European Parliament
2019-2024
Committee on Transport and Tourism
2021/0211(COD)
10.5.2022
OPINION
of the Committee on Transport and Tourism
for the Committee on the Environment, Public Health and Food Safety
on the proposal for a directive of the European Parliament and of the Council
amending Directive 2003/87/EC establishing a system for greenhouse gas
emission allowance trading within the Union, Decision (EU) 2015/1814
concerning the establishment and operation of a market stability reserve for the
Union greenhouse gas emission trading scheme and Regulation (EU) 2015/757
(COM(2021)0551 – C9-0318/2021 – 2021/0211(COD))
Rapporteur for opinion: Andrey Novakov
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United in diversity
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SHORT JUSTIFICATION
Main elements of the proposal for revision of the EU ETS Directive
The revision of the European Emissions Trading System (ETS) is an integral part of the Fit
for 55 package. The system is a European market based instrument to tackle climate change,
by putting a price on CO2 and other greenhouse gases emissions. The proposal by the
Commission provides for an increased target for lowering emissions, from 43 to 61% below
2005 levels by 2030, inclusion of shipping emissions and a gradual phase out of the free
emission allowances for the aviation sector. In addition, the Commission proposes to launch a
new separate emissions trading system to cover road transport and buildings.
In principle, the Rapporteur accepts the necessity to revise the EU ETS Directive as a market
based tool contributing to meeting the Union’s climate ambitions for 2030. Nevertheless, he
expresses his reservations regarding the lack of a synergistic economic impact assessment
covering the entire Package instead of the rather fragmented impact assessment done so far,
which falls short of offering a holistic view. Furthermore, the Rapporteur remains concerned
about the massive investment gap that the accompanying Impact Assessment identifies. With
a view to support the green transition, the Rapporteur is in favour of a broader use of the
revenues from the ETS to support decarbonisation projects, through an increase of the size of
the Innovation and Modernisation funds, providing a much needed boost to transitional fuels
and innovative technologies in the transport sector.
Maritime sector to be included to the current EU ETS
The proposed extension to the maritime sector foresees to cover 100% of the CO2 emissions
from intra-EU voyages, that is the emissions from ships performing voyages departing from
and arriving at a port under the jurisdiction of a Member State and the emissions while at
berth in an EU port, and 50% of the emissions from extra-EU voyages, that is the emissions
from ships performing incoming voyages departing from a port outside the EU and arriving at
a port under the jurisdiction of a Member State and similarly for ships performing outgoing
voyages.
The Rapporteur supports the inclusion of the maritime sector, however, he is convinced that
the cross-border dimension of the shipping transport requires a more coordinated approach
and greater efforts towards global market based instrument through the partnership with the
International Maritime Organization (IMO). In the Rapporteur’s view, equal treatment of
intra-EU and extra-EU maritime routes is crucial in order to ensure the competitiveness of the
EU maritime sector. The coverage of a half of the emissions from both incoming and
outgoing voyages between the Union and third countries and a half of the emissions for the
intra-EU voyages ensures an equal footing for the EU maritime sector, while limiting risks of
evasive port calls and shifts of transhipment activities outside the Union. In addition, the
Rapporteur extends the phase-in period of the ETS for maritime sector from 20% of verified
emissions for 2026 to 100% for 2029 with a view to mitigate the negative effects of COVID-
19 pandemic and ensure the full recovery of the sector, providing sufficient time for it to
adapt and develop the necessary alternative technologies.
The Rapporteur believes that proper financial support is essential to facilitate the
decarbonisation of the sector. Therefore, in addition to the Innovation and Modernisation
funds, he proposes the establishment of a dedicated fund, namely a Maritime Transition Fund,
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with the aim to accelerate projects supporting innovative technologies and deployment of
sustainable alternative fuels as well as development of adequate port infrastructure. It remains
crucial that the resources of this fund are truly additional and not generated through
reallocation of resources to the detriment of other existing EU policies, programmes or funds.
Introduction of new emissions trading system for road transport and buildings
According to the Commission’s proposal, a new separate ETS should be stablished to cover
the sectors of road transport and buildings. The Rapporteur supports the Union’s ambitions to
tackle climate change and decarbonise the EU economy. However he has serious concerns
that the extension of the EU ETS to cover road transport and buildings will negatively affect
end-consumers, citizens and businesses, through further increasing fuel costs as the cost of
ETS allowances will be passed through to end-consumer prices, in particular for lower and
middle income households, reducing their mobility and leading to energy and transport
poverty. The Rapporteur thus considers that an extension of the new ETS to both road
transport and buildings is premature. Even with the European Social Climate Fund and
national Social Climate Plans in place, the support to assist Europeans will be dramatically
insufficient, while the green transition is to take place following the European Climate Law.
The Rapporteur considers that a comprehensive impact assessment of the entire Fit for 55
package, indicating the real burden to European citizens and thoroughly analysing the risk and
scale of energy and transport poverty, is a crucial pre-condition before a well-informed final
decision on the new ETS can be made.
AMENDMENTS
The Committee on Transport and Tourism calls on the Committee on the Environment, Public
Health and Food Safety, as the committee responsible, to take into account the following
amendments:
Amendment 1
Proposal for a directive
Recital 14
Text proposed by the Commission
Amendment
(14)
International maritime transport
(14)
International maritime transport
activity, consisting of voyages between
activity, consisting of voyages between
ports under the jurisdiction of two different
ports under the jurisdiction of two different
Member States or between a port under the
Member States or between a port under the
jurisdiction of a Member State and a port
jurisdiction of a Member State and a port
outside the jurisdiction of any Member
outside the jurisdiction of any Member
State, has been the only means of
State, has been the only means of
transportation not included in the Union's
transportation not included in the Union's
past commitments to reduce greenhouse
past commitments to reduce greenhouse
gas emissions. Emissions from fuel sold in
gas emissions. Emissions from fuel sold in
the Union for journeys that depart in one
the Union for journeys that depart in one
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Member State and arrive in a different
Member State and arrive in a different
Member State or a third country have
Member State or a third country have
grown by around 36 % since 1990. Those
grown by around 36 % since 1990. Those
emissions represent close to 90 % of all
emissions represent close to 90 % of all
Union navigation emissions as emissions
Union navigation emissions as emissions
from fuel sold in the Union for journeys
from fuel sold in the Union for journeys
departing and arriving in the same Member
departing and arriving in the same Member
State have been reduced by 26 % since
State have been reduced by 26 % since
1990. In a business-as-usual scenario,
1990. In a business-as-usual scenario,
emissions from international maritime
emissions from international maritime
transport activities are projected to grow by
transport activities are projected to grow by
around 14 % between 2015 and 2030 and
around 14 % between 2015 and 2030 and
34 % between 2015 and 2050. If the
34 %between 2015 and 2050. Proportional
climate change impact of maritime
action in this sector should therefore
transport activities grows as projected, it
considerably contribute to reaching the
would significantly undermine reductions
EU’s GHG emission reduction goals and
made by other sectors to combat climate
climate neutrality by 2050 as set by the
change.
Climate Law.
Amendment 2
Proposal for a directive
Recital 15
Text proposed by the Commission
Amendment
(15)
In 2013, the Commission adopted a
(15)
In 2013, the Commission adopted a
strategy for progressively integrating
strategy for progressively integrating
maritime emissions into the Union's policy
maritime emissions into the Union's policy
for reducing greenhouse gas emissions. As
for reducing greenhouse gas emissions. As
a first step in this approach, the Union
a first step in this approach, the Union
established a system to monitor, report and
established a system to monitor, report and
verify emissions from maritime transport in
verify emissions from maritime transport in
Regulation (EU) 2015/757 of the European
Regulation (EU) 2015/757 of the European
Parliament and of the Council47 , to be
Parliament and of the Council47 , to be
followed by the laying down of reduction
followed by the laying down of reduction
targets for the maritime sector and the
targets for the maritime sector and the
application of a market based measure. In
application of a market based measure. In
line with the commitment of the co-
line with the commitment of the co-
legislators expressed in Directive (EU)
legislators expressed in Directive (EU)
2018/410 of the European Parliament and
2018/410 of the European Parliament and
of the Council48 , action by the
of the Council48 , action by the
International Maritime Organization (IMO)
International Maritime Organization (IMO)
or the Union should start from 2023,
or the Union should start from 2023,
including preparatory work on adoption
including preparatory work on adoption
and implementation of a measure ensuring
and implementation of a measure ensuring
that the sector duly contributes to the
that the sector duly contributes to the
efforts needed to achieve the objectives
efforts needed to achieve the objectives
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agreed under the Paris Agreement and due
agreed under the Paris Agreement and due
consideration being given by all
consideration being given by all
stakeholders.
stakeholders. When defining and
implementing these actions, the Union
should take due consideration of the
competitiveness of the maritime sector,
including the competitive position of
Union ports as well as avoiding creating
carbon and business leakage. It is
important to take into account EU-
neighbouring port calls made before and
after Union port calls. The Commission
should therefore set up a monitoring
scheme and propose measures to assess
and address carbon and business leakage
linked to rerouting and evasion calls, as
well as determine the possible impacts of
such a regional system on the
competitiveness and connectivity of ports
in Europe, as well as the possible negative
impact on the modal split.
__________________
__________________
47 Regulation (EU) 2015/757 of the
47 Regulation (EU) 2015/757 of the
European Parliament and of the Council of
European Parliament and of the Council of
29 April 2015 on the monitoring, reporting
29 April 2015 on the monitoring, reporting
and verification of carbon dioxide
and verification of carbon dioxide
emissions from maritime transport, and
emissions from maritime transport, and
amending Directive 2009/16/EC (OJ L
amending Directive 2009/16/EC (OJ L
123, 19.5.2015, p. 55).
123, 19.5.2015, p. 55).
48 Directive (EU) 2018/410 of the
48 Directive (EU) 2018/410 of the
European Parliament and of the Council of
European Parliament and of the Council of
14 March 2018 amending Directive
14 March 2018 amending Directive
2003/87/EC to enhance cost-effective
2003/87/EC to enhance cost-effective
emission reductions and low-carbon
emission reductions and low-carbon
investments, and Decision (EU) 2015/1814
investments, and Decision (EU) 2015/1814
(OJ L 76, 19.3.2018, p. 3).
(OJ L 76, 19.3.2018, p. 3).
Amendment 3
Proposal for a directive
Recital 16
Text proposed by the Commission
Amendment
(16)
Pursuant to Directive (EU)
(16)
Maritime transport is not only an
2018/410, the Commission should report to
important sector for the European
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the European Parliament and to the
economy but it is also essential for
Council on the progress achieved in the
European connectivity. The sector
IMO towards an ambitious emission
operates in an international environment
reduction objective, and on accompanying
and requires a global level playing field to
measures to ensure that the maritime
remain competitive. An early transition to
transport sector duly contributes to the
sustainable shipping by the European
efforts needed to achieve the objectives
maritime transport sector could present a
agreed under the Paris Agreement. Efforts
unique opportunity to increase its
to limit global maritime emissions through
competitiveness as the global system
the IMO are under way and should be
transitions to zero-emissions. Pursuant to
encouraged. However, while the recent
Directive (EU) 2018/410, the Commission
progress achieved through the IMO is
should report to the European Parliament
welcome, these measures will not be
and to the Council on the progress
sufficient to achieve the objectives of the
achieved in the IMO towards an ambitious
Paris Agreement.
emission reduction objective, and on
accompanying measures to ensure that the
maritime transport sector duly contributes
to the efforts needed to achieve the
objectives agreed under the Paris
Agreement. Given the international
character of shipping, efforts to limit
global maritime emissions through the
IMO are under way and should be
encouraged by establishing a global
climate effective market-based measure,
in line with the Paris Agreement, as the
most suitable and effective option to
address the decarbonisation of the sector,
especially for regions at the periphery of
Europe whose maritime sectors are highly
exposed to negative economic impacts.
The Commission in collaboration with
Member States should therefore further
step up diplomatic efforts and increase the
pressure on the IMO in order to limit the
global average temperature rise to well
below 2°C above pre-industrial levels, and
to aim for 1,5°C, as well as to avoid
carbon leakage, which would endanger
Union businesses due to unfair
international competition vis-à-vis non-
Union ports. Overall, Union initiatives
addressing emissions from shipping
should be compatible with IMO efforts in
order to keep a level playing field on
maritime routes.
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Amendment 4
Proposal for a directive
Recital 16 a (new)
Text proposed by the Commission
Amendment
A regional market-based measure such as
the ETS could seriously jeopardise the
reduction of total shipping emissions
since evasive port calls at non-Union
neighbouring ports could even increase
overall emissions, in particular when
evasion leads to longer voyages to and
from third countries with lower
environmental standards. To that end, the
European Union should avoid possible
evasive action and include the evasive call
to/from a non-Union neighbouring port,
including non-Union transhipment ports,
as a call to a Union port when calculating
the emissions falling under this Directive.
The scope of voyages to be reported in the
Regulation (EU)2015/757 should include
a requirement to report entire voyages
involving these non-Union neighbouring
ports. To this end, the definition of port
call applied in the EU ETS Directive and
in Regulation (EU) 2015/757 should
consider the risk of carbon and business
leakage arising from the implementation
of a regional market-based measure.
Accordingly, the definition of port call
should include stops in a transhipment
port of a non-Union neighbouring
country and should account for, and help
prevent, vessels evading the EU ETS
through evasive port calls on ports in
countries neighbouring the Union.
Furthermore, a new definition on
neighbouring transhipment port should
be integrated to level out the playing field
and prevent carbon leakage occurring as
a result of more stringent rules applied in
the Union ports as compared with the
ports of non-Union countries. With the
view to ensuring level playing field, the
Commission should furthermore establish
a list of deep-sea routes connecting two or
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more continents and performed by regular
services covering more than 3 000 km
where ships would carry out transhipment
operations at any port on its route. This
list should be reviewed on an annual basis
by the Commission.
Amendment 5
Proposal for a directive
Recital 16 b (new)
Text proposed by the Commission
Amendment
(16 b) Whereas the maritime transport
activities to be addressed in Directive
2003/87/EC include CO2 emissions from
ships above 5000 gross tonnage pursuant
to Regulation (EU) 2015/757, the
Commission no later than [xx years after
the entry into force of this directive]
should analyse the added value of
progressively integrating maritime
emissions from smaller ships above 400
GT, possibly including also ships
performing service activities for offshore
installations, into the Union's framework
through an impact assessment. In doing
so, such ships could be subject to the
Union system for monitoring, reporting
and verifying CO2 emissions during a
pilot phase of application of that system
covering at least two reporting periods.
Among analysed data, the Commission
should consider the potential GHG
emissions reduction, scale of the
administrative burden as well as financial
consequences. Following conclusions of
such an impact assessment, the
Commission should present legislative
proposals to the Council and the
European Parliament amending
Regulation (EU) 2015/757 and Directive
2003/87/EC, if appropriate.
Amendment 6
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Proposal for a directive
Recital 17
Text proposed by the Commission
Amendment
(17)
In the European Green Deal, the
(17)
In the European Green Deal, the
Commission stated its intention to take
Commission stated its intention to take
additional measures to address greenhouse
additional measures to address greenhouse
gas emissions from the maritime transport
gas emissions from the maritime transport
sector through a basket of measures to
sector through a basket of measures to
enable the Union to reach its emissions
enable the Union to reach its emissions
reduction targets. In this context, Directive
reduction targets. In this context, Directive
2003/87/EC should be amended to include
2003/87/EC should be amended to include
the maritime transport sector in the EU
the maritime transport sector in the EU
ETS in order to ensure this sector
ETS in order to ensure this sector
contributes to the increased climate
contributes to the increased climate
objectives of the Union as well as to the
objectives of the Union as well as to the
objectives of the Paris Agreement, which
objectives of the Paris Agreement, which
requires developed countries to take the
requires developed countries to take the
lead by undertaking economy-wide
lead by undertaking economy-wide
emission reduction targets, while
emission reduction targets, while
developing countries are encouraged to
developing countries are encouraged to
move over time towards economy-wide
move over time towards economy-wide
emission reduction or limitation targets.49
emission reduction or limitation targets.49
Considering that emissions from
Considering that emissions from
international aviation outside Europe
international aviation outside Europe
should be capped from January 2021 by
should be capped from January 2021 by
global market-based action while there is
global market-based action while there is
no action in place that caps or prices
no action in place that caps or prices
maritime transport emissions, it is
maritime transport emissions, it is
appropriate that the EU ETS covers a share
appropriate that the EU ETS covers a share
of the emissions from voyages between a
of the emissions from voyages between a
port under the jurisdiction of a Member
port under the jurisdiction of a Member
State and port under the jurisdiction of a
State and port under the jurisdiction of a
third country, with the third country being
third country, with the third country being
able to decide on appropriate action in
able to decide on appropriate action in
respect of the other share of emissions. The
respect of the other share of emissions. The
extension of the EU ETS to the maritime
extension of the EU ETS to the maritime
transport sector should thus include half of
transport sector should thus include half of
the emissions from ships performing
the emissions from ships performing
voyages arriving at a port under the
voyages arriving at a port under the
jurisdiction of a Member State from a port
jurisdiction of a Member State from a port
outside the jurisdiction of a Member State,
outside the jurisdiction of a Member State,
half of the emissions from ships
half of the emissions from ships
performing voyages departing from a port
performing voyages departing from a port
under the jurisdiction of a Member State
under the jurisdiction of a Member State
and arriving at a port outside the
and arriving at a port outside the
jurisdiction of a Member State, emissions
jurisdiction of a Member State, emissions
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from ships performing voyages arriving at
from ships performing voyages arriving at
a port under the jurisdiction of a Member
a port under the jurisdiction of a Member
State from a port under the jurisdiction of a
State from a port under the jurisdiction of a
Member State, and emissions at berth in a
Member State, and emissions at berth in a
port under the jurisdiction of a Member
port under the jurisdiction of a Member
State. This approach has been noted as a
State. This approach has been noted as a
practical way to solve the issue of
practical way to solve the issue of
Common but Differentiated
Common but Differentiated
Responsibilities and Capabilities, which
Responsibilities and Capabilities, which
has been a longstanding challenge in the
has been a longstanding challenge in the
UNFCCC context. The coverage of a share
UNFCCC context. In addition, ships
of the emissions from both incoming and
operating routes included in the
outgoing voyages between the Union and
Motorways of the Seas or granting
third countries ensures the effectiveness of
territorial continuity as a public service to
the EU ETS, notably by increasing the
islands should not be considered in the
environmental impact of the measure
scope of the EU ETS, in order to avoid the
compared to a geographical scope limited
concrete risk of a modal backshift to more
to voyages within the EU, while limiting
pollutant sectors in the former case, as
the risk of evasive port calls and the risk of
well as the risk of endangering territorial
delocalisation of transhipment activities
continuity in the latter case. The coverage
outside the Union. To ensure a smooth
of a share of the emissions from both
inclusion of the sector in the EU ETS, the
incoming and outgoing voyages between
surrendering of allowances by shipping
the Union and third countries ensures the
companies should be gradually increased
effectiveness of the EU ETS, notably by
with respect to verified emissions reported
increasing the environmental impact of the
for the period 2023 to 2025. To protect the
measure compared to a geographical scope
environmental integrity of the system, to
limited to voyages within the EU, while
the extent that fewer allowances are
limiting the risk of evasive port calls and
surrendered in respect of verified
the risk of delocalisation of transhipment
emissions for maritime transport during
activities outside the Union. Furthermore,
those years, once the difference between
in order to prevent carbon leakage due to
verified emissions and allowances
possible reallocation of transhipment
surrendered has been established each
operation from a Union port to a
year, a corresponding a number of
transhipment port in non-EU
allowances should be cancelled. As from
neighbouring countries, the extension of
2026, shipping companies should surrender
the EU ETS to the maritime transport
the number of allowances corresponding to
sector should thus include emissions from
all of their verified emissions reported in
ships performing voyages arriving at a
the preceding year.
port under the jurisdiction of a Member
State from a non-EU neighbouring
transhipment port and emissions from
ships performing voyages departing from
a port under the jurisdiction of a Member
State and arriving at a non-EU
neighbouring transhipment port. To
ensure a smooth inclusion of the sector in
the EU ETS, the surrendering of
allowances by shipping companies should
be gradually increased with respect to
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verified emissions reported for the period
starting from the first year until the third
year subsequent to 18 months after the
entry into force of this Directive. As from
the fourth year subsequent to 18 months
after the entry into force of this Directive,
shipping companies should surrender the
number of allowances corresponding to all
of their verified emissions reported in the
preceding year. However, measures
should be taken to ensure that the
extension of the EU ETS to maritime
transport affects Member States in a fair
and proportionate manner, taking into
account their specific circumstances, such
as those related to their geographical
location, climate and weather conditions.
__________________
__________________
49 Paris Agreement, Article 4(4).
49 Paris Agreement, Article 4(4).
Amendment 7
Proposal for a directive
Recital 17 a (new)
Text proposed by the Commission
Amendment
(17 a) The EU ETS should contribute to
effectively decarbonising maritime
transport activities as much as possible.
The transition from fossil fuels to
renewable and low-carbon fuels will play
a considerable role in that process.
However, taking into account the
challenges for abating emissions in the
maritime sector due to the current lack of
viable low-emission power train
technologies as recognised in the
Commission’s Sustainable and Smart
Mobility Strategy and considering the
high level of competition between
shipping companies and the important
price differential between conventional
fuels and renewable and low-carbon
fuels, this transition should be supported
through economic incentives that reflect
the environmental benefit of alternative
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fuels and make them more competitive for
shipping companies thereby avoiding
carbon leakage. For this purpose, free
allowances should be allocated to
shipping companies, in proportion to the
amount of alternative fuels used and
reported. The amount of allowances
allocated for free should be adjusted with
multipliers in order to take into account
that some types of alternative fuels deliver
higher environmental benefits and are
more costly to purchase for shipping
companies. The Commission should
regularly review the level of the
multipliers based on market price
information for fuels. In addition, the
European Parliament's Resolution on
"Maritime efficient and cleaner maritime
transport" of April 2021, recognised the
importance of transitional technologies,
such as LNG and LNG infrastructure, in
the maritime sector. The use of such
technologies should therefore be
supported during an initial transitional
phase through a partial allocation of free
allowances.
Amendment 8
Proposal for a directive
Recital 17 b (new)
Text proposed by the Commission
Amendment
(17 b) Where necessary, the Commission
should review Regulation (EU) 2015/757,
to ensure that the information on the use
of all types of alternative fuels, is
available for the purpose of determining
the amount of free allowances under the
EU ETS.
Amendment 9
Proposal for a directive
Recital 17 c (new)
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Text proposed by the Commission
Amendment
(17 c) A Maritime Transition Fund
should be established to provide funds to
the Member States to support their
policies supporting the decarbonisation of
the maritime transport sector. This should
be achieved notably through development
of innovative technologies for
decarbonising the sector, production of
sustainable alternative fuels as defined in
Regulation (EU) [..../....] on the use of
renewable and low-carbon fuels in
maritime transport1, including systems for
collection of raw materials for alternative
fuels, investments in research and
development and first industrial
application of technologies and designs
reducing GHG emissions, research for
new engines and technologies, and ports
infrastructure. The Commission should
submit legislative proposals for the
creation of a Maritime Fund. The
Maritime Fund should be a fully budgeted
expenditure programme within the MFF.
The budgetary envelope for this
programme should be expressed as an
amount set at a level equivalent to 75% of
the revenue expected from the auctioning
of maritime allowances. The Maritime
Fund should operate in shared
management with the Member States
under Regulation (EU) 2021/1060 of the
European Parliament and of the Council.
Amendment 10
Proposal for a directive
Recital 18
Text proposed by the Commission
Amendment
(18)
The provisions of Directive
(18)
The provisions of Directive
2003/87/EC as regards maritime transport
2003/87/EC as regards maritime transport
activities should be kept under review in
activities should be kept under review in
1 COM(2021)0562
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light of future international developments
light of future international developments
and efforts undertaken to achieve the
and efforts undertaken to achieve the
objectives of the Paris Agreement,
objectives of the Paris Agreement,
including the second global stocktake in
including the second global stocktake in
2028, and subsequent global stocktakes
2028, and subsequent global stocktakes
every five years thereafter, intended to
every five years thereafter, intended to
inform successive nationally determined
inform successive nationally determined
contributions. In particular, the
contributions. In particular, the
Commission should report any time before
Commission should report every second
the second global stocktake in 2028 - and
year following the entry into force of this
therefore no later than by 30 September
Directive and in particular any time
2028 - to the European Parliament and to
before the second global stocktake in 2028
the Council on progress in the IMO
- and therefore no later than by 30
negotiations concerning a global market-
September 2028 to the European
based measure. In its report, the
Parliament and to the Council on progress
Commission should analyse the
in the IMO negotiations concerning a
International Maritime Organization
global market-based measure. In its report,
instruments and, assess, as relevant, how to
the Commission should analyse the
implement those instruments in Union law
International Maritime Organization
through a revision of Directive
instruments and, assess, as relevant, how to
2003/87/EC. In its report, the Commission
implement those instruments in Union law
should include proposals as appropriate.
through a revision of Directive
2003/87/EC. In its report, the Commission
should include proposals as appropriate.
Furthermore, the Commission should
advocate vigorously on the international
level for establishing a global market-
based measure in partnership with the
International Maritime Organization
(IMO) in order to extend the scope of the
EU ETS for maritime transport, when
appropriate.
Amendment 11
Proposal for a directive
Recital 19
Text proposed by the Commission
Amendment
(19)
The Commission should review the
(19)
By 1 January 2025, the
functioning of Directive 2003/87/EC in
Commission should review the functioning
relation to maritime transport activities in
of Directive 2003/87/EC in relation to
the light of experience of its application,
maritime transport activities, through the
including in relation to possible evasive
means of an impact assessment, in close
practices, and should then propose
cooperation with related port authorities,
measures to ensure its effectiveness.
shipping companies and all related
stakeholders, based on real data,
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determining possible impacts of these
provisions on carbon leakage, delocation
of calls and port business to ports outside
the EU, connectivity of ports in Europe
and where relevant on the modal shift.
The impact assessment should also
specifically consider potential evasive
practices and establishing a list of
potential business activities that do not
fall under significant business activities
performed at neighbouring Union port
calls. Such a dedicated impact assessment
is utmost important for the EU ETS to
work as intended, in particular in the light
of possible evasive practices. If the impact
assessment determines a risk of a negative
impact on the maritime sector, Union
ports and on maritime and coastal regions
and islands, the Commission should
propose preventive measures to address it,
including recommendations for specific
provisions based on ports in EU sea-
basins or in neighbouring EU countries,
in order to ensure a level playing field and
effectiveness towards the decarbonisation
of the sector. Alignment with a market-
based measure developed in the IMO
should be closely examined as a means of
addressing potential negative impacts of a
regional EU ETS scope. In addition, the
Commission should conduct a synergistic
impact assessment investigating the effect
of all Fit for 55 proposals, including
analysis on EU competitiveness, potential
risk of mobility reduction and the cost
effectiveness of GHG emissions
reductions.
Amendment 12
Proposal for a directive
Recital 20
Text proposed by the Commission
Amendment
(20)
The person or organisation
(20)
The person or organisation
responsible for the compliance with the EU
responsible for the compliance with the EU
ETS should be the shipping company,
ETS should be the shipping company,
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defined as the shipowner or any other
defined as the shipowner or any other
organisation or person, such as the
organisation or person, such as the
manager or the bareboat charterer, that has
manager or the bareboat charterer, that has
assumed the responsibility for the
assumed the responsibility for the
operation of the ship from the shipowner
operation of the ship from the shipowner
and that, on assuming such responsibility,
and that, on assuming such responsibility,
has agreed to take over all the duties and
has agreed to take over all the duties and
responsibilities imposed by the
responsibilities imposed by the
International Management Code for the
International Management Code for the
Safe Operation of Ships and for Pollution
Safe Operation of Ships and for Pollution
Prevention. This definition is based on the
Prevention. This definition is based on the
definition of ‘company’ in Article 3, point
definition of ‘company’ in Article 3, point
(d) of Regulation (EU) 2015/757, and in
(d) of Regulation (EU) 2015/757, and in
line with the global data collection system
line with the global data collection system
established in 2016 by the IMO. In line
established in 2016 by the IMO. In line
with the polluter pays principle, the
with the polluter pays principle, the
shipping company could, by means of a
shipping company could, by means of a
contractual arrangement, hold the entity
contractual arrangement, hold the entity
that is directly responsible for the decisions
that is directly responsible for the decisions
affecting the CO2 emissions of the ship
affecting the CO2 emissions of the ship
accountable for the compliance costs under
accountable for the compliance costs under
this Directive. This entity would normally
this Directive. This entity would normally
be the entity that is responsible for the
be the entity that is responsible for the
choice of fuel, route and speed of the ship.
choice of fuel, route and speed of the ship.
Compliance of the ship, which is a shared
responsibility between the ship owner and
the operator, needs to be monitored and
enforced. The Commission is called upon
to assess by 2027 potential compliance
loopholes, propose measures and review
this Directive, when appropriate.
Amendment 13
Proposal for a directive
Recital 21
Text proposed by the Commission
Amendment
(21)
In order to reduce the
(21)
In order to reduce the
administrative burden on shipping
administrative burden on shipping
companies, one Member State should be
companies, one Member State should be
responsible for each shipping company.
responsible for each shipping company.
The Commission should publish an initial
The Commission should publish an initial
list of shipping companies that performed a
list of shipping companies that performed a
maritime activity falling within the scope
maritime activity falling within the scope
of the EU ETS, which specifies the
of the EU ETS, which specifies the
administering authority in respect of each
administering authority in respect of each
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shipping company. The list should be
shipping company. The list should be
updated at least every two years to
updated regularly and at least every year
reattribute shipping companies to another
to reattribute shipping companies to
administering authority as relevant. For
another administering authority as relevant.
shipping companies registered in a
For shipping companies registered in a
Member State, the administering authority
Member State, the administering authority
should be that Member State. For shipping
should be that Member State. For shipping
companies registered in a third country, the
companies registered in a third country, the
administering authority should be the
administering authority should be the
Member State in which the shipping
Member State in which the shipping
company had the greatest estimated
company had the greatest estimated
number of port calls from voyages falling
number of port calls from voyages falling
within the scope of Directive 2003/87/EC
within the scope of Directive 2003/87/EC
in the last two monitoring years. For
in the last two monitoring years. For
shipping companies registered in a third
shipping companies registered in a third
country and which did not perform any
country and which did not perform any
voyage falling within the scope of
voyage falling within the scope of
Directive 2003/87/EC in the last two
Directive 2003/87/EC in the last two
monitoring years, the administering
monitoring years, the administering
authority should be the Member State from
authority should be the Member State from
where the shipping company started its
where the shipping company started its
first voyage falling within the scope of that
first voyage falling within the scope of that
Directive. The Commission should publish
Directive. The Commission should publish
and update on a biennial basis a list of
and update on a yearly basis a list of
shipping companies falling within the
shipping companies falling within the
scope of Directive 2003/87/EC specifying
scope of Directive 2003/87/EC specifying
the administering authority for each
the administering authority for each
shipping company. In order to ensure equal
shipping company. In order to ensure equal
treatment of shipping companies, Member
treatment of shipping companies, Member
States should follow harmonised rules for
States should follow harmonised rules for
the administration of shipping companies
the administration of shipping companies
for which they have responsibility, in
for which they have responsibility, in
accordance with detailed rules to be
accordance with detailed rules to be
established by the Commission.
established by the Commission.
Amendment 14
Proposal for a directive
Recital 23 a (new)
Text proposed by the Commission
Amendment
(23 a) Special consideration should be
given to ships operating under a public
service contract or subject to public
service obligations, and ships operating to
and/or from the outermost regions or
islands of the EU in order to promote
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accessibility. Therefore, a derogation
from this Directive should be provided for
emissions from maritime voyages to and
from the outermost regions or to and from
islands due to their dependency on
maritime transport for territorial
continuity, for import of raw materials,
essential goods and other products, as
well as for some exports.
Amendment 15
Proposal for a directive
Recital 24
Text proposed by the Commission
Amendment
(24)
Based on experience from similar
(24)
Based on experience from similar
tasks related to environmental protection,
tasks related to environmental protection,
the European Maritime Safety Agency
the European Maritime Safety Agency
(EMSA) or another relevant organisation
(EMSA) or another relevant organisation
should, as appropriate and in accordance
should, as appropriate and in accordance
with its mandate, assist the Commission
with its mandate, assist the Commission
and the administering authorities in respect
and the administering authorities in respect
of the implementation of Directive
of the implementation of Directive
2003/87/EC. Owing to its experience with
2003/87/EC. Owing to its experience with
the implementation of Regulation (EU)
the implementation of Regulation (EU)
2015/757 and its IT tools, EMSA could
2015/757 and its IT tools, EMSA should
assist the administering authorities notably
assist the administering authorities notably
as regards the monitoring, reporting and
as regards the monitoring, reporting and
verification of emissions generated by
verification of emissions generated by
maritime activities under the scope of this
maritime activities under the scope of this
Directive by facilitating the exchange of
Directive by facilitating the exchange of
information or developing guidelines and
information or developing guidelines and
criteria.
criteria.
Amendment 16
Proposal for a directive
Recital 25 a (new)
Text proposed by the Commission
Amendment
(25 a) To ensure that there is a level
playing field for ships that navigate in ice
conditions and other ships a specific
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method should be applied to take into
account additional emissions related to
navigation in ice conditions and
additional emissions of ice-classed ships
when sailing in open water, while
ensuring that emissions trading through
the ETS continues to drive down
emissions in the maritime sector. To that
end, relevant provisions on the transfer,
surrender and cancellation of allowances
under Directive 2003/87/EC should be
amended accordingly.
Amendment 17
Proposal for a directive
Recital 28
Text proposed by the Commission
Amendment
(28)
Achieving the increased climate
(28)
Achieving the increased climate
ambition will require substantial public
ambition will require substantial public
resources in the EU as well as national
resources in the EU as well as national
budgets to be dedicated to the climate
budgets to be dedicated to the climate
transition. To complement and reinforce
transition. To complement and reinforce
the substantial climate-related spending in
the substantial climate-related spending in
the EU budget, all auction revenues that
the EU budget, all auction revenues that
are not attributed to the Union budget
are not attributed to the Union budget
should be used for climate-related
should be used for climate-related
purposes. This includes the use for
purposes. This includes the use for
financial support to address social aspects
financial support to address social aspects
in lower- and middle-income households
in lower- and middle-income households
by reducing distortive taxes. Further, to
by reducing distortive taxes. Further, to
address distributional and social effects of
address distributional and social effects of
the transition in low-income Member
the transition in low-income Member
States, an additional amount of 2,5 % of
States, an additional amount of 2,5 % of
the Union-wide quantity of allowances
the Union-wide quantity of allowances
from [year of entry into force of the
from [year of entry into force of the
Directive] to 2030 should be used to fund
Directive] to 2030 as well as the
the energy transition of the Member States
equivalent of 1,5% of the total quantity of
with a gross domestic product (GDP) per
allowances from the amount above 400
capita below 65 % of the Union average in
million allowances set aside in Market
2016-2018, through the Modernisation
Stability Reserve for the purpose of
Fund referred to in Article 10d of Directive
Modernisation Fund should be used to
2003/87/EC.
fund the energy transition of the Member
States with a gross domestic product
(GDP) per capita below 65 % of the Union
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average in 2016-2018, through the
Modernisation Fund referred to in Article
10d of Directive 2003/87/EC. For the EU
ETS to contribute to lowering global
GHG emissions and enabling
decarbonisation, a substantial share of
the EU ETS revenues generated by the
maritime sector or the equivalent amounts
should be used to enable the
decarbonisation of that sector and Union
ports.
Amendment 18
Proposal for a directive
Recital 30
Text proposed by the Commission
Amendment
(30)
The Carbon Border Adjustment
(30)
The Carbon Border Adjustment
Mechanism (CBAM), established under
Mechanism (CBAM), established under
Regulation (EU) […./..] of the European
Regulation (EU) […./..] of the European
Parliament and of the Council51 , is an
Parliament and of the Council51 , can be an
alternative to free allocation to address the
alternative to free allocation to address the
risk of carbon leakage. To the extent that
risk of carbon leakage once assessment by
sectors and subsectors are covered by that
the Commission has proven that the
measure, they should not receive free
regulation is effective in preventing
allocation. However, a transitional
carbon leakage for both imports and
phasing-out of free allowances is needed
exports. To the extent that sectors and
to allow producers, importers and traders to
subsectors are covered by that measure,
adjust to the new regime. The reduction of
sufficient and WTO-compatible
free allocation should be implemented by
safeguards should nevertheless be
applying a factor to free allocation for
provided for the products intended for
CBAM sectors, while the CBAM is phased
export and their producers. Where free
in. This percentage (CBAM factor) should
allowances are phased out in accordance
be equal to 100 % during the transitional
with the finding of effectiveness of CBAM
period between the entry into force of
by the Commission report under [CBAM
[CBAM Regulation] and 2025, 90 % in
Regulation], a gradual transition is
2026 and should be reduced by 10
essential to allow producers, importers and
percentage points each year to reach 0 %
traders to adjust to the new regime. Such a
and thereby eliminate free allocation by the
reduction of free allocation should be
tenth year. The relevant delegated acts on
implemented by applying a factor to free
free allocation should be adjusted
allocation for CBAM sectors, while the
accordingly for the sectors and subsectors
CBAM is phased in. This percentage
covered by the CBAM. The free allocation
(CBAM factor) should be equal to 100 %
no longer provided to the CBAM sectors
during the transitional period between the
based on this calculation (CBAM demand)
entry into force of [CBAM Regulation] and
must be auctioned and the revenues will
2025, 90 % in 2026 and should be reduced
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accrue to the Innovation Fund, so as to
by 10 percentage points each year to reach
support innovation in low carbon
0 % and thereby eliminate free allocation
technologies, carbon capture and utilisation
by the tenth year. The relevant delegated
(‘CCU’), carbon capture and geological
acts on free allocation should be adjusted
storage (‘CCS’), renewable energy and
accordingly for the sectors and subsectors
energy storage, in a way that contributes to
covered by the CBAM, taking into
mitigating climate change. Special
account the need to maintain free
attention should be given to projects in
allowances for the products that are
CBAM sectors. To respect the proportion
exported. The free allocation no longer
of the free allocation available for the non-
provided to the CBAM sectors based on
CBAM sectors, the final amount to deduct
this calculation (CBAM demand) must be
from the free allocation and to be auctioned
auctioned and the revenues will accrue to
should be calculated based on the
the Innovation Fund, so as to support
proportion that the CBAM demand
innovation in low carbon technologies,
represents in respect of the free allocation
carbon capture and utilisation (‘CCU’),
needs of all sectors receiving free
carbon capture and geological storage
allocation.
(‘CCS’), renewable energy and energy
storage, in a way that contributes to
mitigating climate change. Special
attention should be given to projects in
CBAM sectors. To respect the proportion
of the free allocation available for the non-
CBAM sectors, the final amount to deduct
from the free allocation and to be auctioned
should be calculated based on the
proportion that the CBAM demand
represents in respect of the free allocation
needs of all sectors receiving free
allocation.
__________________
__________________
51 [please insert full OJ reference]
51 [please insert full OJ reference]
Amendment 19
Proposal for a directive
Recital 32
Text proposed by the Commission
Amendment
(32)
A comprehensive approach to
(32)
A comprehensive approach to
innovation is essential for achieving the
innovation is essential for achieving the
European Green Deal objectives. At EU
European Green Deal objectives. At EU
level, the necessary research and
level, the necessary research and
innovation efforts are supported, among
innovation efforts are supported, among
others, through Horizon Europe which
others, through Horizon Europe which
include significant funding and new
include significant funding and new
instruments for the sectors coming under
instruments for the sectors coming under
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the ETS. Member States should ensure that
the ETS. Member States should ensure that
the national transposition provisions do not
the national transposition provisions do not
hamper innovations and are
hamper innovations and are
technologically neutral.
technologically neutral, while the
Commission should ensure the
availability and efficiency of the necessary
technical and advisory assistance.
Amendment 20
Proposal for a directive
Recital 33
Text proposed by the Commission
Amendment
(33)
The scope of the Innovation Fund
(33)
The scope of the Innovation Fund
referred to in Article 10a(8) of Directive
referred to in Article 10a(8) of Directive
2003/87/EC should be extended to support
2003/87/EC should be extended to support
innovation in low-carbon technologies and
the installation of non-breakthrough
processes that concern the consumption of
technologies in industrial processes that
fuels in the sectors of buildings and road
have an enormous GHG-saving potential
transport. In addition, the Innovation Fund
but are not market-ready as well as
should serve to support investments to
innovation in low-carbon technologies and
decarbonise the maritime transport sector,
processes that concern the consumption of
including investments in sustainable
fuels in the sector of buildings. In addition,
alternative fuels, such as hydrogen and
the Innovation Fund should serve to
ammonia that are produced from
support investments to accelerate the
renewables, as well as zero-emission
decarbonisation of the maritime transport
propulsion technologies like wind
sector through both investment into short-
technologies. Considering that revenues
term solutions such as LNG propulsion
generated from penalties raised in
and refuelling infrastructure and in
Regulation xxxx/xxxx [FuelEU
particular development of mid-term
Maritime]52 are allocated to the Innovation
breakthrough solutions, support for the
Fund as external assigned revenue in
deployment of innovative technologies,
accordance with Article 21(5) of the
including investments in sustainable
Financial Regulation, the Commission
alternative fuels and related
should ensure that due consideration is
infrastructure, such as hydrogen and
given to support for innovative projects
ammonia that are produced from
aimed at accelerating the development and
sustainable renewables, first industrial
deployment of renewable and low carbon
application, refuelling and recharging
fuels in the maritime sector, as specified in
infrastructure in ports, including shore-
Article 21(1) of Regulation xxxx/xxxx
side electricity supply grid connection and
[FuelEU Maritime]. To ensure sufficient
other energy infrastructure, as well as
funding is available for innovation within
zero-emission propulsion technologies like
this extended scope, the Innovation Fund
wind technologies. Considering that
should be supplemented with 50 million
revenues generated from penalties raised in
allowances, stemming partly from the
Regulation xxxx/xxxx [FuelEU
allowances that could otherwise be
Maritime]52 are allocated to the Innovation
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auctioned, and partly from the allowances
Fund as external assigned revenue in
that could otherwise be allocated for free,
accordance with Article 21(5) of the
in accordance with the current proportion
Financial Regulation, the Commission
of funding provided from each source to
should ensure that due consideration is
the Innovation Fund.
given to support innovative projects aimed
at accelerating the development and
deployment of sustainable renewable, low
carbon fuels and zero-emission fuels as
well as electrification in the maritime
sector, as specified in Article 21(1) of
Regulation xxxx/xxxx [FuelEU Maritime].
To ensure sufficient funding is available
for innovation within this extended scope,
the Innovation Fund should be
supplemented with 50 million allowances,
stemming partly from the allowances that
could otherwise be auctioned, and partly
from the allowances that could otherwise
be allocated for free, in accordance with
the current proportion of funding provided
from each source to the Innovation Fund.
To foster innovation in breakthrough
technologies as soon as possible, the
Commission should ensure that the
financing made available through the
Innovation Fund is ‘frontloaded’ during
the first years of implementation of the
present Directive, while taking into
account the principle of geographical
balance.
__________________
__________________
52 [add ref to the FuelEU Maritime
52 [add ref to the FuelEU Maritime
Regulation].
Regulation].
Amendment 21
Proposal for a directive
Recital 38
Text proposed by the Commission
Amendment
(38)
The scope of the Modernisation
(38)
The scope of the Modernisation
Fund should be aligned with the most
Fund should be aligned with the most
recent climate objectives of the Union by
recent climate objectives of the Union by
requiring that investments are consistent
requiring that investments are consistent
with the objectives of the European Green
with the objectives of the European Green
Deal and Regulation (EU) 2021/1119, and
Deal and Regulation (EU) 2021/1119, and
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eliminating the support to any investments
continuing the support to any investments
related to fossil fuels. In addition, the
related to sustainable transitional fuels
percentage of the Modernisation Fund that
and technologies. In addition, the
needs to be devoted to priority investments
percentage of the Modernisation Fund that
should be increased to 80 %; energy
needs to be devoted to priority investments
efficiency should be targeted as a priority
should be increased to 80 %; energy
area at the demand side; and support of
efficiency should be targeted as a priority
households to address energy poverty,
area at the demand side; and support of
including in rural and remote areas, should
households to address energy poverty,
be included within the scope of the priority
including in rural and remote areas, should
investments.
be included within the scope of the priority
investments.
Amendment 22
Proposal for a directive
Recital 40
Text proposed by the Commission
Amendment
(40)
Renewable liquid and gaseous fuels
(40)
Renewable liquid and gaseous fuels
of non-biological origin and recycled
of non-biological origin and recycled
carbon fuels can be important to reduce
carbon fuels can be important to reduce
greenhouse gas emissions in sectors that
greenhouse gas emissions in sectors that
are hard to decarbonise. Where recycled
are hard to decarbonise. Where recycled
carbon fuels and renewable liquid and
carbon fuels and renewable liquid and
gaseous fuels of non-biological origin are
gaseous fuels of non-biological origin are
produced from captured carbon dioxide
produced from captured carbon dioxide
under an activity covered by this Directive,
under an activity covered by this Directive,
the emissions should be accounted under
the emissions should be accounted under
that activity. To ensure that renewable
that activity, where the CO2 is emitted into
fuels of non-biological origin and recycled
the atmosphere. To ensure that renewable
carbon fuels contribute to greenhouse gas
fuels of non-biological origin and recycled
emission reductions and to avoid double
carbon fuels contribute to greenhouse gas
counting for fuels that do so, it is
emission reductions and to avoid double
appropriate to explicitly extend the
counting for fuels that do so, it is
empowerment in Article 14(1) to the
appropriate to explicitly extend the
adoption by the Commission of
empowerment in Article 14(1) to the
implementing acts laying down the
adoption by the Commission of
necessary adjustments for how to account
implementing acts laying down the
for the eventual release of carbon dioxide
necessary adjustments for how and where
and how to avoid double counting to
to account for the eventual release of
ensure appropriate incentives are in place,
carbon dioxide and how to avoid double
taking also into account the treatment of
counting to ensure appropriate incentives
these fuels under Directive (EU)
are in place for capturing the CO2, taking
2018/2001.
also into account the treatment of these
fuels under Directive (EU) 2018/2001.
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Amendment 23
Proposal for a directive
Recital 42
Text proposed by the Commission
Amendment
(42)
The exclusion of installations using
(42)
The further exclusion of
exclusively biomass from the EU ETS has
installations using exclusively biomass
led to situations where installations
from the EU ETS will lead to a lack of
combusting a high share of biomass have
certainty over updating the benchmark
obtained windfall profits by receiving free
values for free allocation and
allowances greatly exceeding actual
disincentivise a full transition to a zero-
emissions. Therefore, a threshold value for
carbon energy source. A 100% threshold
zero-rated biomass combustion should be
value for zero-rated biomass combustion
introduced above which installations are
should be maintained for installations to
excluded from the EU ETS. The threshold
be excluded from the EU ETS.
value of 95 % is in line with the
uncertainty parameter set out in Article
2(16) of Commission Delegated
Regulation (EU) 2019/33156 .
__________________
__________________
56 Commission Delegated Regulation (EU)
56 Commission Delegated Regulation (EU)
2019/331 of 19 December 2018
2019/331 of 19 December 2018
determining transitional Union-wide rules
determining transitional Union-wide rules
for harmonised free allocation of emission
for harmonised free allocation of emission
allowances pursuant to Article 10a of
allowances pursuant to Article 10a of
Directive 2003/87/EC of the European
Directive 2003/87/EC of the European
Parliament and of the Council (OJ L 59,
Parliament and of the Council (OJ L 59,
27.2.2019, p. 8).
27.2.2019, p. 8).
Amendment 24
Proposal for a directive
Recital 43
Text proposed by the Commission
Amendment
(43)
The Communication of the
deleted
Commission on Stepping up Europe’s
2030 climate ambition57 , underlined the
particular challenge to reduce the
emissions in the sectors of road transport
and buildings. Therefore, the Commission
announced that a further expansion of
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emissions trading could include emissions
from road transport and buildings.
Emissions trading for these two new
sectors would be established through
separate but adjacent emissions trading.
This would avoid any disturbance of the
well-functioning emissions trading in the
sectors of stationary installations and
aviation. The new system is accompanied
by complementary policies and measures
safeguarding against undue price
impacts, shaping expectations of market
participants and aiming for a carbon
price signal for the whole economy.
Previous experience has shown that the
development of the new market requires
setting up an efficient monitoring,
reporting and verification system. In view
of ensuring synergies and coherence with
the existing Union infrastructure for the
EU ETS covering the emissions from
stationary installations and aviation, it is
appropriate to set up emissions trading for
the road transport and buildings sectors
via an amendment to Directive
2003/87/ЕC.
__________________
57 COM(2020)562 final.
Amendment 25
Proposal for a directive
Recital 44
Text proposed by the Commission
Amendment
(44)
In order to establish the necessary
deleted
implementation framework and to provide
a reasonable timeframe for reaching the
2030 target, emissions trading in the two
new sectors should start in 2025. During
the first year, the regulated entities should
be required to hold a greenhouse gas
emissions permit and to report their
emissions for the years 2024 and 2025.
The issuance of allowances and
compliance obligations for these entities
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should be applicable as from 2026. This
sequencing will allow starting emissions
trading in the sectors in an orderly and
efficient manner. It would also allow the
EU funding and Member State measures
to be in place to ensure a socially fair
introduction of the EU emissions trading
into the two sectors so as to mitigate the
impact of the carbon price on vulnerable
households and transport users.
Amendment 26
Proposal for a directive
Recital 45
Text proposed by the Commission
Amendment
(45)
Due to the very large number of
deleted
small emitters in the sectors of buildings
and road transport, it is not possible to
establish the point of regulation at the
level of entities directly emitting
greenhouse gases, as is the case for
stationary installations and aviation.
Therefore, for reasons of technical
feasibility and administrative efficiency, it
is more appropriate to establish the point
of regulation further upstream in the
supply chain. The act that triggers the
compliance obligation under the new
emissions trading should be the release
for consumption of fuels which are used
for combustion in the sectors of buildings
and road transport, including for
combustion in road transport of
greenhouse gases for geological storage.
To avoid double coverage, the release for
consumption of fuels which are used in
other activities under Annex I to Directive
2003/87/EC should not be covered.
Amendment 27
Proposal for a directive
Recital 46
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Text proposed by the Commission
Amendment
(46)
The regulated entities in the two
deleted
new sectors and the point of regulation
should be defined in line with the system
of excise duty established by Council
Directive (EU) 2020/26258 , with the
necessary adaptations, as that Directive
already sets a robust control system for all
quantities of fuels released for
consumption for the purposes of paying
excise duties. End-users of fuels in those
sectors should not be subject to
obligations under Directive 2003/87/EC.
__________________
58 Council Directive (EU) 2020/262 of 19
December 2019 laying down the general
arrangements for excise duty (OJ L 58
27.2.2020, p. 4).
Amendment 28
Proposal for a directive
Recital 47
Text proposed by the Commission
Amendment
(47)
The regulated entities falling
deleted
within the scope of the emissions trading
in the sectors of buildings and road
transport should be subject to similar
greenhouse gas emissions permit
requirements as the operators of
stationary installations. It is necessary to
establish rules on permit applications,
conditions for permit issuance, content,
and review, and any changes related to
the regulated entity. In order for the new
system to start in an orderly manner,
Member States should ensure that
regulated entities falling within the scope
of the new emissions trading have a valid
permit as of the start of the system in
2025.
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Amendment 29
Proposal for a directive
Recital 48
Text proposed by the Commission
Amendment
(48)
The total quantity of allowances
deleted
for the new emissions trading should
follow a linear trajectory to reach the
2030 emissions reduction target, taking
into account the cost-efficient
contribution of buildings and road
transport of 43 % emission reductions by
2030 compared to 2005. The total quantity
of allowances should be established for
the first time in 2026, to follow a
trajectory starting in 2024 from the value
of the 2024 emissions limits (1 109 304
000 CO2t), calculated in accordance with
Article 4(2) of Regulation (EU) 2018/842
of the European Parliament and of the
Council59 on the basis of the reference
emissions for these sectors for the period
from 2016 to 2018. Accordingly, the
linear reduction factor should be set at
5,15 %. From 2028, the total quantity of
allowances should be set on the basis of
the average reported emissions for the
years 2024, 2025 and 2026, and should
decrease by the same absolute annual
reduction as set from 2024, which
corresponds to a 5,43 % linear reduction
factor compared to the comparable 2025
value of the above defined trajectory. If
those emissions are significantly higher
than this trajectory value and if this
divergence is not due to small-scale
differences in emission measurement
methodologies, the linear reduction factor
should be adjusted to reach the required
emissions reduction in 2030.
__________________
59 Regulation (EU) 2018/842 of the
European Parliament and of the Council
of 30 May 2018 on binding annual
greenhouse gas emission reductions by
Member States from 2021 to 2030
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contributing to climate action to meet
commitments under the Paris Agreement
and amending Regulation (EU) No
525/2013 (OJ L 156, 19.6.2018, p. 26).
Amendment 30
Proposal for a directive
Recital 49
Text proposed by the Commission
Amendment
(49)
The auctioning of allowances is
deleted
the simplest and the most economically
efficient method for allocating emission
allowances, which also avoids windfall
profits. Both the buildings and road
transport sectors are under relatively
small or non-existent competitive pressure
from outside the Union and are not
exposed to a risk of carbon leakage.
Therefore, allowances for buildings and
road transport should only be allocated
via auctioning without there being any
free allocation.
Amendment 31
Proposal for a directive
Recital 50
Text proposed by the Commission
Amendment
(50)
In order to ensure a smooth start
deleted
to emissions trading in the buildings and
road transport sectors and taking into
account the need of the regulated entities
to hedge or buy ahead allowances to
mitigate their price and liquidity risk, a
higher amount of allowances should be
auctioned early on. In 2026, the auction
volumes should therefore be 30 % higher
than the total quantity of allowances for
2026. This amount would be sufficient to
provide liquidity, both if emissions
decrease in line with reduction needs, and
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in the event emission reductions only
materialise progressively. The detailed
rules for this front-loading of auction
volume are to be established in a
delegated act related to auctioning,
adopted pursuant to Article 10(4) of
Directive 2003/87/EC.
Amendment 32
Proposal for a directive
Recital 51
Text proposed by the Commission
Amendment
(51)
The distribution rules on auction
deleted
shares are highly relevant for any auction
revenues that would accrue to the
Member States, especially in view of the
need to strengthen the ability of the
Member States to address the social
impacts of a carbon price signal in the
buildings and road transport sectors.
Notwithstanding the fact that the two
sectors have very different characteristics,
it is appropriate to set a common
distribution rule similar to the one
applicable to stationary installations. The
main part of allowances should be
distributed among all Member States on
the basis of the average distribution of the
emissions in the sectors covered during
the period from 2016 to 2018.
Amendment 33
Proposal for a directive
Recital 52
Text proposed by the Commission
Amendment
(52)
The introduction of the carbon
deleted
price in road transport and buildings
should be accompanied by effective social
compensation, especially in view of the
already existing levels of energy poverty.
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About 34 million Europeans reported an
inability to keep their homes adequately
warm in 2018, and 6,9 % of the Union
population have said that they cannot
afford to heat their home sufficiently in a
2019 EU-wide survey60 . To achieve an
effective social and distributional
compensation, Member States should be
required to spend the auction revenues on
the climate and energy-related purposes
already specified for the existing
emissions trading, but also for measures
added specifically to address related
concerns for the new sectors of road
transport and buildings, including related
policy measures under Directive
2012/27/EU of the European Parliament
and of the Council61 . Auction revenues
should be used to address social aspects of
the emission trading for the new sectors
with a specific emphasis in vulnerable
households, micro-enterprises and
transport users. In this spirit, a new Social
Climate Fund will provide dedicated
funding to Member States to support the
European citizens most affected or at risk
of energy or mobility poverty. This Fund
will promote fairness and solidarity
between and within Member States while
mitigating the risk of energy and mobility
poverty during the transition. It will build
on and complement existing solidarity
mechanisms. The resources of the new
Fund will in principle correspond to 25 %
of the expected revenues from new
emission trading in the period 2026-2032,
and will be implemented on the basis of
the Social Climate Plans that Member
States should put forward under
Regulation (EU) 20…/nn of the European
Parliament and the Council62 . In
addition, each Member State should use
their auction revenues inter alia to
finance a part of the costs of their Social
Climate Plans.
__________________
60 Data from 2018. Eurostat, SILC
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[ilc_mdes01].
61 Directive 2012/27/EU of the European
Parliament and of the Council of 25
October 2012 on energy efficiency,
amending Directives 2009/125/EC and
2010/30/EU and repealing Directives
2004/8/EC and 2006/32/EC (OJ L 315,
14.11.2012, p. 1–56).
62 [Add ref to the Regulation establishing
the Social Climate Fund].
Amendment 34
Proposal for a directive
Recital 52 a (new)
Text proposed by the Commission
Amendment
(52 a) The costs of the transition, and the
increased volatility of energy and
commodity prices owing to transition-
related adjustments and resource
depletion, make it necessary to protect the
most vulnerable households, enterprises
and SMEs while maintaining a high level
of investment to ensure the ecological
transition is a success. Therefore, a Social
Climate Fund should be established in
order to ensure an inclusive and just
transition that leaves no one behind.
Amendment 35
Proposal for a directive
Recital 53
Text proposed by the Commission
Amendment
(53)
Reporting on the use of auctioning
deleted
revenues should be aligned with the
current reporting established by
Regulation (EU) 2018/1999 of the
European Parliament and of the
Council63 .
__________________
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63 Regulation (EU) 2018/1999 of the
European Parliament and of the Council
of 11 December 2018 on the Governance
of the Energy Union and Climate Action,
amending Regulations (EC) No 663/2009
and (EC) No 715/2009 of the European
Parliament and of the Council, Directives
94/22/EC, 98/70/EC, 2009/31/EC,
2009/73/EC, 2010/31/EU, 2012/27/EU
and 2013/30/EU of the European
Parliament and of the Council, Council
Directives 2009/119/EC and (EU)
2015/652 and repealing Regulation (EU)
No 525/2013 of the European Parliament
and of the Council (OJ L 328, 21.12.2018,
p. 1–77).
Amendment 36
Proposal for a directive
Recital 54
Text proposed by the Commission
Amendment
(54)
Innovation and development of
deleted
new low-carbon technologies in the
sectors of buildings and road transport
are crucial for ensuring the cost-efficient
contribution of these sectors to the
expected emission reductions. Therefore,
150 million allowances from emissions
trading in the buildings and road
transport sectors should also be made
available to the Innovation Fund to
stimulate the cost-efficient emission
reductions.
Amendment 37
Proposal for a directive
Recital 55
Text proposed by the Commission
Amendment
(55)
Regulated entities covered by the
deleted
buildings and road transport emissions
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trading should surrender allowances for
their verified emissions corresponding to
the quantities of fuels they have released
for consumption. They should surrender
allowances for the first time for their
verified emissions in 2026. In order to
minimise the administrative burden, a
number of rules applicable to the existing
emissions trading system for stationary
installations and aviation should be made
applicable to emissions trading for
buildings and road transport, with the
necessary adaptations. This includes, in
particular, rules on transfer, surrender
and cancellation of allowances, as well as
the rules on the validity of allowances,
penalties, competent authorities and
reporting obligations of Member States.
Amendment 38
Proposal for a directive
Recital 56
Text proposed by the Commission
Amendment
(56)
For emissions trading in the
deleted
buildings and road transport sectors to be
effective, it should be possible to monitor
emissions with high certainty and at
reasonable cost. Emissions should be
attributed to regulated entities on the
basis of fuel quantities released for
consumption and combined with an
emission factor. Regulated entities should
be able to reliably and accurately identify
and differentiate the sectors in which the
fuels are released for consumption, as
well as the final users of the fuels, in
order to avoid undesirable effects, such as
double burden. To have sufficient data to
establish the total number of allowances
for the period from 2028 to 2030, the
regulated entities holding a permit at the
start of the system in 2025 should report
their associated historical emissions for
2024.
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Amendment 39
Proposal for a directive
Recital 57
Text proposed by the Commission
Amendment
(57)
It is appropriate to introduce
deleted
measures to address the potential risk of
excessive price increases, which, if
particularly high at the start of the
buildings and road transport emissions
trading, may undermine the readiness of
households and individuals to invest in
reducing their greenhouse gas emissions.
These measures should complement the
safeguards provided by the Market
Stability Reserve established by Decision
(EU) 2015/1814 of the European
Parliament and of the Council64 and that
became operational in 2019. While the
market will continue to determine the
carbon price, safeguard measures will be
triggered by rules-based automatism,
whereby allowances will be released from
the Market Stability Reserve only if
concrete triggering conditions based on
the increase in the average allowance
price are met. This additional mechanism
should also be highly reactive, in order to
address excessive volatility due to factors
other than changed market fundamentals.
The measures should be adapted to
different levels of excessive price increase,
which will result in different degrees of
the intervention. The triggering
conditions should be closely monitored by
the Commission and the measures should
be adopted by the Commission as a matter
of urgency when the conditions are met.
This is without prejudice to any
accompanying measures that Member
States may adopt to address adverse social
impacts.
__________________
64 Decision (EU) 2015/1814 of the
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European Parliament and of the Council
of 6 October 2015 concerning the
establishment and operation of a market
stability reserve for the Union greenhouse
gas emission trading scheme and
amending Directive 2003/87/EC (OJ L
264, 9.10.2015, p. 1).
Amendment 40
Proposal for a directive
Recital 58
Text proposed by the Commission
Amendment
(58)
The application of emissions
deleted
trading in the buildings and road
transport sectors should be monitored by
the Commission, including the degree of
price convergence with the existing ETS,
and, if necessary, a review should be
proposed to the European Parliament and
the Council to improve the effectiveness,
administration and practical application
of emissions trading for those sectors on
the basis of acquired knowledge as well as
increased price convergence. The
Commission should be required to submit
the first report on those matters by 1
January 2028.
Amendment 41
Proposal for a directive
Recital 59
Text proposed by the Commission
Amendment
(59)
In order to ensure uniform
deleted
conditions for the implementation of
Articles 3gd(3), 12(3b) and 14(1) of
Directive 2003/87/EC, implementing
powers should be conferred on the
Commission. To ensure synergies with the
existing regulatory framework, the
conferral of implementing powers in
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Articles 14 and 15 of that Directive should
be extended to cover the sectors of road
transport and buildings. Those
implementing powers should be exercised
in accordance with Regulation (EU) No
182/2011 of the European Parliament and
of the Council65 .
__________________
65 Regulation (EU) No 182/2011 of 16
February 2011 laying down the rules and
general principles concerning
mechanisms for control by the Member
States of the Commission's exercise of
implementing powers (OJ L 55,
28.02.2011, p. 13).
Amendment 42
Proposal for a directive
Recital 60
Text proposed by the Commission
Amendment
(60)
In order to adopt non-legislative
deleted
acts of general application to supplement
or amend certain non-essential elements
of a legislative act, the power to adopt acts
in accordance with Article 290 of the
Treaty on the Functioning of the
European Union should be delegated to
the Commission in respect of Articles
10(4) and 10a(8) of that Directive.
Moreover, to ensure synergies with the
existing regulatory framework, the
delegation in Articles 10(4) and 10a(8) of
Directive 2003/87/EC should be extended
to cover the sectors of road transport and
buildings. It is of particular importance
that the Commission carry out
appropriate consultations during its
preparatory work, including at expert
level, and that those consultations be
conducted in accordance with the
principles laid down in the
Interinstitutional Agreement on Better
Law-Making of 13 April 2016. In
particular, to ensure equal participation
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in the preparation of delegated acts, the
European Parliament and the Council
receive all documents at the same time as
Member States' experts, and their experts
systematically have access to meetings of
Commission expert groups dealing with
the preparation of delegated acts. In
accordance with the Joint Political
Declaration of 28 September 2011 of
Member States and the Commission on
explanatory documents66 , Member States
have undertaken to accompany, in
justified cases, the notification of their
transposition measures with one or more
documents explaining the relationship
between the components of a directive and
the corresponding parts of national
transposition instruments. With regard to
this Directive, the legislator considers the
transmission of such documents to be
justified
__________________
66 OJ C 369, 17.12.2011, p. 14.
Amendment 43
Proposal for a directive
Recital 60 a (new)
Text proposed by the Commission
Amendment
(60 a) A holistic and science-based
approach is key to achieving the 2030
GHG emission reduction target and the
2050 climate neutrality objective. All
measures should be drafted based on
comprehensive impact assessments
analysing this Directive together with the
other legislative acts linked to the
European Climate Law, and their
consequences for different sectors of the
European economy. Consequently, by 1
January 2025, the Commission should
conduct such a synergistic impact
assessment on the socio-economic and
environmental aspects of the measures.
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Amendment 44
Proposal for a directive
Recital 63
Text proposed by the Commission
Amendment
(63)
Furthermore, in order to ensure
deleted
that the level of allowances that remains
in the Market Stability Reserve after the
invalidation is predictable, the
invalidation of allowances in the reserve
should no longer depend on the auction
volumes of the previous year. The number
of allowances in the reserve should,
therefore, be fixed at a level of 400 million
allowances, which corresponds to the
lower threshold for the value of the
TNAC.
Amendment 45
Proposal for a directive
Recital 66
Text proposed by the Commission
Amendment
(66)
In order to mitigate the risk of
deleted
supply and demand imbalances associated
with the start of emissions trading for the
buildings and road transport sectors, as
well as to render it more resistant to
market shocks, the rule-based mechanism
of the Market Stability Reserve should be
applied to those new sectors. For that
reserve to be operational from the start of
the system, it should be established with
an initial endowment of 600 million
allowances for emissions trading in the
road transport and buildings sectors. The
initial lower and upper thresholds, which
trigger the release or intake of allowances
from the reserve, should be subject to a
general review clause. Other elements
such as the publication of the total
number of allowances in circulation or
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the quantity of allowances released or
placed in the reserve should follow the
rules of the reserve for other sectors.
Amendment 46
Proposal for a directive
Recital 67
Text proposed by the Commission
Amendment
(67)
It is necessary to amend Regulation
(67)
It is necessary to amend Regulation
(EU) 2015/757 to take into account the
(EU) 2015/757 to take into account the
inclusion of the maritime transport sector
inclusion of the maritime transport sector
in the EU ETS. Regulation (EU) 2015/757
in the EU ETS. Regulation (EU) 2015/757
should be amended to oblige companies to
should be amended to oblige companies to
report aggregated emissions data at
report aggregated emissions data at
company level and to submit for approval
company level and to submit for approval
their verified monitoring plans and
their verified monitoring plans and
aggregated emissions data at company
aggregated emissions data at company
level to the responsible administering
level to the responsible administering
authority. In addition, the Commission
authority, including information on port
should be empowered to adopt delegated
calls in neighbouring non-Union ports. In
acts to amend the methods for monitoring
addition, the Commission should be
CO2 emissions and the rules on monitoring,
empowered to adopt delegated acts to
as well as any other relevant information
amend the methods for monitoring CO2
set out in Regulation (EU) 2015/757, to
emissions and the rules on monitoring, as
ensure the effective functioning of the EU
well as any other relevant information set
ETS at administrative level and to
out in Regulation (EU) 2015/757, to ensure
supplement Regulation (EU) 2015/757
the effective functioning of the EU ETS at
with the rules for the approval of
administrative level and to supplement
monitoring plans and changes thereof by
Regulation (EU) 2015/757 with the rules
administering authorities, with the rules for
for the approval of monitoring plans and
the monitoring, reporting and submission
changes thereof by administering
of the aggregated emissions data at
authorities, with the rules for the
company level and with the rules for the
monitoring, reporting and submission of
verification of the aggregated emissions
the aggregated emissions data at company
data at company level and for the issuance
level and with the rules for the verification
of a verification report in respect of the
of the aggregated emissions data at
aggregated emissions data at company
company level and for the issuance of a
level. The data monitored, reported and
verification report in respect of the
verified under Regulation (EU) 2015/757
aggregated emissions data at company
might also be used for the purpose of
level. The data monitored, reported and
compliance with other Union law requiring
verified under Regulation (EU) 2015/757
the monitoring, reporting and verification
might also be used for the purpose of
of the same ship information.
compliance with other Union law requiring
the monitoring, reporting and verification
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of the same ship information.
Amendment 47
Proposal for a directive
Recital 67
Text proposed by the Commission
Amendment
(67)
It is necessary to amend Regulation
(67)
It is necessary to amend Regulation
(EU) 2015/757 to take into account the
(EU) 2015/757 to take into account the
inclusion of the maritime transport sector
inclusion of the maritime transport sector
in the EU ETS. Regulation (EU) 2015/757
in the EU ETS. Regulation (EU) 2015/757
should be amended to oblige companies to
should be amended to oblige companies to
report aggregated emissions data at
report aggregated emissions data at
company level and to submit for approval
company level and to submit for approval
their verified monitoring plans and
their verified monitoring plans and
aggregated emissions data at company
aggregated emissions data at company
level to the responsible administering
level to the responsible administering
authority. In addition, the Commission
authority, including information on port
should be empowered to adopt delegated
calls in neighbouring non-Union ports. In
acts to amend the methods for monitoring
addition, the Commission should be
CO2 emissions and the rules on monitoring,
empowered to adopt delegated acts to
as well as any other relevant information
amend the methods for monitoring CO2
set out in Regulation (EU) 2015/757, to
emissions and the rules on monitoring, as
ensure the effective functioning of the EU
well as any other relevant information set
ETS at administrative level and to
out in Regulation (EU) 2015/757, to ensure
supplement Regulation (EU) 2015/757
the effective functioning of the EU ETS at
with the rules for the approval of
administrative level and to supplement
monitoring plans and changes thereof by
Regulation (EU) 2015/757 with the rules
administering authorities, with the rules for
for the approval of monitoring plans and
the monitoring, reporting and submission
changes thereof by administering
of the aggregated emissions data at
authorities, with the rules for the
company level and with the rules for the
monitoring, reporting and submission of
verification of the aggregated emissions
the aggregated emissions data at company
data at company level and for the issuance
level and with the rules for the verification
of a verification report in respect of the
of the aggregated emissions data at
aggregated emissions data at company
company level and for the issuance of a
level. The data monitored, reported and
verification report in respect of the
verified under Regulation (EU) 2015/757
aggregated emissions data at company
might also be used for the purpose of
level. The data monitored, reported and
compliance with other Union law requiring
verified under Regulation (EU) 2015/757
the monitoring, reporting and verification
might also be used for the purpose of
of the same ship information.
compliance with other Union law requiring
the monitoring, reporting and verification
of the same ship information.
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Amendment 48
Proposal for a directive
Recital 67 a (new)
Text proposed by the Commission
Amendment
(67 a) Given that this Directive will
generate additional compliance costs for
affected sectors, compensatory actions
need to be taken in order to prevent the
total level of the regulatory burden from
increasing. The Commission should
therefore keep under review Directive
2003/87/EC immediately as from the entry
into force of this Directive and on the
basis of a comprehensive overall impact
assessment for the entire "fit for 55"
package, elaborating on its cumulative
and combined effects,  including as
regards social costs and their distribution,
competitiveness, jobs, carbon and
business leakage . In particular, the
Commission should put forward without
delay proposals offsetting the regulatory
burdens through the revision or
abolishment of provisions in other Union
legislative acts that generate compliance
costs in the affected sectors.
Amendment 49
Proposal for a directive
Article 1 – paragraph 1 – point 1
Directive 2003/87/EC
Article 2 – paragraph 1
Text proposed by the Commission
Amendment
1.
This Directive shall apply to the
1.
This Directive shall apply to the
activities listed in Annexes I and III, and
activities listed in Annexes I, and to the
to the of greenhouse gases listed in Annex
greenhouse gases listed in Annex II. Where
II. Where an installation that is included in
an installation that is included in the scope
the scope of the EU ETS due to the
of the EU ETS due to the operation of
operation of combustion units with a total
combustion units with a total rated thermal
rated thermal input exceeding 20 MW
input exceeding 20 MW changes its
changes its production processes to reduce
production processes to reduce its
its greenhouse gas emissions and no longer
greenhouse gas emissions and no longer
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meets that threshold, it shall remain in the
meets that threshold, it shall remain in the
scope of the EU ETS until the end of the
scope of the EU ETS until the end of the
relevant five year period referred to in
relevant five year period referred to in
Article 11(1), second subparagraph,
Article 11(1), second subparagraph,
following the change to its production
following the change to its production
process.
process.
Amendment 50
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a
Directive 2003/87/EC
Article 3 – paragraph 1 – point b
Text proposed by the Commission
Amendment
(b)
‘emissions’ means the release of
(b)
‘emissions’ means the release of
greenhouse gases from sources in an
greenhouse gases from sources in an
installation or the release from an aircraft
installation or the release from an aircraft
performing an aviation activity listed in
performing an aviation activity listed in
Annex I or from ships performing a
Annex I or from ships performing a
maritime transport activity listed in Annex
maritime transport activity listed in Annex
I of the gases specified in respect of that
I of the gases specified in respect of that
activity, or the release of greenhouse
activity;
gases corresponding to the activity
referred to in Annex III;;
Amendment 51
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87
Article 3 – paragraph 1– point d
Text proposed by the Commission
Amendment
(d)
‘greenhouse gas emissions permit’
(d)
‘greenhouse gas emissions permit’
means the permit issued in accordance with
means the permit issued in accordance with
Articles 5, 6 and 30b;;
Articles 5 and 6;
Amendment 52
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
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Directive 2003/87/EC
Article 3 – paragraph 1 – point v
Text proposed by the Commission
Amendment
(v)
‘shipping company’ means the
(v)
‘shipping company’ means the
shipowner or any other organisation or
shipowner or any other organisation or
person, such as the manager or the
person, such as the manager or the
bareboat charterer, that has assumed the
bareboat charterer, that has assumed the
responsibility for the operation of the ship
responsibility for the operation of the ship
from the shipowner and that, on assuming
from the shipowner and that, on assuming
such responsibility, has agreed to take over
such responsibility, has agreed to take over
all the duties and responsibilities imposed
all the duties and responsibilities imposed
by the International Management Code for
by the International Management Code for
the Safe Operation of Ships and for
the Safe Operation of Ships and for
Pollution Prevention, set out in Annex I to
Pollution Prevention, set out in Annex I to
Regulation (EC) No 336/2006 of the
Regulation (EC) No 336/2006 of the
European Parliament and of the
European Parliament and of the
Council(*);
Council(*);when the ultimate
responsibility for the operation of the ship
and the decisions affecting the GHG
emissions of the ship is assumed, by
means of a contractual arrangement, by a
different entity or entities, this entity/-ies
shall be directly responsible for assuming
the duties, responsibilities and compliance
costs under this Directive to the extend
provided under this contractual
agreement. Operation of the ship for the
purposes of this Article shall mean
determining the cargo carried, the route
or the speed of the ship.
Amendment 53
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3 – paragraph 1 – point x
Text proposed by the Commission
Amendment
(x)
‘regulated entity’ for the purposes
deleted
of Chapter IVa shall mean any natural or
legal person, except for any final
consumer of the fuels, that engages in the
activity referred to in Annex III and that
falls within one of the following
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categories:
(i)
where the fuel passes through a
tax warehouse as defined in Article 3(11)
of Council Directive (EU) 2020/262(*),
the authorised warehouse keeper as
defined in Article 3(1) of that Directive,
liable to pay the excise duty which has
become chargeable pursuant to Article 7
of that Directive;
(ii)
if point (i) is not applicable, any
other person liable to pay the excise duty
which has become chargeable pursuant to
Article 7 of Directive (EU) 2020/262 in
respect of the fuels covered by this
Chapter;
(iii)
if points (i) and (ii) are not
applicable, any other person which has to
be registered by the relevant competent
authorities of the Member State for the
purpose of being liable to pay the excise
duty, including any person exempt from
paying the excise duty, as referred to in
Article 21(5), fourth sub-paragraph, of
Council Directive 2003/96/EC(**);
(iv)
if points (i), (ii) and (iii) are not
applicable, or if several persons are jointly
and severally liable for payment of the
same excise duty, any other person
designated by a Member State .
_________
(*) Council Directive (EU) 2020/262 of 19
December 2019 laying down the general
arrangements for excise duty (OJ L 058
27.2.2020, p. 4).
(**) Council Directive 2003/96/EC of 27
October 2003 restructuring the
Community framework for the taxation of
energy products and electricity (OJ L 283
31.10.2003, p. 51).
Amendment 54
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
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Directive 2003/87/EC
Article 3 – paragraph 1 – point y
Text proposed by the Commission
Amendment
(y)
‘fuel’ for the purposes of Chapter
deleted
IVa shall mean any fuel listed in Table-A
and Table-C of Annex I to Directive
2003/96/EC, as well as any other product
offered for sale as motor fuel or heating
fuel as specified in Article 2(3) of that
Directive;
Amendment 55
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3 – paragraph 1 – point z
Text proposed by the Commission
Amendment
(z)
‘release for consumption’ for the
deleted
purposes of Chapter IVa shall have the
same meaning as in Article 6(3) of
Directive (EU) 2020/262.”;
Amendment 56
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3 – paragraph 1 – point w a (new)
Text proposed by the Commission
Amendment
(w a)
“port of call” means the port
where a ship stops to load or unload cargo
or to embark or disembark passengers;
consequently, for the purpose of this
directive stops for the sole purposes of
refuelling, obtaining supplies, relieving
the crew, going into dry-dock or making
repairs to the ship or its equipment, stops
in port because the ship is in need of
assistance or in distress, ship-to-ship
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transfers carried out outside ports, stops
in a transhipment port of a non-EU
neighbouring country and stops for the
sole purpose of taking shelter from
adverse weather or rendered necessary by
search and rescue activities are excluded;
Amendment 57
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3 – paragraph 1 – point w b (new)
Text proposed by the Commission
Amendment
(w b)
"transhipment port” means the
port where the movement of one type of
cargo to be transhipped exceeds the
majority of the total traffic of that port. It
needs to be considered that cargo,
containers or goods are transhipped when
they are unloaded from ship to the port
for the sole purpose of loading them onto
another ship;
Amendment 58
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3 – paragraph 1 – point w c (new)
Text proposed by the Commission
Amendment
(w c)
“deep sea routes" means shipping
routes connecting two or more continents
and performed by regular services
covering more than 3 000 km  where ships
would carry out transhipment operations
at any port in its route;
Amendment 59
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Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3 – paragraph 1 – point w d (new)
Text proposed by the Commission
Amendment
(w d)
"transhipment operation” means
an operation in which any cargo,
container or good is unloaded from a ship
to the port for the sole purpose of loading
it onto another ship;
Amendment 60
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3 – paragraph 1 – point w e (new)
Text proposed by the Commission
Amendment
(w e)
"non-EU neighbouring country"
means a non-EU country which is
connected by the same sea basin to an EU
Member State, or adjacent to an EU
Member State;
Amendment 61
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3 – paragraph 1 – point w f (new)
Text proposed by the Commission
Amendment
(w f)
‘voyage’ means any movement of a
ship that originates from or terminates in
a port of call and that serves the purpose
of transporting passengers or cargo for
commercial purposes.
Amendment 62
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Proposal for a directive
Article 1 – paragraph 1 – point 4 a (new)
Directive 2003/87/EC
Article 3e
Text proposed by the Commission
Amendment
(4a)
Article 3e is replaced by the
following:
Article 3 e
Allocation and issue of allowances to
aircraft operators for uplifting sustainable
aviation fuels.
“1.
As from [the date of entry into
force of this Directive], the total quantity
of allowances referred to in Article 3c(5a)
shall be allocated free of charge for the
uplift of sustainable aviation fuels, as
reported to the European Union Aviation
Safety Agency under Article 7, Article 8
and Article 9 of the Regulation 2021/0205
[ReFuelEU Regulation].
2.
Each aircraft operator may apply
for an allocation of allowances that are to
be allocated free of charge for each year
until 2040 based on the uplift of the fuels
referred to in paragraph 1 from [the date
of entry into force of this Directive].
(a)
For each type of sustainable
aviation fuel reported, the amount of
allowances received shall correspond to
the amount of allowances, which the
aircraft operator would have been
required to surrender for the same volume
of fossil kerosene, based on the
multipliers set by the Commission
according to paragraph 3 of this Article.
The quantity of allowances shall be
proportionate to the total greenhouse gas
emissions saved according to the
treatment of those fuels under Directive
(EU) 2018/2001) and the implementing
acts referred to in Article 14(1) of the ETS
directive, taking into account average
market prices for each type of sustainable
aviation fuel reported.
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(b)
For a transitional period until the
implementing acts referred to in Article
14(1) enter into force, renewable fuels of
non-biological origin shall be rated with
zero emissions for the aircraft operators
using them.
3.
The Commission shall publish the
costs difference between the kerosene and
types of SAF on a yearly basis, based on
the Report published under Article 12 of
the Regulation 2021/0205 [ReFuelEU
Regulation]. The Commission is
empowered to adopt delegated acts in
accordance with Article 23 to supplement
this Directive concerning the amount of
allowances per year to be allocated for
free according to Article 3c (5a), the
multiplier per type of SAF and the
detailed arrangements for the allocation.
4.
An amount of free allowances
referred to in Article 3c (5a) should be
maintained beyond 2040 unless, following
an impact assessment, the Commission
determines and justifies otherwise to the
European Parliament and the Council,
based on the evident uptake of the SAF
market.”
Amendment 63
Proposal for a directive
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1
Text proposed by the Commission
Amendment
1.
The allocation of allowances and
1.
The allocation of allowances and
the application of surrender requirements
the application of surrender requirements
in respect of maritime transport activities
in respect of maritime transport activities
shall apply in respect of fifty percent (50
shall apply in respect of fifty percent (50
%) of the emissions from ships performing
%) of the emissions from ships performing
voyages departing from a port under the
voyages departing from a port under the
jurisdiction of a Member State and arriving
jurisdiction of a Member State and arriving
at a port outside the jurisdiction of a
at a port outside the jurisdiction of a
Member State, fifty percent (50 %) of the
Member State, fifty percent (50 %) of the
emissions from ships performing voyage
emissions from ships performing voyage
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departing from a port outside the
departing from a port outside the
jurisdiction of a Member State and arriving
jurisdiction of a Member State and arriving
at a port under the jurisdiction of a
at a port under the jurisdiction of a
Member State, one hundred percent (100
Member State, one hundred percent (100
%) of emissions from ships performing
%) of emissions from ships performing
voyages departing from a port under the
voyages departing from a port under the
jurisdiction of a Member State and arriving
jurisdiction of a Member State and arriving
at a port under the jurisdiction of a
at a port under the jurisdiction of a
Member State and one hundred percent
Member State and one hundred percent
(100 %) of emissions from ships at berth in
(100 %) of emissions from ships at berth in
a port under the jurisdiction of a Member
a port under the jurisdiction of a Member
State.
State. In the case of a distance between a
port under the jurisdiction of a Member
State and at a port outside the jurisdiction
of a Member State that is less than [xxx]
nautical miles [the Commission shall
calculate the appropriate number of
nautical miles], subject to an impact
assessment establishing a list of port calls
in neighbouring non-EU transhipment
ports, the allocation of allowances and the
application of surrender requirements in
respect of maritime transport activities
shall apply in respect of one hundred
percent (100%) of the emissions from
ships performing voyages departing from
a port under the jurisdiction of a Member
State and arriving at a port outside the
jurisdiction of a Member State, including
transhipment ports, one hundred percent
(100%) of the emissions from ships
performing voyage departing from a port
outside the jurisdiction of a Member
State, including transhipment ports, and
arriving at a port under the jurisdiction of
a Member State.
Amendment 64
Proposal for a directive
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1 a (new)
Text proposed by the Commission
Amendment
1 a. The Commission shall pursue efforts
to establish a global market-based
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measure in partnership with the
International Maritime Organization
(IMO) in order to:
- cover 100% of the CO2 emissions from
ships performing voyages departing from
a port under the jurisdiction of a Member
State and arriving at a port under the
jurisdiction of a Member State and the
emissions from ships at berth in a port
under the jurisdiction of a Member State,
and
- extend the scope of the EU ETS for
maritime transport to one hundred
percent (100%) for the emissions from
ships performing voyages departing from
a port under the jurisdiction of a Member
State and arriving at a port outside the
jurisdiction of a Member State and
emissions from ships performing voyages
from a port outside the jurisdiction of a
Member State and arriving at a port
under the jurisdiction of a Member State.
Amendment 65
Proposal for a directive
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 2 a (new)
Text proposed by the Commission
Amendment
2 a.
By way of derogation from Articles
3g and 3ga, Member States shall take no
action against shipping companies in
respect of emissions from ships
performing voyages on routes between an
island and a mainland or within islands
which form part of the same insular
region or area or voyages to and from
ports located in an outermost region,
between two different ports located in
different outermost regions and between a
port located in an outermost region and a
port located in the same Member State or
another EU Member State. Following a
report to the European Parliament and
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the Council on the possible impact of
extending the scope of the EU ETS to
maritime transport to and from outermost
regions, the Commission shall assess
whether it is justified to end this
derogation, and, where appropriate, it
shall submit an amendment for that
purpose.
Amendment 66
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – introductory part
Text proposed by the Commission
Amendment
Shipping companies shall be liable to
Shipping companies shall be liable to
surrender allowances according to the
surrender allowances in respect of the
following schedule:
share/percentages of emissions from ships
referred to in Article 3g according to the
following schedule:
Amendment 67
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point a
Text proposed by the Commission
Amendment
(a)
20 % of verified emissions reported
(a)
25% of verified emissions reported
for 2023;
for the first year subsequent to 18 months
after the entry into force of this Directive;
Amendment 68
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point b
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Text proposed by the Commission
Amendment
(b)
45 % of verified emissions reported
(b)
50 % of verified emissions reported
for 2024;
for the second year subsequent to 18
months after the entry into force of this
Directive;
Amendment 69
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point c
Text proposed by the Commission
Amendment
(c)
70 % of verified emissions reported
(c)
75 % of verified emissions reported
for 2025;
for the third year subsequent to 18 months
after the entry into force of this Directive;
Amendment 70
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Atricle 3ga – paragraph 1 – point d
Text proposed by the Commission
Amendment
(d)
100 % of verified emissions
(d)
100 % of verified emissions
reported for 2026 and each year
reported the fourth year subsequent to 18
thereafter.
months after the entry into force of this
Directive.
Amendment 71
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 2
Text proposed by the Commission
Amendment
To the extent that fewer allowances are
Member States shall provide at least 30%
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surrendered compared to the verified
of the allowances free of charge in the
emissions from maritime transport for the
maritime ETSfor shipping companies
years 2023, 2024 and 2025, once the
trading on deep-sea routes for those
difference between verified emissions and
vessels carrying out at least 40% of
allowances surrendered has been
transhipment operations in a call at a
established in respect of each year, a
Union port, provided that ships operating
corresponding quantity of allowances
on those routes do not develop alternative
shall be cancelled rather than auctioned
evasive routes and can demonstrate a
pursuant to Article 10.
high efficiency in accordance with a
measurable environmental performance
parameter. Those routes shall be
incorporated in a list and reconsidered on
an annual basis by the Commission.
Amendment 72
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga a (new)
Text proposed by the Commission
Amendment
Article 3 ga a
1. A shipping company shall receive
allowances allocated for free
(a) proportional with the use of biofuels,
biogas, renewable fuels of non-biological
origin and recycled carbon fuel, verified
by a scheme that is recognised by the
Commission in accordance with Article
30(5) and (6) of the Directive (EU)
2018/2001,
(b) until 31 December 2030, for vessels
powered by LNG [and alternative fossil
fuels for a transitional phase as defined in
Article 2 of [Regulation
ReFuelMaritime]], with respect to 50% of
the allowances the shipping company is
liable to surrender for those ships.
1a. Until 31 December 2030, a shipping
company shall be entitled to use
international credits to comply with its
obligations as laid down in Article 12 up
to a maximum of 6 % of its verified
emissions in any calendar year if it can
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officially prove those credits are obtained
by participating in decarbonisation
projects within the EU regions where they
operate their ships.
2. For each type of fuel referred in
paragraph 1(a), the amount of allowances
received shall correspond to the amount
of allowances, which the shipping
company would have been required to
surrender for the same volume of
conventional fuel, based on the
multipliers set by the Commission
according to Paragraph 3 of this Article.
3. The Commission shall publish the costs
difference between different types of
maritime fuels on a yearly basis. The
Commission is empowered to adopt
delegated acts in accordance with Article
23 to supplement this Directive
concerning the amount of allowances per
year to be allocated for free according to
this Article, the multiplier per type of
renewable and low-carbon fuels as
defined in the Regulation xxx/xxx
[ReFuel Maritime] and the detailed
arrangements for the allocation.
4. A shipping company shall not receive
allowances allocated for free for the use
of biofuels and biogas that do not comply
with the sustainability and greenhouse
gas saving criteria set out in Article 29 of
Directive (EU) 2018/2001.
5. By 1 January 2030,the multipliers
referred to in paragraph 3(a) and 3(b)
shall be reviewed to reflect market and
technological developments.
6. By 1 January 2029, the Commission
shall assess whether to postpone the
phasing out of free allowances referred to
in paragraph 1(b) and of the use of
international credits referred to in
paragraph 1a beyond 31 December 2030,
based on a comprehensive analysis taking
into account the Best Available
Technology (BAT) approach.
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Amendment 73
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga b (new)
Text proposed by the Commission
Amendment
Article 3 ga b
Until 31 December 2030, the allocation of
100% of the allowances to vessels
employed for LNG imports shall be free of
charge . By 1 January 2029, the
Commission shall assess whether to
postpone the phase-out of free allowances
for vessels employed for LNG imports
beyond 2030. Such assessment shall  be
based on a BAT approach and on an
evaluation of security of supply and
affordability of gas procurement.
Amendment 74
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd – paragraph 2 – point a
Text proposed by the Commission
Amendment
(a)
before 1 February 2024, publish a
(a)
before 1 February the second year
list of shipping companies which
subsequent to 18 months after the entry
performed a maritime activity listed in
into force of this Directive, publish a list of
Annex I that fell within the scope defined
shipping companies which performed a
in Article 3g on or with effect from 1
maritime activity listed in Annex I that fell
January 2023, specifying the administering
within the scope defined in Article 3g on or
authority for each shipping company in
with effect from 1 January the first year
accordance with paragraph 1; and
subsequent to 18 months after the entry
into force of this Directive, specifying the
administering authority for each shipping
company in accordance with paragraph 1;
and
Amendment 75
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Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd a (new)
Text proposed by the Commission
Amendment
Article 3gd a
1. A dedicated Maritime Transition Fund
(“the Maritime Fund”) shall be proposed
by the Commission through a legislative
act in order to support and accelerate
projects, investments, innovations and
first industrial application facilitating
decarbonisation in the EU maritime
sector, including short sea shipping and
ports;
2. The Maritime Fund shall constitute an
integral part of the EU budget and shall
be fully budgeted within the MFF
ceilings. The budgetary envelope for this
programme shall be expressed as an
amount set at a level equivalent to 75% of
the revenue expected from the auctioning
of maritime allowances. The Fund shall
operate in shared management with the
Member States under Regulation (EU)
2021/1060 of the European Parliament
and of the Council.
3. The dedicated Maritime Fund shall
support the transition to energy efficient
and climate resilient EU maritime sector
supporting development of innovative
technologies for decarbonising the sector,
production of sustainable alternative fuels
as defined in Regulation (EU) XXX/XXX
on the use of sustainable, renewable, low-
carbon and zero emission fuels in
maritime transport , including systems for
collection of raw materials for alternative
fuels, investments in research and
development and first industrial
application of technologies and designs
reducing GHG emissions, including in the
fleet, as well as the promotion of fleet
renewal across the EU ship-building
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industry, research for new engines and
technologies and ports infrastructure;
4. The revenues under the Fund shall be
used to contribute to the protection,
restoration and better management of
marine ecosystems impacted by global
warming, such as marine protected areas;
and to promote a crosscutting sustainable
blue economy such as renewable marine
energy.
5. The allocation of the Maritime Fund
resources for each Member State shall
take into consideration the impact of the
proposal for a directive of the European
Parliament and of the Council amending
Directive 2003/87/EC on the sector as well
as the innovative potential of the project,
and investment in question to achieve the
targets as set out in this proposal for a
directive.
6. The resources of the Maritime Fund
shall not be generated through
reallocation of resources from any other
EU policies, funds or programmes.
7. All investment supported by the Fund
shall be made public and shall be
consistent with the aims of this Directive.
8. The Maritime Fund shall lead by
example and the Commission in
cooperation with Member States shall
maintain an open dialogue with the IMO
to push for a fund on global scale to
tackle the decarbonisation of the global
maritime sector.
Amendment 76
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 1
Text proposed by the Commission
Amendment
1.
The Commission shall consider
1.
The Commission shall consider
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possible amendments in relation to the
possible amendments in relation to the
adoption by the International Maritime
adoption by the International Maritime
Organization of a global market-based
Organization of a global market-based
measure to reduce greenhouse gas
measure to reduce greenhouse gas
emissions from maritime transport. In the
emissions from maritime transport in order
event of the adoption of such a measure,
to ensure and catalyse a global approach.
and in any event before the 2028 global
In the event of the adoption of such a
stocktake and no later than 30 September
measure, and in any event before the 2028
2028, the Commission shall present a
global stocktake and no later than 30
report to the European Parliament and to
September 2028, the Commission,
the Council in which it shall examine any
consulting, where appropriate, with
such measure. Where appropriate, the
Scientific Advisory Board on Climate
Commission may follow to the report with
Change, shall present a report to the
a legislative proposal to the European
European Parliament and to the Council in
Parliament and to the Council to amend
which it shall examine any such measure.
this Directive as appropriate.
Where appropriate, the Commission may
follow to the report with a legislative
proposal to the European Parliament and to
the Council to amend this Directive as
appropriate in order to align EU
legislation with measures taken at global
level.
Amendment 77
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2
Text proposed by the Commission
Amendment
2.
The Commission shall monitor the
2.
The Commission shall monitor and
implementation of this Chapter and
evaluate the implementation of this
possible trends as regards companies
Chapter, possible trends and impacts as
seeking to avoid being bound by the
regards, inter alia, the competitiveness of
requirements of this Directive. If
the EU maritime sector and companies
appropriate, the Commission shall propose
seeking to avoid being bound by the
measures to prevent such avoidance.;
requirements of this Directive through
annual reports analysing market
distortions and deterioration of level
playing field of the maritime sector.
Among analysed trends, the Commission
shall analyse changes in transhipment
calls being made on ports in the Union,
the number of voyages coming from
neighbouring ports and port calls from
feeder vessels and overall changes in port
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traffic in the Union ports among others.
In this context, the Commission shall
analyse and consider the potential
inclusion of ships above 400GT and off-
shore supply service vessels. If
appropriate, the Commission shall propose
measures to prevent possible adverse
impacts;
When monitoring the implementation of
this Chapter pursuant to the first
subparagraph, the Commission shall
furthermore monitor possible issues
arising from the fact that the compliance
of a ship with Regulation (EU)
2003/87/EC and Regulation (EU)
2015/757 is a shared responsibility of the
operator as well as the registered owner,
and propose measures to address
loopholes, where appropriate.
Amendment 78
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2a (new)
Text proposed by the Commission
Amendment
2 a.
By 1 January 2025, the
Commission, in close cooperation with the
stakeholders, shall assess based on real
data the competitiveness of the Union and
its maritime sector, its ports and affected
maritime and coastal regions and islands,
their carbon and business leakage
exposure, including the potential impacts
and risk of those provisions on evasion,
delocation of calls and port business to
ports outside the EU, connectivity of ports
in Europe by means of a comprehensive
impact assessment of the Fit for 55
package. Within the same framework
report, the Commission shall also
examine changes in the labour market,
transport freight rates, household
purchasing power and supply chain
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interruptions. Following that impact
assessment, the Commission shall develop
adequate support mechanisms and
determine whether it is justified to revise
this Directive, and, where appropriate, it
shall submit a legislative proposal for that
purpose in order to reach global GHG
emissions reduction and preserve a level-
playing field. GHG emissions from the
maritime sector have grown and are
expected to grow further, therefore,
alignment with a market-based measure
developed in the IMO should be closely
examined as a means to reach the EU’s
GHG emission reduction goals and
climate neutrality by 2050 as set by the
Climate Law as well as to address
potential negative impacts.
Amendment 79
Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2b (new)
Text proposed by the Commission
Amendment
2 b.
In 202X (one year after first
phase-in of ETS for maritime), the
Commission shall prepare a report on the
development of import and export costs in
form of indirect costs stemming from
shipping for European manufacturing.
On this basis, the Commission shall
propose to Member States to adopt
financial measures in line with the second
and fourth subparagraphs of Article 10a
(6) in favour of sectors or subsectors
which are exposed to a genuine risk of
carbon leakage due to indirect costs that
are actually incurred from additional
transport costs passed on in maritime
freight prices for the import or export of
products, precursors, raw materials and
commodities. Those financial measures
shall be in accordance with State aid
rules, and in particular shall not cause
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undue distortions of competition in the
internal market.
Amendment 80
Proposal for a directive
Article 1 – paragraph 1 – point 8
Directive 2003/87/EC
Article 6 – paragraph 2 – point e
Text proposed by the Commission
Amendment
(e)
an obligation to surrender
(e)
an obligation to surrender each
allowances equal to the total emissions of
calendar year allowances in accordance
the installation in each calendar year, as
with provisions of this Directive, as
verified in accordance with Article 15,
verified in accordance with Articles 3gc
within four months following the end of
and 15, within four months following the
that year.;
end of that year.;
Amendment 81
Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive 2003/87/EC
Article 9 – paragraph 3
Text proposed by the Commission
Amendment
In [the year following entry into force of
In [the year referred into point a, paragraph
this amendment], the Union-wide quantity
1 Article 3ga following entry into force of
of allowances shall be decreased by [--
this amendment], the Union-wide quantity
million allowances (to be determined
of allowances shall be increased by
depending on year of entry into force)]. In
[number corresponding to scope of
the same year, the Union-wide quantity of
application to maritime transport activities
allowances shall be increased by 79
as set out in Article 3g of Directive
million allowances for maritime transport.
2003/87/EC] allowances for maritime
Starting in [the year following entry into
transport. Starting in [the year following
force of this amendment], the linear factor
entry into force of this amendment], the
shall be 4,2 %. The Commission shall
linear factor shall be 4,2 %. The
publish the Union-wide quantity of
Commission shall publish the Union-wide
allowances within 3 months of [date of
quantity of allowances within 3 months of
entry into force of the amendment to be
[date of entry into force of the amendment
inserted].;
to be inserted];
Amendment 82
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Proposal for a directive
Article 1 – paragraph 1 – point 11
Directive 2003/87/EC
Article 10 – paragraph 1 – subparagraph 1
Present text
Amendment
1. From 2019 onwards, Member States
1. From 2019 onwards, Member States
shall auction all allowances that are not
shall auction all allowances that are not
allocated free of charge in accordance with
allocated free of charge in accordance with
Articles 10a, 3ga, 3gb, and 10c of this
Articles 10a, 3ga, 3gb, and 10c of this
Directive and that are not placed in the
Directive and that are not placed in the
market stability reserve established by
market stability reserve established by
Decision (EU) 2015/1814 of the European
Decision (EU) 2015/1814 of the European
Parliament and of the Council (the ‘market
Parliament and of the Council (the ‘market
stability reserve’) or cancelled in
stability reserve’) or cancelled in
accordance with Article 12(4) of this
accordance with Article 12(4) of this
Directive.
Directive.
________
________
2 Decision (EU) 2015/1814 of the
2 Decision (EU) 2015/1814 of the
European Parliament and of the Council of
European Parliament and of the Council of
6 October 2015 concerning the
6 October 2015 concerning the
establishment and operation of a market
establishment and operation of a market
stability reserve for the Union greenhouse
stability reserve for the Union greenhouse
gas emission trading system and amending
gas emission trading system and amending
Directive 2003/87/EC (OJ L 264,
Directive 2003/87/EC (OJ L 264,
9.10.2015, p. 1).
9.10.2015, p. 1).
Amendment 83
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point a
Directive 2003/87/EC
Article 10 – paragraph 1 – subparagraph 4
Text proposed by the Commission
Amendment
In addition, 2,5 % of the total quantity of
In addition, 4 % of the total quantity of
allowances between [year following the
allowances between [year following the
entry into force of the Directive] and 2030
entry into force of the Directive] and 2030
shall be auctioned for the Modernisation
and the equivalent of 1,5% of the total
Fund. The beneficiary Member States for
quantity of allowances from the amount
this amount of allowances shall be the
above 400 million allowances set aside in
Member States with a GDP per capita at
Market Stability Reserve for the purpose
market prices below 65 % of the Union
of Modernisation Fund shall be auctioned
average during the period 2016 to 2018.
for the Modernisation Fund. The
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The funds corresponding to this quantity of
beneficiary Member States for this amount
allowances shall be distributed in
of allowances shall be the Member States
accordance with Part B of Annex IIb.
with a GDP per capita at market prices
below 65 % of the Union average during
the period 2016 to 2018. The funds
corresponding to this quantity of
allowances shall be distributed in
accordance with Part B of Annex IIb. In
addition, the equivalent of 1,5% of the
total quantity of allowances between [year
following the entry into force of the
Directive] and 2030 from the amount
above 400 million allowances set aside in
Market Stability Reserve for the purpose
of Innovation Fund shall be made
available for the Innovation Fund
established under Article 10a(8). Any
further increase of the Modernisation
Fund and the Innovation Fund shall not
be generated through reallocation of
resources from any other EU policies,
funds or programmes;
Amendment 84
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1 – introductory part
Text proposed by the Commission
Amendment
3.
Member States shall determine the
3.
Member States shall determine the
use of revenues generated from the
use of revenues generated from the
auctioning of allowances, except for the
auctioning of allowances, except for the
revenues established as own resources in
revenues established as own resources in
accordance with Article 311(3) TFEU and
accordance with Article 311(3) TFEU and
entered in the Union budget. Member
entered in the Union budget and the
States shall use their revenues generated
revenues transferred to the Maritime
from the auctioning of allowances referred
Fund in accordance with Article 3gd a.
to in paragraph 2, with the exception of the
Member States, shall use their revenues
revenues used for the compensation of
generated from the auctioning of
indirect carbon costs referred to in Article
allowances referred to in paragraph 2, with
10a(6), for one or more of the following:;
the exception of the revenues used for the
compensation of indirect carbon costs
referred to in Article 10a(6), for one or
more of the following:
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Amendment 85
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b a (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1 – point a a (new)
Text proposed by the Commission
Amendment
(b a) in paragraph 3, the following point
(a a) is inserted after point (a) :
“ (a a) to facilitate the green transition
through reinvesting the proceeds of the
auctioning in the sector where the
revenues come from to induce innovation
and technological development, assist
with the first industrial application,
develop further support mechanisms and
create necessary infrastructure; ”
Amendment 86
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b b (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1 – point f
Present text
Amendment
(b a)
in paragraph 3, point f is amended
as follows:
(f) to encourage a shift to low-emission and
"(f) to encourage a shift to low-emission
public forms of transport;
and public forms of transport, in particular
the development of passenger and freight
rail transport, multimodal air-rail projects
on the TEN-T network, rail connections
with a view to reducing flights on short
distances, where possible, multimodal
ports."
Amendment 87
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point c
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Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1 – point h
Text proposed by the Commission
Amendment
(h)
measures intended to improve
(h)
measures intended to improve
energy efficiency, district heating systems
energy efficiency, district heating systems
and insulation, or to provide financial
and insulation, or to provide financial
support in order to address social aspects in
support in order to address social aspects in
lower- and middle-income households,
lower- and middle-income households, as
including by reducing distortive taxes;;
well as SMEs and microenterprises,
including by reducing distortive taxes;
Amendment 88
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point d
Directive 2003/87/EC
Article 10 – paragraph 4
Text proposed by the Commission
Amendment
4.
The Commission is empowered to
4.
The Commission is empowered to
adopt delegated acts in accordance with
adopt delegated acts in accordance with
Article 23 to supplement this Directive
Article 23 to supplement this Directive
concerning the timing, administration and
concerning the timing, administration and
other aspects of auctioning, including the
other aspects of auctioning, including the
modalities for the transfer of a share of
modalities for the transfer of a share of
revenues to the Union budget, in order to
revenues to the Union budget and the
ensure that it is conducted in an open,
Maritime Fund in order to ensure that it is
transparent, harmonised and non-
conducted in an open, transparent,
discriminatory manner.
harmonised and non-discriminatory
manner.
Amendment 89
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point b
Directive 2003/87/EC
Article 10a – paragraph 1a – subparagraph 1
Text proposed by the Commission
Amendment
1a.
No free allocation shall be given in
1a.
No free allocation shall be given in
relation to the production of products listed
relation to the production of products listed
in Annex I of Regulation [CBAM] as from
in Annex I of Regulation [CBAM] as from
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the date of application of the Carbon
the date when CBAM has fully
Border Adjustment Mechanism.
demonstrated its effectiveness in
equalising CO2 costs between imported
and domestic products, as to be reported
by the Commission before the end of the
transitional period for the introduction of
this new carbon leakage prevention tool
under Article 30(2) of [CBAM
Regulation].
The ban on giving free allocation to the
production of those products, set out in
the first subparagraph, shall not apply to
any part of the production of those
products that is exported to third
countries that do not have a carbon
pricing mechanism similar or equivalent
to the EU ETS.
Amendment 90
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10a – paragraph 8 – subparagraph 1
Text proposed by the Commission
Amendment
8.
365 million allowances from the
8.
365 million allowances from the
quantity which could otherwise be
quantity which could otherwise be
allocated for free pursuant to this Article,
allocated for free pursuant to this Article,
and 85 million allowances from the
and 85 million allowances from the
quantity which could otherwise be
quantity which could otherwise be
auctioned pursuant to Article 10, as well as
auctioned pursuant to Article 10, as well as
the allowances resulting from the reduction
the allowances resulting from the reduction
of free allocation referred to in Article
of free allocation referred to in Article
10a(1a), shall be made available to a Fund
10a(1a), shall be made available to a Fund
with the objective of supporting innovation
with the objective of supporting innovation
in low-carbon technologies and processes,
in low-carbon technologies and processes
and contribute to zero pollution objectives
enabling the deployment of alternative
(the ‘Innovation Fund’). Allowances that
fuels infrastructure, and contribute to zero
are not issued to aircraft operators due to
pollution objectives (the ‘Innovation
the closure of aircraft operators and which
Fund’). Allowances that are not issued to
are not necessary to cover any shortfall in
aircraft operators due to the closure of
surrenders by those operators, shall also be
aircraft operators and which are not
used for innovation support as referred to
necessary to cover any shortfall in
in the first subparagraph.
surrenders by those operators, shall also be
used for innovation support as referred to
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in the first subparagraph.
Amendment 91
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10a – paragraph 8 – subparagraph 3
Text proposed by the Commission
Amendment
The Innovation Fund shall cover the
The Innovation Fund shall cover the
sectors listed in Annex I and Annex III,
sectors listed in Annex I, including
including environmentally safe carbon
environmentally safe carbon capture and
capture and utilisation (“CCU”) that
utilisation (“CCU”) that contributes
contributes substantially to mitigating
substantially to mitigating climate change,
climate change, as well as products
as well as products and processes
substituting carbon intensive ones
substituting carbon intensive ones
produced in sectors listed in Annex I, and
produced in sectors listed in Annex I, and
to help stimulate the construction and
to help stimulate the construction and
operation of projects aimed at the
operation of projects aimed at the
environmentally safe capture and
environmentally safe capture and
geological storage (“CCS”) of CO2, as well
geological storage (“CCS”) of CO2, as well
as of innovative renewable energy and
as of innovative sustainable renewable,
energy storage technologies; in
low to zero-emission energy and energy
geographically balanced locations. The
storage technologies; in geographically
Innovation Fund may also support break-
balanced locations. The Innovation Fund
through innovative technologies and
shall also support break-through
infrastructure to decarbonise the maritime
innovative technologies and infrastructure,
sector and for the production of low- and
including for refuelling and recharging
zero-carbon fuels in aviation, rail and road
infrastructure in ports, connection to
transport. Special attention shall be given
electricity grid and other energy
to projects in sectors covered by the
infrastructure, and first industrial
[CBAM regulation] to support innovation
application to decarbonise the maritime
in low carbon technologies, CCU, CCS,
sector and for the production of low- and
renewable energy and energy storage, in a
zero-carbon fuels in aviation and road
way that contributes to mitigating climate
transport; further development of the
change.
railway system and local public transport
addressing both the physical and digital
infrastructure and fleets, promoting a
modal shift. Special attention shall be
given to projects in sectors covered by the
[CBAM regulation] to support innovation
in low carbon technologies, CCU, CCS,
renewable energy and energy storage, in a
way that contributes to mitigating climate
change.
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Amendment 92
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10a – paragraph 8 – subparagraph 3 a (new)
Text proposed by the Commission
Amendment
In addition, the Innovation Fund shall
support actions to promote the transition
to an energy efficient and climate resilient
EU maritime sector supporting the
deployment of sustainable alternative and
low carbon fuels, development of
innovative and zero-emission technologies
and infrastructure for decarbonising the
sector.
Amendment 93
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10a – paragraph 8 – subparagraph 4 a (new)
Text proposed by the Commission
Amendment
The Innovation Fund shall aim at a
geographical balanced support of the
sectors covered, taking into account
specific sectoral circumstances and
investment needs.
Amendment 94
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10a – paragraph 8 – subparagraph 6 a (new)
Text proposed by the Commission
Amendment
Projects funded by the Innovation Fund
shall share knowledge, where possible,
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with EU-based projects and researchers
having a legitimate interest. The terms of
knowledge-sharing shall be defined by the
Commission in calls for proposals.
Amendment 95
Proposal for a directive
Article 1 – paragraph 1 – point 14 – point a
Directive 2003/87/EC
Article 10d – paragraph 1 – subparagraph 2
Text proposed by the Commission
Amendment
The investments supported shall be
The investments supported shall be
consistent with the aims of this Directive,
consistent with the aims of this Directive,
as well as the objectives of the
as well as the objectives of the
Communication from the Commission of
Communication from the Commission of
11 December 2019 on The European Green
11 December 2019 on The European Green
Deal (*) and Regulation (EU) 2021/1119
Deal (*) and Regulation (EU) 2021/1119
of the European Parliament and of the
of the European Parliament and of the
Council (**) and the long-term objectives
Council (**) and the long-term objectives
as expressed in the Paris Agreement. No
as expressed in the Paris Agreement. The
support from the Modernisation Fund shall
Modernisation Fund shall provide support
be provided to energy generation facilities
to transitional fuels and technologies,
that use fossil fuels.”;
sustainable renewable fuels and
technologies and zero-emission fuels and
technologies.”;
Amendment 96
Proposal for a directive
Article 1 – paragraph 1 – point 14 – point b
Directive 2003/87/EC
Article 10d – paragraph 2 – point a
Text proposed by the Commission
Amendment
(a)
the generation and use of electricity
(a)
the generation and use of electricity
from renewable sources;
from renewable sources, from low-carbon
fuels and from zero-emission fuels
replacing a more carbon-intensive system;
Amendment 97
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Proposal for a directive
Article 1 – paragraph 1 – point 14 – point b
Directive 2003/87/EC
Article 10d – paragraph 2 – point b
Text proposed by the Commission
Amendment
(b)
heating and cooling from renewable
(b)
heating and cooling from renewable
sources;
sources, from low-carbon fuels and from
zero-emission fuels replacing a more
carbon-intensive system;
Amendment 98
Proposal for a directive
Article 1 – paragraph 1 – point 14 – point b
Directive 2003/87/EC
Article 10d – paragraph 2 – point f a (new)
Text proposed by the Commission
Amendment
(f a)
investments in the deployment of
alternative fuels infrastructure.
Amendment 99
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point – a (new)
Directive 2003/87/EC
Article 12 – paragraph 1
Present text
Amendment
(-a) paragraph 1 is replaced by the
following:
1. Member States shall ensure that
" 1. Member States shall ensure that
allowances can be transferred between:
allowances can be transferred between:
(a) persons within the Union;
(a) regulated entities within the Union;
(b) persons within the Union and persons
(b) regulated entities within the Union and
in third countries, where such allowances
persons in third countries, where such
are recognised in accordance with the
allowances are recognised in accordance
procedure referred to in Article 25 without
with the procedure referred to in Article 25
restrictions other than those contained in,
without restrictions other than those
or adopted pursuant to, this Directive
contained in, or adopted pursuant to, this
Directive ;
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(c) regulated entities within the Union
and financial intermediaries acting on
behalf of regulated entities within the
Union.
Amendment 100
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – point c and subparagraphs 1a (new) and 1b (new)
Text proposed by the Commission
Amendment
(c)
each shipping company surrenders
(c)
each shipping company surrenders
a number of allowances equal to its total
a number of allowances equal to its total
emissions during the preceding calendar
emissions during the preceding calendar
year, as verified in accordance with Article
year, as verified in accordance with Article
3gc.
3gc and Article 3ga.
Shipping companies may surrender fewer
allowances on the basis of:
- ships’ ice class or navigation in ice or
both
By 31 December 2023 [year previous to
first reporting year referred to in Article
3ga] the Commission shall adopt a
delegated act pursuant to Article 23 to
supplement this Directive concerning the
method for surrendering an adjusted
number of allowances for ice-classed
vessels, including
- the methodology for calculating and
determining adjustments of the emission
allowances to be surrendered annually,
on the basis of technical characteristics
that increase emissions of ice-classed
ships during their navigation at all times
and any further increased emissions due
to navigating in ice conditions, and
- the corresponding requirements for
shipping companies intending to
surrender fewer allowances on the basis
of ships’ ice class or navigation in ice or
both.
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Amendment 101
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 2
Text proposed by the Commission
Amendment
Member States, administering Member
Member States, administering Member
States and administering authorities in
States and administering authorities in
respect of a shipping company shall ensure
respect of a shipping company shall ensure
that allowances surrendered in accordance
that allowances surrendered in accordance
with the first subparagraph are
with the first and second subparagraphs
subsequently cancelled.;
are subsequently cancelled;
Amendment 102
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point e a (new)
Directive 2003/87/EC
Article 12 – paragraph 4
Present text
Amendment
(e a) paragraph 4 is amended as follows:
4. Member States shall take the necessary
"4. Member States shall take the necessary
steps to ensure that allowances will be
steps to ensure that allowances will be
cancelled at any time at the request of the
cancelled at any time at the request of the
person holding them. In the event of
regulated entity holding them. In the event
closure of electricity generation capacity in
of closure of electricity generation capacity
their territory due to additional national
in their territory due to additional national
measures, Member States may cancel
measures, Member States may cancel
allowances from the total quantity of
allowances from the total quantity of
allowances to be auctioned by them
allowances to be auctioned by them
referred to in Article 10(2) up to an amount
referred to in Article 10(2) up to an amount
corresponding to the average verified
corresponding to the average verified
emissions of the installation concerned
emissions of the installation concerned
over a period of five years preceding the
over a period of five years preceding the
closure. The Member State concerned shall
closure. The Member State concerned shall
inform the Commission of such intended
inform the Commission of such intended
cancellation in accordance with the
cancellation in accordance with the
delegated acts adopted pursuant to Article
delegated acts adopted pursuant to Article
10(4).
10(4).
Amendment 103
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Proposal for a directive
Article 1 – paragraph 1 – point 16
Directive 2003/87/EC
Article 14 – paragraph 1 – subparagraph 1
Text proposed by the Commission
Amendment
Those implementing acts shall apply the
Those implementing acts shall apply the
sustainability and greenhouse gas emission
sustainability and greenhouse gas emission
saving criteria for the use of biomass
saving criteria for the use of biomass
established by Directive (EU) 2018/2001
established by Directive (EU) 2018/2001
of the European Parliament and of the
of the European Parliament and of the
Council(*), with any necessary adjustments
Council(*), with any necessary adjustments
for application under this Directive, for this
for application under this Directive, for this
biomass to be zero-rated. They shall
biomass to be zero-rated. They shall
specify how to account for storage of
specify how to account for storage of
emissions from a mix of zero-rated sources
emissions from a mix of zero-rated sources
and sources that are not zero-rated. They
and sources that are not zero-rated. They
shall also specify how to account for
shall also specify how to account for
emissions from renewable fuels of non-
emissions from renewable fuels of non-
biological origin and recycled carbon fuels,
biological origin and recycled carbon fuels,
ensuring that these emissions are accounted
ensuring that these emissions are accounted
for and that double counting is avoided.”;
for and that double counting is avoided.
They shall also specify how to account for
the well-to-tank emissions of renewable
and low-carbon fuels”;
Amendment 104
Proposal for a directive
Article 1 – paragraph 1 – point 19 a (new)
Directive 2003/87/EC
Article 19 – paragraph 2
Present text
Amendment
"(19 a) Article 19, paragraph 2 is
replaced by the following
2. Any person may hold allowances. The
"2. Without prejudice to paragraph 5,
registry shall be accessible to the public
besides the central and national
and shall contain separate accounts to
administration accounts, only regulated
record the allowances held by each person
entities with past, current, or predictable
to whom and from whom allowances are
future ETS compliance obligations may
issued or transferred.
hold allowances. The registry shall be
accessible to the public and shall contain
separate accounts to record the allowances
held by each entity to whom and from
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whom allowances are issued or transferred.
Amendment 105
Proposal for a directive
Article 1 – paragraph 1 – point 19 b (new)
Directive 2003/87/EC
Article 19 – paragraph 2a (new)
Present text
Amendment
(19 b) In Article 19 the following
paragraph is inserted after paragraph 2:
"2a. Regulated entities with total annual
emissions lower than 25 000 tonnes of
carbon dioxide equivalent per year may
mandate a natural person or a legal entity
to open to operate registry accounts
belonging to the regulated entity and
conduct all types of transactions to which
that account is entitled, on behalf of the
regulated entity. Responsibility for
compliance remains with the regulated
entity. When mandating the natural
person or the legal entity, the regulated
entity shall ensure that there is no conflict
of interest amongst the mandated person
or entity and competent authorities,
national administrators, verifiers or other
bodies subject to the provisions of this
Directive.
Amendment 106
Proposal for a directive
Article 1 – paragraph 1 – point 19 c (new)
Directive 2003/87/EC
Article 23 – paragraph 3
Present text
Amendment
3.
The delegation of power referred to
3.
The delegation of power referred to
in Articles 3d(3), 10(4), 10a(1) and (8),
in Articles 3d(3), 3e, 10(4), 10a(1) and (8),
10b(5), 12(7), third subparagraph, 19(3),
10b(5), 12(7), third subparagraph, 19(3),
Article 22, Articles 24(3), 24a(1), 25a(1)
Article 22, Articles 24(3), 24a(1), 25a(1)
and Article 28c may be revoked at any
and Article 28c may be revoked at any
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time by the European Parliament or by the
time by the European Parliament or by the
Council. A decision to revoke shall put an
Council. A decision to revoke shall put an
end to the delegation of the power
end to the delegation of the power
specified in that decision. It shall take
specified in that decision. It shall take
effect the day following the publication of
effect the day following the publication of
the decision in the Official Journal of the
the decision in the Official Journal of the
European Union or at a later date specified
European Union or at a later date specified
therein. It shall not affect the validity of
therein. It shall not affect the validity of
any delegated acts already in force.’
any delegated acts already in force.’
Amendment 107
Proposal for a directive
Article 1 – paragraph 1 – point 19 d (new)
Directive 2003/87/EC
Article 29b (new)
Present text
Amendment
(19 d) The following Article 29b is
inserted after Article 29a:
“Article 29b
Short term price volatility containment
mechanism
Where, for more than 4 consecutive
weeks, the average price of allowance in
the auctions carried out in accordance
with the act adopted under Article 10(4) is
more than 15% the average price of
allowance during the 4 preceding
consecutive weeks in the auctions for the
allowances, the Commission shall, as a
matter of urgency, adopt a decision to
release x million allowances covered by
this Chapter from the Market Stability
Reserve in accordance with Article 1a(7)
of Decision (EU) 2015/1814. The
European Commission shall notify three
months following the decision under this
article the overall impacts on the EU
carbon price, market participants and
MSR. This report will be published and
publicly available.»
Amendment 108
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Proposal for a directive
Article 1 – paragraph 1 – point 19 e (new)
Directive 2003/87/EC
Article 29c (new)
Present text
Amendment
(19 e) The following Article 29c is
inserted after Article 29a:
“Article 29c
Temporary virtual ceiling
Where, for more than four consecutive
weeks, the price of allowance in the
auctions carried out in accordance with
the act adopted under Article 10(4) is the
double of the average price in 2021 or the
triple of the average price in 2020, the
Commission shall, until insert date (i.e.
31/12/2025), adopt a decision to release
sufficient allowances, covered by this
Chapter from the Market Stability Reserve
in accordance with Article 1a(7) of
Decision (EU) 2015/1814, to support the
existing carbon leakage protection
mechanism. »
Amendment 109
Proposal for a directive
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Chapter IVa
Text proposed by the Commission
Amendment
(21)
The following Chapter IVa is
deleted
inserted after Article 30 :
[...]
(deletion of the entire point 21 on Chapter
IVa)
Amendment 110
Proposal for a directive
Article 1 – paragraph 1 – point 21 a (new)
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Directive 2003/87/EC
Article 31 – a (new)
Present text
Amendment
(21 a) The following Article 31 –a is
inserted for Chapter V before Article 31:
“Article 31 -a
The Commission shall keep under review
this Directive with regards to regulatory
simplification [and including the
combined and cumulative effect of the "fit
for 55" package], and, where appropriate,
propose amendments to this Directive.
The Commission and the competent
authorities shall continuously adapt to
best practice administrative procedures
and take all measures to simplify the
enforcement of this Directive, keeping
administrative burdens to a minimum. »
Amendment 111
Proposal for a directive
Article 1 – paragraph 1 – point 22
Directive 2003/87/EC
Annexes
Text proposed by the Commission
Amendment
(22)
Annexes I, IIb, IV and V to
(22)
Annexes I, IIb, IV and V to
Directive 2003/87/EC are amended in
Directive 2003/87/EC are amended in
accordance with Annex I to this Directive,
accordance with Annex I to this Directive.
and Annexes III, IIIa and IIIb are
inserted in Directive 2003/87/EC as set
out in Annex I to this Directive.
Amendment 112
Proposal for a directive
Article 2 – paragraph 1 – point 1 – point c
Decision (EU) 2015/1814
Article 1 – paragraph 5
Text proposed by the Commission
Amendment
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5.
In any given year, if the total
5.
In any given year, if the total
number of allowances in circulation is
number of allowances in circulation is
between 833 million and 1 096 million, a
between 833 million and 1 096 million, a
number of allowances equal to the
number of allowances equal to the
difference between the total number of
difference between the total number of
allowances in circulation, as set out in the
allowances in circulation, as set out in the
most recent publication as referred to in
most recent publication as referred to in
paragraph 4 of this Article, and 833
paragraph 4 of this Article, and 833
million, shall be deducted from the volume
million, shall be deducted from the volume
of allowances to be auctioned by the
of allowances to be auctioned by the
Member States under Article 10(2) of
Member States under Article 10(2) of
Directive 2003/87/EC and shall be placed
Directive 2003/87/EC and shall be placed
in the reserve over a period of 12 months
in the reserve over a period of 12 months
beginning on 1 September of that year. If
beginning on 1 July of that year. If the
the total number of allowances in
total number of allowances in circulation is
circulation is above 1 096 million
above 1 096 million allowances, the
allowances, the number of allowances to be
number of allowances to be deducted from
deducted from the volume of allowances to
the volume of allowances to be auctioned
be auctioned by the Member States under
by the Member States under Article 10(2)
Article 10(2) of Directive 2003/87/EC and
of Directive 2003/87/EC and to be placed
to be placed in the reserve over a period of
in the reserve over a period of 12 months
12 months beginning on 1 September of
beginning on 1 July of that year shall be
that year shall be equal to 12 % of the total
equal to 12 % of the total number of
number of allowances in circulation. By
allowances in circulation. By way of
way of derogation from the last sentence,
derogation from the last sentence, until 31
until 31 December 2030, the percentage
December 2030, the percentage shall be
shall be doubled.
doubled, if during the preceding year
period on the European carbon market
the average allowance price is lower than
30 EUR.
Without prejudice to the total amount of
Without prejudice to the total amount of
allowances to be deducted pursuant to this
allowances to be deducted pursuant to this
paragraph, until 31 December 2030,
paragraph, until 31 December 2030,
allowances referred to in Article 10(2), first
allowances referred to in Article 10(2), first
subparagraph, point (b), of Directive
subparagraph, point (b), of Directive
2003/87/EC shall not be taken into account
2003/87/EC shall not be taken into account
when determining Member States' shares
when determining Member States' shares
contributing to that total amount.
contributing to that total amount.
Amendment 113
Proposal for a directive
Article 2 – paragraph 1 – point 1 – point c
Decision (EU) 2015/1814
Article 1 – paragraph 5a
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Text proposed by the Commission
Amendment
5a.
Unless otherwise decided in the
5a.
Unless otherwise decided in the
first review carried out in accordance with
first review carried out in accordance with
Article 3, from 2023 allowances held in the
Article 3, from 2023 allowances held in the
reserve above 400 million allowances shall
reserve above 400 million allowances shall
no longer be valid.;
be set aside for the purpose of increasing
the Modernisation Fund, the Innovation
Fund and prevention of triggering of the
cross-sectoral correction factor.
Amendment 114
Proposal for a directive
Article 2 – paragraph 1 – point 2
Decision (EU) 2015/1814
Article 1a
Text proposed by the Commission
Amendment
(2)
the following Article 1a is inserted:
deleted
“Article 1a
Operation of the Market Stability Reserve
for the buildings and road transport
sectors
[...]
Amendment 115
Proposal for a directive
Article 3 – paragraph 1 – point -1 a (new)
Regulation (EU) 2015/757
Article 2 – paragraph 2
Present text
Amendment
2.
This Regulation does not apply to
2.
This Regulation does not apply to
warships, naval auxiliaries, fish-catching or
warships, naval auxiliaries, fish-catching or
fish-processing ships, wooden ships of a
fish-processing ships, wooden ships of a
primitive build, ships not propelled by
primitive build, ships not propelled by
mechanical means, or government ships
mechanical means, government ships used
used for non-commercial purposes.
for non-commercial purposes or ships for
civil protection and search and rescue
purposes.
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Amendment 116
Proposal for a directive
Article 3 – paragraph 1 – point - 1 a (new)
Regulation (EU) 2015/757
Article 3 – point b
Present text
Amendment
(-1 a) in Article 3, point (b) is replaced by
the following:
(b) ‘port of call’ means the port where a
"(b) ‘port of call’ means the port where a
ship stops to load or unload cargo or to
ship stops to load or unload cargo or to
embark or disembark passengers;
embark or disembark passengers;
consequently, stops for the sole purposes of
consequently, for the purpose of this
refuelling, obtaining supplies, relieving the
regulation, stops for the sole purposes of
crew, going into dry-dock or making
refuelling, obtaining supplies, relieving the
repairs to the ship and/or its equipment,
crew, going into dry-dock or making
stops in port because the ship is in need of
repairs to the ship and/or its equipment,
assistance or in distress, ship-to-ship
stops in port because the ship is in need of
transfers carried out outside ports, and
assistance or in distress, ship-to-ship
stops for the sole purpose of taking shelter
transfers carried out outside ports, stops in
from adverse weather or rendered
a transhipment port of a non-EU
necessary by search and rescue activities
neighbouring country and stops for the
are excluded;
sole purpose of taking shelter from adverse
weather or rendered necessary by search
and rescue activities are excluded;
Amendment 117
Proposal for a directive
Article 3 – paragraph 1 – point -1 b (new)
Regulation (EU) 2015/757
Article 3 – points oa (new) and ob (new)
Text proposed by the Commission
Amendment
(-1b) in Article 3, the following points (oa)
and (ob) are added:
(oa) 'navigating in ice conditions' means
navigating of an ice-classed ship in a sea
area within the ice edge.
(ob) "ice edge" is defined by paragraph
4.4. of the WMO Sea-Ice Nomenclature,
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March 2014 as the demarcation at any
given time between the open sea and sea
ice of any kind, whether fast or drifting.
Amendment 118
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point -a (new)
Regulation (EU) 2015/757
Article 6 – paragraph 4
Present text
Amendment
(-a) paragraph 4 is replaced by the
following:
4. The monitoring plan may also contain
"4. For shipping companies aiming to
information on the ice class of the ship
surrender fewer emission allowances on
and/or the procedures, responsibilities,
the basis of ships’ ice class or navigation
formulae and data sources for determining
in ice conditions or both under Directive
and recording the distance travelled and the
2003/87/EC, the monitoring plan shall also
time spent at sea when navigating through
contain information on the ice class of the
ice.
ship and the procedures, responsibilities,
formulae and data sources for determining
and recording the distance travelled and the
time spent at sea when navigating in ice
conditions.
Information on procedures of recording
the date and time when navigating in ice
conditions and whether the voyage occurs
between ports under a Member State's
jurisdiction, departs from a port under a
Member State's jurisdiction or arrives to a
port under a Member State's jurisdiction,
shall also be provided. "
Amendment 119
Proposal for a directive
Article 3 – paragraph 1 – point 5 a (new)
Regulation (EU) 2015/757
Article 9 – paragraph 1
Present text
Amendment
(5 a)
Article 9, paragraph 1 is amended
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as follows:
(a) the following point h is added:
"(h) ice-class and whether the voyage
involved navigation in ice conditions, if
the shipping company aims to surrender
fewer emission allowances on that basis
under Directive 2003/87/EC. If the
voyages involved navigating in ice
conditions and if the shipping company
aims to surrender fewer emission
allowances on that basis under Directive
2003/87/EC, the information on date,
time, and location when navigating in ice
conditions, method used to measure fuel
oil consumption, fuel consumption and
the fuel’s emission factor for each type of
fuel when navigating in ice conditions,
and distance travelled when navigating in
ice conditions shall also be provided.
(b) the last subparagraph is replaced by
the following:
Companies may also monitor information
"If the shipping company aims to
relating to the ship’s ice class and to
surrender fewer emission allowances on
navigation through ice, where applicable.
the basis of ship’s navigation in ice
conditions under Directive 2003/87/EC, it
can only apply the exception under the
first subparagraph for those months when
the ship does not sail in ice conditions."
Amendment 120
Proposal for a directive
Article 3 – paragraph 1 – point 5 b (new)
Regulation (EU) 2015/757
Article 9 – paragraph 2
Present text
Amendment
(5 b)
In Article 9, paragraph 2 is
replaced by the following:
2.
By way of derogation from
"2. By way of derogation from paragraph 1
paragraph 1 of this Article and without
of this Article and without prejudice to
prejudice to Article 10, a company shall be
Article10, a company shall be exempt from
exempt from the obligation to monitor the
the obligation to monitor the information
information referred to in paragraph 1 of
referred to in paragraph 1 of this Article on
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this Article on a per-voyage basis in
a per-voyage basis in respect of a specified
respect of a specified ship, if:
ship if:"
(a)
all of the ship's voyages during the
(a) all of the ship's voyages during the
reporting period either start from or end at
reporting period either start from or end at
a port under the jurisdiction of a Member
a port under the jurisdiction of a Member
State; and
State; and either of the following applies
(b)
the ship, according to its schedule,
(b) the ship, according to its schedule,
performs more than 300 voyages during
performs more than 300 voyages during
the reporting period.
the reporting period or
(c) the company for those voyages forfeits
the right to surrender fewer emission
allowances on the basis of the navigation
in ice under Directive 2003/87/EC
Amendment 121
Proposal for a directive
Article 3 – paragraph 1 – point 6 a (new)
Regulation (EU) 2015/757
Article 10 – paragraph 1 – point k a new
Text proposed by the Commission
Amendment
(6 a)
In Article 10, the following point
(ka) is added:
"(ka) Companies may monitor
information relating to the ship's ice class
and to navigation through ice, where
applicable. For shipping companies
aiming to surrender fewer emission
allowances on the basis of ships’ ice class
or navigation in ice or both under
Directive 2003/87/EC the monitoring
shall separately include the ice-class,
aggregated distance travelled and
aggregated CO2 emissions from all
voyages that involved navigating in ice
conditions and total distance travelled
during voyages that involved navigating
in ice conditions."
Amendment 122
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Proposal for a directive
Article 4 – paragraph 1
Text proposed by the Commission
Amendment
1.
Member States shall bring into
1.
Member States shall bring into
force the laws, regulations and
force the laws, regulations and
administrative provisions necessary to
administrative provisions necessary to
comply with Articles 1 and 2 of this
comply with this Directive by 31
Directive by 31 December 2023 at the
December of the subsequent year to the
latest. They shall forthwith communicate
year of entry into force of this Directive .
to the Commission the text of those
They shall immediately communicate the
provisions.
text of those measures to the Commission.
Amendment 123
Proposal for a directive
Annex – paragraph 1 – point c-point vii-table
Directive 2003/87/EC
ANNEX I – paragraph 1 – point c – point vii – table
Text proposed by the Commission
“Maritime transport
Greenhouse gases covered by Regulation
(EU) 2015/757”;
Maritime transport activities of ships
covered by Regulation (EU) 2015/757 of
the European Parliament and of the
Council performing voyages with the
purpose of transporting passengers or cargo
for commercial purposes
Amendment
“Maritime transport
Greenhouse gases covered by Regulation
(EU) 2015/757”;
Maritime transport activities of ships
covered by Regulation (EU) 2015/757 of
the European Parliament and of the
Council performing voyages with the
purpose of transporting passengers or cargo
for commercial purposes
This activity shall not include:
(a) voyages performed in the framework
of a public service contract or subject to
public service obligations in accordance
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with Regulation (EEC) Nº 3577/92;
(b) voyages performed on routes to and/or
from outermost regions and voyages
operating within outermost regions, as
specified in Article 299(2) of the Treaty;
(c) voyages performed on routes between
island and mainland, within islands
which form part of the same insular
region or area;
(d) voyages performed by a ship with total
annual emissions lower than 10 000
tonnes per year;
(e) humanitarian voyages;
(f) search and rescue voyages or parts of
normal voyages by ships where search
and rescue activities had to be carried out;
(g) Force majeure for all or part of the
voyage;
Amendment 124
Proposal for a directive
Annex I – paragraph 1 – point a
Directive 2003/87/EC
Annex I – point 1
Text proposed by the Commission
Amendment
1.
Installations or parts of installations
1.
Installations or parts of installations
used for research, development and testing
used for research, development and testing
of new products and processes, and
of new products and processes, are not
installations where emissions from the
covered by this Directive.
combustion of biomass that complies with
the criteria set out pursuant to Article 14
contribute to more than 95 % of the total
greenhouse gas emissions are not covered
by this Directive.
Amendment 125
Proposal for a directive
Annex I – point 2
Directive 2003/87/EC
Annexes III, III a, III b
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Text proposed by the Commission
Amendment
(2)
The following Annexes are
deleted
inserted as Annexes III, III a, III b to
Directive 2003/87/EC :
[...]
(deletion of the entire point 2 and
corresponding Annexes)
Amendment 126
Proposal for a directive
Annex I – point 3 – point c
Directive 2003/87/EC
Annex IV – part C
Text proposed by the Commission
Amendment
(c) the following Part C is added:
deleted
PART C — Monitoring and reporting of
emissions corresponding to the activity
referred to in Annex III
[…]
Amendment 127
Proposal for a directive
Annex I – point 4
Directive 2003/87/EC
Annex V – part C
Text proposed by the Commission
Amendment
(4)
in Annex V to Directive 2003/87/EC,
deleted
the following Part C is added:
“PART C — Verification of emissions
corresponding to the activity referred to in
Annex III
[...]
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PROCEDURE – COMMITTEE ASKED FOR OPINION
Title
Amending Directive 2003/87/EC establishing a system for greenhouse
gas emission allowance trading within the Union, Decision (EU)
2015/1814 concerning the establishment and operation of a market
stability reserve for the Union greenhouse gas emission trading scheme
and Regulation (EU) 2015/757
References
COM(2021)0551 – C9-0318/2021 – 2021/0211(COD)
Committee responsible
ENVI
Date announced in plenary
13.9.2021
Opinion by
TRAN
Date announced in plenary
13.9.2021
Rapporteur for the opinion
Andrey Novakov
Date appointed
29.10.2021
Discussed in committee
7.2.2022
Members present for the final vote
Magdalena Adamowicz, Andris Ameriks, José Ramón Bauzá Díaz, Erik
Bergkvist, Izaskun Bilbao Barandica, Paolo Borchia, Karolin
Braunsberger-Reinhold, Marco Campomenosi, Massimo Casanova,
Jakop G. Dalunde, Karima Delli, Anna Deparnay-Grunenberg, Ismail
Ertug, Gheorghe Falcă, Giuseppe Ferrandino, Carlo Fidanza, Mario
Furore, Søren Gade, Isabel García Muñoz, Jens Gieseke, Elsi Katainen,
Elena Kountoura, Julie Lechanteux, Bogusław Liberadzki, Peter
Lundgren, Benoît Lutgen, Elżbieta Katarzyna Łukacijewska, Marian-
Jean Marinescu, Tilly Metz, Cláudia Monteiro de Aguiar, Caroline
Nagtegaal, Jan-Christoph Oetjen, Philippe Olivier, Rovana Plumb,
Tomasz Piotr Poręba, Dominique Riquet, Massimiliano Salini, Vera
Tax, Barbara Thaler, István Ujhelyi, Henna Virkkunen, Petar Vitanov,
Elissavet Vozemberg-Vrionidi, Lucia Vuolo, Roberts Zīle, Kosma
Złotowski
Substitutes present for the final vote
Leila Chaibi, Clare Daly, Pär Holmgren
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FINAL VOTE BY ROLL CALL IN COMMITTEE ASKED FOR OPINION
30
+
ECR
Carlo Fidanza, Tomasz Piotr Poręba, Roberts Zīle, Kosma Złotowski
ID
Paolo Borchia, Marco Campomenosi, Massimo Casanova, Julie Lechanteux, Philippe
Olivier
PPE
Magdalena Adamowicz, Karolin Braunsberger-Reinhold, Gheorghe Falcă, Jens
Gieseke, Elżbieta Katarzyna Łukacijewska, Benoît Lutgen, Marian-Jean Marinescu,
Cláudia Monteiro de Aguiar, Massimiliano Salini, Barbara Thaler, Henna Virkkunen,
Elissavet Vozemberg-Vrionidi, Lucia Vuolo
Renew
José Ramón Bauzá Díaz, Izaskun Bilbao Barandica, Søren Gade, Elsi Katainen,
Caroline Nagtegaal, Dominique Riquet
S&D
Andris Ameriks, Isabel García Muñoz
8
-
ECR
Peter Lundgre
S&D
Vera Tax
The Left
Leila Chaibi, Clare Daly
Verts/ALE
Karima Delli, Anna Deparnay-Grunenberg, Pär Holmgren, Tilly Metz
10
0
NI
Mario Furore
Renew
Jan-Christoph Oetjen
S&D
Erik Bergkvist, Ismail Ertug, Giuseppe Ferrandino, Bogusław Liberadzki, Rovana
Plumb, István Ujhelyi, Petar Vitanov
The Left
Elena Kountoura
Key to symbols:
+ : in favour
- : against
0 : abstention
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