80 Amendments of Nora MEBAREK related to 2021/0223(COD)
Amendment 111 #
Proposal for a regulation
Recital 5
Recital 5
(5) Therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. The use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. In particular, in the road sector, a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. Hydrogen fuel-cell road vehicles are available to markets, as well, albeit to a lesser degree. In addition, smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels, as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later, with full commercialisation taking its time. The use of fossil gaseous or liquid fuels isUnion should increase its efforts to phase out fossil gaseous or liquid fuels and promote renewable alternatives, and the use of fossil fuels should only be possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union, requiring increasing blending with or replacement by renewable fuels such as bio-methane, advanced biofuels or renewable and low- carbon synthetic gaseous and liquid fuels.
Amendment 115 #
Proposal for a regulation
Recital 6
Recital 6
(6) Such biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. Theyis is important for the reduction of greenhouse gas emissions, especially in the aviation and maritime transport sectors. Those fuels can be technically used with the current vehicle technology with minor adaptations. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.
Amendment 119 #
Proposal for a regulation
Recital 7
Recital 7
(7) The sustained use of liquefied natural gas (LNG) is likely to play a continuednot compatible with the Union's climate neutrality objective. Therefore LNG in maritime transport should be phased out as soon as possible and substituted by more sustainable alternatives. However, in the short term, LNG is likely to play a transitional role in maritime transport, where there is currently no economically viable zero- emission powertrain technology available. The Communication on the Smart and Sustainable Mobility Strategy points to zero-emission seagoing ships becoming market ready by 2030. Fleet conversion should take place gradually due to the long lifetime of the ships. Contrary to maritime transport, for inland waterways, with normally smaller vessels and shorter distances, zero-emission powertrain technologies, such as hydrogen and electricity, should enter the markets more quickly. LNG is expected to no longer play a significant role in that sector. Transport fuels such as LNG need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-LNG) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. Those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.
Amendment 122 #
Proposal for a regulation
Recital 8
Recital 8
(8) In the heavy-duty road transport sector, LNG trucks are fully mature. On the one hand, the common scenarios underpinning the Sustainable and Smart Mobility Strategy and the Climate Target Plan as well as the revised “"Fit for 55”" modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. Furthermore, LPG and compressed natural gas (CNG) vehicles for which already a sufficient infrastructure network exists across the Union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for LNG infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the mainit should not be necessary to further expand this networks.
Amendment 131 #
Proposal for a regulation
Recital 10
Recital 10
(10) National fleet based targets should be established on the basis of the total numbershare of registered electric vehicles in that Member State's total vehicle fleet following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.
Amendment 134 #
Proposal for a regulation
Recital 17
Recital 17
(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clients. Recharging or refuelling points for car-sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. Recharging or refuelling points located on private properties, access to which is restricted to a limited, determinate circle of persons, such as parking lots in office buildings to which only employees or authorised persons have access, as well as recharging and refuelling stations dedicated to public transport fleets, should not be considered as publicly accessible recharging or refuelling points.
Amendment 136 #
Proposal for a regulation
Recital 24
Recital 24
(24) Price transparency is crucial to ensure seamless and easy recharging and refuelling. Users of alternative fuel vehicles should be given accurate price information before the start of the recharging or refuelling service. The price should be communicated in a clearly structured mannerEuro per kWh to allow end users to identify the different cost componentstotal actual cost of the recharging procedure.
Amendment 138 #
Proposal for a regulation
Recital 28 a (new)
Recital 28 a (new)
(28 a) It will be important to support the effective rollout of the foreseen hydrogen refuelling infrastructure in Member States. This will require coordination amongst all stakeholders, including European, national, and regional institutions, trade unions, and the industry. Initiatives, such as the Clean Hydrogen Joint Undertaking, as set up by Council Regulation (EU) 2021/2085, should also be used with a view to facilitate and leverage private funding to reach the relevant targets set out in this Regulation.
Amendment 139 #
Proposal for a regulation
Recital 29
Recital 29
Amendment 141 #
Proposal for a regulation
Recital 30
Recital 30
(30) Users of alternative fuel vehicles should be able to pay easily and conveniently at all publicly accessible recharging and refuelling points, without the need to enter into a contract with the operator of the recharging or refuelling point or a mobility service provider. Therefore, for recharging or refuelling on an ad hoc basis, all publicly accessible recharging and refuelling points should accept card payment instruments that are widely used in the Union, and in particular electronic payments through terminals and devices used for payment services. That ad hoc payment method should always be available to consumers, even when contract-based payments are offered at the recharging or refuelling point.
Amendment 143 #
Proposal for a regulation
Recital 31
Recital 31
(31) Transport infrastructure should allow seamless mobility and accessibility for all users, including persons with disabilities and older persons. In principle, tThe location of all recharging and refuelling stations as well as the recharging and refuelling stations themselves should be designed in such a way that they can be used by as much of the public as possiblell, in particular by older persons, persons with reduced mobility and persons with disabilities. This should include for example providing sufficient space around the parking lot, ensuring that the recharging station is not installed on a kerbed surface, ensuring that the buttons or screen of the recharging station are at an appropriate height and the weight of the recharging and refuelling cables is such that persons with limited strength can handle them with ease. In addition the user interface of the related recharging stations should be accessible. In that sense, the accessibility requirements in Annexes I and III to Directive 2019/88257 should be applicable to recharging and refuelling infrastructure. _________________ 57 Directive (EU) 2019/882 of the European Parliament and of the Council of 17 April 2019 on the accessibility requirements for products and services (OJ L 151, 7.6.2019, p. 70).
Amendment 146 #
Proposal for a regulation
Recital 34
Recital 34
(34) These targets should take into account the types of vessels served and their respective traffic volumes. Maritime ports with low traffic volumes of certain ship categories, should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume, so as to avoid underused capacity being installed. Similarly, the mandatory targets should not aim to target maximum demand, but a sufficiently high volume, in order to avoid underused capacity and to take account of port operational characteristics. Maritime transport is an important link for the cohesion and economic development of islands and the outermost regions in the Union. Energy production capacity in these islands and outermost regions may not always be sufficient to account for the power demand required to support the provision of shore- side electricity supply. In such a case islands and the outermost regions should be exempted from this requirement unless and until such an electrical connection with the mainland or neighbouring countries has been completed or there is a sufficient locally generated capacity from clean energy sources.
Amendment 147 #
Proposal for a regulation
Recital 35
Recital 35
(35) A core network of refuelling points for LNG, hydrogen and ammonia at maritime ports should be available by 2025. Refuelling points for LNG include LNG terminals, tanks, mobile containers, bunker vessels and barges.
Amendment 149 #
Proposal for a regulation
Recital 37
Recital 37
(37) In accordance with Article 3 of Directive 2014/94/EU, Member States have established national policy frameworks outlining their plans and objectives to ensure that those objectives would be met. Both the assessment of the national policy framework and the evaluation of Directive 2014/94/EU have highlighted the need for higher ambition and a better coordinated approach across Member States in view of the expected acceleration in the uptake of alternative fuel vehicles, in particular of electric vehicles. Furthermore, alternatives to fossil fuel will be needed in all transport modes to meet the ambitions of the European Green Deal and the Union objective of reaching climate neutrality by 2050. The existing National Policy Frameworks should be revised to clearly describe how the much greater need for publicly accessible recharging and refuelling infrastructure as expressed in the mandatory targets is going to be met by the Member States. While fully reflecting the "do nor harm to cohesion" principle, the revision should be based on territorial analysis, identifying the different needs and taking into account, if applicable, existing local and regional deployment plans' of re-fuelling an recharging infrastructure. The revised frameworks should equally address all transport modes including those for which no mandatory deployment targets exists.
Amendment 156 #
Proposal for a regulation
Recital 41
Recital 41
(41) Member States should make use of a wide range of regulatory and non- regulatory incentives and measures to reach the mandatory targets and implement their national policy frameworks, in close cooperation with regional local authorities and private sector actors, who should both play a key role in supporting the development of alternative fuels infrastructure.
Amendment 157 #
Proposal for a regulation
Recital 41 a (new)
Recital 41 a (new)
(41 a) With at least 30% of the European Regional Development Fund and 37% of the Cohesion Fund to be spent on climate protection, cohesion policy will play a central role in the deployment of a dense, smart and accessible alternative fuels’ infrastructure across the EU. In particular, regional and local authorities are often pivotal in both financing, including by using ESI Funds, and delivering permits for the construction of the infrastructures needed for the development of the alternative fuels’ market. Therefore, regional and local authorities should be fully involved in the elaboration and implementation of the national policy frameworks for the deployment of the alternative fuels’ infrastructure. Besides, when using ESI funds to deploy such an infrastructure, neighbouring Member states and regions should pay a particular attention on cross-border areas, so that no territories are left behind in terms of availability of alternative fuels, as well as on its public accessibility.
Amendment 164 #
Proposal for a regulation
Recital 54 a (new)
Recital 54 a (new)
(54 a) Considering the significant share of final energy consumption by road transport, the energy efficiency first principle should be reflected in planning and investment decisions related to the deployment of recharging and refuelling infrastructure of alternative fuels in the EU, as set out in Regulation (EU) 2018/1999.
Amendment 175 #
Proposal for a regulation
Article 2 – paragraph 1 – point 19 a (new)
Article 2 – paragraph 1 – point 19 a (new)
(19 a) 'energy efficiency first’ means ‘energy efficiency first’ as defined in point (18) of Article 2 of Regulation (EU) 2018/1999;
Amendment 186 #
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point a
Article 3 – paragraph 1 – subparagraph 1 – point a
(a) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 13 kW is provided through publicly accessible recharging stationsif the share of battery electric light-duty vehicles in relation to the total projected light-duty vehicle fleet in that Member State is less than 1%; and
Amendment 187 #
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point a a (new)
Article 3 – paragraph 1 – subparagraph 1 – point a a (new)
(a a) for each battery electric light-duty vehicle registered in their territory, a total power output of 2.5 kW is provided through publicly accessible recharging stations if the share of battery electric light-duty vehicles in relation to the total projected light-duty vehicle fleet in that Member State is 1% or greater but below 2.5%; and
Amendment 188 #
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point a b (new)
Article 3 – paragraph 1 – subparagraph 1 – point a b (new)
(a b) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 2 kW is provided through publicly accessible recharging stations if the share of battery electric light-duty vehicles in relation to the total projected light-duty vehicle fleet in that Member State is 2.5% or greater but below 5%; and
Amendment 189 #
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point a c (new)
Article 3 – paragraph 1 – subparagraph 1 – point a c (new)
(a c) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 1.5 kW is provided through publicly accessible recharging stations if the share of battery electric light-duty vehicles in relation to the total projected light-duty vehicle fleet in that Member State is 5% or greater but below 7.5%; and
Amendment 190 #
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point a d (new)
Article 3 – paragraph 1 – subparagraph 1 – point a d (new)
(a d) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 1 kW is provided through publicly accessible recharging stations if the share of battery electric light-duty vehicles in relation to the total projected light-duty vehicle fleet in that Member State is 7.5% or greater;
Amendment 191 #
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point b
Article 3 – paragraph 1 – subparagraph 1 – point b
(b) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 0.662 kW is provided through publicly accessible recharging stations. if a Member State’s electric vehicles share of the total projected vehicle fleet is less than 1%; and
Amendment 192 #
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point b a (new)
Article 3 – paragraph 1 – subparagraph 1 – point b a (new)
(b a) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 1.66 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet is 1% or greater but below 2.5%; and
Amendment 193 #
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point b b (new)
Article 3 – paragraph 1 – subparagraph 1 – point b b (new)
(b b) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 1.33 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet is 2.5% or greater but below 5%; and
Amendment 194 #
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point b c (new)
Article 3 – paragraph 1 – subparagraph 1 – point b c (new)
(b c) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 1 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet is 5 % or greater but below 7.5%; and
Amendment 195 #
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point b d (new)
Article 3 – paragraph 1 – subparagraph 1 – point b d (new)
(b d) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 0,66 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet is 7.5% or greater;
Amendment 197 #
Proposal for a regulation
Article 3 – paragraph 1 a (new)
Article 3 – paragraph 1 a (new)
1 a. By 31 December 2025, commercial buildings with public parking facilities with more than 10 parking spaces for light duty vehicles shall equip at least 15 % of their parking spaces with publicly accessible recharging points.
Amendment 198 #
Proposal for a regulation
Article 3 – paragraph 1 b (new)
Article 3 – paragraph 1 b (new)
1 b. Without prejudice to paragraph 1 of this Article, Member States shall ensure the deployment of a minimum amount of recharging infrastructure at national level that equals a battery electric light-duty vehicle share of - 2 % of the total projected light-duty vehicle fleet by 31 December 2025; - 5 % of the total projected light-duty vehicle fleet by 31 December 2027; - 10 % of the total projected light-duty vehicle fleet by 31 December 2030.
Amendment 200 #
Proposal for a regulation
Article 3 – paragraph 2 – point a – introductory part
Article 3 – paragraph 2 – point a – introductory part
(a) along the TEN-T core and comprehensive network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:
Amendment 201 #
Proposal for a regulation
Article 3 – paragraph 2 – point a – point i
Article 3 – paragraph 2 – point a – point i
(i) by 31 December 2025, each recharging pool shall offer a power output of at least 3600 kW and include at least one recharging station with an individual power output of at least 15300 kW;
Amendment 204 #
Proposal for a regulation
Article 3 – paragraph 2 – point a – point ii
Article 3 – paragraph 2 – point a – point ii
(ii) by 31 December 2030, each recharging pool shall offer a power output of at least 6900 kW and include at least two recharging stations with an individual power output of at least 1350 kW;
Amendment 206 #
Proposal for a regulation
Article 3 – paragraph 2 – point b
Article 3 – paragraph 2 – point b
Amendment 222 #
Proposal for a regulation
Article 4 – paragraph 1 – point a – point i
Article 4 – paragraph 1 – point a – point i
(i) by 31 December 2025, each recharging pool shall offer a power output of at least 142000 kW and include at least onetwo recharging stations with an individual power output of at least 35700 kW;
Amendment 226 #
Proposal for a regulation
Article 4 – paragraph 1 – point a – point ii
Article 4 – paragraph 1 – point a – point ii
(ii) by 31 December 2030, each recharging pool shall offer a power output of at least 35000 kW and include at least twofour recharging stations with an individual power output of at least 35700 kW;
Amendment 230 #
Proposal for a regulation
Article 4 – paragraph 1 – point b – point i
Article 4 – paragraph 1 – point b – point i
(i) by 31 December 203027, each recharging pool shall offer a power output of at least 142000 kW and include at least onetwo recharging stations with an individual power output of at least 35700 kW;
Amendment 236 #
Proposal for a regulation
Article 4 – paragraph 1 – point b – point ii
Article 4 – paragraph 1 – point b – point ii
(ii) by 1 December 20352, each recharging pool shall offer a power output of at least 35000 kW and include at least twofour recharging stations with an individual power output of at least 35700 kW;
Amendment 239 #
Proposal for a regulation
Article 4 – paragraph 1 – point b a (new)
Article 4 – paragraph 1 – point b a (new)
(b a) Without prejudice to points a and b Member States shall ensure that:
Amendment 240 #
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) by 31 December 203025, in each safe and secure parking area at least onetwo recharging stations dedicated to heavy- duty vehicles with a power output of at least 100 kW is installed;
Amendment 242 #
Proposal for a regulation
Article 4 – paragraph 1 – point c a (new)
Article 4 – paragraph 1 – point c a (new)
(c a) by 31 December 2030, in each safe and secure parking area at least four recharging stations dedicated to heavy duty vehicles with a power output of at least 100 kW are installed;
Amendment 243 #
Proposal for a regulation
Article 4 – paragraph 1 – point d
Article 4 – paragraph 1 – point d
(d) by 31 December 2025, in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 61400 kW are deployed, provided by recharging stations with an individual power output of at least 1350 kW;
Amendment 246 #
Proposal for a regulation
Article 4 – paragraph 1 – point e
Article 4 – paragraph 1 – point e
(e) by 31 December 2030, in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 123500 kW are deployed, provided by recharging stations with an individual power output of at least 1350 kW.;
Amendment 255 #
Proposal for a regulation
Article 5 – paragraph 2 – point a – introductory part
Article 5 – paragraph 2 – point a – introductory part
(a) operators of recharging points shall, at publicly accessible recharging stations with a power output below 50 kW, deployed from the date referred to in Article 24, accept electronic payments through terminals and devices used for payment services, including at least payment card readers and, if possible one of the following:
Amendment 257 #
Proposal for a regulation
Article 5 – paragraph 2 – point a – point i
Article 5 – paragraph 2 – point a – point i
Amendment 259 #
Proposal for a regulation
Article 5 – paragraph 2 – point a – point ii
Article 5 – paragraph 2 – point a – point ii
(ii) devices with a contactless functionality that is at least able to read payment cards;, or
Amendment 263 #
Proposal for a regulation
Article 5 – paragraph 2 – point b
Article 5 – paragraph 2 – point b
Amendment 269 #
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1
Article 5 – paragraph 2 – subparagraph 1
From 1 January 20275 onwards, operators of recharging points shall ensure that all publicly accessible recharging stations with a power output equal to or more than 50 kW operated by them comply with the requirement in point (b)s laid down in this Article.
Amendment 271 #
The requirements laid down in points (a) and (b)aragraph 2 shall not apply to publicly accessible recharging points that do not require payment for the recharging service.
Amendment 273 #
Proposal for a regulation
Article 5 – paragraph 5 – introductory part
Article 5 – paragraph 5 – introductory part
5. Operators of recharging points shall clearly display the ad hoc price per kWh and all its components at all publicly accessible recharging stations operated by them so that these areis information is known to end users before they initiate a recharging session. At least the following price components, if applicable at the recharging station, shall be clearly displayed:
Amendment 274 #
Proposal for a regulation
Article 5 – paragraph 5 – indent 1
Article 5 – paragraph 5 – indent 1
Amendment 275 #
Proposal for a regulation
Article 5 – paragraph 5 – indent 2
Article 5 – paragraph 5 – indent 2
Amendment 276 #
Proposal for a regulation
Article 5 – paragraph 5 – indent 3
Article 5 – paragraph 5 – indent 3
Amendment 277 #
Proposal for a regulation
Article 5 – paragraph 6
Article 5 – paragraph 6
6. Prices charged by mobility service providers to end users shall be reasonable, transparent and non-discriminatory. Mobility service providers shall make available to end users all applicable price information, prior to the start of the recharging session, and specific to their intended recharging session, through freely available, widely supported electronic means, clearly distinguishplaying the price componentsper kWh charged by the operator of the recharging point, applicable e-roaming costs and other fees or charges applied by the mobility service provider. The fees shall be reasonable, transparent and non- discriminatory. No extra charges for cross- border e-roaming shall be applied.
Amendment 278 #
Proposal for a regulation
Recital 32
Recital 32
(32) Shore-side electricity facilities can serve maritime and inland waterway transport as clean power supply and contribute to reducing the environmental impact of seagoing ships and inland waterway vessels, mainly at berth in ports. The public health and climatological benefits of using onshore-power supply (OPS) over other options that use generators on board of vessels (running mostly on fossil fuels) are prominent in terms of air quality for urban areas surrounding ports. Under the FuelEU maritime initiative, ship operators of container and passenger ships need to comply with provisions to reduce emissions at berth. Mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in TEN-T core and comprehensive maritime ports to comply with those requirements. The application of these targets to all TEN- T maritime ports should ensure the level playing field between ports. In addition, a binding mandate needs to be in place that ensures that: if OPS infrastructure is available, it is used.
Amendment 280 #
Proposal for a regulation
Article 6 – paragraph 1 – introductory part
Article 6 – paragraph 1 – introductory part
1. Member States shall ensure that, in their territory, a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 December 203027.
Amendment 282 #
Proposal for a regulation
Article 6 – paragraph 1 – subparagraph 1
Article 6 – paragraph 1 – subparagraph 1
To that end Member States shall ensure that by 31 December 203027 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 1500 km in-between them along the TEN- T core and the TEN-T comprehensive network. Liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 4500 km in-between them.
Amendment 285 #
Proposal for a regulation
Article 6 – paragraph 1 – subparagraph 2
Article 6 – paragraph 1 – subparagraph 2
They shall ensure that by 31 December 203027, at least one publicly accessible hydrogen refuelling station is deployed in each urban node. An analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied.
Amendment 288 #
Proposal for a regulation
Article 7 – paragraph 1 – introductory part
Article 7 – paragraph 1 – introductory part
1. From the date referred to in Article 24 all operators of publicly accessible hydrogen refuelling stations operated by them shall provide for the possibility for end users to refuel on an ad hoc basis using a payment instrument that is widely used in the Union. To that end, operators of hydrogen refuelling stations shall ensure that all hydrogen refuelling stations operated by them accept electronic payments through terminals and devices used for payment services, including at least one of the following:payment card readers and, if possible, also devices with a contactless functionality that is at least able to read payment cards.
Amendment 290 #
Proposal for a regulation
Article 7 – paragraph 1 – point a
Article 7 – paragraph 1 – point a
Amendment 291 #
Proposal for a regulation
Article 7 – paragraph 1 – point b
Article 7 – paragraph 1 – point b
Amendment 294 #
Proposal for a regulation
Article 8
Article 8
Amendment 294 #
Proposal for a regulation
Recital 32 b (new)
Recital 32 b (new)
(32 b) The prioritisation of certain segments of shipping for the provision and use of shore-side electricity should not exempt the other segments from contributing to the climate and zero pollution goals. The ultimate goal should be to achieve zero-GHG emission and zero-pollutants at berth for all sea-going vessels and inland-going vessels in EU ports, including in ports outside the TEN- T Network.
Amendment 296 #
Proposal for a regulation
Recital 32 c (new)
Recital 32 c (new)
(32 c) It is important to avoid stranded assets and make sure that the public and private investments that are made today are future proof and contributing to the climate neutral pathway as set out by the EU Green Deal. The deployment of shore- side electricity (SSE) in maritime ports has to be seen together with the current and future deployment of equivalent alternative zero-GHG emission (and zero- pollutants) technologies to SSE, in particular those technologies that deliver emission and pollutants reductions both at berth and during navigation;
Amendment 298 #
Proposal for a regulation
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
1. Member States shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. To that end, Member States shall take the necessary measures to ensure that by 1 January 203027:
Amendment 299 #
Proposal for a regulation
Recital 32 d (new)
Recital 32 d (new)
(32 d) To incentivise the use of shore-side electricity (SSE), electricity supplied to vessels in ports should be exempted from taxation in the EU. The reviewed Energy Taxation Directive (XXXX-XXX) should be adjusted accordingly. The sourcing of electricity also needs to be taken into account, to incentivize green sourcing as much as possible.
Amendment 304 #
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
1. Member States shall ensure that an appropriate number of refuelling points for LNG, ammonia and hydrogen are put in place at TEN-T core maritime ports referred to in paragraph 2, to enable seagoing ships to circulate throughout the TEN-T core network by 1 January 2025. Member States shall cooperate with neighbouring Member States where necessary to ensure adequate coverage of the TEN-T core network.
Amendment 306 #
Proposal for a regulation
Recital 33
Recital 33
(33) Container ships and passenger ships, being the ship categories which are producing the highest amount of emissions per ship at berth, should as a priority be provided with shore-side electricity supply. In order to take into account power demand characteristics while at berth of different passenger ships, as well as port operational characteristics, it is necessary to distinguish between the passenger ship requirements for ro-ro passenger ships and high speed passenger vessels, and those for other passenger ships. However, this should not limit ports to tackle other segments as well and work towards including all segments in the pathway towards zero-GHG emissions and zero- pollutants at berth.
Amendment 311 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point a a (new)
Article 13 – paragraph 1 – subparagraph 1 – point a a (new)
(a a) an assessment of how measures will be implemented in full accordance with the energy efficiency first and the "do no harm to cohesion" principles when making planning and investment decisions related to the deployment of recharging and refuelling infrastructure for alternative fuels; Member states shall also state how their national frameworks do not hamper the convergence process or contribute to regional disparities;
Amendment 321 #
Proposal for a regulation
Article 13 – paragraph 3
Article 13 – paragraph 3
3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of the stakeholders concerned. These regional and local authorities shall, from the outset, be taken on board regarding the deployment of the alternative fuels infrastructure.
Amendment 325 #
Proposal for a regulation
Article 13 – paragraph 5
Article 13 – paragraph 5
5. Support measures for alternative fuels infrastructure shall comply with the relevant State aid rules of the TFEU. Member States shall make sure that sufficient public support measures are taken for deployment of alternative fuels infrastructure in sparsely populated and remote areas, which are less attractive for private investment, due to lower traffic flows and recharging demand.
Amendment 327 #
Proposal for a regulation
Article 13 – paragraph 7 – point a
Article 13 – paragraph 7 – point a
(a) the level of ambition of targets and objectives with a view to meet the obligations set out in Articles 3, 4, 6, 8, 9, 10, 11 and 12;
Amendment 333 #
Proposal for a regulation
Article 15 – paragraph 4 – point e
Article 15 – paragraph 4 – point e
(e) the number of refuelling points for LNG, hydrogen and ammonia at maritime and inland ports of the TEN-T core network and the TEN-T comprehensive network;
Amendment 335 #
Proposal for a regulation
Article 15 – paragraph 4 – point j a (new)
Article 15 – paragraph 4 – point j a (new)
(j a) refuelling and recharging points for the public transport fleets;
Amendment 339 #
Proposal for a regulation
Article 19 – paragraph 5
Article 19 – paragraph 5
Amendment 343 #
Proposal for a regulation
Recital 37
Recital 37
(37) In accordance with Article 3 of Directive 2014/94/EU, Member States have established national policy frameworks outlining their plans and objectives to ensure that those objectives would be met. Both the assessment of the national policy framework and the evaluation of Directive 2014/94/EU have highlighted the need for higher ambition and a better coordinated approach across Member States in view of the expected acceleration in the uptake of alternative fuel vehicles, in particular of electric vehicles. Furthermore, alternatives to fossil fuel will be needed in all transport modes to meet the ambitions of the European Green Deal and the Union objective of reaching climate neutrality by 2050. The existing National Policy Frameworks should be revised to clearly describe how the much greater need for publicly accessible recharging and refuelling infrastructure as expressed in the mandatory targets is going to be met by the Member States. While fully reflecting the "do nor harm to cohesion" principle, the revision should be based on territorial analysis, identifying the different needs and taking into account, if applicable, existing local and regional deployment plans of re-fuelling an recharging infrastructure. The revised frameworks should equally address all transport modes including those for which no mandatory deployment targets exists.
Amendment 363 #
Proposal for a regulation
Recital 41 a (new)
Recital 41 a (new)
(41 a) With at least 30% of the European Regional Development Fund and 37% of the Cohesion Fund to be spent on climate protection, cohesion policy will play a central role in the deployment of a dense, smart and accessible alternative fuels’ infrastructure across the EU. In particular, regional and local authorities are often pivotal in both financing, including by using ESI Funds, and delivering permits for the construction of the infrastructures needed for the development of the alternative fuels’ market. Therefore, regional and local authorities should be fully involved in the elaboration and implementation of the national policy frameworks for the deployment of the alternative fuels’ infrastructure. Besides, when using ESI funds to deploy such an infrastructure, neighbouring Member states and regions should pay a particular attention on cross-border areas, so that no territories are left behind in terms of availability of alternative fuels, as well as on its public accessibility.
Amendment 849 #
Proposal for a regulation
Article 9 – paragraph 1 a (new)
Article 9 – paragraph 1 a (new)
1 a. Member States shall ensure that sufficient grid infrastructure is made available to meet the requirements set out in Article 9, Paragraph 1a-c.
Amendment 956 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point a a (new)
Article 13 – paragraph 1 – subparagraph 1 – point a a (new)
(a a) an assessment of how measures will be implemented in full accordance with the energy efficiency first and the "do no harm to cohesion" principles when making planning and investment decisions related to the deployment of recharging and refuelling infrastructure for alternative fuels; Member states shall also state how their national frameworks do not hamper the convergence process or contribute to regional disparities;
Amendment 1007 #
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)