19 Amendments of Annalisa TARDINO related to 2021/0210(COD)
Amendment 105 #
Proposal for a regulation
Recital 3
Recital 3
(3) In the context of fuel transition to renewable and low carbon fuels and substitute sources of energy, it is essential to ensure the proper functioning of and fair competition in the EU maritime transport market regarding marine fuels, which account for a substantial share of ship operators’ costs. Total cost of ownership of shipping assets shall be a driving variable in the decisions taken by policy makers, while guiding the search for the optimal decarbonisation pathways in the shipping industry. Differences in fuel requirements across Member States of the Union can significantly affect ship operators’ economic performance and negatively impact competition in the market. Due to the international nature of shipping, ship operators may easily bunker in third countries and carry large amounts of fuel. This may lead to carbon leakage and detrimental effects on the competitiveness of the sector if the availability of renewable and low carbon fuels in maritime ports under the jurisdiction of a Member State is not accompanied by a scaled production and due requirements for their use that apply to all ship operators arriving at and departing from ports under the jurisdiction of Member States. This Regulation should lay down measures to ensure that the penetration of renewable low-carbon fuels in the marine fuels market takes place under the conditions of fair competition on the EU maritime transport market, leaving shipping operators the choice of lower abatement cost option. This is essential to guarantee the competitiveness of European shipping industries and the relevance of logistic routes linking European ports with global trade. LNG today plays a role as a transition low- carbon fuel, while laying the ground for the roll out of bioLNG and eLNG in the forthcoming decades. The Commission shall consider the technological advantages of these decarbonized alternatives in terms of abatement cost and infrastructure readiness, particularly with regards to hydrogen and ammonia- based shipping.
Amendment 145 #
Proposal for a regulation
Recital 9
Recital 9
(9) While instruments such as carbon pricing or targets on the carbon intensity of activity promote improvements in energy efficiency, they are not suited to bring about a significant shift towards renewable and low-carbon fuels in the short and medium term. A specific regulatory approach dedicated to the deployment of renewable and low-carbon marine fuels and substitute sources of energy, such as wind or electricity, is therefore necessary is therefore necessary to be implemented in a goal-based, technology neutral and cost effective manner.
Amendment 156 #
Proposal for a regulation
Recital 11
Recital 11
(11) Development and deployment of renewable and low carbon fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This will support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable maritime fuels in the short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, liquefied natural gas and other sustainable maritime fuels produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic maritime fuels should be eligible. In particular, liquefied natural gas and other sustainable maritime fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise maritime transport already in the short term.
Amendment 194 #
Proposal for a regulation
Recital 21
Recital 21
(21) The use of on-shore power supply (OPS) abates air pollution produced by ships as well as reduces the amount of GHG emissions generated by maritime transport. OPS represents an increasingly clean power supply available to ships at berth, in view of the growing renewables share in the EU electricity mix. While only the provision on OPS connection points is covered by Directive 2014/94/EU (Alternative Fuels Infrastructure Directive – AFID), the demand for and, as a result, the deployment of this technology has remained limited. Therefore specific rules should be established to mandate the use of OPS by the most polluting ships, preserving the compliance between this regulation and XXX [AFIR] Regulation.
Amendment 198 #
Proposal for a regulation
Recital 22
Recital 22
(22) In addition to OPS, other technologies might be capable of offering equivalent environmental benefits in ports. When on a well to wake approach the use of an alternative technology is demonstrated to be equivalent to the use of OPS, a ship should be exempted from its use of OPS.
Amendment 275 #
Proposal for a regulation
Article 2 – paragraph 1 – point c
Article 2 – paragraph 1 – point c
Amendment 287 #
Proposal for a regulation
Article 2 – paragraph 2 a (new)
Article 2 – paragraph 2 a (new)
If a thorough ex-ante impact assessment regarding the risks of cargo diversion establishes that no major negative impacts on EU ports are expected, the Commission shall propose an amendment to this Regulation aiming at applying the Regulation to X percent (X%) of the energy used on voyages departing from or arriving to a port of call under the jurisdiction of a Member State, where the last or the next port of call is under the jurisdiction of a third country.
Amendment 296 #
Proposal for a regulation
Article 3 – paragraph 1 – point e
Article 3 – paragraph 1 – point e
(e) ‘renewable fuels of non-biological origin’ means liquid and gaseous transport renewable fuels of non- biological origin as defined in Article 2, point (36), of Directive (EU) 2018/2001;
Amendment 363 #
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1
Article 4 – paragraph 2 – subparagraph 1
[Asterix: The reference value, which calculation will be carried out at a later stage of the legislative procedure, corresponds to the fleet average greenhouse gas intensity of the energy used on-board by ships in 202019 determined on the basis data monitored and reported in the framework of Regulation (EU) 2015/757 and using the methodology and default values laid down in Annex I to that Regulation.] The phase-in timescale, as laid down in Paragraph 2, shall take into account the availability of alternative solutions to the use of current fuels and be revised, if necessary, on the basis of the report that the Commission shall present on the evolution of technologies and market for renewable and low fuels in maritime transport, pursuant to Article 28 of the present Regulation].
Amendment 392 #
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
1. From 1 January 2030, a ship at berth in a port of call under the jurisdiction of a Member Statemoored at the quayside in a port of call that falls within the scope of Article 9 of XXX [AFIR] Regulation, shall connect to on-shore power supply and use it for all energy needs while at berth, except for boilers and other thermal devices which can't be powered through OPS.
Amendment 430 #
Proposal for a regulation
Article 5 – paragraph 3 – point d
Article 5 – paragraph 3 – point d
(d) that are unable to connect to on- shore power supply due to unavailable connection points at the visited berth in a port;
Amendment 453 #
Proposal for a regulation
Article 5 – paragraph 6 a (new)
Article 5 – paragraph 6 a (new)
6a. According to Article 28, the European Commission should present a report on the availability of infrastructures for on shore power supply in the European ports' system by 2030. In case the infrastructure is not completely built up and functioning in a given port, the exceptions listed under paragraph 3 should remain into force until its completion.
Amendment 490 #
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) biofuels and biogas that do not comply with point (a) or that are produced from food and feed crops of high indirect land-use change-risk shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel;
Amendment 499 #
Proposal for a regulation
Article 9 – paragraph 3 a (new)
Article 9 – paragraph 3 a (new)
Amendment 501 #
Proposal for a regulation
Article 9 a (new)
Article 9 a (new)
Amendment 580 #
Proposal for a regulation
Article 21 – paragraph 1
Article 21 – paragraph 1
1. The penalties referred to in Article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. Projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector, facilitate the construction of appropriate bunkering facilities or electric connection ports in ports, and support the development, testing and deployment of the most innovative European technologies in the fleet, as well as stimulating fleet renewal across the European Union maritime technology industry, to achieve significant emission reductions.
Amendment 656 #
Proposal for a regulation
Annex I – paragraph 4 – subparagraph 1
Annex I – paragraph 4 – subparagraph 1
Amendment 669 #
Proposal for a regulation
Annex II – paragraph 11
Annex II – paragraph 11
Column 7 contains the emission factor Cf for methane in [gCH4/gfuel]. Default values as contained in the table shall be used. Values certified by mean of testing can be used in place of the default values. For LNG fuels (i.e. LNG, bio-LNG and e- LNG) Cf for methane are set to zero.
Amendment 671 #
Proposal for a regulation
Annex II – paragraph 13
Annex II – paragraph 13
Column 9 identifies the part of fuel lost as fugitive emissions (Cslip) measure as % of mass of fuel used by the specific energy converter. Default values as contained in the table shall be used. Values certified by mean of testing can be used in place of the default values. For fuels such as LNG for which the fugitive emissions (slip) exists, the amount of fugitive emissions as presented in Table 1 is expressed in % of the mass of fuel used (Column 9). The values contained in Column 9 shall be used, in accordance with equation (1). The values of Cslip in Table (1) are calculated at 50% of the engine load. Default values as contained in the table shall be used. Values certified by mean of testing can be used in place of the default values.