12 Amendments of Andreas GLÜCK related to 2021/0210(COD)
Amendment 105 #
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. To avoid market distortion and to ensure a fair and level playing field for Member States, measures should be taken in FuelEU Maritime to address specific circumstances, such as those related to climate and weather.
Amendment 111 #
Proposal for a regulation
Recital 1 b (new)
Recital 1 b (new)
(1b) 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 113 #
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 and to support research for emerging and future 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 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 139 #
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 144 #
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 152 #
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 fuels should be promoted. Directive (EU) 2018/2001 already limits and sets a cap on the contribution of such biofuels, bioliquids and biomass to the GHG emissions savings targets in the road and rail transport sector considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns.
Amendment 156 #
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 predominanatly 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 211 #
Proposal for a regulation
Recital 43 a (new)
Recital 43 a (new)
(43a) The Commission should ensure implementation and availability of tools for collaboration and exchange of best practices for the maritime transport sector, as defined in the ‘Better Regulation Guidelines1a. It is essential that the regulations put in place under the Fit For 55 - Green Deal, EU ETS - as well as the European Recovery and Resilience Facility - are coherent and link actors from the maritime sector to make the EU the champion of green ships. _________________ 1a Commission Staff Working Document, Better Regulation Guidelines, SWD(2021) 305 final, European Commission, Brussels.
Amendment 214 #
Proposal for a regulation
Recital 43 b (new)
Recital 43 b (new)
(43b) The Commission should encourage ship-owners 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 215 #
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 351 #
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 420 #
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.