263 Amendments of Henna VIRKKUNEN related to 2021/0223(COD)
Amendment 75 #
Proposal for a regulation
Recital 3
Recital 3
(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of zero-emission vehicles and alternative fuels and thereby create demand for recharging and refuelling infrastructure. __________________ 46Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13). 47Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).
Amendment 83 #
Proposal for a regulation
Recital 5
Recital 5
(5) Therefore aAll modes of transport should be addressed in one instrument which should take into account athe variety of alternative fuels, the development of their market share and particularly their affordability. The use of zero-emission powertrain technologies and climate-neutral alternative fuels is at different stages of maturity in the different modes of transport and in the different Member States and regions. In particular, in the road sector, a rapid uptake of battery-electric and plug-in hybrid personal and light-duty commercial vehicles is taking place. Hydrogen fuel-cell road vehicles are available to markets, as well, however at high prices for vehicles and fuels. In addition, smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors, as well as heavy-duty road transport, continue to be dependent on liquid and gaseous fuels, as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later, with full commercialisation taking its time. The use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union, requiring increasing blending with or replacement by renewable fuels such as bio-methane, advanced biofuelsgaseous or liquid bio-methane, biomass fuels, biofuels, advanced biofuels, recycled carbon fuels, renewable fuels of non-biological origin or renewable and low- carbon synthetic gaseous and liquid fuels.
Amendment 86 #
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5a) Therefore, the general principle of technological neutrality should be maintained and market competition between the different alternative technologies should be promoted and protected at Union and national levels, thus providing for the best technological solutions and affordable prices. Targets and milestones should be set at Union and national levels, depending on the market development of different technologies, while the net-zero ambition should always be the guiding principle.
Amendment 88 #
Proposal for a regulation
Recital 6
Recital 6
(6) SuchBiofuels, advanced biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. They can be technically used with the current vehicle technology with minor or no adaptations. Renewable and bio-LNG can be used for heavy-duty transport, both road and maritime, as demonstrated by the fact that already 20%of gas used in road transport is bio-methane. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.
Amendment 94 #
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 a tendency which should be promoted, duly monitored and reported. Fleet conversion, based on relevant, affordable and viable new technologies, should take place gradually due to the long lifetime of the ships. Contrary to maritime transport, fFor inland waterways, with normally smaller vessels and shorter distances, low- and zero-emission powertrain technologies, such as hydrogen and, electricity, sh and other alternative fuels, could enter the markets more quickly. LNG is, LPG and their renewable derivatives are, however, expected to no longer play a significant role in that sectorand the competitive development of the market in this sector is still ongoing. 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 99 #
Proposal for a regulation
Recital 8
Recital 8
(8) In the heavy-duty road transport sector, LNG trucks are fully mature and can run on a high blend of bio-LNG. 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 sufficientsome infrastructure network exists across the Union are expected to gradually be replaced by zero emission drivetrains and therefore only a limitedclimate-neutral alternative fuels, despite this not being an existing market tendency yet. Therefore a targeted policy for LNG infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. As the market for decarbonised heavy-duty vehicles is still developing, a variety of alternative technologies should be incentivised, including via infrastructure planning and adaptation, while taking into account market shares and traffic data.
Amendment 107 #
Proposal for a regulation
Recital 9
Recital 9
(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. A special attention and higher fleet based targets for centres of relatively higher population density and higher electric vehicles market-share is also needed. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.
Amendment 114 #
Proposal for a regulation
Recital 10
Recital 10
(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles, as well as population and market shares of electric vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.
Amendment 116 #
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
Amendment 123 #
Proposal for a regulation
Recital 13
Recital 13
(13) Electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. Public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the Union. A combined approach of distance-based targets along the TEN-T network, targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the Union to support the expected market uptakeproactively support the market share development of battery electric heavy-duty vehicles.
Amendment 125 #
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13a) Therefore, an initial public investment in infrastructure for electric heavy-duty vehicle is needed, whereas any further infrastructure development beyond the Alternative Fuels Infrastructure Regulation should be conditional to their Union-wide, national and regional market share development and relevant traffic data.
Amendment 128 #
Proposal for a regulation
Recital 14
Recital 14
(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector.
Amendment 134 #
Proposal for a regulation
Recital 17
Recital 17
(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clientsif the access is unlimited and unconditional. Recharging or refuelling points for car- sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. Recharging or refuelling points located on private properties, access to which is restricted to a limited, determinate circle of persons, such as parking lots in office buildings to which only employees or authorised persons have access, should not be considered as publicly accessible recharging or refuelling points.
Amendment 141 #
Proposal for a regulation
Recital 3
Recital 3
(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of zero-emission vehicles and alternative fuels and thereby create demand for recharging and refuelling infrastructure. _________________ 46 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13). 47 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).
Amendment 150 #
Proposal for a regulation
Recital 5
Recital 5
(5) Therefore aAll modes of transport should be addressed in one instrument which should take into account athe variety of alternative fuels, the development of their market share and particularly their affordability. The use of zero-emission powertrain technologies and climate-neutral alternative fuels is at different stages of maturity in the different modes of transport and in the different Member States and regions. In particular, in the road sector, a rapid uptake of battery-electric and plug-in hybrid personal and light-duty commercial vehicles is taking place. Hydrogen fuel-cell road vehicles are available to markets, as well, however at high prices for vehicles and fuels. In addition, smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors, as well as heavy-duty road transport, continue to be dependent on liquid and gaseous fuels, as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later, with full commercialisation taking its time. The use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union, requiring increasing blending with or replacement by renewable fuels such as bio-methane, advanced biofuelsgaseous or liquid bio-methane, biomass fuels, biofuels, advanced biofuels, recycled carbonfuels, renewable fuels of non-biological origin or renewable and low- carbon synthetic gaseous and liquid fuels.
Amendment 152 #
Proposal for a regulation
Recital 5
Recital 5
(5) Therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. The use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. In particular, in the road sector, a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. Hydrogen fuel-cell road vehicles are available to markets, as well, albeit to a lesser degree. In addition, smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels, as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later, with full commercialisation taking its time. The use of fossil gaseous or liquid fuels isUnion should increase its efforts to phaseout fossil gaseous or liquid fuels and promote renewable alternatives, and the use of fossil fuels should only be possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union, requiring increasing blending with or replacement by renewable fuels such as bio-methane, advanced biofuels or renewable and low- carbon synthetic gaseous and liquid fuels. The potential of biogas as a renewable source should be taken into account and included in the definition of gas in the regulation.
Amendment 156 #
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5 a) Therefore, the general principle of technological neutrality should be maintained and market competition between the different alternative technologies should be promoted and protected at Union and national levels, thus providing for the best technological solutions and affordable prices. Targets and milestones should be set at Union and national levels, depending on the market development of different technologies, while the net-zero ambition should always be the guiding principle.
Amendment 158 #
Proposal for a regulation
Recital 6
Recital 6
(6) SIn order to maximise the potential of reduction of greenhouse gas emissions, such biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. Theyis is especially important for the reduction of greenhouse gas emissions in the aviation and maritime transport sectors as well as heavy goods vehicles for which electrification will be slower. Those fuels can be technically used with the current vehicle technology with minor adaptations. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind. The potential of biogas as a renewable source should be taken into account and included in the definition of gas in the regulation.
Amendment 159 #
Proposal for a regulation
Recital 6
Recital 6
(6) SuchBiofuels, advanced biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. They can be technically used with the current vehicle technology with minor or no adaptations. Renewable and bio-LNG can be used for heavy-duty transport, both road and maritime, as demonstrated by the fact that already 20% of gas used in road transport is bio-methane. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.
Amendment 162 #
Proposal for a regulation
Recital 29
Recital 29
(29) A number of LNG refuelling points are established in the Union, already providing a backbone for the circulation of LNG driven heavy-duty vehicles. The TEN-T core network should remain the basis for the deployment of LNG infrastructure, and progressively for bio- LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but certain limitedsome important gaps in the network remain across the EU to reach that objective. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should cease to apply. LNG stations are insufficient especially in Eastern Europe and in third countries, situated on international transport corridors, including corridors linking different Member States. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should be adapted to different market scenarios in line with EU and national decarbonisation targets and market shares of alternative fuels.
Amendment 166 #
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, a tendency, which should be promoted, duly monitored and reported. Fleet conversion, based on relevant, affordable and viable new technologies, should take place gradually due to the long lifetime of the ships. Contrary to maritime transport, fFor inland waterways, with normally smaller vessels and shorter distances, low- and zero-emission powertrain technologies, such as hydrogen and, electricity, sh and other alternative fuels, could enter the markets more quickly. LNG is, LPG and their renewable derivatives are, however expected to no longer play a significant role in that sectorand the competitive development of the market in this sector is still ongoing. 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 173 #
Proposal for a regulation
Recital 8
Recital 8
(8) In the heavy-duty road transport sector, LNG trucks are fully mature and can run on a high blend of bio-LNG. 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 sufficientsome infrastructure network exists across the Union are expected to gradually be replaced by zero emission drivetrains and therefore only a limitedclimate-neutral alternative fuels, despite this not being an existing market tendency yet. Therefore a targeted policy for LNG infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. As the market for decarbonised heavy-duty vehicles is still developing, a variety of alternative technologies should be incentivised, including via infrastructure planning and adaptation, while taking into account market shares and traffic data.
Amendment 183 #
Proposal for a regulation
Recital 9
Recital 9
(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. A special attention and higher fleet based targets for centres of relatively higher population density and higher electric vehicles market-share is also needed. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.
Amendment 184 #
Proposal for a regulation
Recital 9
Recital 9
(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will hinder the much-needed sustainable transition of the transport sector and not create the long- term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union. The possibility for flexibility should be taken into account in sparsely populated areas.
Amendment 185 #
Proposal for a regulation
Recital 3
Recital 3
(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of low- and zero-emission vehicles and alternative fuels and thereby create demand for recharging and refuelling infrastructure. _________________ 46Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13). 47Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).
Amendment 188 #
Proposal for a regulation
Recital 4
Recital 4
(4) The initiatives on ReFuelEU aviation48 and FuelEU maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. While the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure, investments are needed for the electricity supply of stationary aircraft. The FuelEU maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in TEN-T ports. However those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met. Moreover the infrastructure for renewable fuels bunkering of ships should gain special attention throughout the ports of Europe to fast track the decarbonisation of ships. The heavy-duty vehicle renewable fuels infrastructure should focus on available renewable fuel technology and increase the level of ambition in the (bio-) LNG infrastructure throughout Europe to allow fast decarbonisation of heavy-duty vehicles, whilst new technology for these vehicles can be further developed. _________________ 48 COM(2021) 561. 49 COM(2021) 562.
Amendment 189 #
Proposal for a regulation
Recital 10
Recital 10
(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles, as well as population and market shares of electric vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.
Amendment 191 #
Proposal for a regulation
Recital 38
Recital 38
(38) The revised national policy frameworks should include detailed market and traffic shares, especially for transit traffic, data monitoring and evaluation on a frequent basis, providing for market projections and supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of small and medium- sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved.
Amendment 192 #
Proposal for a regulation
Recital 5
Recital 5
(5) Therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels, the development of their market share and particularly their affordability. The use of zero-emission powertrain technologies and alternative fuels is at different stages of maturity in the different modes of transport and in different Member States and regions. In particular, in the road sector, a rapid uptake of battery-electric and plug-in hybrid passenger cars and light commercial vehicles is taking place. Hydrogen fuel-cell road vehicles are available to markets, as well. In addition, smaller hydrogen and battery electric vessels and, hydrogen fuel-cell trains and solar-electric vehicles are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors, as well as heavy-duty road transport continue to be dependent on liquid and gaseous fuels, as zero- and low- emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later, with full commercialisation taking its time. The use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union, requiring increasing blending with or replacement by renewable fuels such as bio-methane, advanced biofuelsgaseous or liquid bio-methane, biomass fuels, biofuels, advanced biofuels, recycled carbonfuels, renewable fuels of non- biological origin or renewable and low- carbon synthetic gaseous and liquid fuels.
Amendment 196 #
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5 a) Therefore, the general principle of technological neutrality should be maintained and market competition between the different alternative technologies should be promoted and protected on Union and national levels, thus providing for the best technological solutions and affordable prices. Targets and milestones should be set on Union and national levels, depending on the market development of different technologies, while taking into account the different starting point of Member States.
Amendment 197 #
Proposal for a regulation
Recital 6
Recital 6
(6) Such biofuels, advanced biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. They can be technically used with the current vehicle technology with minor or no adaptations. Renewable and bio-LNG can be used for heavy-duty transport, both road and maritime, as demonstrated by the fact that already 20% of gas used in road transport is bio-methane. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind. The potential of biogas as a renewable source should be taken into account and included in the definition of gas in the regulation.
Amendment 199 #
Proposal for a regulation
Recital 40
Recital 40
(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies, taking into consideration the national market and traffic share data and market projections, the Commission should review this Regulation with a view to setting more mandatory targets for those sectors.
Amendment 199 #
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11 a) The deployment of publicly accessible recharging infrastructure should primarily result from private market investment. However, Member States should support infrastructure deployment through initial public investments, in cases where market conditions require public support, provided it is in full compliance with State aid rules, until a competitive market has been established.
Amendment 203 #
Proposal for a regulation
Recital 8
Recital 8
(8) In the heavy-duty road transport sector, LNG trucks are fully mature and can run on a high blend of bio-LNG. 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. On the other hand, LNG and bio-LNG are readily available and competitive solutions to cut GHG emissions of the heavy-duty sector, and LNG stations network in Europe remains insufficient in relation to the minimum requirements to match the demand and decarbonization needs of the sector towards 2030 and beyond. Furthermore, LPG and CNG vehicles for which already a sufficientsome infrastructure network exists across the Union are expected to gradually be replaced by zero emission drivetrains and therefore only a limitclimate-neutral alternative fuels, despite this is not being a existing market tendency yet. Therefore an extended targeted policy for LNG infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. As the market for decarbonized heavy-duty vehicles is still developing, a variety of alternative technologies should be incentivized, including via infrastructure planning and adaptation, while taking into account market shares and traffic data.
Amendment 205 #
Proposal for a regulation
Recital 41
Recital 41
(41) Member States should make use of a wide range of regulatory and non-market based and regulatory incentives and measures to reach the mandatory targets and implement their national policy frameworks, in close cooperation with private sector actors, who should play a key role in supporting the development of alternative fuels infrastructure.
Amendment 206 #
Proposal for a regulation
Recital 13
Recital 13
(13) Electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. Public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the Union. A combined approach of distance-based targets along the TEN-T network, targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the Union to support the expected market uptakeproactively support the market share development of battery electric heavy-duty vehicles.
Amendment 208 #
Proposal for a regulation
Recital 14
Recital 14
(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector.
Amendment 209 #
Proposal for a regulation
Recital 9
Recital 9
(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T), taking into account the need for flexibility in sparsely populated areas. National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. A special attention and higher fleet based targets for centres of relatively higher population density and higher electric vehicles market-share is also needed. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.
Amendment 215 #
Proposal for a regulation
Recital 17
Recital 17
(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clients. Recharging or refuelling points for car-sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. Recharging or refuelling points located on private properties, access to which is restricted to a limited, determinate circle of persons, such as parking lots in office buildings to which only employees or authorised persons have access, and recharging and refuelling stations dedicated to public transport fleets should not be considered as publicly accessible recharging or refuelling points.
Amendment 217 #
Proposal for a regulation
Recital 17
Recital 17
(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clientsif the access is unlimited and unconditional. Recharging or refuelling points for car- sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. Recharging or refuelling points located on private properties, access to which is restricted to a limited, determinate circle of persons, such as parking lots in office buildings to which only employees or authorised persons have access, should not be considered as publicly accessible recharging or refuelling points.
Amendment 220 #
Proposal for a regulation
Recital 10
Recital 10
(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles., as well as demographical density and market shares of electric vehicles A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.
Amendment 221 #
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 t, taking into account national margkets for infrastructure for alternative fuels for zero-emission vessels and aircraft in waterborne transport and avia and traffic shares data and market projections.
Amendment 223 #
Proposal for a regulation
Recital 11
Recital 11
(11) Implementation in Member States should ensure that a sufficient number of publicly accessible recharging points is installed, in particular at public transport stations, such as port passenger terminals, airports or railway stations. A sufficient number of publicly accessible fast recharging points dedicated to light-duty vehicles should also be deployed to increase consumer convenience in particular across the TEN-T network and in urban areas, to ensure full cross-border connectivity and allow electric vehicles to circulate throughout the Union.
Amendment 228 #
Proposal for a regulation
Recital 14
Recital 14
(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector.
Amendment 231 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – introductory part
Article 2 – paragraph 1 – point 3 – introductory part
(3) ‘alternative fuels’ means fuels or power sources which serve, at least partly, as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute, on a permanent basis or for a transitional phase, to its decarbonisation and enhance the environmental performance of the transport sector, including:
Amendment 233 #
Proposal for a regulation
Recital 23
Recital 23
(23) The establishment and operation of recharging points for electric vehicles should be developed as a competitive market with open access to all parties interested in rolling-out or operating recharging infrastructures. Therefore, Member States should prevent the emergence of dominant operators of charging infrastructure during the infrastructure development phase. Regional and local authorities support this objective by designating areas for competing operators. In view of the limited alternative locations for charging operators on highways, existing highway concessions such as for conventional refuelling stations or rest areas are a particular cause for concern, since they can run over very long periods and sometimes even lack a specified end date altogether. Member States should seek, to the extent possible and in compliance with Directive (EU) 2014/23 of the European Parliament and of the Council53 , to competitively award new concessions specifically for recharging stations on or adjacent to existing highway rest areas in order to limit deployment cost and enable new market entrants. _________________ 53 Directive 2014/23/EU of the European Parliament and of the Council of 26 February 2014 on the award of concession contracts (OJ L 94, 28.3.2014, p. 1)The possibility of setting up recharging points of competing operators at a highway rest area can also be considered.
Amendment 234 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
Article 2 – paragraph 1 – point 3 – point a – introductory part
(a) ‘alternative fuels for low- and zero- emission vehicles’:
Amendment 237 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 2
Article 2 – paragraph 1 – point 3 – point a – indent 2
– hydrogen and hydrogen derived fuels,
Amendment 238 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 3
Article 2 – paragraph 1 – point 3 – point a – indent 3
Amendment 239 #
Proposal for a regulation
Recital 26
Recital 26
(26) Hydrogen-powered motor vehicles have at present very low market penetration rates. However, a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make large-scale hydrogen-powered motor vehicle deployment possible as envisaged in the Commission’s hydrogen strategy for a climate-neutral Europe54 . Currently, hydrogen refuelling points are only deployed in a few Member States and are largely not suitable for heavy-duty vehicles, not allowing for a circulation of hydrogen vehicles across the Union. Mandatory dDeployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the TEN-T core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the Union. _________________ 54 COM(2020) 301 final.
Amendment 241 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 1
Article 2 – paragraph 1 – point 3 – point b – indent 1
– biomass fuels and biofuels as defined in Article 2, points (27) and (33) of Directive (EU) 2018/2001such as bio-hydrogen, bio-ammonia, bio-methane, bio-LNG, bio-CNG, bio-LPG, RCF,
Amendment 241 #
Proposal for a regulation
Recital 27
Recital 27
(27) Hydrogen fuelled vehicles should be able to refuel at or close to the destination, which is usually located in an urban area. To ensure that publicly accessible destination refuelling is possible at least in the main urban areas, all urban nodes as defined in Regulation (EU) No 1315/2013 of the European Parliament and of the Council55 should provide such refuelling stations. Within the urban nodes, public authorities should consider to deploy the stations within multimodal freight centres in case they are not developed market-based, as those are not only the typical destination for heavy-duty vehicles but could also serve hydrogen to other transport modes, such as rail and inland shipping. _________________ 55 Regulation (EU) No 1315/2013 of the European Parliament and of the Council of 11 December 2013 on Union guidelines for the development of the trans-European transport network and repealing Decision No 661/2010/EU (OJ L 348, 20.12.2013, p. 1).
Amendment 242 #
Proposal for a regulation
Recital 28
Recital 28
(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen, that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. _________________ 56 COM(2020) 301 final
Amendment 243 #
Proposal for a regulation
Recital 28
Recital 28
(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen,. To that allow a larger range for heavy-duty vehiclesend, and are the preferred technology choice of some vehicle manufacturers. To that end, a minimumppropriate number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. _________________ 56 COM(2020) 301 final
Amendment 244 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 2
Article 2 – paragraph 1 – point 3 – point b – indent 2
– synthetic and paraffinic fuels, including ammonia,e-hydrogen, e-ammonia, e- methanol, e-methane, e-LNG, rDME, RFNBO produced from renewable energy,
Amendment 245 #
Proposal for a regulation
Recital 29
Recital 29
(29) A number of LNG refuelling points are established in the Union, already providing a backbone for the circulation of LNG driven heavy-duty vehicles. The TEN-T core network should remain the basis for the deployment of LNG infrastructure, and progressively for bio- LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but certain limitedsome important gaps in the network remain across the EU to reach that objective. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should cease to applyLNG stations are insufficient especially in Eastern Europe and in third countries, situated on international transport corridors, including corridors linking different Member States. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should be adapted to different market scenarios in line with EU and national decarbonization targets and with the penetration of alternative fuels.
Amendment 247 #
Proposal for a regulation
Recital 26
Recital 26
(26) Hydrogen-powered motor vehicles have at present very low market penetration rates. However, a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make large-scale hydrogen-powered motor vehicle deployment possible as envisaged in the Commission’s hydrogen strategy for a climate-neutral Europe54 . Currently, hydrogen refuelling points are only deployed in a few Member States and are largely not suitable for heavy-duty vehicles, not allowing for a circulation of hydrogen vehicles across the Union. Mandatory dDeployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the TEN-T core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the Union. _________________ 54 COM(2020) 301 final.
Amendment 249 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c – introductory part
Article 2 – paragraph 1 – point 3 – point c – introductory part
(c) ‘alternative fossil fuels’ for a transitional phaseprogressively blended with renewable fuels :
Amendment 258 #
(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56a the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen,. To that allow a larger range for heavy-duty vehiclesend, and are the preferred technology choice of some vehicle manufacturers. To that end, a minimumppropriate number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. _________________ 56a COM(2020) 301 final
Amendment 259 #
Proposal for a regulation
Recital 28
Recital 28
(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen, that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. _________________ 56 COM(2020) 301 final
Amendment 260 #
Proposal for a regulation
Article 2 – paragraph 1 – point 38
Article 2 – paragraph 1 – point 38
(38) ‘publicly accessible’ alternative fuels infrastructure, means an alternative fuels infrastructure which is located at a site or premise that is open to the general public, irrespective of whetherwith unlimited and unconditional access to the alternative fuels infrastructure, irrespective of whether it is located on public or on private property, whether limitations or conditions apply in terms of access to the site or premise and irrespective of the applicable use conditions of the alternative fuels infrastructure;
Amendment 260 #
Proposal for a regulation
Recital 28 a (new)
Recital 28 a (new)
(28 a) It will be important to support the effective rollout in Member States of the hydrogen refuelling infrastructure that is foreseen. This will require coordination amongst all stakeholders, including by European, national, and regional institutions, trade unions, the industry and the logistics industry. Initiatives, such as the Clean Hydrogen Joint Undertaking, set up by Council Regulation (EU) 2021/2085, should also be used with a view to facilitating and leveraging private funding so that it reaches the relevant targets identified in this Regulation. In addition, Member States must have equal access to funding when implementing alternative fuels infrastructure in areas where it is not available on market terms.
Amendment 263 #
Proposal for a regulation
Recital 29
Recital 29
(29) A number of LNG refuelling points are established in the Union, already providing a backbone for the circulation of LNG driven heavy-duty vehicles. The TEN-T core network should remain the basis for the deployment of LNG infrastructure, and progressively for bio- LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but certain limited should remain the basis for the deployment of LNG infrastructure, and progressively for bio-LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but some important gaps in the network remain across the EU to reach that objective. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should cease to applyLNG stations are insufficient especially in Eastern Europe and in third countries, situated on international transport corridors, including corridors linking different Member States. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should be adapted to different market scenarios in line with EU and national decarbonisation targets and market shares of alternative fuels.
Amendment 264 #
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. Refuelling points for LNG include LNG terminals, tanks, mobile containers, bunker vessels and barges. Additions to the network are still to be made by 2030 in Member States with increased minimum requirements after 2025. An extra effort should be put to increase the share of bio-LNG stations and bunkering facilities across Europe with a higher density.
Amendment 269 #
Proposal for a regulation
Recital 30
Recital 30
(30) Users of alternative fuel vehicles should be able to pay easily and conveniently at all publicly accessible recharging and refuelling points, without the need to enter into a contract with the operator of the recharging or refuelling point or a mobility service provider. Therefore, for recharging or refuelling on an ad hoc basis, all publicly accessible recharging and refuelling points should accept payment instruments that are widely used in the Union, and in particular electronic payments through terminals and devices used for payment serviceselectronic card payment. That ad hoc payment method should always be available to consumers, even when contract-based payments are offered at the recharging or refuelling point.
Amendment 270 #
Proposal for a regulation
Article 2 – paragraph 1 – point 57
Article 2 – paragraph 1 – point 57
(57) ‘ship at berth’ means a ship at bwhich is securely moored or anchored along a quay in a port falling under th as defined in Article 3, point (n) of Regulation (EU) 2015/757e jurisdiction of a Member State while it is loading, unloading or hotelling, including the time spent when not engaged in cargo operations;
Amendment 272 #
Proposal for a regulation
Article 2 – paragraph 1 – point 59
Article 2 – paragraph 1 – point 59
(59) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time, based on information received through electronica standardised communication protocol;
Amendment 273 #
Proposal for a regulation
Recital 40
Recital 40
(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies the Commission should review this Regulation with a view to setting more mandatoryadditional targets for those sectors.
Amendment 274 #
Proposal for a regulation
Recital 41
Recital 41
(41) Member States should make use of a wide range of market based, regulatory and non- regulatory incentives and measures to reach the mandatory targets and implement their national policy frameworks, in close cooperation with private sector actors, who should play a key role in supporting the development of alternative fuels infrastructure.
Amendment 282 #
Proposal for a regulation
Recital 54
Recital 54
(54) The market for alternative fuels and in particular for low and zero emission fuels is still in the early stages of development and technology is evolving fastevolving fast and technology is already there. This market should be further supported through the introduction of a voluntary crediting mechanism to increase the offer of alternative fuels while accelerating the decarbonization of the transport sector. This shwould likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. The Commission should thereforeprepare two years after the entry into force of this Regulation a technology-readiness report, analyzing the market readiness and availability of key zero- and low-emission powertrains and fuel technologies and their dedicated infrastructure. Based on this report, the Commission should 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 low- and zero-emission vessels and aircraft in waterborne transport and aviationtransport. The review should include all alternative fuels and infrastructural demand should be matched with the potential speed of the uptake.
Amendment 282 #
Proposal for a regulation
Recital 32
Recital 32
(32) Shore-side electricity facilities, either fixed or mobile, 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. 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 286 #
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
Amendment 288 #
Proposal for a regulation
Recital 32 b (new)
Recital 32 b (new)
(32 b) The diversity of maritime ports in terms of size, traffic segments served, governance and geographical location has to be taken into account in the deployment of on-shore power supply.
Amendment 289 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 2 a (new)
Article 3 – paragraph 1 – indent 2 a (new)
- areas with high population density and regional uptake in light-duty electric vehicles are given priority in the development of the infrastructure and higher targets.
Amendment 290 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – introductory part
Article 2 – paragraph 1 – point 3 – introductory part
(3) ‘alternative fuels’ means fuels or power sources which serve, at least partly, as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute, on a permanent basis or for transitional phase, to its decarbonisation and enhance the environmental performance of the transport sector, including:
Amendment 291 #
Proposal for a regulation
Recital 32 c (new)
Recital 32 c (new)
(32 c) Given the cost and complexity associated with the roll-out of OPS 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 292 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 2 b (new)
Article 3 – paragraph 1 – indent 2 b (new)
- the grid connection and the grid capacity are provided.
Amendment 292 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
Article 2 – paragraph 1 – point 3 – point a – introductory part
Directive 2014/94/EU
Article 2 – paragraph 1
Article 2 – paragraph 1
(a) ‘alternative fuels forand renewable fuels for low- and zero-emission vehicles’:
Amendment 294 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
Article 2 – paragraph 1 – point 3 – point a – introductory part
(a) ‘alternative fuels for low- and zero- emission vehicles’:
Amendment 295 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 2
Article 2 – paragraph 1 – point 3 – point a – indent 2
– hydrogen and hydrogen derived fuels,
Amendment 296 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 3
Article 2 – paragraph 1 – point 3 – point a – indent 3
Amendment 298 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 1
Article 2 – paragraph 1 – point 3 – point b – indent 1
– biomass fuels, andvanced biofuels as defined in Article 2, points (27) and (33) of Directive (EU) 2018/2001, biogas and biofuels, such as bio-hydrogen, bio-ammonia, bio-methane, bio-LNG, bio- CNG, bio-LPG, RCF,
Amendment 299 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 1
Article 2 – paragraph 1 – point 3 – point b – indent 1
Directive 2014/94/EU
Article 2 – paragraph 1
Article 2 – paragraph 1
– biomass fuels an, biogas and advanced biofuels as defined in Article 2, points (27), (28), (33) and (334) of Directive (EU) 2018/2001,
Amendment 301 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 2
Article 2 – paragraph 1 – point 3 – point b – indent 2
– synthetic and paraffinic fuels, including ammoniae-hydrogen, e-ammonia, e- methanol, e-methane, e-LNG, rDME, RFNBO, produced from renewable energy,
Amendment 302 #
Proposal for a regulation
Recital 32 e (new)
Recital 32 e (new)
(32 e) In case it is impossible to supply sufficient on-shore power due to weak capacity in the local grid connecting to the port, this should not be considered as a failure by the port nor of the ship owner or operator to comply with the requirements of this Regulation, as long as the insufficient local grid capacity is duly attested by the grid manager.
Amendment 303 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c – introductory part
Article 2 – paragraph 1 – point 3 – point c – introductory part
(c) ‘alternative fossil fuels’ for a transitional phaseprogressively blended with renewable fuels:
Amendment 304 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c – introductory part
Article 2 – paragraph 1 – point 3 – point c – introductory part
Directive 2014/94/EU
Article 2 – paragraph 1
Article 2 – paragraph 1
(c) ‘alternative fossil fuels’ for a transitional phase:transitional alternative fuels’
Amendment 307 #
Proposal for a regulation
Article 2 – paragraph 1 – point 18 a (new)
Article 2 – paragraph 1 – point 18 a (new)
(18 a) ‘solar-electric vehicle’ means a motor vehicle equipped with a powertrain containing at least one non-peripheral electric machine as energy converter with an electric rechargeable energy storage system, which can be recharged externally, and equipped with vehicle- integrated photovoltaic (VIPV) panels.
Amendment 309 #
Proposal for a regulation
Article 2 – paragraph 1 – point 38
Article 2 – paragraph 1 – point 38
(38) ‘publicly accessible’ alternative fuels infrastructure, means an alternative fuels infrastructure which is located at a site or premise that is open to the general public, irrespective of whetherwith unlimited and unconditional access to the alternative fuels infrastructure, irrespective of whether it is located on public or on private property, whether limitations or conditions apply in terms of access to the site or premise and irrespective of the applicable use conditions of the alternative fuels infrastructure;
Amendment 317 #
Proposal for a regulation
Article 2 – paragraph 1 – point 57
Article 2 – paragraph 1 – point 57
(57) ‘ship at berth’ means ship at berth as defined in Article 3, point (n) of Regulation (EU) 2015/757means a ship which is securely moored or anchored along a quay in a port falling under the jurisdiction of a Member State while it is loading, unloading or hotelling, including the time spent when not engaged in cargo operations;
Amendment 321 #
Proposal for a regulation
Article 2 – paragraph 1 – point 59
Article 2 – paragraph 1 – point 59
(59) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time, based on information received through electronica standardized communication protocol;
Amendment 326 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 2 a (new)
Article 3 – paragraph 1 – indent 2 a (new)
- areas with high population density and regional uptake in light-duty electric vehicles are taken into account with priority development of the network and higher targets;
Amendment 328 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 2 b (new)
Article 3 – paragraph 1 – indent 2 b (new)
- the grid connection and the grid capacity are provided.
Amendment 344 #
Proposal for a regulation
Recital 37
Recital 37
(37) In accordance with Article 3 of Directive 2014/94/EU, Member States have established national policy frameworks outlining their plans and objectives to ensure that those objectives would be met. Both the assessment of the national policy framework and the evaluation of Directive 2014/94/EU have highlighted the need for higher ambition and a better coordinated approach across Member States in view of the expected acceleration in the uptake of alternative fuel vehicles, in particular of electric vehicles. Furthermore, alternatives to fossil fuelfossil fuels should be phased out and sustainable alternatives will be needed in all transport modes to meet the ambitions of the European Green Deal and the Union objective of reaching climate neutrality by 2050. The existing National Policy Frameworks should be revised to clearly describe how the much greater need for publicly accessible recharging and refuelling infrastructure as expressed in the mandatory targets is going to be met by the Member States. The revision should take into account local and regional expertise including consultations of the regional and local authorities. The revised frameworks should equally address all transport modes including those for which no mandatory deployment targets exists.
Amendment 347 #
Proposal for a regulation
Recital 38
Recital 38
(38) The revised national policy frameworks should include detailed market and traffic shares, especially for transit traffic, data monitoring and evaluation on a frequent basis, providing for market projections and supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of small and medium- sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved.
Amendment 354 #
Proposal for a regulation
Recital 40
Recital 40
(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies, taking into consideration the national market and traffic share data and market projections, the Commission should review this Regulation with a view to setting more mandatory targets for those sectors.
Amendment 355 #
Proposal for a regulation
Article 3 – paragraph 2 a (new)
Article 3 – paragraph 2 a (new)
2a. In case of rapid market uptake in any relevant reporting period, Member States should shorten the deadlines under points (a) and (b) accordingly and increase the targets for recharging pools accordingly.
Amendment 355 #
Proposal for a regulation
Recital 40
Recital 40
(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies the Commission should review this Regulation with a view to setting more mandatoryadditional targets for those sectors.
Amendment 357 #
Proposal for a regulation
Article 3 – paragraph 2 – point b a (new)
Article 3 – paragraph 2 – point b a (new)
Directive 2014/94/EU
Article 4
Article 4
(b a) On roads with a traffic density that is less than (2000) heavy-duty vehicles per day, and where the infrastructure cannot be justified in socio-economic cost-benefit terms, Member States may extend the required distances regarding the heavy- duty road transport vehicles in paragraph 2 of this Article, so that the total distances in-between charging pools on average meet the distance requirements;
Amendment 359 #
Proposal for a regulation
Article 3 – paragraph 3
Article 3 – paragraph 3
3. Neighbouring Member States shall ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and, unless economically unfeasible, of the TEN-T comprehensive network.
Amendment 359 #
Proposal for a regulation
Article 3 – paragraph 2 – point b b (new)
Article 3 – paragraph 2 – point b b (new)
Directive 2014/94/EU
Article 4
Article 4
(b b) If the publicly accessible recharging infrastructure for heavy-duty road transport vehicles does not develop market-based on roads with traffic density less than (800) heavy-duty vehicles per day, Member States may exempt from the requirements set in paragraph 2 of this Article.
Amendment 361 #
Proposal for a regulation
Recital 41
Recital 41
(41) Member States should make use of a wide range of regulatory and non-market-based and regulatory incentives and measures to reach the mandatory targets and implement their national policy frameworks, in close cooperation with private sector actors, who should play a key role in supporting the development of alternative fuels infrastructure.
Amendment 363 #
Proposal for a regulation
Article 3 – paragraph 3 a (new)
Article 3 – paragraph 3 a (new)
3a. Paragraph 1 and 2 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 364 #
Proposal for a regulation
Article 3 – paragraph 3
Article 3 – paragraph 3
3. Neighbouring Member States shall ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and, unless economically unfeasible, of the TEN-T comprehensive network.
Amendment 365 #
Proposal for a regulation
Recital 41 a (new)
Recital 41 a (new)
(41 a) Member States should introduce incentive schemes and should take all necessary measures when seeking to promote sustainable modes of transport. Particular emphasis should be placed on the role of municipal or regional authorities, which can facilitate the uptake of vehicles using alternative fuels through for example dedicated incentives, public procurements or local traffic regulations.
Amendment 367 #
Proposal for a regulation
Article 3 – paragraph 3 a (new)
Article 3 – paragraph 3 a (new)
3 a. Paragraph 1 and 2 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental ones. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 368 #
Proposal for a regulation
Article 3 – paragraph 3 b (new)
Article 3 – paragraph 3 b (new)
3b. Member States shall ensure that targets in densely populated areas and regions with high uptake in registered light-duty electricity vehicles are increased accordingly in order to provide the necessary infrastructure and support the market development.
Amendment 370 #
Proposal for a regulation
Article 3 – paragraph 3 c (new)
Article 3 – paragraph 3 c (new)
3c. The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors connecting Member States, are situated.
Amendment 371 #
Proposal for a regulation
Article 3 – paragraph 3 b (new)
Article 3 – paragraph 3 b (new)
3 b. Member States shall ensure that targets in densely populated areas and regions with high uptake in registered light-duty electricity vehicles are increased accordingly in order to provide the necessary infrastructure and support the market development.
Amendment 372 #
Proposal for a regulation
Article 3 – paragraph 3 c (new)
Article 3 – paragraph 3 c (new)
3 c. The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors, connecting Member Stats, are situated.
Amendment 373 #
Proposal for a regulation
Article 3 – paragraph 3 d (new)
Article 3 – paragraph 3 d (new)
3 d. Where a recharging pool is serving both light and heavy-duty vehicles, the recharging pool and the recharging stations within shall be regarded as publicly accessible recharging infrastructure for both light duty and heavy duty road vehicles, provided that the total installed capacity and type of chargers are as required for both light and heavy-duty vehicles.
Amendment 382 #
Proposal for a regulation
Recital 52
Recital 52
(52) In the application of this Regulation, the Commission should consult relevant expert groups, andorganisation sand stakeholders, including municipalities, cities and regions, 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 383 #
Proposal for a regulation
Article 4 – paragraph 1 – point a – point i
Article 4 – paragraph 1 – point a – point i
(i) by 31 December 2025, each recharging pool shall offer a power output of at least 142800 kW and include at least onetwo recharging stations with an individual power output of at least 350 kW;
Amendment 387 #
Proposal for a regulation
Article 4 – paragraph 1 – point a – point ii
Article 4 – paragraph 1 – point a – point ii
(ii) by 31 December 2030, each recharging pool shall offer a power output of at least 35000 kW and include at least twofour recharging stations with an individual power output of at least 350 kW;
Amendment 395 #
Proposal for a regulation
Article 4 – paragraph 1 – point b – point i
Article 4 – paragraph 1 – point b – point i
(i) by 31 December 2030, each recharging pool shall offer a power output of at least 1400 kW and include at least onetwo recharging stations with an individual power output of at least 350 kW;
Amendment 398 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – introductory part
Article 2 – paragraph 1 – point 3 – introductory part
(3) ‘alternative fuels’ means fuels or power sources which serve, at least partly, as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute, on a permanent basis or for a transitional phase, to its decarbonisation and enhance the environmental performance of the transport sector, including:
Amendment 401 #
Proposal for a regulation
Article 4 – paragraph 1 – point b – point ii
Article 4 – paragraph 1 – point b – point ii
(ii) by 1 December 2035, each recharging pool shall offer a power output of at least 3500 kW and include at least two recharging stations with an individual power output of at least 35700 kW;
Amendment 401 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
Article 2 – paragraph 1 – point 3 – point a – introductory part
(a) ‘alternative fuels forand renewable fuels for low- and zero-emission vehicles’:
Amendment 403 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
Article 2 – paragraph 1 – point 3 – point a – introductory part
(a) ‘alternative fuels for low- and zero- emission vehicles’:
Amendment 407 #
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) by 31 December 203027, in each safe and secure parking area, , situated on the TEN-T core network, at least onetwo recharging stations dedicated to heavy- duty vehicles with a power output of at least 100 kW isare installed;
Amendment 408 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 2
Article 2 – paragraph 1 – point 3 – point a – indent 2
– hydrogen and hydrogen derived fuels,
Amendment 410 #
Proposal for a regulation
Article 4 – paragraph 1 – point c a (new)
Article 4 – paragraph 1 – point c a (new)
(c a) by 31 December 2030, in each safe and secure parking area, situated on the TEN-T comprehensive network, at least one recharging stations dedicated to heavy-duty vehicles with a power output of at least 100 kW is installed;
Amendment 410 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 3
Article 2 – paragraph 1 – point 3 – point a – indent 3
Amendment 417 #
Proposal for a regulation
Article 4 – paragraph 1 – point e a (new)
Article 4 – paragraph 1 – point e a (new)
(e a) Member States shall ensure that the grid connection and the grid capacity necessary is provided;
Amendment 418 #
Proposal for a regulation
Article 4 – paragraph 1 – point e b (new)
Article 4 – paragraph 1 – point e b (new)
(e b) On roads with a traffic density that is less than (2000) heavy-duty vehicles per day, and where the infrastructure cannot be justified in socio-economic cost-benefit terms, Member States may extend the required distances regarding the heavy- duty road transport vehicles in paragraph 2 of this Article, so that the total distances in-between charging pools on average meet the distance requirements
Amendment 419 #
Proposal for a regulation
Article 4 – paragraph 1 – point e c (new)
Article 4 – paragraph 1 – point e c (new)
(e c) If the publicly accessible recharging infrastructure for heavy-duty road transport vehicles does not develop market-based on roads with traffic density that is less than (800) heavy-duty vehicles per day, Member States may exempt from the requirements set in paragraph 2 of this Article.
Amendment 419 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 1
Article 2 – paragraph 1 – point 3 – point b – indent 1
– biomass fuels and biofuels as defined in Article 2, points (27) and (33) of Directive (EU) 2018/2001such as bio-hydrogen, bio-ammonia, bio- methanol, bio-methane, bio-LNG, bio- CNG, bio-LPG or RCF,
Amendment 420 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 1
Article 2 – paragraph 1 – point 3 – point b – indent 1
– biomass fuels an, biogas and advanced biofuels as defined in Article 2, points (27), (28), (33) and (334) of Directive (EU) 2018/2001,
Amendment 422 #
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
2 a. Paragraph 1 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 422 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 2
Article 2 – paragraph 1 – point 3 – point b – indent 2
– synthetic and paraffinic fuels, including ammoniae-hydrogen, e-ammonia, e- methanol, e-methane, e-LNG, rDME or RFNBO, produced from renewable energy,
Amendment 428 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c – introductory part
Article 2 – paragraph 1 – point 3 – point c – introductory part
(c) ‘alternative fossil fuels’ for a transitional phaseprogressively blended with renewable fuels:
Amendment 431 #
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c – introductory part
Article 2 – paragraph 1 – point 3 – point c – introductory part
(c) ‘alternative fossil fuels’ for a transitional phase:transitional alternative fuels’
Amendment 434 #
Proposal for a regulation
Article 4 – paragraph 1 – point e a (new)
Article 4 – paragraph 1 – point e a (new)
(ea) Member States shall ensure that the grid connection and the grid capacity necessary is provided.
Amendment 439 #
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
2a. Paragraph 1 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 441 #
Proposal for a regulation
Article 4 – paragraph 2 b (new)
Article 4 – paragraph 2 b (new)
2b. The Commission should take the necessary measures to ensure the cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
Amendment 451 #
Proposal for a regulation
Article 2 – paragraph 1 – point 38
Article 2 – paragraph 1 – point 38
(38) ‘publicly accessible’ alternative fuels infrastructure, means an alternative fuels infrastructure which is located at a site or premise that is open to the general public, irrespective of whetherwith unlimited and unconditional access to the alternative fuels infrastructure, is located on public or on private property, whether limitations or conditions apply in terms of access to the siterrespective of whether it is located on public or orn premise and irrespective of the applicable use conditions of the alternative fuels infrastructureivate property;
Amendment 475 #
Proposal for a regulation
Article 5 – paragraph 2 – point b – point ii
Article 5 – paragraph 2 – point b – point ii
Amendment 476 #
Proposal for a regulation
Article 2 – paragraph 1 – point 57
Article 2 – paragraph 1 – point 57
(57) ‘ship at berth’ means ship at b ship which is securely moored along a quay in a port falling under th as defined in Article 3, point (n) of Regulation (EU) 2015/757e jurisdiction of a Member State while it is loading, unloading or hoteling, including the time spent when not engaged in cargo operations;
Amendment 483 #
Proposal for a regulation
Article 2 – paragraph 1 – point 59
Article 2 – paragraph 1 – point 59
(59) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time, based on information received through electronica standardised communication protocol;
Amendment 493 #
Proposal for a regulation
Article 5 – paragraph 4
Article 5 – paragraph 4
4. Prices charged by operators of publicly accessible recharging points shall be reasonable and affordable, easily and clearly comparable, transparent and non- discriminatory. Operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. Where relevant, the level of prices may only be differentiated in a proportionate manner, according to an objective justification.
Amendment 499 #
Proposal for a regulation
Article 5 – paragraph 5 – introductory part
Article 5 – paragraph 5 – introductory part
5. Operators of recharging points shall clearly display the ad hoc price and all its components at all publicly accessible recharging stations operated by them so that these are known to end users before they initiate a recharging session. At least the following price components, if applicable at the recharging station, shall be clearly displayed:The price components shall be clearly displayed at the recharging station in price per kWh.
Amendment 503 #
Proposal for a regulation
Article 5 – paragraph 5 – indent 1
Article 5 – paragraph 5 – indent 1
Amendment 507 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 2 a (new)
Article 3 – paragraph 1 – indent 2 a (new)
- the grid connection and the grid capacity are provided.
Amendment 510 #
Proposal for a regulation
Article 5 – paragraph 5 – indent 2
Article 5 – paragraph 5 – indent 2
Amendment 514 #
Proposal for a regulation
Article 5 – paragraph 5 – indent 3
Article 5 – paragraph 5 – indent 3
Amendment 516 #
Proposal for a regulation
Article 5 – paragraph 6
Article 5 – paragraph 6
6. Prices charged by mobility service providers to end users shall be reasonable and affordable, transparent and non- discriminatory. Mobility service providers shall make available to end users all applicable price information, prior to the start of the recharging session, and specific to their intended recharging session, through freely available, widely supported electronic means, clearly distinguishing the price components charged by the operator of recharging point, applicable e-roaming costs and other fees or charges applied by the mobility service provider. The fees shall be reasonable and affordable, transparent and non- discriminatory. No extra charges for cross- border e-roaming shall be applied.
Amendment 519 #
Proposal for a regulation
Article 5 – paragraph 7
Article 5 – paragraph 7
7. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built publicly accessible recharging points operated by them are digitally-connected recharging points and include e-roaming functionality. All existing recharging points have to fulfil this requirement by 1 January 2025.
Amendment 525 #
Proposal for a regulation
Article 5 – paragraph 8
Article 5 – paragraph 8
8. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built publicly accessible normal power recharging points operated by them are capable of smart recharging. All existing recharging points have to fulfil this requirement by 1 January 2025.
Amendment 528 #
Proposal for a regulation
Article 3 – paragraph 2 – point a – introductory part
Article 3 – paragraph 2 – point a – introductory part
(a) along the TEN-T core network and comprehensive network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:; and heavy duty road transport vehicles and meeting the following requirements are deployed in each direction of travel; with a maximum distance of 100 km in- between them; if the publicly accessible recharging pools are accessible from each direction, the requirements for each directions are not required for efficient allocation of resources and services.
Amendment 534 #
Proposal for a regulation
Article 5 a (new)
Article 5 a (new)
Article 5 a Dynamic charging infrastructure 1. Member States may deploy dynamic charging infrastructure such as contactless inductive charging or overhead line technology and account these towards the achievement of the targets for light commercial vehicles set out in Article 3 and the charging infrastructure targets for heavy commercial vehicles set out in Article 4. 2. Member States shall ensure that, in the case of the use of dynamic charging infrastructure, the overall objectives of stationary charging infrastructure set out in Article 3 and Article 4 of this Regulation are achieved to the same extent.
Amendment 555 #
Proposal for a regulation
Article 3 – paragraph 2 – point b a (new)
Article 3 – paragraph 2 – point b a (new)
(b a) On roads with a traffic density that is less than 2000 heavy-duty vehicles per day, and where the infrastructure cannot be justified in socio-economic cost-benefit terms, Member States may extend the required distances regarding the heavy- duty road transport vehicles in paragraph 2 of this Article, so that the total distances in-between charging pools on average meet the distance requirements;
Amendment 558 #
Proposal for a regulation
Article 3 – paragraph 2 – point b b (new)
Article 3 – paragraph 2 – point b b (new)
(b b) If the publicly accessible recharging infrastructure for heavy-duty road transport vehicles does not develop market-based on roads with traffic density that is less than (800) heavy-duty vehicles per day, Member States may exempt from the requirements set in paragraph 2 of this Article;
Amendment 560 #
Proposal for a regulation
Article 6 – paragraph 3 a (new)
Article 6 – paragraph 3 a (new)
3a. Paragraph 1 shall not apply to outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 561 #
Proposal for a regulation
Article 6 – paragraph 3 b (new)
Article 6 – paragraph 3 b (new)
3b. The Commission shall take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
Amendment 562 #
Proposal for a regulation
Article 3 – paragraph 2 b (new)
Article 3 – paragraph 2 b (new)
2 b. In case of rapid market uptake in any relevant reporting period, Member States should shorten the deadlines under points (a) and (b) accordingly and increase the targets for recharging pools accordingly.
Amendment 563 #
Proposal for a regulation
Article 3 – paragraph 3
Article 3 – paragraph 3
3. Neighbouring Member States shall ensure that the maximum distances referred to in paragraph 2 - points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and, unless economically unfeasible, of the TEN-T comprehensive network.
Amendment 568 #
Proposal for a regulation
Article 3 – paragraph 3 a (new)
Article 3 – paragraph 3 a (new)
3 a. Where a recharging pool is serving both light and heavy-duty vehicles, the recharging pool and the recharging stations within shall be regarded as publicly accessible recharging infrastructure for both light duty and heavy duty road vehicles, provided that the total installed capacity and type of chargers areas required for both light and heavy-duty vehicles.
Amendment 569 #
Proposal for a regulation
Article 3 – paragraph 3 a (new)
Article 3 – paragraph 3 a (new)
3 a. Paragraph 1 and 2 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 572 #
Proposal for a regulation
Article 8 – title
Article 8 – title
LNG, LPG and CNG infrastructure for road transport vehicles
Amendment 573 #
Proposal for a regulation
Article 3 – paragraph 3 b (new)
Article 3 – paragraph 3 b (new)
3 b. Member States shall ensure that targets in densely populated areas and regions with high uptake in registered light-duty electricity vehicles are increased accordingly in order to provide the necessary infrastructure and support the market development.
Amendment 575 #
Proposal for a regulation
Article 3 – paragraph 3 c (new)
Article 3 – paragraph 3 c (new)
3 c. The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors connecting Member States, are situated.
Amendment 577 #
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
Member States shall ensure until 1 January 2025 that an appropriate number of publicly accessible refuelling points for LNG, LPG and CNG are put in place, at least along the TEN-T core network, in order to allow LNG, LPG and CNG heavy-duty motor vehicles to circulate throughout the Union, where there is demand, unless the costs are disproportionate to the benefits, including environmental benefits.
Amendment 581 #
Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 1 (new)
Article 8 – paragraph 1 – subparagraph 1 (new)
To this end, Member States take the necessary measures to ensure that, by 31 December 2030:
Amendment 582 #
Proposal for a regulation
Article 8 – paragraph 1 – point a (new)
Article 8 – paragraph 1 – point a (new)
(a) In urban areas, CNG stations are installed according to a spatial density criterion, ensuring that one station covers a catchment area of 20 km², in order to promote the use of natural gas and biomethane in cities, including for public transport. Member States may assess stricter parameters for LNG, LPG and CNG stations in urban and suburban areas where air quality is particularly poor;
Amendment 583 #
Proposal for a regulation
Article 8 – paragraph 1 – point b (new)
Article 8 – paragraph 1 – point b (new)
(b) LNG, LPG and CNG refuelling infrastructures are built in correspondence of road infrastructures such as motorways, facilitating their access to the public.
Amendment 585 #
Proposal for a regulation
Article 8 – paragraph 1 a (new)
Article 8 – paragraph 1 a (new)
1 a. Without prejudice to paragraph 1, Member States shall support the installation of LNG, LPG and CNG refuelling stations also at logistic centres, depots or multipurpose refuelling stations in ports, as well as at airports for the refuelling of ground-moving vehicles such as vehicles for the transport of passengers.
Amendment 587 #
Proposal for a regulation
Article 8 – paragraph 1 b (new)
Article 8 – paragraph 1 b (new)
1 b. Further targets, including for the TEN-T comprehensive network, shall be set by Member States, in accordance with reasonable national and EU-wide market share and transit traffic share indicators, allowing for unhindered use of the LNG, CNG and LPG fleets.
Amendment 589 #
Proposal for a regulation
Article 8 – paragraph 1 c (new)
Article 8 – paragraph 1 c (new)
1 c. All newly-built infrastructure for LNG, CNG and LPG should be compatible with renewable fuels and allowing for progressive blending with and the gradual replacement of alternative fossil fuels.
Amendment 590 #
Proposal for a regulation
Article 8 – paragraph 1 d (new)
Article 8 – paragraph 1 d (new)
1d. The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors, connecting Member Stats, are situated.
Amendment 592 #
Proposal for a regulation
Article 8 – paragraph 1 e (new)
Article 8 – paragraph 1 e (new)
1e. The provisions of this Article shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 594 #
Proposal for a regulation
Article 8 a (new)
Article 8 a (new)
Amendment 603 #
Proposal for a regulation
Article 4 – paragraph 1 – point b a (new)
Article 4 – paragraph 1 – point b a (new)
(b a) On roads with a traffic density that is less than 2000 heavy-duty vehicles per day, and where the infrastructure cannot be justified in socio-economic cost-benefit terms, Member States may extend the required distances regarding the heavy- duty road transport vehicles in paragraph 2 of this Article, so that the total distances in-between charging pools on average meet the distance requirements;
Amendment 604 #
Proposal for a regulation
Article 4 – paragraph 1 – point b b (new)
Article 4 – paragraph 1 – point b b (new)
(b b) If the publicly accessible recharging infrastructure for heavy-duty road transport vehicles does not develop market-based on roads with traffic density less than 800 heavy-duty vehicles per day, Member States may exempt from the requirements set in paragraph 2 of this Article.
Amendment 617 #
Proposal for a regulation
Article 9 – paragraph 2 – point c a (new)
Article 9 – paragraph 2 – point c a (new)
(ca) several short port calls to load and unload at different berths in the same port;
Amendment 621 #
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 which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources, or if the costs are disproportionate to the benefits, including environmental benefits.
Amendment 624 #
Proposal for a regulation
Article 9 – paragraph 3 a (new)
Article 9 – paragraph 3 a (new)
3a. Member States shall ensure sufficient grid capacity and connection, power reserve and frequency conversion to the ports.
Amendment 634 #
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
2 a. Paragraph 1 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 635 #
Proposal for a regulation
Article 10 – paragraph 1 – point b a (new)
Article 10 – paragraph 1 – point b a (new)
(ba) Member States shall ensure sufficient grid capacity and connection, power reserve and frequency conversion to the ports.
Amendment 640 #
Proposal for a regulation
Article 4 – paragraph 2 b (new)
Article 4 – paragraph 2 b (new)
2 b. The Commission should take the necessary measures to ensure the cooperation with third countries, especially candidates for membership in the EU and those third countries, in which transit corridors connecting Member States are situated.
Amendment 648 #
Proposal for a regulation
Article 12 – paragraph 1 – introductory part
Article 12 – paragraph 1 – introductory part
1. Member States shall ensure that airport managing bodies and suppliers of groundhandling services of all TEN-T core and comprehensive network airports ensure the provision of electricity supply to stationary aircraft through, any technology available to them, by:
Amendment 652 #
Proposal for a regulation
Article 12 – paragraph 1 – subparagraph 1 (new)
Article 12 – paragraph 1 – subparagraph 1 (new)
Short-term parking positions such as de- icing positions, parking positions in military areas and parking positions for general air traffic (below 7,5 to MTOW) shall not be covered by this paragraph.
Amendment 656 #
Proposal for a regulation
Article 12 – paragraph 2 a (new)
Article 12 – paragraph 2 a (new)
2a. Where the airport of the TEN-T core network or the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply until such a connection has been completed or there is sufficient locally generated capacity from clean energy sources or if the costs are disproportionate to the benefits, including environmental benefits.
Amendment 662 #
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, jointly with regional, national and local authorities, prepare 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. The national policy framework shall be based on detailed market and traffic shares, especially for transit traffic, data monitoring and include detailed market projections.
Amendment 665 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point a
Article 13 – paragraph 1 – subparagraph 1 – point a
(a) an assessment of the current state and future development of the market as regards alternative fuels in the transport sector, and of the development of alternative fuels infrastructure, considering intermodal access of alternative fuels infrastructure and, where relevant, cross- border continuity and mobility and accessibility between outermost regions and between them and the mainland;
Amendment 678 #
Proposal for a regulation
Article 5 – paragraph 2 – point b – point ii
Article 5 – paragraph 2 – point b – point ii
Amendment 688 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point k a (new)
Article 13 – paragraph 1 – subparagraph 1 – point k a (new)
(ka) measures to ensure that the density of publicly accessible alternative fuels infrastructure available at national level takes into account the population density and the number of registrations of vehicles, powered by alternative fuels in the local area based on NUTS 3 level in accordance with the latest NUTS classification;
Amendment 692 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point n
Article 13 – paragraph 1 – subparagraph 1 – point n
(n) a deployment plan for alternative fuels infrastructure in maritime ports other than for LNG and shore-side electricity supply for use by sea going vessels, in particular for hydrogen, ammoniahydrogen derived fuels and electricity;
Amendment 695 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point o
Article 13 – paragraph 1 – subparagraph 1 – point o
(o) a deployment plan for alternative fuels in inland waterway transport, in particular for both hydrogen and, electricity and other relevant alternative fuels;
Amendment 697 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
(pa) a comprehensive investment plan laying out the investments necessary to achieve the targets set in the national policy framework and which shall also include the infrastructures outside the TEN-T network;
Amendment 698 #
Proposal for a regulation
Article 5 – paragraph 5 – introductory part
Article 5 – paragraph 5 – introductory part
5. Operators of recharging points shall clearly display the ad hoc price and all its componentsin price per kWh at all publicly accessible recharging stations operated by them so that these are known to end users before they initiate a recharging session. At least the following price components, if applicable at the recharging station, shall be clearly displayed:
Amendment 702 #
Proposal for a regulation
Article 5 – paragraph 5 – indent 1
Article 5 – paragraph 5 – indent 1
Amendment 704 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p b (new)
Article 13 – paragraph 1 – subparagraph 1 – point p b (new)
(pb) a deployment plan for grid connections and capacity.
Amendment 706 #
Proposal for a regulation
Article 13 – paragraph 1 a (new)
Article 13 – paragraph 1 a (new)
1a. Without prejudice to paragraph 1 and before the deadline set therein, Member States are invited to submit preliminary national policy frameworks in order to ensure a smooth and quick development and deployment of the infrastructure. When a Member State decides to hand in a preliminary national policy framework, the Commission shall assess the preliminary national policy framework and issue recommendations no later than six months after the submission of the preliminary national policy frameworks.
Amendment 707 #
Proposal for a regulation
Article 5 – paragraph 5 – indent 2
Article 5 – paragraph 5 – indent 2
Amendment 709 #
Proposal for a regulation
Article 13 – paragraph 2
Article 13 – paragraph 2
2. Member States shall ensure that the national policy frameworks take into account the needs of the different regions and transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.
Amendment 711 #
Proposal for a regulation
Article 13 – paragraph 3
Article 13 – paragraph 3
3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of all the stakeholders concerned.
Amendment 713 #
Proposal for a regulation
Article 13 – paragraph 3 a (new)
Article 13 – paragraph 3 a (new)
3a. Members States, in their policy frameworks, shall take into account regional disparities and pay special attention to less developed regions (at NUTS-2 level), especially those with Regional GDP (PPS per inhabitant in % of the EU 27) under 50.
Amendment 713 #
Proposal for a regulation
Article 5 – paragraph 5 – indent 3
Article 5 – paragraph 5 – indent 3
Amendment 715 #
Proposal for a regulation
Article 13 – paragraph 4
Article 13 – paragraph 4
4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process. The European Coordinators, in line with Article 45 of Regulation (EU) No 1315/2013, shall be actively consulted.
Amendment 717 #
Proposal for a regulation
Article 13 – paragraph 4 a (new)
Article 13 – paragraph 4 a (new)
Amendment 717 #
Proposal for a regulation
Article 5 – paragraph 6
Article 5 – paragraph 6
6. Prices charged by mobility service providers to end users shall be reasonable, and affordable, transparent and non- discriminatory. Mobility service providers shall make available to end users all applicable price information, prior to the start of the recharging session, and specific to their intended recharging session, through freely available, widely supported electronic means, clearly distinguishing the price components charged by the operator of recharging point, applicable e-roaming costs and other fees or charges applied by the mobility service provider. The fees shall be reasonable and affordable, transparent and non- discriminatory. No extra charges for cross- border e-roaming shall be applied.
Amendment 721 #
Proposal for a regulation
Article 13 – paragraph 6
Article 13 – paragraph 6
6. Each Member State shall make available to the public its draft national policy framework, including a comprehensive financing plan, and shall ensure that the public is given early and effective opportunities to participate in the preparation of the draft national policy framework.
Amendment 723 #
Proposal for a regulation
Article 13 – paragraph 7 – point b a (new)
Article 13 – paragraph 7 – point b a (new)
(ba) if policies and measures are geographically distributed across the regions within the Member State.
Amendment 740 #
Proposal for a regulation
Article 15 – paragraph 3 – point b a (new)
Article 15 – paragraph 3 – point b a (new)
(ba) the need to adapt and/or amend existing binding targets or to set new targets, due to unexpected market trends and/or technology innovations.
Amendment 741 #
Proposal for a regulation
Article 15 – paragraph 4 – point b
Article 15 – paragraph 4 – point b
(b) the number of publicly accessible hydrogen and other renewable fuels refuelling points;
Amendment 743 #
Proposal for a regulation
Article 6 – paragraph 1 – introductory part
Article 6 – paragraph 1 – introductory part
1. Member States shall ensure that, in their territory, a minimumn appropriate number of publicly accessible hydrogen refuelling stations are put in place by 31 December 2030.
Amendment 754 #
Proposal for a regulation
Article 15 – paragraph 4 – point j a (new)
Article 15 – paragraph 4 – point j a (new)
(ja) the alternative fuel infrastructure in outermost regions and islands.
Amendment 761 #
Proposal for a regulation
Article 16 – paragraph 2 a (new)
Article 16 – paragraph 2 a (new)
2a. The European Parliament shall be duly informed by the European Commission about measures taken in accordance with paragraph 2.
Amendment 766 #
Proposal for a regulation
Article 6 – paragraph 3 a (new)
Article 6 – paragraph 3 a (new)
3 a. Paragraph 1 shall not apply to outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 768 #
Proposal for a regulation
Article 6 – paragraph 3 b (new)
Article 6 – paragraph 3 b (new)
3 b. The Commission should take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
Amendment 769 #
Proposal for a regulation
Article 18 – paragraph 2 – point a – point iv a (new)
Article 18 – paragraph 2 – point a – point iv a (new)
(iva) accessibility for heavy-duty vehicles, including height, length and width restrictions of the recharging and refuelling points.
Amendment 773 #
Proposal for a regulation
Article 18 – paragraph 2 – point b – point ii
Article 18 – paragraph 2 – point b – point ii
(ii) type and availability of connector,
Amendment 779 #
Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii a (new)
Article 18 – paragraph 2 – point c – point iii a (new)
(iiia) if applicable, price for parking,
Amendment 782 #
Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii b (new)
Article 18 – paragraph 2 – point c – point iii b (new)
(iiib) if applicable, time limit for parking,
Amendment 784 #
Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii c (new)
Article 18 – paragraph 2 – point c – point iii c (new)
(iiic) payment options.
Amendment 788 #
Proposal for a regulation
Article 8 – title
Article 8 – title
8 LNG, LPG and CNG infrastructure for road transport vehicles
Amendment 793 #
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
Member States shall ensure until 1 January 2025 that an appropriate number of publicly accessible refuelling points for LNG, LPG ad CNG are put in place, at least along the TEN-T core network, in order to allow LNG, LPG and CNG heavy-duty motor vehicles to circulate throughout the Union, where there is demand, unless the costs are disproportionate to the benefits, including environmental benefits.
Amendment 799 #
Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 1 (new)
Article 8 – paragraph 1 – subparagraph 1 (new)
To this end, Member States take the necessary measures to ensure that, by 31 December 2030:
Amendment 800 #
Proposal for a regulation
Article 22 – paragraph 1
Article 22 – paragraph 1
By 31 December 2026, the Commission shall review this Regulation, and, where appropriate,paying special attention to the appropriateness of the targets and infrastructure requirements set within this Regulation. If it finds that one or more provisions are not appropriate anymore or new technologies have emerged, the Commission shall submit a proposal to amend ithis Regulation.
Amendment 800 #
Proposal for a regulation
Article 8 – paragraph 1 – point a (new)
Article 8 – paragraph 1 – point a (new)
(a) In urban areas, CNG stations are installed according to a spatial density criterion, ensuring that one station covers a catchment area of 20 km², in order to promote the use of natural gas and biomethane in cities, including for public transport. Member States may assess stricter parameters for LNG, LPG and CNG stations in urban and suburban areas where air quality is particularly poor;
Amendment 801 #
Proposal for a regulation
Article 8 – paragraph 1 – point b (new)
Article 8 – paragraph 1 – point b (new)
(b) LNG, LPG and CNG refuelling infrastructures are built in correspondence of road infrastructures such as motorways, facilitating their access to the public.
Amendment 803 #
Proposal for a regulation
Article 8 – paragraph 1 a (new)
Article 8 – paragraph 1 a (new)
Without prejudice to paragraph 1, Member States shall support the installation of LNG, LPG and CNG refuelling stations also at logistic centres, depots or multipurpose refuelling stations in ports, as well as at airports for the refuelling of ground-moving vehicles such as vehicles for the transport of passengers.
Amendment 804 #
Proposal for a regulation
Article 8 – paragraph 1 b (new)
Article 8 – paragraph 1 b (new)
Further targets, including for the TEN-T comprehensive network, shall be set by Member States, in accordance with reasonable national and EU-wide market share and transit traffic share indicators, allowing for unhindered use of the LNG, CNG and LPG fleets.
Amendment 805 #
Proposal for a regulation
Article 8 – paragraph 1 c (new)
Article 8 – paragraph 1 c (new)
All newly-built infrastructure for LNG, CNG and LPG should be compatible with renewable fuels and allowing for progressive blending with and the gradual replacement of alternative fossil fuels.
Amendment 806 #
Proposal for a regulation
Article 8 – paragraph 1 d (new)
Article 8 – paragraph 1 d (new)
The Commission shall take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors, connecting Member Stats, are situated.
Amendment 807 #
Proposal for a regulation
Article 8 – paragraph 1 e (new)
Article 8 – paragraph 1 e (new)
The provisions of this Article shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 809 #
Proposal for a regulation
Article 8 a (new)
Article 8 a (new)
Article 8 a Renewable fuels infrastructure 1. Member States shall plan the development of infrastructure for all renewable fuels, following the assessment of National policy frameworks and of market and transit traffic shares and market projections, made by the Commission by 1 December 2026 at the latest. 2. The Commission shall, when revising this Regulation, include binding targets for renewable fuels infrastructure based on national reports, Commission analysis based on national and EU-wide market share and transit traffic share indicators.
Amendment 871 #
(c a) several short port calls to load and unload at different berths in the same port;
Amendment 873 #
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 which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources. , or if the costs are disproportionate to the benefits, including environmental benefits.
Amendment 887 #
Proposal for a regulation
Article 9 – paragraph 3 a (new)
Article 9 – paragraph 3 a (new)
3 a. Member States shall ensure sufficient grid capacity and connection, power reserve and frequency conversion to the ports.
Amendment 897 #
Proposal for a regulation
Article 10 – paragraph 1 – point b a (new)
Article 10 – paragraph 1 – point b a (new)
(b a) sufficient grid capacity and connection, power reserve and frequency conversion to the ports are available.
Amendment 927 #
Proposal for a regulation
Article 12 – paragraph 1 – introductory part
Article 12 – paragraph 1 – introductory part
1. Member States shall ensure that airport managing bodies and suppliers of groundhandling services of all TEN-T core and comprehensive network airports ensure the provision of electricity supply, through any technology available to them, to stationary aircraft by:
Amendment 933 #
Proposal for a regulation
Article 12 – paragraph 1 – subparagraph 1 (new)
Article 12 – paragraph 1 – subparagraph 1 (new)
Short-term parking positions such as de- icing positions, parking positions in military areas and parking positions for general air traffic (below 5,7 to MTOW) shall not be covered by this paragraph.
Amendment 938 #
Proposal for a regulation
Article 12 – paragraph 2 a (new)
Article 12 – paragraph 2 a (new)
2 a. Where the airport of the TEN-T core network or the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply until such a connection has been completed or there is sufficient locally generated capacity from clean energy sources or if the costs are disproportionate to the benefits, including environmental benefits.
Amendment 948 #
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, jointly with regional, national and local authorities prepare 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. The national policy framework shall be based on detailed market and traffic shares, especially for transit traffic, data monitoring and include detailed market projections.
Amendment 953 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point a
Article 13 – paragraph 1 – subparagraph 1 – point a
(a) an assessment of the current state and future development of the market as regards alternative fuels in the transport sector, and of the development of alternative fuels infrastructure, considering intermodal access of alternative fuels infrastructure and, where relevant, cross- border continuity and mobility and accessibility between outermost regions and between them and the mainland;
Amendment 981 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point k a (new)
Article 13 – paragraph 1 – subparagraph 1 – point k a (new)
(k a) measures to ensure that the density of publicly accessible alternative fuels infrastructure available at national level takes into account the population density and the number of registrations of vehicles, powered by alternative fuels in the local area based on NUTS 3 level in accordance with the latest NUTS classification;
Amendment 995 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point n
Article 13 – paragraph 1 – subparagraph 1 – point n
(n) a deployment plan for alternative fuels infrastructure in maritime ports other than for LNG and shore-side electricity supply for use by sea going vessels, in particular for hydrogen, ammoniahydrogen derived fuels and electricity;
Amendment 1000 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point o
Article 13 – paragraph 1 – subparagraph 1 – point o
(o) a deployment plan for alternative fuels in inland waterway transport, in particular for both hydrogen and, electricity and other relevant alternative fuels;
Amendment 1009 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
(p a) a comprehensive investment plan laying out the investments necessary to achieve the targets set in the national policy framework and which shall also include the infrastructures outside the TEN-T network;
Amendment 1017 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p b (new)
Article 13 – paragraph 1 – subparagraph 1 – point p b (new)
(p b) a deployment plan for grid connections and capacity.
Amendment 1021 #
Proposal for a regulation
Article 13 – paragraph 2
Article 13 – paragraph 2
2. Member States shall ensure that the national policy frameworks take into account the needs of the different regions and transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.
Amendment 1028 #
Proposal for a regulation
Article 13 – paragraph 3
Article 13 – paragraph 3
3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of all the stakeholders concerned.
Amendment 1031 #
Proposal for a regulation
Article 13 – paragraph 3 a (new)
Article 13 – paragraph 3 a (new)
3 a. Members States, in their policy frameworks, shall take into account regional disparities and pay special attention to less developed regions (at NUTS-2 level), especially those with Regional GDP (PPS per inhabitant in % of the EU 27) under 50.
Amendment 1033 #
Proposal for a regulation
Article 13 – paragraph 4
Article 13 – paragraph 4
4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process. The European Coordinators, in line with Article 45 of Regulation (EU) No 1315/2013, shall be consulted.
Amendment 1034 #
Proposal for a regulation
Article 13 – paragraph 4 a (new)
Article 13 – paragraph 4 a (new)
4 a. The Commission should take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
Amendment 1036 #
Proposal for a regulation
Article 13 – paragraph 6
Article 13 – paragraph 6
6. Each Member State shall make available to the public its draft national policy framework, including a comprehensive financing plan, and shall ensure that the public is given early and effective opportunities to participate in the preparation of the draft national policy framework.
Amendment 1039 #
Proposal for a regulation
Article 13 – paragraph 7 – point a
Article 13 – paragraph 7 – point a
(a) the level of ambition of targets and objectives with a view to meet the obligations set out in Articles 3, 4, 6, 8, 9, 10, 11 and 12;
Amendment 1040 #
Proposal for a regulation
Article 13 – paragraph 7 – point b a (new)
Article 13 – paragraph 7 – point b a (new)
(b a) if policies and measures are geographically distributed across the regions within the Member State.
Amendment 1062 #
Proposal for a regulation
Article 15 – paragraph 4 – point b
Article 15 – paragraph 4 – point b
(b) the number of publicly accessible hydrogen and other renewable fuels refuelling points;
Amendment 1069 #
Proposal for a regulation
Article 15 – paragraph 4 – point f
Article 15 – paragraph 4 – point f
Amendment 1076 #
Proposal for a regulation
Article 15 – paragraph 4 – point j a (new)
Article 15 – paragraph 4 – point j a (new)
(j a) the alternative fuel infrastructure in outermost regions and islands.
Amendment 1079 #
Proposal for a regulation
Article 15 – paragraph 4 a (new)
Article 15 – paragraph 4 a (new)
4 a. The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every third year until 2050, the results of an evaluation on the functioning of this Regulation, with emphasis on this Regulation’s effects on the functioning of the single market, the competitiveness of affected sectors and the magnitude of carbon leakage.
Amendment 1081 #
Proposal for a regulation
Article 15 – paragraph 4 c (new)
Article 15 – paragraph 4 c (new)
4 c. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities in the Member States shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum.
Amendment 1084 #
Proposal for a regulation
Article 16 – paragraph 2 a (new)
Article 16 – paragraph 2 a (new)
2 a. The European Parliament shall be duly informed by the Commission about measures taken in accordance with paragraph 2.
Amendment 1106 #
Proposal for a regulation
Article 18 – paragraph 2 – point a – point iv a (new)
Article 18 – paragraph 2 – point a – point iv a (new)
(iv a) accessibility for heavy-duty vehicles, including height, length and width restrictions of the recharging and refuelling points.
Amendment 1109 #
Proposal for a regulation
Article 18 – paragraph 2 – point b – point ii
Article 18 – paragraph 2 – point b – point ii
(ii) type and availability of connector,
Amendment 1119 #
Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii a (new)
Article 18 – paragraph 2 – point c – point iii a (new)
(iii a) if applicable, price for parking,
Amendment 1121 #
Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii b (new)
Article 18 – paragraph 2 – point c – point iii b (new)
(iii b) if applicable, time limit for parking,
Amendment 1122 #
Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii c (new)
Article 18 – paragraph 2 – point c – point iii c (new)
(iii c) payment options.
Amendment 1140 #
Proposal for a regulation
Article 21 a (new)
Article 21 a (new)
Amendment 1142 #
Proposal for a regulation
Article 22 – paragraph 1
Article 22 – paragraph 1
By 31 December 2026, the Commission shall review this Regulation, and, where appropriate,paying special attention to the appropriateness of the targets and infrastructure requirements set within this Regulation. If it finds that one or more provisions are not appropriate any more or new technologies have emerged, the Commission shall submit a proposal to amend ithis Regulation.
Amendment 1145 #
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b – indent 6
Annex I – paragraph 1 – point 1 – point b – indent 6