(-1)

The unprecedented threat posed by climate change requires enhanced ambition on the part of and increased climate action by the Union and at global level. The Union is committed to stepping up efforts to tackle climate change and to delivering on the implementation of the Paris Agreement  (1a) in line with the latest available science. The Intergovernmental Panel on Climate Change (IPCC) special report of 2018 entitled ‘Global warming of 1,5  oC’ confirmed that significant emissions reductions in all sectors are crucial to limit global warming to under 1,5  oC. The IPCC special report of 2019 entitled ‘The Ocean and Cryosphere in a Changing Climate’ further stated that climate mechanisms depend on the health of ocean and marine ecosystems currently affected by global warming, pollution, overexploitation of marine biodiversity, acidification, deoxygenation and coastal erosion. The IPCC recalls that the oceans are part of the solution as regards mitigating and adapting to the effects of climate change and underlines the necessity of reducing greenhouse gas emissions and pollution of ecosystems, as well as of enhancing natural carbon sinks.

(1)

Maritime transport has an impact on the global climate, as a result of carbon dioxide (CO2) emissions from shipping . In 2015, it emitted 13 % of the total Union greenhouse gas emissions from transport (15). International maritime shipping remains the only means of transportation not included in the Union's commitment to reduce greenhouse gas emissions.

(1)

Maritime transport has an impact on climate change, on marine biodiversity, on air quality and public health , as a result of carbon dioxide (CO2) emissions and other emissions that it generates, such as methane, nitrogen oxides, sulphur oxides, particulate matter and black carbon . In 2015, it emitted 13 % of the total Union greenhouse gas emissions from transport (15) . Global maritime emissions are expected to increase by between 50 % and 250 % by 2050  (15a) . Unless further action is taken, EEA-related maritime emissions are expected to increase by 86 % above 1990 levels by 2050, despite the adoption of minimum ship efficiency standards by the International Maritime Organisation (IMO) . International maritime shipping remains the only means of transportation not included in the Union's commitment to reduce greenhouse gas emissions. IMO adopted on 13 April 2018 its Initial Strategy on reduction of GHG emissions from ships. Measures to implement that strategy are urgently needed both at global and Union-level to ensure that immediate actions are taken to reduce maritime emissions, contribute to the implementation of the Paris Agreement and achieve the Union-wide climate-neutrality objective, without undermining the climate efforts undertaken by other sectors.

(2)

All sectors of the economy should contribute to the reduction of greenhouse gas emissions in line with the commitment of the co-legislators as expressed in Regulation (EU) 2018/842 of the European Parliament and of the Council (16) and Directive (EU) 2018/410 of the European Parliament and of the Council  (17) .

(2)

All sectors of the economy should contribute to the joint effort to complete the transition to net-zero greenhouse gas (GHG) emissions as soon as possible and by 2050 at the latest in line with the Union's commitments under the Paris Agreement and the European Council conclusions on climate change of 12 December 2019 .

(3)

The European Parliament's Resolution of February 2014 on a 2030 framework for climate and energy policies called on the Commission and the Member States to set a binding Union 2030 target of reducing greenhouse gas emissions by at least 40 % compared to 1990 levels. The European Parliament also noted that all sectors of the economy would need to contribute to the reduction of greenhouse gas emissions if the Union is to deliver its fair share of global efforts.

(3)

The European Parliament's Resolution of 14 March 2019 on climate change supported by a large majority the objective of reaching climate neutrality as early as possible and by 2050 at the latest. The European Parliament has also repeatedly called on the Commission and the Member States to increase the binding Union 2030 target of reducing greenhouse gas emissions to 55 % compared to 1990 levels. The European Parliament also noted that all sectors of the economy , including international aviation and maritime transport, must contribute to the reduction of greenhouse gas emissions if the Union is to reach its climate targets and deliver its fair share of global efforts. Rapid efforts to decarbonise the maritime transport sector are all the more important in view of the declaration by the Parliament on 28 November 2019 of a climate and environment emergency.

(3a)

The European Parliament in its resolution of 28 November 2019 on the 2019 UN Climate Change Conference in Madrid, Spain (COP25) stressed the need for additional Union actions to address GHG emissions from the maritime sector in light of the slow and insufficient progress made by IMO. The European Parliament supported, in particular, the inclusion of the maritime sector in the Union system for greenhouse gas emission allowance trading (the ‘EU ETS’), as well as the introduction of ship efficiency standards at Union level. Market-based emissions reduction policies alone are not sufficient to meet the Union's emissions reduction targets, and should be accompanied by binding regulatory emissions reduction requirements that are properly enforced.

(4)

In its Conclusions of 24 October 2014 , the European Council endorsed a binding Union target of an at least 40 % domestic reduction in greenhouse gas emissions by 2030 compared to 1990 . The European Council also stated the importance of reducing greenhouse gas emissions and risks related to fossil fuel dependency in the transport sector and invited the Commission to examine further instruments and measures for a comprehensive and technology-neutral approach, including for the promotion of emissions reduction, renewable energy sources, and energy efficiency in transport.

(4)

In its Conclusions of 12 December 2019  (1a), the European Council endorsed the objective of achieving a climate-neutral EU by 2050 . The European Council also stated that all relevant EU legislation and policies need to be consistent with, and contribute to, the fulfilment of the climate neutrality objective while respecting a level playing field .

(4a)

Currently, maritime transport is the only sector not expressly the subject of a Union emissions reduction objective or specific mitigation measures. In its communication of 11 December 2019 on the European Green Deal, the Commission stated its intention to take additional measures to address GHG emissions from the maritime sector, and in particular to extend the EU ETS to the maritime sector, regulate the access of the most polluting ships to Union ports and oblige docked ships to use shore-side electricity. In its proposal of 4 March 2020 for a regulation establishing the framework for achieving climate neutrality and amending Regulation (EU) 2018/1999 (European Climate Law)  (1a) , the Commission confirms that additional action needs to be taken so as to reach the objective of climate neutrality by 2050 and that every sector will have to contribute as current policies are expected to only reduce greenhouse gas emissions by 60 % by 2050.

(4b)

The removal of market barriers in the maritime sector, including the use of a transparent and robust monitoring, reporting and verification (MRV) system, is aimed at contributing to the uptake of energy efficiency technologies, thereby contributing to reducing maritime emissions by about 2 % by 2030. For the maritime sector to contribute fully to the economy-wide effort to reach the Union's climate-neutrality objective as well as the 2030 targets and other potential intermediary targets, further action is therefore necessary. As the Union's primary instrument for monitoring, reporting and verifying GHG emissions and air pollution from maritime transport, the EU MRV Regulation constitutes a basis for further action. The scope of that Regulation should, therefore, be extended to include binding requirements for companies to reduce their GHG emissions per transport work, and it is also necessary to extend the EU ETS to cover the maritime transport sector.

(6)

In April 2015, the European Parliament and the Council adopted Regulation (EU) 2015/757 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport (20) (the ‘EU MRV Regulation’), which was complemented in 2016 with two Delegated Regulations (21) and two Implementing Regulations (22). The aim of the EU MRV Regulation is to collect data on shipping emissions for further policymaking and to incentivise emission reductions by providing information on ships' efficiency to relevant markets. The EU MRV Regulation obliges companies to monitor, report and verify the fuel consumption, CO2 emissions and energy efficiency of their ships on voyages to and from European Economic Area (EEA) ports on an annual basis, starting from 2018. It also applies to CO2 emissions within EEA ports. The first emissions reports are due by 30 April 2019.

(6)

In April 2015, the European Parliament and the Council adopted Regulation (EU) 2015/757 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport (20) (the ‘EU MRV Regulation’), which was complemented in 2016 with two Delegated Regulations (21) and two Implementing Regulations (22). The aim of the EU MRV Regulation is to collect data on shipping emissions for further policymaking and to incentivise emission reductions by providing information on ships' efficiency to relevant markets. The EU MRV Regulation was adopted as a first step in a staged approach for the inclusion of maritime emissions in the Union's GHG emissions reduction commitments and for the subsequent pricing of those emissions in line with the ‘polluter pays’ principle. When the EU MRV Regulation was adopted, the Commission committed to considering, in the context of future legislative proposals on maritime emissions, which next steps would be appropriate to ensure that the sector would make a fair contribution to the Union's emission reduction objectives, in particular the possibility of extending the EU ETS to the maritime sector. The EU MRV Regulation obliges companies to monitor, report and verify the fuel consumption, CO2 emissions and energy efficiency of their ships on voyages to and from European Economic Area (EEA) ports on an annual basis, starting from 2018. This obligation also applies to CO2 emissions within EEA ports. The first emissions reports were due by 30 April 2019 and were published by the Commission on 30 June 2019 .

(6a)

Reducing emissions from shipping and their impact on global warming and air pollution should not be implemented in a way that harms marine biodiversity, and should be accompanied by measures targeted towards the restauration of marine and coastal ecosystems impacted by the shipping industry, such as the substances discharged into the seas, including ballast water, hydrocarbons, heavy metals and chemicals, lost containers at sea and cetacean collisions.

(6b)

In the maritime sector, the shipowner is not always the same as the person or entity commercially operating the ship. Therefore, all the data required under the EU MRV Regulation should be collected by and attributed to the party responsible for the commercial operation of the ship, such as the manager, the time charterer or the bareboat charterer.

(6c)

The data collected under the EU MRV Regulation should be used to foster the transition towards zero-emissions ships through the establishment of an energy efficiency certificate for ships, with a rating scale, to enable a transparent comparison of ships, especially for sale or rent, and to encourage Member States to promote best practices and support the most efficient ships.

(6d)

A European shipping label for products should be developed by the Commission in cooperation with shipowners, other stakeholders and independent experts, in order to inform consumers about the environmental impact of maritime transport related to products that they purchase. Such a label would support the environmental and energy transition of the shipping sector by providing a reliable and transparent way of informing customers about voluntary initiatives. It would encourage consumers to purchase products transported by shipowners that have reduced their environmental impact, for example regarding greenhouse gases and pollutant emissions, noise pollution, waste and water management.

(6e)

Council Directive 92/106/EEC  (1a) contributes to the reduction of transport emissions by promoting a shift from road freight transport to lower-emission transport modes, including zero-emission river corridors. A revision of that Directive is necessary, in order to step up the efforts to promote multimodal transport and increase efficiency and low emission alternatives. Zero-emission waterway transport is key to developing a sustainable modal shift from road to waterways, and it is therefore necessary to support investment in refuelling and recharging infrastructure in inland ports.

(6f)

Union ports constitute strategic hubs in the energy transition due to their geographical position and economic activities. They represent the main entry points of energy commodities, (from importation, storage or distribution), increasingly engage in the development of renewable energy production sites and develop new energy management and circular economy strategies. In line with the objectives of the European Green Deal, the Union should therefore accompany the decarbonisation of the maritime sector with a strategic approach of Union ports to support their role as facilitator of the energy transition. Member States should be encouraged to stimulate the development of zero-emission ports and invest in refuelling and recharging infrastructures. It would ensure immediate health benefits to all citizens living in port and coastal areas, as well as limit negative impacts on marine and coastal biodiversity in such areas, which also represent vast land territories, some of which are part of the Natura 2000 network.

(7)

Article 22 of the EU MRV Regulation states that the Commission will, in the event of an international agreement on a global monitoring, reporting and verification system, review the EU MRV Regulation and, if appropriate, propose amendments in order to ensure alignment with that international agreement.

(7)

Article 22 of the EU MRV Regulation states that the Commission will, in the event of an international agreement on a global monitoring, reporting and verification system, or on global measures to reduce GHG emissions from maritime transport, review the EU MRV Regulation and, if appropriate, propose amendments in order to ensure consistency with that international agreement. It is important that, irrespective of any global measures, the Union remains able to be ambitious and demonstrates climate leadership by maintaining or adopting more stringent measures within the Union.

(8)

Under the Paris Agreement that was adopted in December 2015 at the 21st Conference of the Parties of the United Nations Framework Convention on Climate Change (UNFCCC) (23) , the Union and its Member States have undertaken an economy-wide reduction target. Efforts to limit international maritime emissions through the International Maritime Organisation (IMO) are under way and should be encouraged. The IMO adopted (24) in October 2016 a data collection system for fuel oil consumption of ships (‘the global IMO DCS’).

(8)

Under the Paris Agreement that was adopted in December 2015 at the 21st Conference of the Parties of the United Nations Framework Convention on Climate Change (UNFCCC) (23), the Union and its Member States have undertaken an economy-wide reduction target. Efforts to limit international maritime emissions through the International Maritime Organisation (IMO) are under way and should be encouraged. The IMO adopted (24) in October 2016 a data collection system for fuel oil consumption of ships (‘the global IMO DCS’). IMO also adopted on 13 April 2018 an initial strategy on the reduction of GHG emissions from ships (‘IMO Initial Strategy’), seeking to cap the increase of those emissions as soon as possible and to reduce them by at least 50 % by 2050 compared to 2008, and to pursue efforts towards phasing them out entirely. At the same time, the Member States and Associated Members of IMO, including all Union Member States, committed to reducing CO2 emissions per transport work, as an average across international maritime shipping, by at least 40 % by 2030, pursuing efforts towards a 70 % reduction by 2050. It is therefore appropriate to include the core elements of the IMO Initial Strategy in Union law, while continuing to engage constructively with IMO Member States to reach a global agreement on the GHG emissions reduction measures. Companies should be obliged to linearly reduce the annual CO2 emissions per transport work by at least 40 % by 2030 as an average across all ships under their responsibility, compared to the average performance per category of ships of the same size and type as reported under the MRV Regulation. The baseline for the GHG emission reduction measures should be established by using the data from the THETIS-MRV and the IMO DCS, while fully recognising the emission reductions already undertaken by the ‘decarbonising first movers’ companies. The Commission should adopt delegated acts to define the detailed rules for determining the baseline, the annual reduction factor for each ship category, the rules and means for calculating and collecting the excess emissions penalties, and any other rule necessary for the compliance and verification of compliance with this obligation.

(9)

Considering the co-existence of these two monitoring, reporting and verification systems, the Commission assessed pursuant to Article 22 of the EU MRV Regulation how to align the two systems so as to reduce administrative burden for ships, while preserving the objectives of the EU MRV Regulation.

(9)

Considering the co-existence of these two monitoring, reporting and verification systems, the Commission assessed pursuant to Article 22 of the EU MRV Regulation how to align the two systems so as to reduce administrative burden for ships, especially those owned by SMEs, while preserving the objectives of the EU MRV Regulation.

(10)

The impact assessment indicated that a partial alignment of the two monitoring, reporting and verification systems could contribute to reducing the administrative burden for shipping companies, while preserving the key objectives of the EU MRV Regulation. Such a partial alignment should however not modify the governance , scope , verification, transparency or CO2 reporting requirements of the EU MRV Regulation as it would severely undermine its objectives and affect its capacity to inform future policy-making decisions and to incentivise the uptake of energy efficiency measures and behaviours in shipping. Any amendments to the EU MRV Regulation should therefore limit the alignment with the global IMO DCS in relation to definitions, monitoring parameters, monitoring plans and templates.

(10)

The impact assessment indicated that a partial alignment of the two monitoring, reporting and verification systems could contribute to reducing the administrative burden for shipping companies, while preserving the key objectives of the EU MRV Regulation. Such a partial alignment should however not modify the governance, verification, transparency or CO2 reporting requirements of the EU MRV Regulation as it would severely undermine its objectives and affect its capacity to inform future policy-making decisions and to incentivise the uptake of energy efficiency measures and behaviours in shipping. Any amendments to the EU MRV Regulation should therefore limit the alignment with the global IMO DCS in relation to ships covered by the EU MRV Regulation, definitions, monitoring parameters, monitoring plans and templates.

(12)

Global IMO DCS provisions on data to be monitored and reported annually should be taken into account so as to ensure that streamlined data is collected for ships' activities falling under both systems. In order to do so, the parameter ‘deadweight tonnage’ should be reported but ‘cargo carried’ should remain on a voluntary basis . ‘Time at sea’ should be replaced by the global IMO DCS definition of ‘hours underway’. Finally, calculation of ‘distance travelled’ should be based on global IMO DCS (25) to reduce administrative burden.

(12)

Global IMO DCS provisions on data to be monitored and reported annually should be taken into account so as to ensure that streamlined data is collected for ships' activities falling under both systems. In order to do so, the parameter ‘deadweight tonnage’ should be reported in addition to ‘cargo carried’. ‘Time at sea’ should be replaced by the global IMO DCS definition of ‘hours underway’. Finally, calculation of‘distance travelled’ should be based on global IMO DCS (25) to reduce administrative burden.

(13)

Content of monitoring plans should be streamlined so as to take into consideration the global IMO DCS except for the parts of the plan which are necessary to ensure that only Union-related data are monitored and reported under the EU MRV Regulation. Therefore, any ‘per voyage’ provisions should remain as part of the monitoring plan.

(13)

Content of monitoring plans should be streamlined so as to take into consideration the global IMO DCS except for the parts of the plan which are necessary to ensure that only Union-related data are monitored and reported under the EU MRV Regulation. Therefore, any ‘per voyage’ provisions should remain as part of the monitoring plan. The Commission should also assist the Member States by sharing expertise and good practices, as well as the implementation of new technologies, with the objective of decreasing administrative barriers and of retrieving data efficiently and securely.

(13a)

The impact assessment conducted by the Commission in 2013 and accompanying the proposal for the EU MRV Regulation showed the effectiveness of the EU ETS for maritime emissions and identified an EU ETS system or a target-based compensation fund as the options that could ensure the necessary emissions reductions are achieved in the sector. In order to include maritime shipping in the Union's emissions reduction effort, Directive 2003/87/EC of the European Parliament and of the Council1a should be amended to cover maritime emissions. The Commission should adopt delegated acts for setting the total quantity of allowances for maritime transport in line with other sectors, and the method of allocation of allowances for maritime transport through full auctioning. When preparing those delegated acts, the Commission should update the 2013 impact assessment, in particular to take account of the Union’s economy-wide GHG emissions reduction target for 2030 and the climate-neutrality objective as defined in Regulation (EU) …/… [European Climate Law] and the economic impact including in terms of possible risks of unintended modal shifts and carbon leakage. The Commission should publish the results of that assessment. It is important that the Union and its Member States support measures at international level to reduce the climate impact of maritime transport. The Commission should keep under review any progress made towards the adoption of a market-based measure by IMO, and should in the event of adoption of a global market-based measure, consider how to ensure that there is consistency between Union and global measures in a manner that preserves the environmental integrity and effectiveness of Union climate action.

(13b)

The successful transition to zero-emission shipping requires an integrated approach and the appropriate enabling environment to stimulate innovation, both on ships and in ports. That enabling environment involves public and private investment in research and innovation, technological and operational measures to improve the energy efficiency of ships, and the deployment of sustainable alternative fuels, such as hydrogen and ammonia, that are produced from renewable energy sources and of zero-emission propulsion technologies, including the necessary refuelling and recharging infrastructure in ports. An Ocean Fund should be established from revenues generated from the auctioning of maritime allowances under the EU ETS to improve the energy efficiency of ships and support investment aimed at helping to decarbonise maritime transport, including in short sea shipping and ports. The Commission should also develop measures to regulate the access of the most polluting ships to Union ports and to oblige docked fossil-fuel ships to use shore-side electricity or alternative zero-emission options. The Commission should also assess the possibility of requiring ports to adopt demurrage tariffs based on emissions.

(13c)

The successful transition towards zero-emission and green ships requires an integrated approach to promote innovative measures for greener ships, for example regarding hull design, new engines and sustainable alternative fuels, and wind propulsion, and operational measures, which can be implemented in the short term to reduce fuel consumption and thus emissions, such as speed reduction or better route planning. Speed reduction, also referred to as slow steaming, was tested on a large scale between 2006 and 2012 due to the sharp increase in fuel prices: a 10 % reduction in speed led to a reduction in consumption of around 19 %  (1a) and a corresponding reduction in emissions. Market based measures such as the EU ETS will encourage the reduction of emissions and investment in research and innovation, to improve the energy efficiency of ships, and the deployment of sustainable alternative fuels and propulsion technologies, including the necessary refuelling and recharging infrastructures in ports and inland ports.

(14a)

In order to maintain a high quality of data reported in the THETIS-MRV register, the European Maritime Safety Agency (EMSA) should be given the necessary powers and resources to be able to check emissions reports that have been verified as satisfactory by a verifier.

(14b)

The Commission should review the functioning of Regulation (EU) 2015/757, taking into account the experience gained in the implementation of that Regulation and of the global IMO DCS, as well as other relevant developments aimed at reducing GHG emissions from maritime transport.

(14c)

Maritime transport is also a source of air pollutants, such as sulphur oxide (SOx), nitrogen oxide (NOx), particulate matter (PM), ozone depleting substances (ODS) and volatile organic compounds (VOC)1a. Air pollutants adversely impact both the environment and the health of citizens, in particular those living or working in coastal or port areas. The Commission should review the relevant legislation by June 2021 and make concrete proposals to address the problem of air pollution emissions from maritime transport. The Commission should also work on the extension of Sulphur Emission Control Areas (SECA) and NOx Emission Control Areas (NECA) in all European seas, including in the Mediterranean sea, and further address the problem of the discharge of washwater from scrubbers and the discharge of other substances, such as ballast water, hydrocarbons, heavy metals and chemicals, into open waters, and the problem of the impact of such substances on marine biodiversity.

(15)

The objective of Regulation (EU) 2015/757 is to monitor, report and verify CO2 emissions from ships calling at EEA ports as the first step of a staged approach to reduce greenhouse gas emissions. This cannot be sufficiently achieved by the Member States but can rather, by reason of its scale and effects, be better achieved at Union level. The global IMO DCS should be taken into account and this Regulation ensures the continued comparability and reliability of collected data based on a single set of requirements. The Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve that objective.

(15)

The objective of Regulation (EU) 2015/757 is to monitor, report and verify GHG emissions from ships calling at EEA ports , to reduce their average carbon intensity per transport work, including by significantly reducing their emissions when at berth, and to price those emissions so as to reduce greenhouse gas emissions from the maritime sector . This cannot be sufficiently achieved by the Member States but can rather, by reason of its scale and effects, be better achieved at Union level. The global IMO DCS should be taken into account and this Regulation ensures the continued comparability and reliability of collected data based on a single set of requirements. The Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve that objective.

(15a)

The transition to climate neutral shipping has yet to be achieved and regulatory measures in that regard have been hitherto inadequate. Ports can have a significant role in the decarbonisation of maritime transport. Operators of ships calling at Union ports should be obliged to ensure, through means such as connecting to shore-side electricity, that when at berth their ships do not emit greenhouse gas or air-polluting emissions. This would be particularly important in the case of berths located close to urban areas, in order to reduce the effects of air pollution on human health. Given the differential impacts of ships in relation to greenhouse gas and air-polluting emissions, most polluting ships, including large passenger ships, should be required to comply with that requirement first.

(15b)

Ship operators should ensure they operate the vessels in the most energy-efficient manner possible, keeping emissions to the lowest possible levels. Shipbuilders should ensure they make emissions reduction a priority when building new ships.

(23)

Other greenhouse gases, climate forcers or air pollutants should not be covered by the Union MRV system at this stage to avoid requirements to install not sufficiently reliable or commercially available measuring equipment , which could impede the implementation of the Union MRV system .

(-a)

(-aa)

(b)

‘port of call’ means the port where a ship stops to load or unload cargo or to embark or disembark passengers; consequently, stops for the sole purposes of refuelling, obtaining supplies, relieving the crew, going into dry-dock or making repairs to the ship and/or its equipment, stops in port because the ship is in need of assistance or in distress, ship-to-ship transfers carried out outside ports, and stops for the sole purpose of taking shelter from adverse weather or rendered necessary by search and rescue activities are excluded;

(d)

‘company’ means the shipowner or any other organisation or person such as the manager or the bareboat charterer, which has assumed the responsibility for the operation of the ship from the shipowner and has agreed to take over all the duties and responsibilities imposed by Regulation (EC) No 336/2006 of the European Parliament and of the Council;

‘(d)

“company” means the shipowner or any other organisation or person such as the manager; the time charterer or the bareboat charterer, which has assumed the responsibility for the commercial operation of the ship from the shipowner and is responsible for paying for fuel consumed by the ship;’

(aa)

Point (i) is replaced by the following:

(i)

‘other relevant information’ means information related to CO2 emissions from the consumption of fuels, to transport work and to the energy efficiency of ships, which enables the analysis of emission trends and the assessment of ships’ performances;

(ia)

the following point is inserted:

(f)

cargo carried, on a voluntary basis;

(a)

all of the ship's voyage during the reporting period either start from or end at a port under the jurisdiction of a Member state; and

‘(a)

no less than 90 % of the ship's voyage during the reporting period either start from or end at a port under the jurisdiction of a Member state; and’

(aa)

The following point is added:

(ba)

In point (a) of paragraph 3, the following point is added:

(bb)

In point (a) of paragraph 3, the following point is added:

(a)

the identity of the ship (name, IMO identification number and port of registry or home port);

‘(a)

the identity of the ship (name, company, IMO identification number and port of registry or home port);’

(d)

the annual total fuel consumption for voyages;

‘(d)

the annual total fuel consumption , per fuel type, for voyages’;