48 Amendments of Marianne VIND related to 2021/0211(COD)
Amendment 54 #
Proposal for a directive
Recital 14 a (new)
Recital 14 a (new)
(14 a) GHG emissions from the maritime sector have grown and are expected to grow further (IMO). This sector cannot stay behind and needs to take considerable action to reach the EU’s GHG emission reduction goals and climate neutrality by 2050 as set by the Climate Law. In doing so, it is important that all GHG emissions should be taken into account.
Amendment 55 #
Proposal for a directive
Recital 14 b (new)
Recital 14 b (new)
(14 b) A Maritime Fund should be established to support the deployment and accelerated uptake of zero-emission fuels and technologies in the sector, as well as ensuring a social just transition for its workforce and safeguard vulnerable marine eco-systems.
Amendment 58 #
Proposal for a directive
Recital 15 a (new)
Recital 15 a (new)
(15 a) For monitoring purposes (carbon leakage), it is important to take into account EU-neighbouring port calls made before or after EU port calls. The Commission should pay attention to potential unintended effects and propose measure to address these. Therefore, the commission should set up a strong monitoring scheme.
Amendment 68 #
Proposal for a directive
Recital 17
Recital 17
(17) In the European Green Deal, the Commission stated its intention to take additional measures to address greenhouse gas emissions from the maritime transport sector through a basket of measures to enable the Union to reach its emissions reduction targets. In this context, Directive 2003/87/EC should be amended to include the maritime transport sector in the EU ETS in order to ensure this sector contributes to the increased climate objectives of the Union as well as to the objectives of the Paris Agreement, which requires developed countries to take the lead by undertaking economy-wide emission reduction targets, while developing countries are encouraged to move over time towards economy-wide emission reduction or limitation targets.49 Considering that emissions from international aviation outside Europe should be capped from January 2021 by global market-based action while there is no action in place that caps or prices maritime transport emissions, it is appropriate that the EU ETS covers a shareall of the emissions from voyages between a port under the jurisdiction of a Member State and port under the jurisdiction of a third country, with the third country being able to decide on appropriate action in respect of the other share of emissions. The extension of the EU ETS to the maritime transport sector should thus include halfl of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port outside the jurisdiction of a Member State, hand alfl of the emissions from ships 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, emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port under the jurisdiction of a Member State, and emissions at berth in a port under the jurisdiction of a Member State. This approach has been noted as a practical way to solve the issue of Common but Differentiated Responsibilities and Capabilities, which has been a longstanding challenge in the UNFCCC context. The coverage of a share of the emissions from both incoming and outgoing voyages between the Union and third countries ensures the effectiveness of the EU ETS, notably by increasing the environmental impact of the measure compared to a geographical scope limited to voyages within the EU, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Unionraising pressure at IMO level to undertake action for a fitting and climate-effective global measure. The European institutions should facilitate and strengthen international acceptance for such a measure which is in line with the international target of staying below the 1.5°C threshold (Paris Agreement). To ensure a smooth inclusion of the sector in the EU ETS, the surrendering of allowances by shipping companies should be gradually increased with respect to verified emissions reported for the period 2023 to 20254. To protect the environmental integrity of the system, to the extent that fewer allowances are surrendered in respect of verified emissions for maritime transport during those years, once the difference between verified emissions and allowances surrendered has been established each year, a corresponding a number of allowances should be cancelled. As from 20265, shipping companies should surrender the number of allowances corresponding to all of their verified emissions reported in the preceding year. __________________ 49 Paris Agreement, Article 4(4).
Amendment 80 #
Proposal for a directive
Recital 18
Recital 18
(18) The provisions of Directive 2003/87/EC as regards maritime transport activities should be kept under review in light of future international developments and efforts undertaken to achieve the objectives of the Paris Agreement, including the second global stocktake in 2028, and subsequent global stocktakes every five years thereafter, intended to inform successive nationally determined contributions. In particular, the Commission should report any time before the second global stocktake in 2028 - and therefore no later than by 30 September 2028 - to the European Parliament and to the Council on progress in the IMO negotiations concerning a global market- based measure. In its report, the Commission should analyse the International Maritime Organization instruments and, assess, as relevant, how to implement those instruments in Union law through a revision of Directive 2003/87/EC. In its report, the Commission should include proposals as appropriate. Furthermore, the European Commission should advocate rigorously on the international level for the acceptance of an ambitious and climate effective international measure.
Amendment 84 #
Proposal for a directive
Recital 19
Recital 19
(19) The Commission should review the functioning of Directive 2003/87/EC in relation to maritime transport activities in the light of experience of its application, including in relation to possible evasive practices, and should then propose measures to ensure its effectiveness. The Commission should set up a monitoring scheme specifically assessing potential evasive practices and draft a list of potential business activities that do not fall under significant business activities performed at neighbouring EU port calls.
Amendment 87 #
Proposal for a directive
Recital 20
Recital 20
(20) The person or organisation responsible for the compliance with the EU ETS should be the shipping company, defined as the shipowner or any other organisation or person, such as the manager or the bareboat charterer, that has assumed the responsibility for the operation of the ship from the shipowner and that, on assuming such responsibility, has agreed to take over all the duties and responsibilities imposed by the International Management Code for the Safe Operation of Ships and for Pollution Prevention. This definition is based on the definition of ‘company’ in Article 3, point (d) of Regulation (EU) 2015/757, and in line with the global data collection system established in 2016 by the IMO. In line with the polluter pays principle, the shipping company could, by means of a contractual arrangement, hold the entity that is directly responsible for the decisions affecting the CO2 emissions of the ship accountable for the compliance costs under this Directive. This entity would normally be the entity that is responsible for the choice of fuel, route and speed of the ship. Compliance of the ship, which is a shared responsibility between the ship owner and the operator, needs to be monitored and enforced. The Commission is called upon to assess potential compliance loopholes, propose measures and formally review this Directive relating to this topic in 2027 if significant issues of compliance have been found.
Amendment 101 #
Proposal for a directive
Recital 33
Recital 33
(33) The scope of the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC should be extended to support innovation in low-carbon technologies and processes that concern the consumption of fuels in the sectors of buildings and road transport. In addition, the Innovation Fund should serve to support investments to accelerate the decarboniseation of the maritime transport sector towards a climate neutral pathway, including investments in R&D for sustainable zero- emission alternative fuels, such as green hydrogen and green ammonia that are produced from renewables, as well as zero-emission propulsion technologies like wind technologies or other zero-emission technologies, including refuelling and recharging infrastructure for such zero- emission alternatives in ports. Considering that revenues generated from penalties raised in Regulation xxxx/xxxx(EU) [FuelEU Maritime]52 are allocated to the Innovation Fund as external assigned revenue in accordance with Article 21(5) of the Financial Regulation, the Commission should ensure that due consideration is given to support for innovative projects aimed at accelerating the development and deployment of sustainable renewable and low carbzero-emission fuels in the maritime sector, as specified in Article 21(1) of Regulation xxxx/xxxx(EU) [FuelEU Maritime]. To ensure sufficient funding is available for innovation within this extended scope, the Innovation Fund should be supplemented with 50 million allowances, stemming partly from the allowances that could otherwise be auctioned, and partly from the allowances that could otherwise be allocated for free, in accordance with the current proportion of funding provided from each source to the Innovation Fund. __________________ 52[add ref to the FuelEU Maritime Regulation].
Amendment 121 #
Proposal for a directive
Recital 44
Recital 44
(44) In order to establish the necessary implementation framework and to provide a reasonable timeframe for reaching the 2030 target, emissions trading in the two new sectors should start in 2025. During the first year, the regulated entities should be required to hold a greenhouse gas emissions permit and to report their emissions for the years 2024 and 2025. The issuance of allowances and compliance obligations for these entities should be applicable as from 2026 for use by commercial actors and 2028 for use by non-commercial households. This sequencing will allow starting emissions trading in the sectors in an orderly and efficient manner as well as ensuring a just transition. It would also allow the EU funding and Member State measures to be in place to ensure a socially fair introduction of the EU emissions trading into the two sectors so as to mitigate the impact of the carbon price on vulnerable households and transport users.
Amendment 122 #
Proposal for a directive
Recital 44 a (new)
Recital 44 a (new)
(44 a) The transition towards a sustainable and smart transport sector should be designed socially, in which solidarity within and between member states is key and those affected the most by transport poverty are not left behind. This is a responsibility of the European Union as well as every Member State to provide effective support measures and invest in structural solutions to provide transport alternatives.
Amendment 123 #
Proposal for a directive
Recital 44 b (new)
Recital 44 b (new)
(44 b) The transport modal shift targets as put forward in the Green Deal & Sustainable and Smart Mobility Strategy require a significant behavioural change and mental shift in both the private sector as well as with households. For this, it is important that more environmentally friendly transport modes are reliable and a level playing field is created as compared to the road option. Public transport should form the mobility backbone and needs to be reliable, safe, accessible, inclusive and affordable.
Amendment 124 #
Proposal for a directive
Recital 44 c (new)
Recital 44 c (new)
(44 c) Considering the link with the other Fit for 55 files (AFIR & CO2 standards for new cars and vans) which regulate the deployment of EV infrastructure as well as indirectly stimulate the creation of a second hand EV car market which is needed to become more socially accessible, the inclusion of the transport sector in ETS might be more socially designed by phasing-in first the commercial sector (2026), followed by a later phase-in of the households (2028). However, this might impose technical and administrative challenges. Therefore, the Commission needs to define how to distinguish between commercial and non- commercial end-use of fuels, with the aim of including as many commercial actors as possible without leading to a price impact on vulnerable households and in an administratively feasible way avoiding loopholes. In addition, the Commission is required to monitor for such potential loopholes and suggest measures to address these.
Amendment 125 #
Proposal for a directive
Recital 44 d (new)
Recital 44 d (new)
(44 d) The ETS road pricing might be felt extra hard for those who are car dependent and have no transport alternatives. It is important to socially correct and temporary price corridors (between which the EU ETS 2 price can vary before corrective measures are automatically taken) can be introduced as a corrective mechanism for households until 2030. These price corridors can be adjusted overtime, where the design would be to correct more in the early years and decrease the correction as the deployment of alternative public transport and EV infrastructure (as well as the development of the second-hand market) is increased.
Amendment 126 #
Proposal for a directive
Recital 44 e (new)
Recital 44 e (new)
(44 e) Sudden price hikes in fossil fuels can lead to negative social impacts on households. A stable and gradual price increase of fossil fuels allows to anticipate, plan and invest in structural solutions. To socially correct ETS road, a counterbalancing mechanism for global oil and gas market price fluctuations can be introduced.
Amendment 127 #
Proposal for a directive
Recital 44 f (new)
Recital 44 f (new)
(44 f) Fuel suppliers should be encouraged to invest in more sustainable alternatives and not merely transfer all costs to end-users. To this extend and to design a more social ETS for the road sector, a corrective measure is put forward that complies fuel suppliers to submit cost breakdown data to the European Commission. The difference between the price that is passed-on to the end-consumer for the allowances and the maximum proportion of costs that can be passed-on should be directly fed into the Social Climate Fund. The Commission shall ensure compliance with this principle.
Amendment 148 #
Proposal for a directive
Recital 48
Recital 48
(48) The total quantity of allowances for the new emissions trading should follow a linear trajectory to reach the 2030 emissions reduction target, taking into account the cost-efficient contribution of buildings and road transport of 43 % emission reductions by 2030 compared to 2005. The total quantity of allowances should be established for the first time in 20265, to follow a trajectory starting in 2024 from the value of the 2024 emissions limits (1 109 304 000 CO2t), calculated in accordance with Article 4(2) of Regulation (EU) 2018/842 of the European Parliament and of the Council59 on the basis of the reference emissions for these sectors for the period from 2016 to 2018. The Commission should determine what share of that total quantity of allowances is to be used by commercial actors and base the cap from 2025 to 2027 only on emissions by commercial actors. Accordingly, the linear reduction factor should be set at 5,15 %. From 2028, the total quantity of allowances should be set on the basis of the average reported emissions for both commercial and non-commercial end use for the years 2024, 2025 and 2026, and should decrease by the same absolute annual reduction as set from 2024, which corresponds to a 5,43 % linear reduction factor compared to the comparable 2025 value of the above defined trajectory. If those emissions are significantly higher than this trajectory value and if this divergence is not due to small-scale differences in emission measurement methodologies, the linear reduction factor should be adjusted to reach the required emissions reduction in 2030. __________________ 59Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 156, 19.6.2018, p. 26).
Amendment 236 #
Proposal for a directive
Recital 67 a (new)
Recital 67 a (new)
(67 a) The Commission should carry out a new in-depth impact assessment covering all Fit for 55 legislations that apply to the maritime sector (cumulative). This overarching assessment should cover the economic impact, environmental impact and social impact. It needs to be undertaken early on during implementation of the different legislations and expanded with a periodical monitoring scheme. In particular, potential compliance or enforcement loopholes should be analysed and monitored. However, it may not delay the implementation of the different files.
Amendment 242 #
Proposal for a directive
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Directive 2003/87/EC
Article 2 – paragraph 2
Article 2 – paragraph 2
2. This Directive shall apply without prejudice to any requirements pursuant to Directive 2010/75/EU of the European Parliament and of the Council(*). This directive applies to ships from 400 gross tonnage and above in respect of GHG emissions released during their voyages from their last port of call to a port of call under the jurisdiction of a Member State and from a port of call under the jurisdiction of a Member State to their next port of call, as well as within ports of call under the jurisdiction of a Member State.
Amendment 247 #
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Article 1 – paragraph 1 – point 2 – point d
Proposal for a directive
Article 3 – point v
Article 3 – point v
(v) ‘shipping company’ means the shipowner or any other organisation or person, such as the manager or the bareboat charterer, that has assumed the responsibility for the operation of the ship from the shipowner and that, on assuming such responsibility, has agreed to take over all the duties and responsibilities imposed by the International Management Code for the Safe Operation of Ships and for Pollution Prevention, set out in Annex I to Regulation (EC) No 336/2006 of the European Parliament and of the Council(*); The compliance of the ship is a shared responsibility of the operator as well as the registered owner; The commission shall monitor from the start of the implementation to the maritime sector on potential loopholes that are issues of compliance and propose measures to address these early on in the implementation phase; The Commission needs to review the Directive in 2027 specifically relating to compliance of the ship, if loopholes are found.
Amendment 270 #
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2003/87/EC
Article 3a
Article 3a
Articles 3b to 3f shall apply to the allocation and issue of allowances in respect of the aviation activities listed in Annex I. Articles 3g to 3gef shall apply in respect of the maritime transport activities listed in Annex I.
Amendment 275 #
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1
Article 3g – paragraph 1
1. The allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of fiftyone hundred percent (5100 %) of the GHG emissions from ships 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, fiftyone hundred percent (5100 %) of theGHG emissions from ships performing voyages departing from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State, one hundred percent (100 %) of GHG emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State and one hundred percent (100 %) of GHG emissions from ships at berth in a port under the jurisdiction of a Member State. Following actions need to be taken by the Commission relating to the potential risks of carbon leakage: a) The Commission shall establish a list of Union and non-Union ports that pose a significant risk of carbon leakage, define the criteria of inclusion of Union ports into that list and update the list annually. b) The Commission is empowered to adopt delegated acts in accordance with paragraph a) to supplement this Directive concerning the criteria to classify a non- Union port that poses a significant risk of carbon leakage and draw up a list of non- Union ports accordingly. c) If significant effects are found, the Commission needs to propose measures to address these. d) The Commission needs to establish a clear definition of the term ‘business leakage’ and define criteria, this can be incorporated in the in-depth impact assessment.
Amendment 289 #
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/83/EC
Article 3ga – paragraph 1 – point a
Article 3ga – paragraph 1 – point a
(a) 230 % of verified emissions reported for 2023;
Amendment 291 #
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point b
Article 3ga – paragraph 1 – point b
(b) 4560 % of verified emissions reported for 2024;
Amendment 292 #
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point c
Article 3ga – paragraph 1 – point c
Amendment 297 #
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point d
Article 3ga – paragraph 1 – point d
(d) 100 % of verified emissions reported for 20265 and each year thereafter.
Amendment 302 #
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport for the years 2023, 2024 and 20254, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 313 #
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd b (new)
Article 3gd b (new)
Amendment 317 #
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd a (new)
Article 3gd a (new)
1. Where the ultimate responsibility for the purchase of the fuel or the operation of the ship is assumed, pursuant to a contractual arrangement, by an entity other than the shipping company, Member States shall ensure that entity shall be is responsible under the contractual arrangement for covering the costs arising from the implementation of this Directive. 2. For the purposes of this Article, ‘operation of the ship’ means determining the cargo carried by, or the route and speed of, the ship. 3. Member States shall take the necessary measures to ensure that the shipping company has appropriate and effective means of recovering the costs referred to in paragraph 1 in accordance with Article 16 of this Directive.
Amendment 330 #
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2
Article 3ge – paragraph 2
2. The Commission shall monitor the implementation of this Chapter and possible trends as regards companies seeking to avoid being bound by the requirements of this Directive. If appropriate, the Commission shall propose measures to prevent such avoidance.; In addition, the Commission shall conduct yearly an in-depth and coherent assessment looking into the cumulated impact of all Fit for 55 proposals (FuelEU Maritime, AFIR, ETD, RED,…) that apply to the sector;
Amendment 334 #
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gf (new)
Article 3gf (new)
Member States may exclude from the EU ETS vessels that have reported to the competent authority of the Member States under Regulation (EU) 2015/757 emissions of less than 1000 tonnes of carbon dioxide equivalent in the previous year, provided that the Member State concerned: a) notifies the Commission of each such vessel and to the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport for the years 2023, 2024, 2025 and the years thereafter, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10. b) notifies the Commission of each such vessel before the list of installations pursuant to Article 11(1) is to be submitted or at the latest when that list is submitted to the Commission;
Amendment 409 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30a – paragraph 1a (new)
Article 30a – paragraph 1a (new)
Road transport fuels for non-commercial end-users (households) should be excempted until the first of January 2028. The Commission shall in a delegated act specify how to administratively and technically separate between commercial and non-commercial end use of the fuel and recalculate the Union wide quantity of allowances based on this scope. In doing so, the Commission needs to minimise administrative costs and account for a gradual approach for households, socially correcting with a price corridors mechanism and counterbalancing mechanism for global oil and gas market price fluctuations (sharp price peaks)
Amendment 412 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30b – paragraph 2 – point c
Article 30b – paragraph 2 – point c
(c) the end use(s) of the fuels, including if used by commercial actors or households, released for consumption for the activity referred to in Annex III;
Amendment 414 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30c – paragraph 2
Article 30c – paragraph 2
2. The Union-wide quantity of allowances issued under this Chapter each year from 2028 shall decrease in a linear manner beginning from 2025 on the basis of the average emissions reported under this Chapter for the years 2024 to 2026, including both commercial and non- commercial use of the fuels. The quantity of allowances shall decrease by a linear reduction factor of 5,43 %, except if the conditions of point 1 of Annex IIIa apply, in which case, the quantity shall decrease with a linear reduction factor adjusted in accordance with the rules set out in point 2 of Annex IIIa. By 30 June 2027, the Commission shall publish the Union-wide quantity of allowances for the year 2028, including both commercial and non- commercial use of the fuels, and, if required, the adjusted linear reduction factor.
Amendment 417 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 2 – subparagraph 1
Article 30d – paragraph 2 – subparagraph 1
2. The auctioning of the allowances under this Chapter shall start in 2026 with a volume corresponding to 130 % of the auction volumes for 2026 established on the basis of the Union-wide quantity of allowances for commercial use for that year and the respective auction shares and volumes pursuant to paragraph 3, 5 and 6. The additional volumes to be auctioned shall only be used for surrendering allowances pursuant to Article 30e(2) and be deducted from the auction volumes for the period from 2028 to 2030. The conditions for these early auctions shall be set in accordance with paragraph 7 and Article 10(4).
Amendment 419 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 3a (new)
Article 30d – paragraph 3a (new)
3 a. At least 25% of the total quantity of allowances covered by this Chapter shall be auctioned and the equivalent of the revenues generated shall be allocated to the EU budget for use in the Social Climate Fund established by [Social Climate Fund Regulation].
Amendment 422 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5 – point b – introductory part
Article 30d – paragraph 5 – point b – introductory part
(b) measures intended to accelerate the uptake of zero-emission vehicles or to provide financial support for the deployment of fully interoperable refuelling and recharging infrastructure for zero-emission vehicles orand measures to encourage a shift to accessible, affordable, safe and inclusive public forms of transport and improve multimodality, or to provide financial support (including a road modal shift to more environmentally-friendly modes), and to provide financial support and invest in structural solutions in order to address social aspects concerning low and middle- income transport users.
Amendment 424 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5 – point b – subparagraph 2
Article 30d – paragraph 5 – point b – subparagraph 2
Member States shall use a part of their auction revenues generated in accordance with this Article to address social aspects of the emission trading under this Chapter with a specific emphasis on vulnerable households, vulnerable micro-enterprises and vulnerable transport users as defined under Regulation (EU) 20…/nn [Social Climate Fund Regulation](*). Any use of revenues without the primary objective being to address social aspects of emissions trading but instead support decarbonisation should also be spent in a way that contributes to addressing social aspects by ensuring that the measures taken are primarily for the benefit of lower-income households. Where a Member State submits to the Commission a [Social Climate Plan] pursuant to that Regulation, the Member State shall use those revenues inter alia to finance that plan.
Amendment 427 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5 – point b – subparagraph 3
Article 30d – paragraph 5 – point b – subparagraph 3
Member States shall be deemed to have fulfilled the provisions of this paragraph if they have in place and implement fiscal or financial support policies or regulatory policies, which leverage financial support, established for the purposes set out in the first subparagraph and, which have a value equivalent to the revenues generated from the auctioning of allowances referred to in this Chapter and can demonstrate concrete progress towards reducing mobility poverty in line with targets and indicators defined in the Social Climate Fund Regulation.
Amendment 431 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
2. Member States shall ensure that each regulated entity monitors for each calendar year as from 2025 the emissions corresponding to the quantities of fuels released for consumption pursuant to Annex III, including the reporting of the separation for commercial and non- commercial use. They shall also ensure that each regulated entity reports these emissions to the competent authority in the following year, starting in 2026, in accordance with the acts referred to in Article 14(1).
Amendment 432 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30f – paragraph 2a (new)
Article 30f – paragraph 2a (new)
2 a. The Commission together with an appointed scientific committee can determine for a period of every six months (spring/summer and autumn/winter) minimum and maximum price commodity ranges for global oil and gas prices. If a global unforeseen shock in such prices leads to a brief price peak that exceeds or subceed these min-max ranges, this can be corrected – from a social impact point of view – via the Market Stability Reserve. However, any injection of allowances from the MSR through this mechanism should be deducted from the auctioning volumes of the following years. The measure could be introduced when non- commercial end-users (households) are introduced to the road ETS.
Amendment 433 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30f – paragraph 2b (new)
Article 30f – paragraph 2b (new)
2 b. Member States shall ensure that each regulated entity monitors for each calendar year from 2026 the share of costs that go into the prices at the pump for diesel and petrol, including the share of costs that are related to the surrender of allowances and passed on to the final consumer for the quantities of fuels released for consumption pursuant to Annex III. The regulated entities shall pass on no more than 50% of the costs related to the surrender of allowances. Member States shall also ensure that each regulated entity reports those costs to the competent authority in the following year, starting in 2027, in accordance with the acts referred to in Article 14(1). The Commission shall report annually on the share of costs that are related to the surrender of allowances and passed on in excess to the final consumer for each regulated entity. If a regulated entity has passed on more than 50% of the costs related to the surrender of allowances, they shall pay the cost of the surrender of allowances in accordance with the excess amount as a penalty into the Social Climate Fund.
Amendment 437 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 1
Article 30h – paragraph 1
1. Where, for more than three consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than twice the average price of allowance during the six preceding consecutive months in the auctions for the allowances covered by this Chapter55 euro per tonne of CO2, the Commission shall, as a matter of urgency, adopt a decision to release 50 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814, unless if before 2028 when only 20 million allowances should be released. If the price stays above 55 euro per tonne of CO2 for another three consecutive months, the Commission shall adopt a decision to release another 50 million allowances, unless if before 2028 where only 20 million allowances should be released.
Amendment 440 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 2
Article 30h – paragraph 2
2. Where, for more than three consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is moreless than three times the average price of allowance during the six preceding consecutive months in the auctions for the allowances covered by this Chapter35 euro per tonne of CO2, the Commission shall, as a matter of urgency, adopt a decision to release 1cancel 50 million allowances covered by this Chapter fromto the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814, unless if before 2028 where only 20 million allowances should be cancelled. If the price stays below 35 euro per tonne of CO2 for another three consecutive months, the Commission shall adopt a decision to cancel another 50 million allowances, unless if before 2028 where only 20 million allowances should be cancelled.
Amendment 443 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 2a (new)
Article 30h – paragraph 2a (new)
2a. On the basis of an assessment by the Commission and the appointed scientific committee of the expected energy market fluctuations for diesel and petrol commodity prices prior to the application of this Chapter, additional allowances from the Market Stability Reserve could be released in order to protect consumers against very high commodity prices during energy crises and to prevent rebound effects when commodity prices are very low due to external energy market factors.
Amendment 445 #
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 i – paragraph 1
Article 30 i – paragraph 1
By 1 January 2028, the Commission shall report to the European Parliament and to the Council on the implementation of the provisions of this Chapter with regard to their effectiveness, administration and practical application, including on the application of the rules under Decision (EU) 2015/1814 and use of allowances of this Chapter to meet compliance obligations of the compliance entities covered by Chapters II, IIa and III. Where appropriate, the Commission shall accompany this report with a proposal to the European Parliament and to the Council to amend this Chapter. By 31 October 2031 the Commission should assess the feasibility of integrating the sectors covered by Annex III in the Emissions Trading System covering the sectors listed in annex 1 of Directive 2003/87/EC.’’In particular, the Commission shall, where appropriate, amend Article 30h to harmonise the methodology set out in that Article with Decision (EU) 2015/1814 and present appropriate thresholds to safeguard against both threshold effects and price volatility of both the EU ETS 2 price and variations in commodity prices, in due time for it to enter into force on 1 January 2030.;
Amendment 459 #
Proposal for a directive
Article 3 – paragraph 1 – point 1a (new)
Article 3 – paragraph 1 – point 1a (new)
Regulation (EU) 2015/757
Article 3 – point c
Article 3 – point c
(1 a) In Article 3, point (c) is replaced by the following: (c) ‘voyage’ means any movement of a ship that originates from or terminates in a port of call or structures situated on the continental shelf of that Member State (off-shore supply services) and that serves the purpose of transporting passengers, or cargo for commercial purposes; or performing service activities for offshore installations.
Amendment 467 #
Proposal for a directive
Article 3 – paragraph 1 – point 6
Article 3 – paragraph 1 – point 6
Regulation (EU) 2015/757
Article 10 – points ea and k
Article 10 – points ea and k
6. In Article 10, first subparagraph, the following point (k) is added:s (ea) and (k) are added: (ea) aggregated CO2 emissions from all voyages which departed from, and arrived at, ports included in the carbon leakage list under Article 3gf(2) of the Directive [2003/87]; (k) total aggregated CO2 emissions to be reported under Directive 2003/87/EC in relation to maritime transport activities.
Amendment 475 #
Proposal for a directive
Annex I – paragraph 1 – point c – point vii
Annex I – paragraph 1 – point c – point vii
Maritime tTransport" Maritime transport activities of ships covered by Regulation (EU) 2015/757 of the European Parliament and of the Council performing voyages with the purpose of transporting passengers or, cargo for commercial purposes or performing service activities for offshore installations.