47 Amendments of Paolo BORCHIA related to 2021/0210(COD)
Amendment 105 #
Proposal for a regulation
Recital 3
Recital 3
(3) In the context of fuel transition to renewable and low carbon fuels and substitute sources of energy, it is essential to ensure the proper functioning of and fair competition in the EU maritime transport market regarding marine fuels, which account for a substantial share of ship operators’ costs. Total cost of ownership of shipping assets shall be a driving variable in the decisions taken by policy makers, while guiding the search for the optimal decarbonisation pathways in the shipping industry. Differences in fuel requirements across Member States of the Union can significantly affect ship operators’ economic performance and negatively impact competition in the market. Due to the international nature of shipping, ship operators may easily bunker in third countries and carry large amounts of fuel. This may lead to carbon leakage and detrimental effects on the competitiveness of the sector if the availability of renewable and low carbon fuels in maritime ports under the jurisdiction of a Member State is not accompanied by a scaled production and due requirements for their use that apply to all ship operators arriving at and departing from ports under the jurisdiction of Member States. This Regulation should lay down measures to ensure that the penetration of renewable low-carbon fuels in the marine fuels market takes place under the conditions of fair competition on the EU maritime transport market, leaving shipping operators the choice of lower abatement cost option. This is essential to guarantee the competitiveness of European shipping industries and the relevance of logistic routes linking European ports with global trade. LNG today plays a role as a transition low- carbon fuel, while laying the ground for the roll out of bioLNG and eLNG in the forthcoming decades. The Commission shall consider the technological advantages of these decarbonized alternatives in terms of abatement cost and infrastructure readiness, particularly with regards to hydrogen and ammonia- based shipping.
Amendment 145 #
Proposal for a regulation
Recital 9
Recital 9
(9) While instruments such as carbon pricing or targets on the carbon intensity of activity promote improvements in energy efficiency, they are not suited to bring about a significant shift towards renewable and low-carbon fuels in the short and medium term. A specific regulatory approach dedicated to the deployment of renewable and low-carbon marine fuels and substitute sources of energy, such as wind or electricity, is therefore necessary is therefore necessary to be implemented in a goal-based, technology neutral and cost effective manner.
Amendment 156 #
Proposal for a regulation
Recital 11
Recital 11
(11) Development and deployment of renewable and low carbon fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This will support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable maritime fuels in the short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, liquefied natural gas and other sustainable maritime fuels produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic maritime fuels should be eligible. In particular, liquefied natural gas and other sustainable maritime fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise maritime transport already in the short term.
Amendment 173 #
Proposal for a regulation
Recital 1
Recital 1
(1) Maritime transport accounts for around 75% of EU external trade and 31% of EU internal trade in terms of volume. At the same time, ship traffic to or from ports in the European Economic Area accounts for some 11% of all EU CO2 emissions from transport and 3-4% of total EU CO2 emissions. 400 million passengers embark or disembark annually in ports of Member States, including around 14 million on cruise ships. Maritime transport is therefore an essential component of Europe’s transport system and plays a critical role for the European economy, especially in the post-pandemic scenario. The maritime transport market is subject to strong and sometimes unfair competition between economic actors in the Union and beyond for which a level playing field is indispensable. The stability and prosperity of the maritime transport market and its economic actors rely on a clear, predictable, stable and harmonised policy framework where maritime transport operators, ports and other actors in the sector can operate on the basis of equal opportunities. Where market distortions occur, they risk putting ship operators, or ports at a disadvantage compared to competitors within the maritime transport sector or in other transport sectors. In turn, this can result in a loss of competitiveness of the maritime transport industry, and a loss of connectivity for citizenustomers and businesses. Maritime transport remains a key asset to connect islands and peripheral areas of the continent.
Amendment 177 #
Proposal for a regulation
Recital 2
Recital 2
(2) To enhance the Union’s climate commitment under the Paris Agreement and set out the steps to be taken to achieve climate neutrality by 2050, and to translate the political commitment into a legal obligation, the Commission adopted the (amended) proposal for a Regulation of the European Parliament and of the Council on establishing the framework for achieving climate neutrality and amending Regulation (EU) 2018/1999 (European Climate Law)19 as well as the Communication ‘Stepping up Europe’s 2030 climate ambition’20 . This also integrates the target of reducing greenhouse gas (GHG) emissions by at least 55% compared to 1990 levels by 2030. Accordingly, various complementary policy instruments are needed to motivate the use and production of sustainably produced renewable and low-carbon fuels, included in the maritime transport sector. The necessary technology development and deployment has to happen by 2030in due time to prepare for much more rapid change thereafter. _________________ 19 COM(2020) 563 final 20 COM(2020) 562 final
Amendment 183 #
Proposal for a regulation
Recital 3
Recital 3
(3) In the context of fuel transition to renewable and low carbon fuels and substitute sources of energy, it is essential to ensure the proper functioning of and fair competition in the EU maritime transport market regarding marine fuels, which account for a substantial share of ship operators’ costs. Differences in fuel requirements across Member States of the Union can significantly affect ship operators’ economic performance and negatively impact competition in the market. Due to the international nature of shipping, ship operators may easily bunker in third countries and carry large amounts of fuel. This may lead to carbon leakage and detrimental effects on the competitiveness of the sector if the availability of renewable and low carbon fuels in maritime ports under the jurisdiction of a Member State is not accompanied by requirements for their use that apply to all ship operators arriving at and departing from ports under the jurisdiction of Member States. This Regulation should lay down measures to ensure that the penetration and development of renewable low-carbon fuels in the marine fuels market takes place under the conditions of fair competition on the EU maritime transport market.
Amendment 191 #
Proposal for a regulation
Recital 5
Recital 5
(5) The rules laid down in this Regulation should apply in a non- discriminatory manner to all ships regardless of their flag. For reasons of coherence with Union and international rules in the area of maritime transport, this Regulation should not apply to warshipmilitary and police units, naval auxiliaries, fish- catching or fish- processing ships, or government ships used for non-commercial purposes.
Amendment 194 #
Proposal for a regulation
Recital 21
Recital 21
(21) The use of on-shore power supply (OPS) abates air pollution produced by ships as well as reduces the amount of GHG emissions generated by maritime transport. OPS represents an increasingly clean power supply available to ships at berth, in view of the growing renewables share in the EU electricity mix. While only the provision on OPS connection points is covered by Directive 2014/94/EU (Alternative Fuels Infrastructure Directive – AFID), the demand for and, as a result, the deployment of this technology has remained limited. Therefore specific rules should be established to mandate the use of OPS by the most polluting ships, preserving the compliance between this regulation and XXX [AFIR] Regulation.
Amendment 195 #
Proposal for a regulation
Recital 8
Recital 8
(8) The development and deployment of new fuels and energy solutions requires a coordinated and pragmatic approach to match supply, demand and the provision of appropriate distribution infrastructure. Appropriate incentives and economies of scale on the supply side will facilitate further developments of these new fuels. 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. _________________ 22Directive (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).
Amendment 197 #
Proposal for a regulation
Recital 9
Recital 9
(9) While instruments such as carbon pricing or targets on the carbon intensity of activity promote improvements in energy efficiency, they are not suited to bring about a significant shift towards renewable and low-carbon fuels in the short and medium term. A specific regulatory approach dedicated to the deployment of renewable and low-carbon marine fuels and substitute sources of energy, such as wind or electricity, is therefore necessary, even if some of these technologies should be further researched.
Amendment 198 #
Proposal for a regulation
Recital 22
Recital 22
(22) In addition to OPS, other technologies might be capable of offering equivalent environmental benefits in ports. When on a well to wake approach the use of an alternative technology is demonstrated to be equivalent to the use of OPS, a ship should be exempted from its use of OPS.
Amendment 201 #
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9 a) Whilst there may then be a tendency to favour these new, potentially better or more promising solutions, the investments made in the former technologies, fuels or other solutions still need to be honoured and protected in that the investments made in these “former” technologies, fuels or solutions need to be returned. For these reasons, there is need for the waterborne sector in Europe to be granted the necessary legal certainty that is a prerequisite to achieve the EU Green Deal targets.
Amendment 204 #
Proposal for a regulation
Recital 10
Recital 10
(10) Policy interventionConsidering that in the short term many zero-emissions technologies will not be immediately available and affordable, it is crucial to promote initiatives to stimulate demand of renewable and low- carbon maritime fuels should be goal-based and respect the principle of technological neutrality. Accordingly, limits should be set on the greenhouse gas intensity of the energy used on-board by ships without prescribing the use of any particular fuel or technology.
Amendment 205 #
Proposal for a regulation
Recital 11
Recital 11
(11) Development and deployment of renewable and low carbon fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted, also establishing a clear and predictable legal framework for producers, suppliers and operators. This will support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable maritime fuels in the short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, LNG and other sustainable maritime fuels produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic maritime fuels should be eligible. In particular, LNG and other sustainable maritime fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise martime transport already in the short term.
Amendment 212 #
Proposal for a regulation
Recital 13
Recital 13
(13) However, this approach must be stricter in the maritime sector. The maritime sector has currently insignificant levels of demand for food and feed crops- based biofuels, bioliquids and biomass fuels, since over 99% of currently used marine fuels are of fossil origin. Therefore, the non-eligibility of food and feed crop- based fuels under this Regulation also minimises any risk to slow down the decarbonisation of the transport sector, which could otherwise result from a shift of crop-based biofuels from the road to the maritime sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector and the maritime transport currently uses predominanetly fuels of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels, bioliquids and biomass fuels by promoting their use under this Regulation. Accordingly, the additional greenhouse gas emissions and loss of biodiversity caused by all types of feed and food crop- based fuels require that these fuels be considered to have the same emission factors as the least favourable pathway.
Amendment 215 #
Proposal for a regulation
Recital 14
Recital 14
(14) The long lead times and the high costs associated to the development and deployment of new fuels and energy solutions for maritime transport require rapid action and the establishment of a clear and predictable long-term regulatory framework facilitating planning and investment from all the stakeholders concerned. A clear and stable long-term regulatory framework will facilitate, agreed with the stakeholders, will be crucial for the development and deployment of new fuels and energy solutions for maritime transport, and encourage investment from stakeholders. Such framework should define limits for the greenhouse gas intensity of the energy used on-board by ships until 2050. Those limits should become more ambitious over time to reflect the expected technology development and increased production of marine renewable and low carbon fuels.
Amendment 217 #
Proposal for a regulation
Recital 14 a (new)
Recital 14 a (new)
(14 a) To encourage the entire waterborne sector to invest significantly in the transformation of waterborne transport into a zero-emission mode of transport, investments need to be underpinned by a legal framework that offers legal certainty to the entire sector, including to the European Maritime Technology Sector.
Amendment 218 #
Proposal for a regulation
Recital 14 b (new)
Recital 14 b (new)
(14 b) Due to the longevity of maritime technology, maritime stakeholders, including shipyards and maritime equipment manufacturers, deserve protection in terms of legal certainty, in particular first movers investing in innovative technologies and/or in new fuels. The rationale therefor is that the transition towards zero-emission waterborne transport and towards a zero- emission maritime (technology) sector will face rapidly changing state-of-the-art technologies, alternative fuels or other zero-emission solutions offering new superior pathways compared to recent solutions.
Amendment 230 #
Proposal for a regulation
Recital 19
Recital 19
(19) The future use of renewable energy sources and alternative propulsion, such as wind and solar energy, could be a possible solution to greatly reduces the greenhouse gas intensity of the overall ship energy use. The difficulty to accurately measure and quantify these energy sources (intermittence of the energy use, direct transfer as propulsion, etc.) should not impede their recognition in the overall ship energy use through means of approximations of their contribution to the ship’s energy balance.
Amendment 232 #
Proposal for a regulation
Recital 20
Recital 20
(20) Air pollution produced by ships (sulphur oxides, nitrogen oxides and particulate matter) at berth is a significant concern for coastal areas and port cities. Therefore, specific and stringent obligations should be imposdeveloped to reduce emissions at berth from ships that draw power from their engines during their stay in port. According to the data collected within the framework of Regulation (EU) 2015/757 in 2018, passenger ships and containerships are the ship categories producing the highest amount of emissions per ship at berth. Accordingly, emissions from these categories of ships should be addressed as a priority, providing, at the same time, enough and specific infrastructures.
Amendment 234 #
Proposal for a regulation
Recital 21
Recital 21
(21) The use of on-shore power supply (OPS) abates air pollution produced by ships as well as reduces the amount of GHG emissions generated by maritime transport. OPS represents an increasingly clean power supply available to ships at berth, in view of the growing renewables share in the EU electricity mix. While only the provision on OPS connection points is covered by Directive 2014/94/EU (Alternative Fuels Infrastructure Directive – AFID), the demand for and, as a result, the deployment of this technology has remained limited. Therefore specific rules and incentives should be established to mandatedevelop the use of OPS by the most polluting ships.
Amendment 250 #
Proposal for a regulation
Recital 27
Recital 27
(27) Certification of fuels is essential to achieve the objectives of this Regulation and guarantee the environmental integrity of the renewable and low-carbon fuels that are expected to be deployed in the maritime sector. Such certification should be undertaken by means of a transparent, standardised and non-discriminatory procedure. With a view to facilitating certification and limiting the administrative burden, the certification of biofuels, biogas, renewable fuels of non-biological origin and recycled carbon fuel should rely on the rules established by Directive (EU) 2018/2001. This approach of certification should also apply to fuels bunkered outside the Union, which should be considered as imported fuels, in a similar way as Directive (EU) 2018/2001. When companies intend to depart from the default values provided for by that Directive or this new framework, this should only be done when values can be certified by one of the voluntary schemes recognised under Directive (EU) 2018/2001 (for well-to-tank values) or by means of laboratory testing or direct emissions measurements (tank-to-wake).
Amendment 251 #
Proposal for a regulation
Recital 31
Recital 31
(31) Compliance with this Regulation would depend on elements that could be beyond control of the company, such as issues related to fuel availability or fuel quality. Therefore, companies should be allowed the flexibility of rolling-over a compliance surplus from one year to another or borrowing an advance compliance surplus, within certain limits, from the following year. The use of OPS (or other low-emission technologies) at berth, being of high importance for local air quality in port cities and coastal areas should not be eligible for similar flexibility provisions.
Amendment 254 #
Proposal for a regulation
Recital 37
Recital 37
(37) The revenues generated from the payment of penalties should be usedentirely reinvested in the shipbuilding sector, to promote the distribution and use of renewable and low-carbon fuels in the maritime sector and help maritime operators to meet their climate and environmental goals. The revenues should also be devoted to the necessary deployment of the distribution, storage and bunkering infrastructure of future sustainable alternative fuels. For this purpose these revenues should be allocated to the the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC.
Amendment 262 #
Proposal for a regulation
Recital 42
Recital 42
(42) Given the international dimension of the maritime sector, a global approach to limiting the greenhouse gas intensity of the energy used by ships is preferable as it could be regarded as more effective due to its broader scope. In this context, and with a view to facilitating the development of international rules within the International Maritime Organisation (IMO), the Commission should share relevant information on the implementation of this Regulation with the IMO and other relevant international bodies and relevant submissions should be made to the IMO. Where an agreement on a global aproach is reached on matters of relevance to this Regulation, the Commission should review the present Regulation with a view to aligning it, where appropriate, with the international rules. This review, on the basis of an active monitoring, should also occur in the event of evidences of carbon leakage.
Amendment 265 #
Proposal for a regulation
Recital 42 a (new)
Recital 42 a (new)
(42 a) Nowadays, the international dimension of the maritime sector is strategic. To achieve the results and the ambitions set in the present Regulation and an effective decrease in CO2 emissions throughout European and global maritime transport, a dedicated EU approach towards non-EU countries is urgently needed. This would serve to safeguard the competitiveness of the principal actors of the market and spread similar practices of the present Regulation also on a global scale. The effectiveness of the present Regulation would be strengthened if the EU were able to play a key role also at the international level.
Amendment 266 #
Proposal for a regulation
Recital 43 a (new)
Recital 43 a (new)
(43 a) Equally important to achieve a zero-emission waterborne (transport) sector is the training of seafarers (operators) as well as of workers across European shipyards and maritime equipment companies. In both cases, the road to a zero-emission waterborne (transport) sector will require the need for upskilling/reskilling to enable these workers to get acquainted with, operate, install, repair and maintain new propulsion systems, zero-emission technologie sand sustainable fuels.
Amendment 273 #
Proposal for a regulation
Article 1 – paragraph 1 – subparagraph 1
Article 1 – paragraph 1 – subparagraph 1
in order to increase consistent use of renewable and low-carbon fuels and substitutalternative sources of energy across the Union, while ensuring the smooth operation of maritime traffic and avoiding distortions in the internal market, also coming from non-EU operators.
Amendment 275 #
Proposal for a regulation
Article 2 – paragraph 1 – point c
Article 2 – paragraph 1 – point c
Amendment 278 #
Proposal for a regulation
Article 2 – paragraph 1 – point c
Article 2 – paragraph 1 – point c
Amendment 287 #
Proposal for a regulation
Article 2 – paragraph 2 a (new)
Article 2 – paragraph 2 a (new)
If a thorough ex-ante impact assessment regarding the risks of cargo diversion establishes that no major negative impacts on EU ports are expected, the Commission shall propose an amendment to this Regulation aiming at applying the Regulation to X percent (X%) of the energy used on voyages departing from or arriving to a port of call under the jurisdiction of a Member State, where the last or the next port of call is under the jurisdiction of a third country.
Amendment 296 #
Proposal for a regulation
Article 3 – paragraph 1 – point e
Article 3 – paragraph 1 – point e
(e) ‘renewable fuels of non-biological origin’ means liquid and gaseous transport renewable fuels of non- biological origin as defined in Article 2, point (36), of Directive (EU) 2018/2001;
Amendment 336 #
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
1. From 1 January 2030, a ship at berth in a port of call under the jurisdiction of a Member State shall connect to on- shore power supply and use it for all energy needs while at berth, if these technologies are available and mature.
Amendment 363 #
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1
Article 4 – paragraph 2 – subparagraph 1
[Asterix: The reference value, which calculation will be carried out at a later stage of the legislative procedure, corresponds to the fleet average greenhouse gas intensity of the energy used on-board by ships in 202019 determined on the basis data monitored and reported in the framework of Regulation (EU) 2015/757 and using the methodology and default values laid down in Annex I to that Regulation.] The phase-in timescale, as laid down in Paragraph 2, shall take into account the availability of alternative solutions to the use of current fuels and be revised, if necessary, on the basis of the report that the Commission shall present on the evolution of technologies and market for renewable and low fuels in maritime transport, pursuant to Article 28 of the present Regulation].
Amendment 372 #
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) biofuels and biogas that do not comply with point (a) or that are produced from food and feed crops shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuelnot exceed the limitations set in Article 26 of Directive (EU) 2018/2001 for the entire transport sector;
Amendment 392 #
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
1. From 1 January 2030, a ship at berth in a port of call under the jurisdiction of a Member Statemoored at the quayside in a port of call that falls within the scope of Article 9 of XXX [AFIR] Regulation, shall connect to on-shore power supply and use it for all energy needs while at berth, except for boilers and other thermal devices which can't be powered through OPS.
Amendment 414 #
Proposal for a regulation
Article 28 – paragraph 1 – introductory part
Article 28 – paragraph 1 – introductory part
1. The Commission shall report to the European Parliament and the Council, by 1 January 2030, or at any time in the event of evidences of carbon leakage, the results of an evaluation on the functioning of this Regulation and the evolution of the technologies and market for renewable and low-carbon fuels in maritime transport and its impact on the maritime sector in the Union. The Commission shall consider possible amendments to:
Amendment 423 #
Proposal for a regulation
Article 28 a (new)
Article 28 a (new)
Article 28 a Periodic evaluation Every year over a period of five years as from the entry into force of the Fuel EU Maritime Regulation, the EU Commission shall evaluate the impact of Fuel EU Maritime on EU ports exposed to competition from non-EU ports. A list of those ports shall be established, their emissions monitored and the evolution of the volumes tracked to determine whether variations are due to market conditions or can be attributed to carbon leakage.
Amendment 430 #
Proposal for a regulation
Article 5 – paragraph 3 – point d
Article 5 – paragraph 3 – point d
(d) that are unable to connect to on- shore power supply due to unavailable connection points at the visited berth in a port;
Amendment 453 #
Proposal for a regulation
Article 5 – paragraph 6 a (new)
Article 5 – paragraph 6 a (new)
6a. According to Article 28, the European Commission should present a report on the availability of infrastructures for on shore power supply in the European ports' system by 2030. In case the infrastructure is not completely built up and functioning in a given port, the exceptions listed under paragraph 3 should remain into force until its completion.
Amendment 490 #
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) biofuels and biogas that do not comply with point (a) or that are produced from food and feed crops of high indirect land-use change-risk shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel;
Amendment 499 #
Proposal for a regulation
Article 9 – paragraph 3 a (new)
Article 9 – paragraph 3 a (new)
Amendment 501 #
Proposal for a regulation
Article 9 a (new)
Article 9 a (new)
Amendment 580 #
Proposal for a regulation
Article 21 – paragraph 1
Article 21 – paragraph 1
1. The penalties referred to in Article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. Projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector, facilitate the construction of appropriate bunkering facilities or electric connection ports in ports, and support the development, testing and deployment of the most innovative European technologies in the fleet, as well as stimulating fleet renewal across the European Union maritime technology industry, to achieve significant emission reductions.
Amendment 656 #
Proposal for a regulation
Annex I – paragraph 4 – subparagraph 1
Annex I – paragraph 4 – subparagraph 1
Amendment 669 #
Proposal for a regulation
Annex II – paragraph 11
Annex II – paragraph 11
Column 7 contains the emission factor Cf for methane in [gCH4/gfuel]. Default values as contained in the table shall be used. Values certified by mean of testing can be used in place of the default values. For LNG fuels (i.e. LNG, bio-LNG and e- LNG) Cf for methane are set to zero.
Amendment 671 #
Proposal for a regulation
Annex II – paragraph 13
Annex II – paragraph 13
Column 9 identifies the part of fuel lost as fugitive emissions (Cslip) measure as % of mass of fuel used by the specific energy converter. Default values as contained in the table shall be used. Values certified by mean of testing can be used in place of the default values. For fuels such as LNG for which the fugitive emissions (slip) exists, the amount of fugitive emissions as presented in Table 1 is expressed in % of the mass of fuel used (Column 9). The values contained in Column 9 shall be used, in accordance with equation (1). The values of Cslip in Table (1) are calculated at 50% of the engine load. Default values as contained in the table shall be used. Values certified by mean of testing can be used in place of the default values.