51 Amendments of Jan-Christoph OETJEN related to 2021/0210(COD)
Amendment 90 #
Proposal for a regulation
Recital 1
Recital 1
(1) Maritime transport accounts for around 75% of EU external trade and 31% of EU internal trade in terms of volume. At the same time, ship traffic to or from ports in the European Economic Area accounts for some 11% of all EU CO2 emissions from transport and 3-4% of total EU CO2 emissions. 400 million passengers embark or disembark annually in ports of Member States, including around 14 million on cruise ships. Maritime transport is therefore an essential component of Europe’s transport system and plays a critical role for the European economy. The maritime transport market is subject to strong competition between economic actors in the Union and beyond for which a level playing field is indispensable. The stability and prosperity of the maritime transport market and its economic actors rely on a clear and harmonised policy framework where maritime transport operators, ports and other actors in the sector can operate on the basis of equal opportunities. Where market distortions occur, they risk putting ship operators or ports at a disadvantage compared to competitors within the maritime transport sector or in other transport sectors. In turn, this can result in a loss of competitiveness of the maritime transport industry, and a loss of connectivity for citizens and businesses. Therefore, to avoid market distortion and to ensure a fair and level playing field for Member States, measures should be taken to address specific circumstances, such as those related to climate, weather and natural conditions.
Amendment 92 #
Proposal for a regulation
Recital 1 a (new)
Recital 1 a (new)
(1a) In view of the ecosystem services it provides to mankind, and in view of the pressures it faces, the ocean should be considered as a common good that calls for the individual and collective responsibility to protect it; the establishment of an Ocean Fund would contribute to the protection, restoration and better management of marine ecosystems largely impacted by climate change, such as marine protected areas. It should ensure as well the improvement of the energy efficiency of ships and support investment in innovative technologies and infrastructure to decarbonise the maritime transport sector, including in short-sea shipping (SSS) and ports, and the deployment of sustainable alternative fuels, such as green hydrogen and ammonia produced from renewables, and zero-emission propulsion technologies, including wind technologies.
Amendment 98 #
Proposal for a regulation
Recital 2
Recital 2
(2) To enhance the Union’s climate commitment under the Paris Agreement and set out the steps to be taken to achieve climate neutrality by 2050, and to translate the political commitment into a legal obligation, the Commission adopted the (amended) proposal for a Regulation of the European Parliament and of the Council on establishing the framework for achieving climate neutrality and amending Regulation (EU) 2018/1999 (European Climate Law)19 as well as the Communication ‘Stepping up Europe’s 2030 climate ambition’20 . This also integrates the target of reducing greenhouse gas (GHG) emissions by at least 55% compared to 1990 levels by 2030. Accordingly, various complementary policy instruments are needed to motivate, whilst respecting the principle of technological neutrality. It is essential to foster innovation such as emerging alternative fuels, eco-design, bio based materials, and wind propulsion via the construction of thick and rigid wings for sailboats while motivating the use of sustainably produced renewable and low-carbon fuels, included in the maritime transport sector. The necessary technology development and deployment has to happen by 2030 and could be subsidised by through the Starfish 2030 Mission Restore our Oceans and Waters to prepare for much more rapid change thereafter. __________________ 19 COM(2020) 563 final 20 COM(2020) 562 final
Amendment 117 #
Proposal for a regulation
Recital 4
Recital 4
(4) In order to produce an effect on all the activities of the maritime transport sector, it is appropriate that this Regulation covers a share of the voyages between a port under the jurisdiction of a Member State and port under the jurisdiction of a third country. This Regulation should thus apply to half of the energy used by a ship performing voyages arriving at a port under the jurisdiction of a Member State from a port outside the jurisdiction of a Member State, half of the of the energy used by a ship performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, the entirety of the energy used by a ship performing voyages arriving at a port under the jurisdiction of a Member State from a port under the jurisdiction of a Member State, and the energy used at berth in a port under the jurisdiction of a Member State. Such coverage of a share of the energy used by a ship in both incoming and outgoing voyages between the Union and third countries ensures the effectiveness of this Regulation, including by increasing the positive impact on the environment of such framework. Simultaneously, suchThe framework should limits the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. In order to ensure smooth operation of maritime traffic, a level playing field among maritime transport operators and among ports, and avoid distortions in the internal market, all journeys arriving or departing from ports under jurisdiction of Member States, as well as the stay of ships in those ports should be covered by uniform rules contained in this Regulation.
Amendment 120 #
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) In order to ensure a coherent legislative framework for the decarbonisation of the maritime sector, this Regulation, AFIR, RED, ETS and ETD should be aligned to create legal and investment certainty for the sector. Furthermore, the overarching economic impacts of these legislations should be evaluated comprehensively.
Amendment 140 #
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8a) Welcomes the Commission REPowerEU Communication's1a recommendation to double the production of biomethane to at least 35 billion cubic meters and encourages the Commission to propose even higher targets to harness the full potential; stresses that in order to ensure a successful acceleration of bio- LNG production for the maritime sector, incentives should be created both in supply and demand side; therefore, adding a multiplier for bio-LNG in this Regulation should be considered;. __________________ 1a REPowerEU: Joint European Action for more affordable, secure and sustainable energy COM(2022)108
Amendment 141 #
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8a) As underlined by article 3-g-c voted in the MRV regulation, the Ocean Fund should engage maritime actors in the energy transition and ensure the restoration of degraded marine and coastal ecosystems and provide substantial resources adapted to these challenges in order to achieve the established carbon emission reduction objectives.
Amendment 149 #
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) Development of new innovative technologies, such as wind propulsion and carbon capture and storage, should be fostered, including through the Innovation Fund.
Amendment 151 #
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) Development of new innovative propulsion technologies, such as wind propulsion, should be fostered, including through the Ocean Fund.
Amendment 158 #
Proposal for a regulation
Recital 11
Recital 11
(11) Development and deployment of renewable and low carbon fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This will support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable maritime fuels in the short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, sustainable maritime fuels produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic maritime fuels should be eligible. In particular, sustainable maritime fuels, such as bio- LNG, produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise maritime transport already in the short term.
Amendment 162 #
Proposal for a regulation
Recital 12
Recital 12
(12) Indirect land-use change occurs when the cultivation of crops for biofuels, bioliquids and biomass fuels displaces traditional production of crops for food and feed purposes. Such additional demand increases the pressure on land and can lead to the extension of agricultural land into areas with high-carbon stock, such as forests, wetlands and peatland, causing additional greenhouse gas emissions and loss of biodiversity. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand for feedstock triggered by the use of biofuels, bioliquids and biomass fuels, and the extent to which land with high-carbon stock is protected worldwide. The level of greenhouse gas emissions caused by indirect land-use change cannot be unequivocally determined with the level of precision required for the establishment of emission factors required by the application of this regulation. However, there is evidence that all fuels produced from feedstock cause indirect land-use change to various degrees. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels, bioliquids or biomass fuels – indirect land-use change poses risks to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. Accordingly, no feed and food crop-based fuelsbiofuels made from feedstocks with high indirect land- use change risk should be promoted. Directive (EU) 2018/2001 already limits and gradually phasets a cap onout the contribution of such biofuels, bioliquids and biomass to the GHG emissions savings targets in the road and rail transport sector considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concernshigh indirect land-use change risk biofuels to the GHG emissions savings in the transport sector.
Amendment 163 #
Proposal for a regulation
Recital 13
Recital 13
(13) However, this approach must be stricter in the maritime sector. The maritime sector has currently insignificant levels of demand for food and feed crops- based biofuels, bioliquids and biomass fuels, since over 99% of currently used marine fuels are of fossil origin. Therefore, the non-eligibility of food and feed crop- based fuels under this Regulation also minimises any risk to slow down the decarbonisation of the transport sector, which could otherwise result from a shift of crop-based biofuels from the road to the maritime sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector and the maritime transport currently uses predominanetly fuels of fossil origin. It is thereforeuse of biofuels, bioliquids and biomass fuels under this Regulation should be promoted in the decarbonisation of the maritime transport sector. It is however appropriate to avoid the creation of a potentially large demand of food and feed crops-basedunsustainable biofuels, bioliquids and biomass fuels by promoting their use under this Regulation. Accordingly, the additional greenhouse gas emissions and loss of biodiversity caused by all types of feed and food crop-based fuels require that these fuels be considered to have the same emission f, and therefore it should be ensured that only biofuels, bioliquids and biomass fuels that comply with the sustainability criteria and greenhouse gas saving criteria set out in the Directive (EU) 2018/2001 and do not pose a high indirect land-use change risk are used. The greenhouse gas emission factors of these fuels shall be determined actcors as the least favourable pathwayding to the methodologies set out in Directive (EU) 2018/2001.
Amendment 166 #
Proposal for a regulation
Recital 13
Recital 13
(13) However, this approach must be stricter in the maritime sector. The maritime sector has currently insignificant levels of demand for food and feed crops- based biofuels, bioliquids and biomass fuels, since over 99% of currently used marine fuels are of fossil origin. Therefore, the non-eligibility of food and feed crop- baseduse of biofuels, bioliquids and biomass fuels under this Regulation alsomust minimises any risk to slow down the decarbonisation of the transport sector, which could otherwise result from a shift of crop-based biofuels from the road to the maritime sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector and the maritime transport currently uses predominanetly fuels of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-basedunsustainable biofuels, bioliquids and biomass fuels by promoting their use under this Regulation. Accordingly, the additional greenhouse gas emissions and loss of biodiversity caused by all types of feed and food crop-based fuels require that these fuels be considered to have the same emission f and ensure that only biofuels, bioliquids and biomass fuels that comply with the sustainability criteria set out in Article 29 of Directive (EU) 2018/2001 and do not have a high indirect land-use change-risk are used. Accordingly, the additional greenhouse gas emissions and loss of biodiversity caused by all types of biofuels, bioliquids and biomass fuels require that the greenhouse gas emission factors of these fuels shall be determined actcors as the least favourable pathwayding to the methodologies set out in Directive (EU) 2018/2001.
Amendment 175 #
Proposal for a regulation
Recital 15
Recital 15
(15) This Regulation should establish the methodology and the formula that should apply to calculate the yearly average greenhouse gas intensity of the energy used on-board by a ship. This formula should be based on the fuel consumption reported by ships and consider the relevant emission factors of these fuels. The use of substitute sources of energy, such as wind or electricity, should also be reflected in the methodology. To ensure a level playing field, a specific method should be applied to take into account and adequately compensate the additional emissions resulting from sailing in ice conditions and the additional emissions caused by the ship’s ice-strengthened design when sailing in open water.
Amendment 201 #
Proposal for a regulation
Recital 24
Recital 24
(24) Exceptions in case of unavailability or incompatibility of OPS should be limited after ship and port operators have had sufficient time to make the necessary investments, in order to provide the necessary incentives for those investments and avoid unfair competition. As of 2035, ship operators should plan carefully their calls on TEN-T ports callsovered by the Regulation XXXX-XXX (Alternative Fuels Infrastructure Regulation) to make sure that they can carry out their activities without emitting air pollutants and GHG at berth and compromise the environment in coastal areas and port cities. A limited number of exceptions in case of unavailability or incompatibility of OPS should be maintained in order to provide the possibility for occasional last-minute changes in port call schedules and calls in ports with incompatible equipment. In order to mitigate stranded assets, incompatibility of OPS infrastructure on board and at berth as well as alternative fuel demand and supply imbalances, frequent consultation meetings between relevant stakeholders should be organised to discuss and take decisions on requirements and future plans.
Amendment 204 #
Proposal for a regulation
Recital 24 a (new)
Recital 24 a (new)
(24a) If a port outside of the TEN-T network has voluntarily installed OPS, ships calling at that port should connect to OPS.
Amendment 230 #
Proposal for a regulation
Recital 37
Recital 37
(37) The revenues generated from the payment of penalties should be used to promote the distribution and use of renewable and low-carbon fuels in the maritime sector and help maritime operators to meet their climate and environmental goals, including by supporting investments in alternative fuels and OPS infrastructure. For this purpose these revenues should be allocated to the the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC. It should be ensured that this allocation is earmarked for decarbonisation projects in the maritime sector.
Amendment 241 #
Proposal for a regulation
Recital 41 a (new)
Recital 41 a (new)
(41a) The methodology used to calculate GHG emission intensity reductions in Annex I should be reviewed regularly in order to evaluate, and if necessary amend, this Regulation, in order to include the reductions derived from new technological innovations. For example, the new potential GHG abatement technologies, such as propulsion techniques and carbon capture and storage, could contribute towards achieving the objectives of this Regulation.
Amendment 253 #
Proposal for a regulation
Recital 43 a (new)
Recital 43 a (new)
Amendment 254 #
Proposal for a regulation
Recital 43 a (new)
Recital 43 a (new)
(43a) The Commission shall comprehensively evaluate the quantity and sustainability of alternative fuels supply in the EU and report the results to the European Parliament and the Council, by 1 January 2028, and every five years until 2050. If needed, the Commission should propose a shared responsibility mechanism between shipping companies and fuel suppliers to ensure adequate volume and sustainability of these fuels.
Amendment 257 #
Proposal for a regulation
Recital 43 b (new)
Recital 43 b (new)
(43b) The Commission should encourage shipowners to subscribe to the Green Marine Europe Label, a voluntary environmental certification program, which promotes the adoption of concrete measures by the maritime sector to reduce its environmental footprint.
Amendment 258 #
Proposal for a regulation
Recital 43 c (new)
Recital 43 c (new)
(43c) The successful transition towards zero-emission and green ships requires going beyond the silo approach and implementing an integrated approach to promote innovative measures for greener ships, in line with other European legislation, such as the MRV or ETS Regulations. For example, regarding hull design, new engines and sustainable alternative fuels, wind propulsion, and operational measures that can be implemented in the short term to reduce fuel consumption and thus emissions, such as speed reduction or better route planning. Speed reduction, also referred to as slow steaming, was tested on a large scale between 2006 and 2012 due to the sharp increase in fuel prices: a 10% reduction in speed led to a reduction in consumption of around 19%1a and a corresponding reduction in emissions. __________________ 1a The impact of international shipping on European air quality and climate forcing’, European Environment Agency, Technical report No 4/2013.
Amendment 294 #
Proposal for a regulation
Article 3 – paragraph 1 – point a a (new)
Article 3 – paragraph 1 – point a a (new)
(aa) ‘wind propulsion’ or ‘wind- assisted propulsion’ means a propulsion technique that contributes primarily or auxiliary to the propulsion of any type of vessel via the energy of the wind, which is captured when the ship is sailing.
Amendment 315 #
Proposal for a regulation
Article 3 – paragraph 1 – point m
Article 3 – paragraph 1 – point m
(m) ‘ship at berth’ means a ship at berth as defined in Article 3, point (n) of Regulation (EU) 2015/757which is securely moored at the quayside in a port falling under the jurisdiction of a Member State while it is loading, unloading and/or embarking/disembarking passengers or hoteling, including the time spent when not engaged in cargo/passenger operations;
Amendment 320 #
Proposal for a regulation
Article 3 – paragraph 1 – point r
Article 3 – paragraph 1 – point r
(r) ‘on-shore power supply’ means the system to supply electricity to ships at berth, at low or high voltage, alternate or direct current, including ship side and shore side fixed, mobile and floating installations, when feeding directly the ship main distribution switchboard for powering hotel, service workloads or charging secondary batteries;
Amendment 347 #
Proposal for a regulation
Article 4 – paragraph 1 a (new)
Article 4 – paragraph 1 a (new)
1a. The quota of renewable fuels of non-biological origins (RFNBOs) during a reporting period shall not be inferior to the limits set out in paragraph 2a.
Amendment 371 #
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
2a. The minimum values referred to in paragraph 1a shall be as follows: - 2% from 1 January 2030; - 5% from 1 January 2035; - 12% from 1 January 2040; - 29% from 1 January 2045; - 70% from 1 January 2050;
Amendment 379 #
Proposal for a regulation
Article 4 – paragraph 3 a (new)
Article 4 – paragraph 3 a (new)
3a. The quota of RFNBOs shall be calculated as the amount of energy of RFNBOs used during a reporting period per amount of energy of all fuels used during a reporting period accounting to the methodology specified in Annex I.
Amendment 384 #
Proposal for a regulation
Article 4 – paragraph 4 a (new)
Article 4 – paragraph 4 a (new)
4a. Frequent consultation meetings with all relevant stakeholders in individual ports should be organised, to ensure ongoing discussion and cooperation on the alternative fuel supply that is planned and deployed in ports as well as on the demand expected from vessels calling on these ports.
Amendment 393 #
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
1. From 1 January 2030, a ship at berth in a port of call under the jurisdiction of a Member Statecovered by Article 9 of Regulation XXXX-XXX (Alternative Fuels Infrastructure Regulation) shall connect to on-shore power supply and use it for all energy needs while at berth.
Amendment 401 #
Proposal for a regulation
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
1a. If a port outside of the TEN-T network has voluntarily installed OPS, ships calling at that port should connect to OPS.
Amendment 455 #
Proposal for a regulation
Article 5 – paragraph 7 a (new)
Article 5 – paragraph 7 a (new)
7a. Frequent consultation meetings with all relevant stakeholders in individual ports should be organised, to ensure ongoing discussion and cooperation on the OPS infrastructure supply that is planned and deployed in ports as well as on the demand expected from vessels calling on these ports. This will mitigate stranded assets and incompatibility of OPS installations available onboard vessels and at berth.
Amendment 473 #
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
1. Companies shall check regularly, and at least annually, whether a ship’s monitoring plan reflects the nature and functioning of the ship and whether any of the data it contains can be improved, corrected and/or updated.
Amendment 488 #
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) biofuels and biogas that do not comply with point (a) or that are produced from food and feed crops with high indirect land-use change risk pursuant to Directive (EU) 2018/2001 shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel;
Amendment 489 #
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) biofuels and biogas that do not comply with point (a) or that are produced from food and feed crops with high indirect land-use change-risk shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel;
Amendment 583 #
Proposal for a regulation
Article 21 – paragraph 1
Article 21 – paragraph 1
1. The penalties referred to in Article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. Projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector, facilitate the construction of appropriate bunkering facilities or electric connection ports in ports, and support the development, testing and deployment of the most innovative European technologies, such as wind propulsion and carbon capture and storage, in the fleet to achieve significant emission reductions.
Amendment 584 #
Proposal for a regulation
Article 21 – paragraph 1
Article 21 – paragraph 1
1. The penalties referred to in Article 20(1) and 20(2) shall be allocated, through the Ocean Fund, to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. Projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector, facilitate the construction of appropriate bunkering facilities or electric connection ports in ports, and support the development, testing and deployment of the most innovative European technologies, such as wind propulsion, in the fleet to achieve significant emission reductions.
Amendment 589 #
Proposal for a regulation
Article 21 – paragraph 2
Article 21 – paragraph 2
2. The revenues generated from penalties referred to in paragraph 1 shall be allocated to the the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC. These revenues shall constitute external assigned revenue in accordance with Article 21(5) of the Financial Regulation, and shall be implemented in accordance with the rules applicable to the Innovation Fund. The revenues from these penalties shall be earmarked for the maritime sector and contribute to its decarbonisation, including support for alternative fuels production and deployment, alternative fuels infrastructure and OPS infrastructure as well as new innovative technologies.
Amendment 623 #
Proposal for a regulation
Article 28 – paragraph 1 – point c a (new)
Article 28 – paragraph 1 – point c a (new)
(c a) the methodology specified in Annex I;
Amendment 628 #
Proposal for a regulation
Article 28 – paragraph 1 a (new)
Article 28 – paragraph 1 a (new)
1a. The Commission shall review and evaluate every five years, starting from the entry into force of this Regulation until 2050, the default values presented in Annex II and amend them, if needed, based on sound scientific research and evidence.
Amendment 638 #
Proposal for a regulation
Annex I – paragraph 2 a (new)
Annex I – paragraph 2 a (new)
For the purpose of calculating the share of RFNBOs, the following formula, referred to as Equation (1a) shall apply:
Amendment 639 #
Proposal for a regulation
Annex I – paragraph 2 a (new) – formula (new)
Annex I – paragraph 2 a (new) – formula (new)
𝒑 ∑𝒐 𝑴𝒐 × 𝑳𝑪𝑽𝒐 𝑸𝒖𝒐𝒕𝒂 𝑹𝑭𝑵𝑩𝑶𝒔 [%] = 𝒏 × 𝟏𝟎𝟎 ∑𝒊 𝑴𝒊 × 𝑳𝑪𝑽𝒊
Amendment 640 #
Proposal for a regulation
Annex I – paragraph 2 a (new) – table (new)
Annex I – paragraph 2 a (new) – table (new)
Term Explanation i Index corresponding to all fuels delivered to the ship in the reference period n Index corresponding to the number of all fuels o Index corresponding to the RFNBOs delivered to the ship in the reference period p Index corresponding to the number of RFNBOs Mi Mass of specific fuel [gFuel] Mo Mass of the specific RFNBO [gFuel] LCV Lower Calorific Value of fuel [MJ/gFuel]
Amendment 661 #
Proposal for a regulation
Annex I – paragraph 8 – indent 1
Annex I – paragraph 8 – indent 1
– product identification (including information on the origin of manufacturing, i.e. RFNBO - source)
Amendment 681 #
Proposal for a regulation
Annex V – subheading 1
Annex V – subheading 1
Formulas for calculating the ship’s compliance balance
Amendment 682 #
Proposal for a regulation
Annex V – paragraph 2 – introductory part
Annex V – paragraph 2 – introductory part
For the purpose of calculating the compliance balance of a ship the following formulas shall apply:
Amendment 684 #
Proposal for a regulation
Annex V – paragraph 2 – table – row 1 a (new)
Annex V – paragraph 2 – table – row 1 a (new)
[∑ 𝒏 𝑪𝒐𝒎𝒑𝒍𝒊𝒂𝒏𝒄𝒆 𝒃𝒂𝒍𝒂𝒏𝒄𝒆𝑹𝑭𝑵𝑩𝑶𝒔 [𝑴𝑱] = (𝑸𝒖𝒐𝒕𝒂𝑹𝑭𝑵𝑩𝑶, 𝑨𝒄𝒕𝒖𝒂𝒍 ― 𝑸𝒖𝒐𝒕𝒂𝑹𝑭𝑵𝑩𝑶,𝑻𝒂𝒓𝒈𝒆𝒕) 𝟏𝟎𝟎 × 𝒊 𝑴𝒊 × 𝑳𝑪𝑽𝒊 ]
Amendment 685 #
Proposal for a regulation
Annex V – paragraph 3 table – row 3 a (new)
Annex V – paragraph 3 table – row 3 a (new)
Mi Mass of the specific fuel i [gFuel]
Amendment 686 #
Proposal for a regulation
Annex V – paragraph 3 table – row 3 b (new)
Annex V – paragraph 3 table – row 3 b (new)
LCV Lower Calorific Value of fuel [MJ/gFuel]
Amendment 687 #
Proposal for a regulation
Annex V – subheading 2
Annex V – subheading 2
Formulas for calculating the penalty laid down in Article 20(1)
Amendment 690 #
Proposal for a regulation
Annex V – paragraph 4 – table – row 1 a (new)
Annex V – paragraph 4 – table – row 1 a (new)
𝑷𝒆𝒏𝒂𝒍𝒕𝒚𝑸𝒖𝒐𝒕𝒂,𝑹𝑭𝑵𝑩𝑶𝒔 [€] = 𝒂𝒃𝒔(𝑪𝒐𝒎𝒑𝒍𝒊𝒂𝒏𝒄𝒆 𝒃𝒂𝒍𝒂𝒏𝒄𝒆𝑹𝑭𝑵𝑩𝑶𝒔)[𝑴𝑱] × (𝑷𝒓𝒊𝒄𝒆𝑹𝑭𝑵𝑩𝑶𝒔[€ 𝑴𝑱] ― 𝑷𝒓𝒊𝒄𝒆𝑽𝑳𝑺𝑭𝑶[€ 𝑴𝑱])