importance of urgently including the sector in the EU ETS; ; stresses the importance for the EU to adopt appropriate and effective measures to decarbonise maritime transport as soon as possible, following a thorough impact assessment of all options including whether solutions could be more effectively delivered via the IMO; revenues from any market-based measure should be used for research and development in new technologies such as sustainable fuels and port infrastructure to enable the decarbonisation of the maritime sector in the EU;
Amendment 55 #
Draft opinion Paragraph 1 a (new) 1 a. Underlines that including the maritime sector under the EU ETS at this time risks the following possible negative effects: a distortion of shipping competitiveness at the global level, obstructing negotiations within the IMO on the implementation of the 2018 strategy on reduction of greenhouse gas emissions from ships, and increased political tensions between the EU and third countries;
Amendment 56 #
Draft opinion Paragraph 1 a (new) 1a. Calls on the European and national institutions not to limit their approach to air pollution and transport issues alone when considering the environmental implications of maritime transport, but to take a broader view in order ensure that future regulatory efforts encompass the entire gamut;
Amendment 57 #
Draft opinion Paragraph 1 a (new) 1 a. welcomes that the new Fourth IMO GHG Study now differentiates between emissions from global voyages, intra-EU voyages and voyages between two ports in a member state and; urges in this regard the Commission to secure its future legal initiatives are compatible with the nature of both international and domestic voyages;
Amendment 58 #
Draft opinion Paragraph 1 b (new) 1 b. Proposes the Commission to set up a long-term target together alongside a future market-based mechanism that secures that companies reduce their annual CO2 emissions per transport work by at least 50% by 2030 at fleet basis compared to 2008; calls the Commission to indicate how to achieve the 50% reduction by 2030 and suggest appropriate measures in order to reach the target as soon as possible while taking into account the future outcomes of short- term measures in the IMO;
Amendment 59 #
Draft opinion Paragraph 1 c (new) 1 c. Stresses the importance of recognising emission reductions and energy efficiency efforts already undertaken by the ‘decarbonising first movers’ companies; underlines the utmost importance that future reduction targets and or other climate-mitigating measures take into account the efforts and investments already carried out by these first movers; reminds in this context the Commission to make use of the same baseline year as used in the IMO (i.e. 2008) if proposing measures related to carbon reductions for European shipping companies at fleet level;
Amendment 6 #
Draft opinion Recital A a (new) A a. whereas the European maritime sector should also contribute to tackling biodiversity loss and environmental degradation, and contribute to the objectives of the new 2030 Biodiversity strategy;
Amendment 60 #
Draft opinion Paragraph 1 d (new) 1 d. Welcomes the 72nd meeting of the MEPC at the IMO in 2015 and its adopted resolution codifying an initial greenhouse gas (GHG) strategy for international shipping which calls for a 40% reduction in carbon intensity by 2030 and pursuing efforts towards a 70% reduction by 2050, both compared to 2008 levels and furthermore calls for a peak in GHG emissions from international maritime transport as soon as possible followed by a reduction by at least 50% by 2050 compared to 2008 levels; reminds the Commission that agreements at global level are possible and should be the preferable option when regulating the European maritime sector due to its global nature; calls, however, the Commission to push for higher ambitions at global level and reminds, in this regard, the Union's target on climate neutrality as stated by the Commission in its 'European Green Deal';
Amendment 61 #
Draft opinion Paragraph 1 e (new) 1 e. Calls the Commission to update, by 31 December 2020, the impact assessment carried out in 2013 and accompanying the Commission proposal for Regulation (EU) No 525/2013 of the European Parliament and of the Council and propose a revision of Directive 2003/87/EC to include the issue and allocation of allowances in respect of greenhouse gas emissions taking place as from 1 January 2023 from ships arriving at, within, or departing from ports under the jurisdiction of an EU Member State; asks the Commission to make use of the best available data and to conduct an assessment of the impact of different options, including the impact on emissions as well as the economic impact and stresses the need to use a flag-neutral approach in order to ensure the best possible environmental integrity and safeguard the competitiveness of European ship owners and operators; calls the Commission to secure that at least 50% of the revenues generated from the auctioning of allowances shall be used through for a maritime decarbonisation fund with the purpose to improve the energy efficiency of ships and support investment in innovative technologies and infrastructure to decarbonise the maritime transport sector, including in short sea shipping and ports, and the deployment of sustainable alternative fuels;
Amendment 62 #
Draft opinion Paragraph 2 2. Advocates the implementation of all available operational and technical measures to improve energy efficiency and reduce emissions in the short term, in particular slow steaming and wind propulsion, but also digitalisation and logistics optimisation, and greater use of SEEMP and EEDI indexes; recommends the introduction of speed limits for various vessel types; points out that these measures, while necessary in the short term, fall short of what is necessary to meet the 2050 targets; calls for the introduction of maximum GHG emission standards for various vessel types, based on the existing MRV regulation, with vessels exceeding those limits no longer allowed to enter European ports, in a bid to encourage the design and use of cleaner vessels by operators in this sector; calls for these standards to be progressively adjusted with the ultimate objective of allowing only zero-emission vessels into EU ports; calls for ETS proceeds to be channelled into improving port infrastructures, providing facilities for alternative refuelling (with hydrogen, etc.);
Amendment 63 #
Draft opinion Paragraph 2 2. Advocates the implementation of all available operational and technical measures to improve energy efficiency and reduce emissions in the short term, in particular slow steaming and wind propulsion, but also digitalisation and logistics optimisation while constantly applying the energy efficiency first principle; in order to incentivise emissions reduction and increase the transparency of information, the Commission should set up a holistic Union labelling system for the environmental performance of ships, as well as the relevant technical standards, by 1 July 2021;
Amendment 64 #
Draft opinion Paragraph 2 2.
Amendment 65 #
Draft opinion Paragraph 2 2. Advocates the implementation of all available operational and technical measures to improve energy efficiency and reduce emissions in the short term, in particular s
Amendment 66 #
Draft opinion Paragraph 2 2. Advocates the implementation of all available operational and technical measures to improve energy efficiency, energy sobriety, energy storage and reduce emissions in the short term, in particular slow steaming and wind
Amendment 67 #
Draft opinion Paragraph 2 2. Advocates the implementation of all available operational and technical measures to improve energy efficiency and reduce emissions in the short term, in particular slow steaming and wind propulsion, but also digitalisation and logistics optimisation; draws attention to the need for the European Commission to support the Member States in the modernisation of the sector;
Amendment 68 #
Draft opinion Paragraph 2 a (new) 2 a. Underlines that digitalisation such as more advanced navigation systems and automatic identification systems, can be used to carry out technical operations and maintenance, for example to predict the most fuel-efficient way to operate a ship on a specific route, making ships more energy-efficient so they can meet emission control standards, as well as to facilitate the management of environmental risks; also underlines that digitalisation bears a high potential with new technologies for port call optimisation, which contributes to reduce waiting times for vessels in the ports and therefore emissions;
Amendment 69 #
Draft opinion Paragraph 2 a (new) 2 a. Stresses that any legal action related to the improvement of energy efficiency via improved operational and technical measure should be subject to a proper impact assessment and should not duplicate or impede the initiatives and actions already taken at global level in the IMO in order to keep the amount of administrative burden at a minimum;
Amendment 7 #
Draft opinion Recital A a (new) Aa. whereas maritime transport is of strategic importance, as 90% of goods are transported by sea worldwide and 70% of these maritime transport operations take place in European waters;
Amendment 70 #
Draft opinion Paragraph 2 a (new) 2a. Recalls, however, that limiting the speed of freight vessels would have a major impact on the rapidity of international trade, with significant consequences for all European companies that depend on it, and encourages efforts to strike a balance;
Amendment 71 #
Draft opinion Paragraph 2 b (new) 2b. Stresses the need for an impact study to determine to what extent new smart technologies (smart containers, port community systems) could offset vessel speed limits, mitigating the impact thereof on international trade;
Amendment 72 #
Draft opinion Paragraph 2 b (new) 2 b. Encourages the development and deployment of electronic devices to avoid and limit cetacean collisions, such as pingers and digital surveillance aiming to locate cetaceans and sharing the relevant information with ships navigating in the area;
Amendment 73 #
Draft opinion Paragraph 2 c (new) Amendment 74 #
Draft opinion Paragraph 3 3. Stresses that sustainable solutions should be favoured from the outset;
Amendment 75 #
Draft opinion Paragraph 3 3. Stresses that sustainable solutions should be favoured from the outset;
Amendment 76 #
Draft opinion Paragraph 3 3. Stresses that sustainable solutions should be favoured from the outset; points out in this connection that LNG is a non- starter and must be phased out, given that it produces greenhouse gas emissions; calls on the Commission to propose a ban on using open-loop scrubbers to comply with emission limits;
Amendment 77 #
Draft opinion Paragraph 3 3. Stresses that sustainable solutions
Amendment 78 #
Draft opinion Paragraph 3 3. Stresses that sustainable solutions should be favoured from the outset; calls in this regard on the Commission to propose a ban on
Amendment 79 #
Draft opinion Paragraph 3 3. Stresses that sustainable solutions should be favoured from the outset; calls on the Commission to propose a ban on using open-loop scrubbers to comply with emission limits as soon as possible;
Amendment 8 #
Draft opinion Recital B Amendment 80 #
Draft opinion Paragraph 3 3. Stresses that sustainable solutions should be favoured from the outset; calls on the Commission to propose a ban on using open-loop scrubbers to comply with emission limits; emphasises that reducing emissions from maritime transport and their impacts on global warming and air pollution should not be implemented in a way that harms marine biodiversity, and should be accompanied by measures targeted towards the restoration of marine and coastal ecosystems impacted by the shipping industry;
Amendment 81 #
Draft opinion Paragraph 3 a (new) 3 a. Recalls that tools exist to take action against degassing at sea, such as the European CleanSeaNet program, which aims at identifying and monitoring oil pollution and contributing to the identification of polluters; underlines, however, that infractions are still common and that further measures are necessary to reduce this source of pollution; emphasises that regional cooperation, including with third countries, is essential in this area, especially in the Mediterranean Sea; calls therefore on the Commission to reinforce the exchange of information and cooperation regarding sanctions between countries, as well as to encourage the deployment of legal degassing infrastructures in ports;
Amendment 82 #
Draft opinion Paragraph 3 a (new) 3a. Notes that the spread of digitalisation and automation in the shipping industry will bring about a change in individual job specifications and requisite skills; points out that these different skills and areas of knowledge, especially with regard to information technology, will be required of seafarers to ensure ship safety and operational efficiency; notes at the same time, that these less physically demanding skills and requirements will improve opportunities for women seeking a career in the maritime sector;
Amendment 83 #
Draft opinion Paragraph 3 a (new) 3a. Recommends the provision of incentives for shipowners to select closed- loop scrubbers retaining sulphur for subsequent removal at port disposal facilities;
Amendment 84 #
Draft opinion Paragraph 3 b (new) 3b. Stresses that the need for national governments to promote ecological domestic transport by supporting research into zero-carbon technologies; notes that ports should also provide shore-side power supply, charging points and alternative refuelling systems and installations;
Amendment 85 #
Draft opinion Paragraph 4 4. Calls on the Commission to support investment and research in new technologies, alternative zero-emission propulsion technologies and sustainable fuels to find long-term solutions to decarbonise the sector; highlights the potential of electrification and green hydrogen
Amendment 86 #
Draft opinion Paragraph 4 4. Calls on the Commission to support investment and research in new technologies and sustainable fuels to find long-term solutions to decarbonise the sector; highlights the potential of electrification and green hydrogen and ammonia; points out that batteries are not at present a viable solution for medium and long-distance transport; stresses that public funding should no longer be channelled into LNG, biofuels and synthetic fuels but should instead be earmarked for genuinely sustainable solutions; emphasises that alternative fuels must not increase greenhouse gas emissions;
Amendment 87 #
Draft opinion Paragraph 4 4. Calls on the Commission to support
Amendment 88 #
Draft opinion Paragraph 4 4. Calls on the Commission to support cooperation between academia and operators in the public and private sector that are seeking to develop partnerships and leverage investments in new technologies;investment and research in new technologies and sustainable fuels to find long-term solutions to decarbonise the sector; highlights the potential of electrification and green hydrogen;
Amendment 89 #
Draft opinion Paragraph 4 4. Calls on the Commission to support
Amendment 9 #
Draft opinion Recital B B. whereas CO2 emissions from maritime transport are projected to increase by
Amendment 90 #
Draft opinion Paragraph 4 a (new) 4 a. Calls on the Commission to apply a strong cost-effective, goal-based and technology-neutral approach when adopting future proposals related to decarbonisation of the European maritime sector; highlights in this regard the promising initial results by certain technologies such as methanol and ammonia and recommends the Commission to follow the development of promising technologies closely;
Amendment 91 #
Draft opinion Paragraph 4 a (new) 4 a. Calls on the Commission, as part of its European Industrial Recovery Plan, to promote and invest in a European green ship industry on its territory, taking the leadership in developing new eco- designed ships, renovation and modernisation of existing vessels and dismantlement; the EU should focus on modernising and greening its shipbuilding yards, in line with the Green Deal’s objectives;
Amendment 92 #
Draft opinion Paragraph 4 a (new) 4a. Stresses the crucial importance of protecting ports from the impact of climate change and variable conditions; points out in this regard that the implementation of activities and measures to support the transition to greener and more sustainable ports will require additional funding, the development of new capacity, the promotion of new technologies and technology transfer, especially to developing countries;
Amendment 93 #
Draft opinion Paragraph 4 a (new) 4a. Stresses the need to prohibit use of the lowest grade of fuel, 'bunker fuel', on which many vessels currently run, which means that maritime transport is effectively serving as a disposal facility for certain oil companies1a;
Amendment 94 #
Draft opinion Paragraph 4 b (new) 4 b. Calls on the Commission to establish a reliable tool, such as a database, to assess the impacts of ships on the environment during their entire life cycles, from production, use, to dismantlement and recycling; such a database should provide the shipping sector with relevant information on materials, production, energy consumption, maintenance, use, and their impacts regarding greenhouse effect, water consumption, acidification, eutrophication of waters, etc., thereby enabling the industry to move towards eco-designed and green ships while fostering innovation; believes that this tool should also contribute to a circular economy for ships and ports, and to better communication on sustainable initiatives developed by the sector, in line with a European shipping label for products;
Amendment 95 #
Draft opinion Paragraph 4 b (new) 4 b. Calls on the Commission to map the potential best practices regarding decarbonisation of the European maritime sector; urges therefore the Commission to undertake and push for similar initiatives through the IMO in order to secure a level-playing field at international level and retain EU competitiveness;
Amendment 96 #
Draft opinion Paragraph 4 b (new) 4b. Stresses the importance of increasing and supporting all maritime transport decarbonisation options, enabling all those operating in the sector to contribute to the reduction of pollutant emissions with minimal constraints;
Amendment 97 #
Draft opinion Paragraph 4 c (new) 4 c. Calls on the Commission to develop a European shipping label for products, in cooperation with shipowners, other stakeholders and independent experts, in order to inform consumers about the environmental impacts of maritime transport related to products that they purchase; such label would support the environmental and energy transition of the shipping sector by providing a reliable and transparent way of informing customers about voluntary initiatives, and it would encourage consumers to purchase products transported by shipowners that have reduced their environmental impacts, for example regarding greenhouse gases and pollutant emissions, noise pollution, waste and water management;
Amendment 98 #
Draft opinion Paragraph 4 c (new) 4 c. Takes the view that, in order to meet the objectives laid down in the programmes set out in the European Green Deal, the Union must ensure that the Member States have the necessary resources and incentives to invest in sustainable fuels for the maritime sector in the transition towards climate neutrality in 2050;
Amendment 99 #
Draft opinion Paragraph 4 c (new) 4c. Stresses the importance of not giving priority to one particular technology so that all those operating in the sector can find the most suitable solution for their own particular activity;
source: 655.976
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History
(these mark the time of scraping, not the official date of the change)
2020-10-08Show (1) Changes | Timetravel
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2020-02-14Show (1) Changes | Timetravel
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2020-02-04Show (2) Changes | Timetravel
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2020-01-18Show (1) Changes | Timetravel
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2020-01-10Show (1) Changes | Timetravel
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2020-01-07Show (3) Changes
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Preparatory phase in ParliamentNew
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