AM_Com_NonLegReport · Web viewThe mentioned elements should be updated after the IMO decision for...

AM_Com_NonLegReport

European Parliament

2019-2024

{TRAN}Committee on Transport and Tourism

2019/2193(INI)

{09/11/2020}9.11.2020

AMENDMENTS

1 - 238

Draft report

Karima Delli

(PE658.855v01-00)

Technical and operational measures for more efficient and cleaner maritime transport

(2019/2193(INI))

AM_Com_NonLegReport

Amendment1

Caroline Nagtegaal, Søren Gade, Jan-Christoph Oetjen, José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Elsi Katainen, Nicola Danti, Pierre Karleskind

Motion for a resolution

Recital A


Amendment

A.whereas maritime transport and ports play a key role in the EU economy, with 90% of goods arriving by sea;

A.whereas maritime transport and ports play a key role in the EU economy, transporting more than 80% of the world’s goods1a;

_________________

1a EPRS Briefing, Decarbonising maritime transport: The EU perspective, page 2.

Or. {EN}en

Amendment2

Marian-Jean Marinescu


Recital A


Amendment


A.whereas maritime transport and ports play a key role in the EU economy;

Or. {EN}en

Amendment3

Emmanouil Fragkos, Carlo Fidanza


Recital A


Amendment


A.whereas maritime transport and ports play a key role in the EU economy, with 90% of goods arriving by sea; whereas, during 2018, the European shipping directly contributed €54 billion to the EU's GDP. Taking into account the spillover effects onto other sectors such as supply chain and worker spending impacts, the total contribution stands at €149 billion; whereas it directly employs 685,000 people, and it supports up to 2 million jobs when including the impact on other sectors;

Or. {EN}en

Amendment4

Andris Ameriks


Recital A


Amendment


A.whereas maritime transport and ports play a key role in the EU economy, with 90% of goods arriving by sea; whereas the maritime sector, and ports in particular, are playing a critical and strategic role in the supply of goods and in ensuring the continuity of the economy as clearly demonstrated during the COVID-19 pandemic;

Or. {EN}en

Amendment5

Cláudia Monteiro de Aguiar


Recital A


Amendment


A.whereas maritime transport and ports play a key role in the EU economy and in the connectivity and accessibility of the outermost regions and islands, with 90% of goods arriving by sea;

Or. {PT}pt

Amendment6

Sven Schulze


Recital A


Amendment


A.whereas maritime transport and ports play a key role in the EU economy, with 90% of goods arriving by sea, and maritime transport plays an important role for tourism;

Or. {DE}de

Amendment7

Caroline Nagtegaal, Søren Gade, Jan-Christoph Oetjen, José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Elsi Katainen, Pierre Karleskind


Recital A a (new)


Amendment

Aa.whereas the current COVID-19 crisis has demonstrated that the maritime sector, ports and its workers is the backbone of the European economy as the uninterrupted freight transport has been essential for the functioning of supply chains;

Or. {EN}en

Amendment8

Magdalena Adamowicz, Marian-Jean Marinescu, Elżbieta Katarzyna Łukacijewska, Maria Spyraki, Elissavet Vozemberg-Vrionidi


Recital A a (new)


Amendment

Aa.whereas the maritime sector, and ports in particular, play a critical and strategic role in the supply of goods and in ensuring the continuity of the economy as clearly demonstrated during the COVID-19 pandemic;

Or. {EN}en

Amendment9

Johan Van Overtveldt


Recital A a (new)


Amendment

Aa.whereas the COVID-19 pandemic has highlighted the critical and strategic function of transport, including ports;

Or. {NL}nl

Amendment10

Elżbieta Katarzyna Łukacijewska


Recital A a (new)


Amendment

Aa.whereas the European maritime sector should also contribute to tackling biodiversity loss and environmental degradation, and contribute to the objectives of the European Green Deal and 2030 Biodiversity strategy;

Or. {EN}en

Amendment11

João Ferreira


Recital A a (new)


Amendment

Aa.whereas the maritime transport of goods and passengers is a key factor in territorial communication and cohesion, especially in the case of the outermost regions and/or islands;

Or. {PT}pt

Amendment12



Recital A b (new)


Amendment

Ab.whereas the maritime sector is a fundamental part of the EU internal market and plays an important role in the economic, social and territorial cohesion of the EU, especially in peripheral, rural, island and outermost regions, and in this regard the EU needs to invest in the maritime sector’s competitiveness and its capacity to make the sustainable transition a reality;

Or. {EN}en

Amendment13



Recital B


Amendment

B.whereas the maritime sector is the sector which has the least-regulated emissions at European level, even though it uses heavy fuel oil, which is the most polluting fuel;

B.whereas at European level a system for monitoring, reporting and verification of CO2 emissions from maritime transport1a is currently under revision, aiming at reducing shipping GHG emissions in EU waters;

_________________

1a MRV Regulation - 2015/757/EU

Or. {EN}en

Amendment14

Marco Campomenosi, Roman Haider


Recital B


Amendment


B.whereas the maritime sector is a sector which is both regulated at European level as well as international level and which is still very reliant on carbon-based fuels;

Or. {EN}en

Amendment15

Magdalena Adamowicz, Marian-Jean Marinescu, Elżbieta Katarzyna Łukacijewska, Maria Spyraki, Elissavet Vozemberg-Vrionidi


Recital B


Amendment


B.whereas the maritime sector is a sector which is both regulated at European level as well as international level and which is still very reliant on fossil fuels;

Or. {EN}en

Amendment16

Carlo Fidanza


Recital B


Amendment


B.whereas the maritime sector is a sector which is both regulated at European level as well as international level and which is still very reliant on carbon-based fuels;

Or. {EN}en

Amendment17



Recital B


Amendment


B.whereas the maritime sector is the sector which has the least-regulated emissions at European level, using however scrubbers and minimising the air pollution emissions from ships;

Or. {EN}en

Amendment18



Recital B


Amendment


B.whereas the maritime sector is the sector which has the least-regulated emissions at European level, even though it uses heavy fuel oil, which is the most polluting fuel; whereas, due to the nature of this sector, it is more efficient to focus on global instead of EU legislation;

Or. {EN}en

Amendment19



Recital B


Amendment


B.whereas every sector must help to achieve the climate targets and the decarbonisation agenda; whereas the maritime sector is the sector which has the least-regulated emissions at European level, even though it uses heavy fuel oil, which is the most polluting fuel;

Or. {NL}nl

Amendment20



Recital B a (new)


Amendment

Ba.whereas the sector has been making constant efforts to meet the greenhouse gas reduction targets, by complying with the existing regulatory framework and implementing those technological developments made to date;

Or. {PT}pt

Amendment21



Recital B a (new)


Amendment

Ba.whereas there is a significant international dimension to maritime transport, which means that the sector’s competitiveness depends on a level playing field globally;

Or. {NL}nl

Amendment22



Recital B b (new)


Amendment

Bb.whereas most of the costs of decarbonising the maritime sector are related to land-based infrastructure; whereas adequate funding is therefore essential to achieve this necessary transition; whereas further research and innovation are crucial in making zero-carbon maritime transport possible;

Or. {NL}nl

Amendment23



Recital C


Amendment

C.whereas maritime transport emits around 940 million tonnes of CO2 annually and is responsible for approximately 2.5% of global GHG emissions6;

C.whereas maritime transport emits around 940 million tonnes of CO2 annually and is responsible for approximately 2.5% of global GHG emissions6, but is the most energy efficient mode of transport based on the amount of cargo transported and the respective emissions per tonne of goods transported and per kilometre travelled;

_________________

_________________

6 Third IMO GHG Study.


Or. {PT}pt

Amendment24

Elissavet Vozemberg-Vrionidi, Maria Spyraki, Marian-Jean Marinescu


Recital C


Amendment

C.whereas maritime transport emits around 940 million tonnes of CO2 annually and is responsible for approximately 2.5% of global GHG emissions6 ;

C.whereas maritime transport emits around 940 million tonnes of CO2 annually and is responsible for approximately 2.5% of global GHG emissions6 ; The mentioned elements should be updated after the IMO decision for a global cap of 0,5% sulphur content in maritime fuels;

_________________

_________________



Or. {EN}en

Amendment25



Recital C


Amendment

C.whereas maritime transport emits around 940 million tonnes of CO2 annually and is responsible for approximately 2.5% of global GHG emissions6 ;

C.whereas international maritime transport emits around 940 million tonnes of CO2 annually and is responsible for approximately 2.5% of global GHG emissions6 ;

_________________

_________________



Or. {EN}en

Amendment26

Carlo Fidanza


Recital C a (new)


Amendment

Ca.whereas the Directive 2014/94/EU has identified LNG and onshore electricity as very useful alternative fuels in maritime transport, with a potential for long-term oil substitution and decarbonisation, both during navigation and while dockside, setting targets for the development of the supply infrastructure of these fuels;

Or. {EN}en

Amendment27

Magdalena Adamowicz, Marian-Jean Marinescu, Elżbieta Katarzyna Łukacijewska, Maria Spyraki


Recital D


Amendment

D.whereas if mitigation measures are not swiftly introduced, emissions from maritime transport could increase by between 50% and 250% by 20507 , thereby undermining the objectives of the Paris Agreement;

D.whereas if mitigation measures are not swiftly introduced, emissions from maritime transport could increase from about 90% of 2008 emissions in 2018 to 90-130% of 2008 emissions by 20507, thereby not contributing sufficiently to the achievement of the objectives of the Paris Agreement;

_________________

_________________


7 Fourth IMO GHG Study.

Or. {EN}en

Amendment28



Recital D


Amendment

D.whereas if mitigation measures are not swiftly introduced, emissions from maritime transport could increase by between 50% and 250% by 20507, thereby undermining the objectives of the Paris Agreement;

D.whereas if mitigation measures are not swiftly introduced, emissions from maritime transport could increase by between 90% and 130% by 20501 a compared to 2008 levels, thereby undermining the objectives of the Paris Agreement;

_________________

_________________

1a Fourth IMO GHG Study.


Or. {NL}nl

Amendment29



Recital D


Amendment


D.whereas if mitigation measures are not swiftly introduced, emissions from maritime transport could increase by between 50% and 250% by 20507 ;

_________________

_________________



Or. {EN}en

Amendment30



Recital D


Amendment


D.whereas if mitigation measures are not swiftly introduced, emissions from international maritime transport could increase by between 50% and 250% by 20507 , thereby undermining the objectives of the Paris Agreement;

_________________

_________________



Or. {EN}en

Amendment31



Recital E


Amendment

E.whereas all emissions from the maritime sector which are harmful to air quality and citizens’ health should be limited and regulated;

E.whereas all emissions from the maritime sector which are harmful to air quality and citizens’ health should be limited and regulated at international level within the framework established by the IMO, while avoiding any overregulation and double standard related to market-based measures that could be detrimental for the European sector and economy;

Or. {EN}en

Amendment32

Caroline Nagtegaal, Søren Gade, Jan-Christoph Oetjen, José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Elsi Katainen


Recital E


Amendment

E.whereas all emissions from the maritime sector which are harmful to air quality and citizens’ health should be limited and regulated;

E.whereas all emissions from the maritime sector which are harmful to air quality and citizens’ health should be limited and addressed following an impact assessment of the relevant legislation;

Or. {EN}en

Amendment33

Karima Delli


Recital E a (new)


Amendment

Ea.whereas a clear link has been established between ship exhaust gases and a number of cardiovascular diseases, respiratory diseases and cancer, and every year in Europe emissions from maritime transport cause nearly 60 000 deaths and cost health services EUR 58 billion;

Or. {FR}fr

Amendment34



Recital E a (new)


Amendment

Ea.whereas the EU should defend a high level of ambition for emissions reductions in the maritime sector both at international and EU level, and whereas any new EU measures should not undermine the international competitiveness of EU-flagged ships;

Or. {EN}en

Amendment35

Marco Campomenosi, Julie Lechanteux, Roman Haider


Recital E a (new)


Amendment

Ea.whereas different technologies and solutions should be adopted depending on the type of ship and the naval segment;

Or. {EN}en

Amendment36



Recital E b (new)


Amendment

Eb.whereas investments and research are fundamental to ensure innovative solutions and sustainable technologies, in particular in terms of costs and reliability;

Or. {EN}en

Amendment37



Recital E c (new)


Amendment

Ec.whereas there is need of an adequate support for already planned investments of transport sector operators that may be hampered or postponed due to the current crisis, thus resulting in slowing down the energy transition process;

Or. {EN}en

Amendment38

Vera Tax, Johan Danielsson, Kathleen Van Brempt, Ismail Ertug, Isabel García Muñoz, Giuseppe Ferrandino, Maria Grapini, Marianne Vind


Recital F


Amendment

F.whereas investments related to the decarbonisation of the maritime sector must comply with the key principles of the just transition, including the creation of high-quality jobs and structural health and safety measures for all workers;

F.whereas investments related to the decarbonisation of the maritime sector must comply with the key principles of the just transition, including the creation of high-quality jobs, retraining and redeployment guarantees and structural health and safety measures for all workers, with particular focus on opportunities for women and young workers in order to diversify the maritime sector workforce; whereas adequate training and decent working conditions of maritime personnel are fundamental, among others to prevent incidents, including environmental incidents;

Or. {EN}en

Amendment39

Dominique Riquet


Recital F


Amendment


F.whereas public and private investments related to the decarbonisation of the maritime sector must comply with the regulation (EU) 2020/852 of the European Parliament and of the Council of 18 June 2020 on the establishment of a framework to facilitate sustainable investment and the key principles of the just transition, including the creation of high-quality jobs and structural health and safety measures for all workers;

Or. {EN}en

Amendment40

Giuseppe Ferrandino


Recital F


Amendment


F.whereas investments related to the decarbonisation of the maritime sector must comply with the key principles of the just transition, including the creation of high-quality jobs and structural health and safety measures for all workers, starting by drawing up plans aimed to accomplish a green transition for daily maritime transport;

Or. {EN}en

Amendment41

Caroline Nagtegaal, Søren Gade, Jan-Christoph Oetjen, José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Dominique Riquet, Elsi Katainen, Pierre Karleskind


Recital F


Amendment


F.whereas investments related to the decarbonisation of the maritime sector must comply with the key principles of the just transition, including the creation of high-quality jobs and structural health and safety measures for all workers, without hampering the competitiveness of the EU maritime sector;

Or. {EN}en

Amendment42

João Ferreira


Recital F a (new)


Amendment

Fa.whereas Article 2(15) of Regulation (EU) 2017/352 defines ‘short sea shipping’ as ‘the movement of cargo and passengers by sea between ports situated in geographical Europe or between those ports and ports situated in non-European countries having a coastline on the enclosed seas bordering Europe’; whereas, due to this new definition, short sea shipping – which used to mean only freight transport by smaller ships (ro-ro or feeder ships) – now includes any vessel of 14 000 TEUs, oil tankers of 200 000 GT or LNG ships, which, in addition to posing safety problems for ports, now benefit from support and exemptions that encourage the most polluting practices;

Or. {PT}pt

Amendment43



Recital F a (new)


Amendment

Fa.whereas the European Commission is currently working on an impact assessment on integrating maritime transport into the EU Emissions Trading System (ETS);

Or. {NL}nl

Amendment44



Recital F a (new)


Amendment

Fa.whereas a climate neutral transition of the maritime transport sector by 2050 is needed in order to achieve the goals of the Green Deal;

Or. {EN}en

Amendment45



Recital F b (new)


Amendment

Fb.whereas maritime transport comprises a wide spectrum of activities from freight and passenger transport (e.g. ferries and cruises) to dredging, cable laying and towage;

Or. {NL}nl

Amendment46



Paragraph 1


Amendment

1.Deplores the distortion of competition on the European market between fossil energies, which benefit from more favourable tax treatment, and clean alternative fuels from renewable sources; calls on the Commission to address this situation by proposing to restore fair competition rules, applying the polluter-pays principle to maritime transport and promoting the use of renewable-energy alternative fuels in the maritime sector;

1.Deplores the distortion of competition on the European market between fossil energies, which benefit from more favourable tax treatment, and clean alternative fuels from renewable sources which is not in line with the polluter-pays principle; calls on the Commission to address this situation by proposing to restore fair competition rules, provide for significant tax exemptions for lower- and zero-carbon fuels used in maritime transport and promote the use of renewable-energy alternative fuels in the maritime sector;

Or. {EN}en

Amendment47

Caroline Nagtegaal, Søren Gade, Jan-Christoph Oetjen, José Ramón Bauzá Díaz, Dominique Riquet, Elsi Katainen, Nicola Danti


Paragraph 1


Amendment


1.Deplores the distortion of competition on the European market between fossil energies, and clean alternative fuels from renewable sources; calls on the Commission to address this situation by proposing to restore fair competition rules, applying the polluter-pays principle to maritime transport and promoting and further incentivising the use of renewable-energy alternative fuels, including but not limited to hydrogen, ammonia and sustainable biofuels, in the maritime sector;

Or. {EN}en

Amendment48

Carlo Fidanza


Paragraph 1


Amendment


1.Deplores the distortion of competition on the European market between fossil energies, which benefit from more favourable tax treatment, and clean alternative fuels from renewable sources; calls on the Commission to address this situation by proposing to restore fair competition rules, applying the polluter-pays principle to maritime transport and promoting the use of renewable-energy alternative fuels, as well as investing in the transition to cleaner fuels, like LNG, lithium-ion batteries, fuel cells and shore power, in the maritime sector;

Or. {EN}en

Amendment49

Isabel García Muñoz, Vera Tax


Paragraph 1


Amendment


1.Deplores the distortion of competition on the European market between fossil energies, which benefit from more favourable tax treatment, and clean alternative fuels from renewable sources; calls on the Commission to address this situation by proposing to restore fair competition rules, applying the polluter-pays principle to maritime transport and promoting the use of sustainable alternative fuels, such as clean and renewable-energy alternative fuels in the maritime sector;

Or. {EN}en

Amendment50



Paragraph 1


Amendment


1.Deplores the distortion of competition on the European market between fossil energies, which benefit from more favourable tax treatment, and clean alternative fuels from renewable sources; calls on the Commission to address this situation by proposing to restore fair competition rules, applying the polluter-pays principle to maritime transport, promoting the use of renewable-energy alternative fuels, and preventing and reducing carbon leakage in the maritime sector;

Or. {NL}nl

Amendment51

Pablo Arias Echeverría


Paragraph 1


Amendment


1.Deplores the distortion of competition on the European market between fossil energies, which benefit from more favourable tax treatment, and cleaner alternative fuels, including those from renewable sources; calls on the Commission to address this situation by proposing to restore fair competition rules, applying the polluter-pays principle to maritime transport and promoting the use of alternative fuels in the maritime sector, especially those from renewable sources;

Or. {ES}es

Amendment52

Caroline Nagtegaal, Søren Gade, Jan-Christoph Oetjen, José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Dominique Riquet, Elsi Katainen, Nicola Danti, Pierre Karleskind


Paragraph 1 a (new)


Amendment

1a.Stresses that the EU should defend a high level of ambition for GHG reductions in the maritime sector both at international and EU level, while any new EU measures should not undermine the international competitiveness of EU flagged ships; believes that EU and international measures should go hand in hand in order to avoid creating double regulations for the industry1a; therefore calls for support for the ‘Initial Strategy on the reduction of GHG emissions from ships’ of the International Maritime Organization (IMO) and for a clear EU strategy for reducing emissions in the EU maritime sector;

_________________

1a Resolution of 15 January 2020 on the European Green Deal (2019/2956(RSP))

Or. {EN}en

Amendment53

Karima Delli


Paragraph 1 a (new)


Amendment

1a.Calls, therefore, for renewable-energy alternative fuels to be given appropriate consideration under the General Block Exemption Regulation (GBER) declaring certain categories of aid compatible with the internal market in application of Articles 107 and 108 TFEU, to be revised for the period 2021-2027, under the rules on State aid for environmental protection, aid for research and development and innovation, and regional aid;

Or. {FR}fr

Amendment54



Paragraph 2


Amendment

2.Stresses the need to prohibit the use of heavy fuel oil, which is still used by many ships; regrets that oil companies currently use maritime transport as a way of disposing of their waste;

deleted

Or. {ES}es

Amendment55

Caroline Nagtegaal, Søren Gade, Jan-Christoph Oetjen, José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Elsi Katainen


Paragraph 2


Amendment


deleted

Or. {EN}en

Amendment56



Paragraph 2


Amendment


2.Stresses the need to address effectively emissions of fuels used by ships and reduce gradually the use of heavy fuel oil in ships, especially through the deployment of a wide range of sustainable alternative fuels, in full respect of the principle of technology neutrality;

Or. {EN}en

Amendment57



Paragraph 2


Amendment


2.Stresses the need to adapt vessels for using cleaner fuels instead of heavy oil, while hybridisation and electrification is becoming more viable and the EU has already financed substantial research in this respect;

Or. {EN}en

Amendment58

Dominique Riquet


Paragraph 2


Amendment


2.Stresses the need to accelerate the transition towards a massive use of low-carbon and zero-carbon alternative fuels in the maritime transport sector while taking into account the specificities of the different types of fleets and existing technological capacities; highlights the necessity of preserving the competitiveness of the European maritime transport sector during this transition;

Or. {EN}en

Amendment59

Carlo Fidanza


Paragraph 2


Amendment


2.Stresses the need to address emissions of fuels used by ships; regrets that oil companies currently use maritime transport as a way of disposing of their waste; calls on the EU Members States to allocate resources from the EU Recovery Fund towards research and development of clean alternative marine fuels;

Or. {EN}en

Amendment60



Paragraph 2


Amendment


2.Acknowledges the impact of the use of heavy fuel oil; stresses the need to gradually phase out the use of heavy fuel oil, which is still used by many ships, in accordance with an international framework; notes that maritime transport is one of the sectors affected by the lack of adequate, harmonised European end-of-waste criteria;

Or. {NL}nl

Amendment61



Paragraph 2


Amendment


2.Stresses the need to further develop innovative technologies and solutions to gradually reduce emissions within the maritime sector and ships’ dependence from fossil fuels; regrets that oil companies currently use maritime transport as a way of disposing of their waste;

Or. {EN}en

Amendment62

Julie Lechanteux, Philippe Olivier


Paragraph 2


Amendment


2.Stresses the need to prohibit the use of heavy fuel oil, which is still used by many ships; underlines the need to engage in ongoing dialogue with shipping companies in order to determine their actual investment capacity and identify their shortcomings as regards the acquisition and depreciation of less polluting ships with a view to renewal of their fleet; regrets that oil companies currently use maritime transport as a way of disposing of their waste;

Or. {FR}fr

Amendment63



Paragraph 2


Amendment


2.Stresses the need to phase-out the use of heavy fuel oil, both in pure form and as a blending substance, as soon as possible, which is still used by many ships; regrets that oil companies currently use maritime transport as a way of disposing of their waste;

Or. {EN}en

Amendment64

Giuseppe Ferrandino


Paragraph 2


Amendment


2.Stresses the need to prohibit the use of heavy fuel oil, not only as a fuel itself but also as a blending substance for marine fuels, which is still used by many ships. Regrets that oil companies currently use maritime transport as a way of disposing of their waste;

Or. {EN}en

Amendment65

Pierre Karleskind


Paragraph 2


Amendment


2.Stresses the need to prohibit the use of heavy fuel oil in the long-term, which is still used by many ships; regrets that oil companies currently use maritime transport as a way of disposing of their waste;

Or. {EN}en

Amendment66

Elissavet Vozemberg-Vrionidi, Maria Spyraki, Jens Gieseke, Marian-Jean Marinescu


Paragraph 2 a (new)


Amendment

2a.Notes that, in the maritime sector, the shipowner is not always the same as the person or entity commercially operating the ship. Therefore, the “polluter pays” principle should apply to and make responsible the party responsible for the commercial operation of the ship. This is the commercial entity that pays for the fuel that the ship consumes, such as the shipowner, the manager, the time charterer or the bareboat charterer.

Or. {EN}en

Amendment67



Paragraph 2 a (new)


Amendment

2a.Notes that, in the maritime sector, the shipowner is not always the same as the person or entity commercially operating the ship. Therefore, the "polluter pays" principle should apply to and make responsible the party responsible for the commercial operation of the ship. This is the commercial entity that pays for the fuel that the ship consumes, such as the shipowner, the manager, the time charterer or the bareboat charterer;

Or. {EN}en

Amendment68

Caroline Nagtegaal, Søren Gade, Izaskun Bilbao Barandica, Jan-Christoph Oetjen, Dominique Riquet, Elsi Katainen, José Ramón Bauzá Díaz, Pierre Karleskind


Paragraph 2 a (new)


Amendment

2a.Stresses the importance of investing in low-emitting fuels and finding long-term sustainable alternatives; in this regard, recalls the importance of transitional fuels, such as LNG, as the cleanest currently deployable alternative to heavy fuel oil, enabling the clean energy transition of maritime transport;

Or. {EN}en

Amendment69



Paragraph 2 a (new)


Amendment

2a.stresses that the use of most alternative fuels in the maritime sector is still hampered by economic and technical barriers, and it is necessary to ensure the availability of mature and sustainable technologies before imposing strict constraints;

Or. {EN}en

Amendment70



Paragraph 2 a (new)


Amendment

2a.Stresses that the EU can lead the way in clean shipping, but that continued cooperation at IMO level remains essential to achieve long-term international solutions;

Or. {NL}nl

Amendment71



Paragraph 3


Amendment

3.Stresses the need to include the European maritime sector, as defined by Regulation (EU) 2015/757, in the EU Emissions Trading System (ETS)8 by January 2022; proposes that maritime-related ETS revenues be channelled into the funding of research and innovation for decarbonising European maritime transport and ports;

3.Stresses the need not to include the European maritime sector, as defined by Regulation (EU) 2015/757, in the EU Emissions Trading System (ETS)8 by January 2022, since the IMO standards can guarantee a satisfactory regulation of the sector;

_________________

_________________

8 Directive 2003/87/EC.


Or. {EN}en

Amendment72



Paragraph 3


Amendment


3.Stresses the need for a comprehensive impact study (climate, social, economic) to evaluate the inclusion of the European maritime sector in the EU Emissions Trading System (ETS)8; proposes that possible maritime-related ETS revenues be channelled into the funding of research and innovation for decarbonising European maritime transport and ports;

_________________

_________________



Or. {EN}en

Amendment73



Paragraph 3


Amendment

3.Stresses the need to include the European maritime sector, as defined by Regulation (EU) 2015/757, in the EU Emissions Trading System (ETS) by January 20228; proposes that maritime-related ETS revenues be channelled into the funding of research and innovation for decarbonising European maritime transport and ports;

3.Stresses the possibility of including the European maritime sector in a European market-based framework that is compatible with international frameworks and that ensures a level playing field globally, based on the conclusions of the Commission’s impact assessment; proposes that maritime-related revenues be channelled into the funding of research and innovation for decarbonising European maritime transport and ports;

_________________


Or. {NL}nl

Amendment74

Dominique Riquet


Paragraph 3


Amendment


3.Stresses the need to negotiate the reduction of CO2 emissions of the maritime transport sector first at international level within the IMO framework given the international and competitive dimension of the maritime transport sector; if no solution can be found at the IMO level in due time, calls for the implementation of a European mechanism, in the form of the inclusion of the maritime transport sector within the EU Emission Trading System (ETS) following an impact assessment; proposes that maritime-related ETS revenues be channelled into the funding of research and innovation for decarbonising European maritime transport and ports;

_________________


Or. {EN}en

Amendment75



Paragraph 3


Amendment


3.Stresses the need for the European maritime and inland waterway transport sectors to contribute to the reduction of greenhouse gas emissions, just like other sectors; believes that its possible inclusion in the EU Emissions Trading System (ETS)8 should only cover journeys between EU ports and should include exceptions for smaller vessels and small and medium-sized enterprises; emphasises that in order to avoid compounding the problems of flags of convenience, any regulation that affects international transport should be agreed within the framework of the IMO;

_________________

_________________



Or. {ES}es

Amendment76

Caroline Nagtegaal, Søren Gade, Jan-Christoph Oetjen, José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Pierre Karleskind


Paragraph 3


Amendment


3.Stresses the need to include the European maritime sector, as defined by Regulation (EU) 2015/757, in the EU Emissions Trading System (ETS)8 by January 2022, following an update of the impact assessment carried out in 2013, by 31 December 2020; proposes that at least 50% of maritime-related ETS revenues be channelled into the funding a fleet renewal programme as well as research and innovation, improving the energy efficiency of ships and supporting investment in innovative technologies and infrastructure for decarbonising European maritime transport sector, including shortsea shipping and ports, and the deployment of sustainable alternative fuels, such as hydrogen8a; strongly believes, moreover, that the Member States should earmark these ETS related revenues to fostering sustainable, waterborne related investments8b; furthermore, the EU MRV Regulation (EU 2015/757, under revision), should ensure an international level playing field for the European fleet8c;

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8a Article 3gc of EP First reading position of Regulation (EU) 2015/757

8b TRAN Opinion on Sustainable Europe Investment Plan

8c European Economic and Social Committee Opinion adopted on 15/05/2019

Or. {EN}en

Amendment77



Paragraph 3


Amendment


3.Stresses the need to include the European maritime sector, as defined by Regulation (EU) 2015/757, in the EU Emissions Trading System (ETS)8 by January 2022 in accordance with the amendments adopted by the European Parliament on 16 September 2020 on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2015/757 in order to take appropriate account of the global data collection system for ship fuel oil consumption data; proposes that maritime-related ETS revenues be channelled into the funding of research and innovation for decarbonising European maritime transport and ports;

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Or. {EN}en

Amendment78



Paragraph 3


Amendment


3.Stresses the need to include the European maritime sector, as defined by Regulation (EU) 2015/757, in the EU Emissions Trading System (ETS)8 by January 2022; recalls that the inclusion of maritime transport emissions into the EU ETS should be based on a comprehensive impact assessment that adequately takes into consideration the competitiveness of EU operators and businesses; proposes that maritime-related ETS revenues be channelled into the funding of research and innovation for decarbonising European maritime transport and ports;

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Or. {EN}en

Amendment79

Henna Virkkunen, Jörgen Warborn, Deirdre Clune, Tom Berendsen, Jens Gieseke


Paragraph 3


Amendment


3.Stresses the need to include the European maritime sector, as defined by Regulation (EU) 2015/757, in the EU Emissions Trading System (ETS)8 by January 2022; highlights the importance of in-depth impact assessment, including risk assessment on carbon leakage, prior to inclusion of maritime sector in the EU ETS; proposes that maritime-related ETS revenues be channelled into the funding of research and innovation for decarbonising European maritime transport and ports;

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Or. {EN}en

Amendment80

Elżbieta Katarzyna Łukacijewska


Paragraph 3


Amendment


3.Stresses the need to include the European maritime sector, as defined by Regulation (EU) 2015/757, in the EU Emissions Trading System (ETS)8 by January 2022, following a thorough impact assessment by the Commission; proposes that maritime-related ETS revenues be channelled into the funding of research and innovation for decarbonising European maritime transport and ports;

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Or. {EN}en

Amendment81

Elissavet Vozemberg-Vrionidi, Maria Spyraki, Marian-Jean Marinescu


Paragraph 3


Amendment


3.Stresses the need to include the European maritime sector, as defined by Regulation (EU) 2015/757, after an impact assessment is conducted, in the EU Emissions Trading System (ETS)8 by January 2022; proposes that all maritime-related ETS revenues be channelled into the funding of research and innovation for decarbonising European maritime transport and ports;

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Or. {EN}en

Amendment82



Paragraph 3 a (new)


Amendment

3a.Highlights that an overregulation aiming at the reduction of emissions could be harmful for the competitiveness of the maritime sector in the European Union;

Or. {EN}en

Amendment83



Paragraph 4


Amendment

4.Notes that the FuelEU Maritime initiative should address not only fuels but also the efficiency of ships and their operations; recalls that, in the context of the revision of Regulation (EU) 2015/757, Parliament called on shipping companies to achieve a 40% reduction in emissions by 2030; adds that the initiative should also include a life-cycle approach incorporating all greenhouse gas emissions;

4.Calls on the Commission to address under the FuelEU Maritime initiative not only the carbon intensity of fuels but also the efficiency of ships and their operations as well as ensure the use of existing and future alternative fuels infrastructure through a goal-based approach; recalls that, in the context of the revision of Regulation (EU) 2015/757, Parliament called on shipping companies to achieve a 40% reduction in emissions by 2030; adds that the initiative should also include a life-cycle approach incorporating all greenhouse gas emissions;

Or. {EN}en

Amendment84



Paragraph 4


Amendment


4.Notes that the FuelEU Maritime initiative should address not only fuels but also the efficiency of ships and their operations; adds that the initiative should also include a life-cycle approach incorporating all greenhouse gas emissions;

Or. {EN}en

Amendment85

Caroline Nagtegaal, Søren Gade, Jan-Christoph Oetjen, José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Dominique Riquet, Elsi Katainen


Paragraph 4


Amendment


4.Notes that the FuelEU Maritime initiative should address not only fuels but also the technical and operational measures, which would boost the efficiency of ships and their operations; recalls that, in the context of the revision of Regulation (EU)2015/757, Parliament called on shipping companies to achieve a 40% reduction in emissions by 2030 as an average across all ships under their responsibility, compared to the average performance per category of ships of the same size and type as reported under the MRV Regulation; adds that the initiative should also include a life-cycle approach incorporating all greenhouse gas emissions;

Or. {EN}en

Amendment86

Vera Tax, Johan Danielsson, Kathleen Van Brempt, Giuseppe Ferrandino, Marianne Vind


Paragraph 4


Amendment


4.Notes that the FuelEU Maritime initiative should address not only fuels but also the efficiency of ships and their operations; recalls that, in the context of the revision of Regulation (EU) 2015/757, Parliament called on shipping companies to achieve a 40% reduction in emissions by 2030; adds that the initiative should also include a life-cycle approach incorporating all greenhouse gas emissions; alternative fuels that do not meet the REDII -70% threshold on a life-cycle basis should not be allowed for regulatory compliance; food/feed-based biofuels should be excluded from the list of compliant fuels and the contribution of advanced biofuels should be capped;

Or. {EN}en

Amendment87

Julie Lechanteux, Philippe Olivier


Paragraph 4


Amendment


4.Notes that the FuelEU Maritime initiative should address not only fuels but also the efficiency of ships and their operations; recalls that, in the context of the revision of Regulation (EU) 2015/757, Parliament called on shipping companies to achieve a 40% reduction in emissions by 2030; adds that the initiative should also include a life-cycle approach incorporating all greenhouse gas emissions; stresses that the binding target of 40% by 2030 for shipping companies, which will need to replace equipment, comes in the midst of a global economic crisis linked to the COVID-19 pandemic; notes that this constitutes a major handicap from the outset for a maritime sector in the process of energy transition and must be taken into account, given that the sector is already being seriously undermined, with matters likely to become still worse over the coming years;

Or. {FR}fr

Amendment88

Andris Ameriks


Paragraph 4


Amendment


4.Notes that the FuelEU Maritime initiative should address not only fuels but also the efficiency of ships and their operations as well as ensure the use of existing and future alternative fuels infrastructure through a goal-based approach; recalls that, in the context of the revision of Regulation (EU) 2015/757, Parliament called on shipping companies to achieve a 40% reduction in emissions by 2030; adds that the initiative should also include a life-cycle approach incorporating all greenhouse gas emissions;

Or. {EN}en

Amendment89

Carlo Fidanza


Paragraph 4 a (new)


Amendment

4a.Notes the strong European maritime cluster and the positive developments internationally to support innovation and reduce shipping emissions and calls on the Commission and the Member States to support initiatives contributing these positive developments;

Or. {EN}en

Amendment90



Paragraph 4 a (new)


Amendment

4a.Calls on the Commission to propose a contracts for difference scheme to help bridge the price gap between fossil fuels and sustainable alternative marine fuels; maritime-related ETS revenues could be used to finance such a scheme;

Or. {EN}en

Amendment91



Paragraph 5


Amendment

5.Recalls the need to encourage cooperation between all stakeholders in order to develop an overall policy for the decarbonisation of ports and coastal areas;

5.Recalls the need to encourage cooperation between all stakeholders, including shipping lines, ports and energy providers, in order to facilitate bottom-up initiatives and framework agreements for the decarbonisation and greening of maritime transport to the benefit of ports and coastal areas; stresses the role of ports and fuel suppliers in developing lower- and zero-carbon fuels and the infrastructure necessary for their uptake;

Or. {EN}en

Amendment92

Andris Ameriks


Paragraph 5


Amendment


5.Recalls the need to encourage cooperation between all stakeholders, including shipping lines, ports and energy providers, in order to facilitate bottom-up initiatives and framework agreements for the decarbonisation of ports and coastal areas;

Or. {EN}en

Amendment93



Paragraph 5


Amendment


5.Recalls the need to encourage cooperation between all stakeholders in order to develop an overall policy for decarbonisation and reduction of pollution in ports and coastal areas;

Or. {ES}es

Amendment94

Caroline Nagtegaal, Søren Gade, Jan-Christoph Oetjen, José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Dominique Riquet, Elsi Katainen, Nicola Danti, Pierre Karleskind


Paragraph 5


Amendment


5.Recalls the need to encourage cooperation between all stakeholders and exchange of best practices between ports, the shipping sector as well as fuel and energy suppliers in order to develop an overall policy framework for the decarbonisation of ports and coastal areas;

Or. {EN}en

Amendment95



Paragraph 5


Amendment


5.Recalls the need to encourage cooperation between all stakeholders, including shipping lines, ports and energy providers, in order to develop an overall policy for the decarbonisation of ports and coastal areas;

Or. {EN}en

Amendment96

Izaskun Bilbao Barandica (Renew)


Paragraph 5


Amendment


5.Recalls the need to encourage cooperation between all stakeholders in order to develop an overall policy for the decarbonisation of ports and coastal areas; urges the port authorities to put in place sustainable management methods and to certify them using methodologies that incorporate a Life Cycle Assessment of the port services, such as that offered by the Environmental Product Declaration;

Or. {ES}es

Amendment97

Dominique Riquet, Stéphane Bijoux


Paragraph 5 a (new)


Amendment

5a.Stresses that overseas territories, including Outermost regions and Overseas countries and territories, and the ports located therein, are of paramount importance to the European sovereignty and to the European and international maritime trade given their strategic location; highlights that investment drivers for these ports are very diverse, ranging from supporting their classic role for the reception of ships (loading, unloading, storage and transport of goods) to ensuring multimodal connections, constructing energy-related infrastructures, building resilience to climate change and the overall greening and digitalisation of vessels; calls for massive investments in ports located in overseas territories to turn them into strategic clusters for multi-modal transport, energy generation, storage and distribution as well as tourism;

Or. {EN}en

Amendment98



Paragraph 5 a (new)


Amendment

5a.Highlights that boosting seamless multimodal transport links between ports and the TEN-T network as well as improving interoperability between the various modes of transport, would eliminate bottlenecks and reduce congestion; underlines the importance of maritime and inland ports as strategic and multimodal nodes of the TEN-T network;

Or. {EN}en

Amendment99



Paragraph 5 a (new)


Amendment

5a.Notes the strong efforts made by the European maritime cluster and the positive developments reached at international level to support innovation and reduce shipping emissions; calls on the Commission and the Member States to support initiatives contributing these positive developments.

Or. {EN}en

Amendment100

István Ujhelyi


Paragraph 5 a (new)


Amendment

5a.Notes the strong European maritime cluster and the positive developments internationally to support innovation and reduce shipping emissions and calls on the Commission and the Member States to support initiatives contributing these positive developments.

Or. {EN}en

Amendment101

Henna Virkkunen, Jörgen Warborn, Deirdre Clune, Tom Berendsen, Jens Gieseke


Paragraph 5 a (new)


Amendment

5a.Notes the positive role of European maritime cluster in encouraging innovation to reduce shipping emissions; calls on the Commission and the Member States to further support research and development initiatives in the sector;

Or. {EN}en

Amendment102



Paragraph 5 b (new)


Amendment

5b.Notes the cross-border dimension of maritime ports; stresses the role of ports as clusters of all modes of transport, energy, industry and blue economy; recognises the increased development of port cooperation and clustering;

Or. {EN}en

Amendment103

Magdalena Adamowicz, Marian-Jean Marinescu, Elżbieta Katarzyna Łukacijewska


Paragraph 6


Amendment

6.Calls on the Commission to support, through legislation, the objective of zero emissions at berth, and to promote the development and deployment of clean solutions in the maritime sector; calls on the Commission, in particular, to take swift action to regulate port access for the most polluting ships, including cruise ships, and to introduce a requirement for cold ironing using green electricity or any other renewable energy; calls also on the Commission to propose revisions to Directives 2014/94/EU and 2003/96/EC;

6.Calls on the Commission to support, through legislation, the objective of zero emissions at berth, and to promote the development and deployment of clean solutions in the maritime sector; calls on the Commission, in particular, to ensure that the current Port State Control legislative framework remains a solid basis for regulating access of environmentally non-compliant ships to ports, and to promote onshore power supply using green electricity or any other renewable energy as well as other equivalent alternative solutions; calls also on the Commission to propose revisions to Directives 2014/94/EU and 2003/96/EC;

Or. {EN}en

Amendment104

Andris Ameriks


Paragraph 6


Amendment


6.Calls on the Commission to support, through legislation, the objective of zero emissions at berth, and to promote the development and deployment of clean solutions in the maritime sector; calls on the Commission to ensure that the current port state control legislative framework remains a solid basis for regulating access of environmentally non-compliant ships to ports and to promote OPS using green electricity or any other renewable energy, as well as other equivalent alternative solutions; calls also on the Commission to propose revisions to Directives 2014/94/EU and 2003/96/EC;

Or. {EN}en

Amendment105



Paragraph 6


Amendment


6.Calls on the Commission to support, through legislation, the objective of zero emissions at berth, and to promote the development and deployment of clean solutions in the maritime sector; calls on the Commission to use the existing legislative framework on port state control as its point of departure for the most polluting ships;calls on the Commission to introduce a requirement for cold ironing using low-carbon energy sources and other equivalent technologies; calls also on the Commission to propose revisions to Directives 2014/94/EU and 2003/96/EC;

Or. {NL}nl

Amendment106

Caroline Nagtegaal, Søren Gade, Jan-Christoph Oetjen, José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Dominique Riquet, Elsi Katainen, Nicola Danti


Paragraph 6


Amendment


6.Calls on the Commission to support, through legislation, the objective of zero emissions at berth, and to promote the development and deployment of clean, multimodal solutions in ports, supported through a corridor approach; calls on the Commission, in particular, to incentivise port authorities to take swift action to regulate port access for the most polluting ships, and encourage the use and deployment of shore-side electricity using green electricity or any other renewable energy; calls also on the Commission to propose revisions to Directives 2014/94/EU and 2003/96/EC;

Or. {EN}en

Amendment107



Paragraph 6


Amendment


6.Calls on the Commission to support, through legislation, the objective of zero emissions at berth, and to promote the development and deployment of clean solutions in the maritime sector; calls on the Commission, in particular, to take swift action to regulate port access for the most polluting ships, including cruise ships, and to assess the reduction in polluting and greenhouse gas emissions through cold ironing; calls also on the Commission to propose revisions to Directives 2014/94/EU and 2003/96/EC;

Or. {ES}es

Amendment108



Paragraph 6


Amendment


6.Calls on the Commission to support, through legislation, the objective of low emissions at berth, and to promote the development and deployment of clean solutions in the maritime sector; calls on the Commission, in particular, to take swift action to regulate port access for the most polluting ships and to introduce a requirement for cold ironing using green electricity or any other renewable energy; calls also on the Commission to propose revisions to Directives 2014/94/EU and 2003/96/EC;

Or. {EN}en

Amendment109



Paragraph 6


Amendment


6.Calls on the Commission to support, through legislation, the objective of zero emissions at berth, and to promote the development and deployment of clean solutions in the maritime sector; calls on the Commission, in particular, to take swift action to regulate EU port access for the most polluting ships and to introduce a requirement for cold ironing using green electricity or any other renewable energy; calls also on the Commission to propose revisions to Directives 2014/94/EU and 2003/96/EC;

Or. {PT}pt

Amendment110

Carlo Fidanza


Paragraph 6


Amendment


6.Calls on the Commission to support, through legislation, the objective of zero emissions at berth, and to promote the development and deployment of clean solutions in the maritime sector; calls on the Commission, in particular, to take swift action to regulate port access for the most polluting ships, and to introduce a requirement for cold ironing using green electricity or any other renewable energy; calls also on the Commission to propose revisions to Directives 2014/94/EU and 2003/96/EC;

Or. {EN}en

Amendment111



Paragraph 6


Amendment



Or. {EN}en

Amendment112

István Ujhelyi


Paragraph 6


Amendment



Or. {EN}en

Amendment113

Tom Berendsen, Henna Virkkunen, Jörgen Warborn


Paragraph 6


Amendment


6.Calls on the Commission to support, through legislation, the objective of zero emissions at berth, and to promote the development and deployment of clean solutions in the maritime sector; calls on the Commission, in particular, to take swift action to regulate port access for the most polluting ships, including cruise ships, and to introduce a requirement for cold ironing using renewable and zero- and low-carbon energy sources; calls also on the Commission to propose revisions to Directives 2014/94/EU and 2003/96/EC;

Or. {EN}en

Amendment114

Vera Tax, Johan Danielsson, Kathleen Van Brempt, Ismail Ertug, Isabel García Muñoz, Marianne Vind


Paragraph 6


Amendment


6.Calls on the Commission to support, through legislation, the objective of zero pollution (greenhouse gas emissions and air pollutants) at berth, and to promote the development and deployment of clean solutions in the maritime sector; calls on the Commission, in particular, to take swift action to regulate port access for the most polluting ships, including cruise ships, and to introduce a requirement for cold ironing using green electricity or any other renewable energy; calls also on the Commission to propose revisions to Directives 2014/94/EU and 2003/96/EC; regrets that the revision of Directive 2014/94/EU has been postponed; urges the Commission to propose a revision of Directive 2014/94/EU as soon as possible in order to include binding targets for Member States and incentives for ports to scale-up the deployment of the necessary infrastructure;

Or. {EN}en

Amendment115

Maria Grapini


Paragraph 6


Amendment


6.Calls on the Commission to support, through legislation, the objective of zero emissions at berth, and to promote the development and deployment of clean solutions in the maritime sector; calls on the Commission, in particular, to take swift action to regulate port access for the most polluting ships, including cruise ships, and to introduce a requirement for cold ironing using green electricity or any other renewable energy, while also giving Member States the necessary time and financial support to establish the requisite infrastructure; calls also on the

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