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European Maritime Single Window

14-05-2018

Reporting formalities for ships arriving in and/or departing from ports of the Member States are currently set out in Directive 2010/65/EU – the Reporting Formalities Directive (RFD). The directive aims to simplify and harmonise administrative procedures in maritime transport by introducing a single window for reporting formalities for ships. The European Commission's ex-post evaluation of the functioning of the directive showed that, eight years after its adoption, several serious problems are hampering ...

Reporting formalities for ships arriving in and/or departing from ports of the Member States are currently set out in Directive 2010/65/EU – the Reporting Formalities Directive (RFD). The directive aims to simplify and harmonise administrative procedures in maritime transport by introducing a single window for reporting formalities for ships. The European Commission's ex-post evaluation of the functioning of the directive showed that, eight years after its adoption, several serious problems are hampering its harmonised application throughout the EU. The main problem drivers are (1) an unsatisfactory level of national and EU harmonisation, (2) the limited scope of the directive and (3) an inefficient use of the received data by national authorities of Member States. The European Parliament has already underlined the need for simplification and harmonisation of administrative requirements for ships in maritime transport. The European Commission intends to address the problems identified to date by submitting a legislative proposal to revise the RFD in the second quarter of 2018.

Policy Departments' Monthly Highlights - April 2018

16-04-2018

The Monthly Highlights publication provides an overview, at a glance, of the on-going work of the policy departments, including a selection of the latest and forthcoming publications, and a list of future events.

The Monthly Highlights publication provides an overview, at a glance, of the on-going work of the policy departments, including a selection of the latest and forthcoming publications, and a list of future events.

Port reception facilities for the delivery of waste from ships

22-03-2018

This note seeks to provide an initial analysis of the strengths and weaknesses of the European Commission's impact assessment (IA) (consisting of part 1 and part 2), accompanying the above-mentioned proposal, submitted on 16 January 2018 and referred to Parliament's Committee on Transport and Tourism. Ship-generated waste, such as oily waste, sewage and garbage, poses a significant threat to the marine environment (IA part 1, p.3). The current legal framework laying down the rules applicable to ship-generated ...

This note seeks to provide an initial analysis of the strengths and weaknesses of the European Commission's impact assessment (IA) (consisting of part 1 and part 2), accompanying the above-mentioned proposal, submitted on 16 January 2018 and referred to Parliament's Committee on Transport and Tourism. Ship-generated waste, such as oily waste, sewage and garbage, poses a significant threat to the marine environment (IA part 1, p.3). The current legal framework laying down the rules applicable to ship-generated waste is Directive 2000/59/EC (hereafter referred to as 'the directive'). The directive is based on the provisions of the International Convention for the Prevention of Pollution from Ships (the MARPOL Convention), which was developed by the International Maritime Organization (IMO)) and regulates discharges at sea. The directive strengthens the regime established under MARPOL through a port-based approach, focusing on operations in ports, including 1) development of waste reception and handling plans in ports; 2) advance notification of waste by ships before entry into port; 3) mandatory delivery of ship-generated waste; 4) payment of fees by ships for the reception of their ship-generated waste; 5) exemptions for ships engaged in scheduled traffic; 6) inspections to verify compliance with the delivery requirements; and 7) development of an information and monitoring system.

Trasporto marittimo: approccio strategico

01-02-2018

La legislazione dell'UE in materia di trasporto marittimo s'incentra principalmente sull'applicazione del principio della libera prestazione dei servizi e sulla corretta applicazione delle norme di concorrenza, garantendo al contempo un elevato livello di sicurezza, buone condizioni di lavoro e gli standard ambientali.

La legislazione dell'UE in materia di trasporto marittimo s'incentra principalmente sull'applicazione del principio della libera prestazione dei servizi e sulla corretta applicazione delle norme di concorrenza, garantendo al contempo un elevato livello di sicurezza, buone condizioni di lavoro e gli standard ambientali.

Trasporto marittimo: regole di traffico e sicurezza

01-02-2018

Negli ultimi anni diversi regolamenti e direttive dell'UE, in particolare i tre pacchetti legislativi adottati in seguito agli incidenti delle petroliere Erika e Prestige, hanno notevolmente migliorato le norme di sicurezza della navigazione marittima.

Negli ultimi anni diversi regolamenti e direttive dell'UE, in particolare i tre pacchetti legislativi adottati in seguito agli incidenti delle petroliere Erika e Prestige, hanno notevolmente migliorato le norme di sicurezza della navigazione marittima.

Trasporto marittimo: regole di traffico e sicurezza

01-11-2017

Negli ultimi anni diversi regolamenti e direttive dell'UE, in particolare i tre pacchetti legislativi adottati in seguito agli incidenti delle petroliere Erika e Prestige, hanno notevolmente migliorato le norme di sicurezza della navigazione marittima.

Negli ultimi anni diversi regolamenti e direttive dell'UE, in particolare i tre pacchetti legislativi adottati in seguito agli incidenti delle petroliere Erika e Prestige, hanno notevolmente migliorato le norme di sicurezza della navigazione marittima.

Key Issues at Stake at the 69th Session of the IMO Marine Environment Protection Committee (MEPC 69)

15-04-2016

Despite efficiency improvements, CO2 emissions from international shipping are projected to be six times higher in 2050 than in 1990. At the Paris climate conference, countries agreed to limit climate change to well below 2°C. Without considerable contributions of the shipping sector to global mitigation efforts this goal will be much harder to achieve. In 2011, the IMO adopted two efficiency measures to address greenhouse gas (GHG) emissions: the Energy Efficiency Design Index (EEDI) sets compulsory ...

Despite efficiency improvements, CO2 emissions from international shipping are projected to be six times higher in 2050 than in 1990. At the Paris climate conference, countries agreed to limit climate change to well below 2°C. Without considerable contributions of the shipping sector to global mitigation efforts this goal will be much harder to achieve. In 2011, the IMO adopted two efficiency measures to address greenhouse gas (GHG) emissions: the Energy Efficiency Design Index (EEDI) sets compulsory energy efficiency standards for new ships built after 2013, and the Ship Energy Efficiency Management Plan (SEEMP) requires ships to develop a plan to monitor and possibly improve their energy efficiency; shipping was the first sector to set global efficiency standards; earlier efforts to establish a Market-based Mechanism (MBM) have not been successful to date and are still in limbo. The main issues at stake at MEPC 69 are the review of the EEDI target values, the potential adoption of a GHG data collection system and proposals for a work programme geared to determining a fair share for international shipping in global GHG mitigation efforts. Particularly the outcome of the latter will reveal the extent to which IMO Member States consider the Paris Agreement as a mandate to enhance GHG mitigation efforts under the IMO. It is recommended that the ENVI delegation use opportunities such as bilateral meetings with delegations from other countries, informal conversations or the side events to promote the adoption of an ambitious data collection system and to highlight the importance of a work programme geared to determining international shipping’s fair share in global GHG mitigation efforts.

The IMO – for 'safe, secure and efficient shipping on clean oceans'

15-02-2016

The International Maritime Organization (IMO) is a United Nations specialised agency responsible for regulating international shipping. Since 1959, when it met for the first time, the IMO's overarching objectives have been the improvement of maritime safety and the prevention of marine pollution, to which maritime security was added later. The organisation's functioning reflects the diverging interests of its 171 member states acting in diverse capacities as port, coastal and flag states on the ...

The International Maritime Organization (IMO) is a United Nations specialised agency responsible for regulating international shipping. Since 1959, when it met for the first time, the IMO's overarching objectives have been the improvement of maritime safety and the prevention of marine pollution, to which maritime security was added later. The organisation's functioning reflects the diverging interests of its 171 member states acting in diverse capacities as port, coastal and flag states on the one hand, and as developed, developing or least developed states, on the other. The main legal instruments used by the IMO are conventions. Generally regarded as being of a high standard, the body of technical rules adopted through these conventions is widely accepted. In contrast, the IMO received criticism in 2015 for its approach to reducing greenhouse gas emissions from international shipping, perceived as insufficient. While all EU Member States and the European Commission take part in IMO meetings, the EU has over the years developed and applied its own maritime legislation, which has on occasion stirred debate within the international shipping community. In 2015, the European Parliament sent its first-ever delegation to an IMO meeting. Furthermore, the Parliament added its voice to the international community calling on the IMO to step up action on reducing shipping emissions.

Nicaragua: The Chinese inter-ocean canal project

05-05-2015

On 22 December 2014, the controversial construction of a shipping route across Nicaragua to connect the Pacific and the Atlantic Ocean was officially launched. With an estimated cost of US$40 to US$50 billion, the Nicaragua inter-ocean canal project could be the biggest-ever infrastructure investment in Latin America's history. The canal will be built by the Hong Kong Nicaragua Canal Development Group (HKND) and is scheduled to be operational by 2020. Opposition to the future waterway is mounting ...

On 22 December 2014, the controversial construction of a shipping route across Nicaragua to connect the Pacific and the Atlantic Ocean was officially launched. With an estimated cost of US$40 to US$50 billion, the Nicaragua inter-ocean canal project could be the biggest-ever infrastructure investment in Latin America's history. The canal will be built by the Hong Kong Nicaragua Canal Development Group (HKND) and is scheduled to be operational by 2020. Opposition to the future waterway is mounting, however, as there are doubts whether the project's calculated economic gains will outweigh the potential adverse environmental and social implications.

Monitoraggio delle emissioni di CO2 nel trasporto marittimo

20-04-2015

Międzynarodowa żegluga morska pozostaje jedynym rodzajem transportu nieujętym w zobowiązaniu Unii do redukcji emisji gazów cieplarnianych. W 2013 r. Komisja Europejska opracowała zarys podejścia UE do tych kwestii i na wstępie przedstawiła wnioski w sprawie stworzenia systemu gromadzenia i publikowania zweryfikowanych rocznych danych dotyczących emisji CO2 pochodzących z dużych statków zawijających do portów unijnych. Podejście to wesprze pośrednio działania UE związane ze zmianą klimatu oraz może ...

Międzynarodowa żegluga morska pozostaje jedynym rodzajem transportu nieujętym w zobowiązaniu Unii do redukcji emisji gazów cieplarnianych. W 2013 r. Komisja Europejska opracowała zarys podejścia UE do tych kwestii i na wstępie przedstawiła wnioski w sprawie stworzenia systemu gromadzenia i publikowania zweryfikowanych rocznych danych dotyczących emisji CO2 pochodzących z dużych statków zawijających do portów unijnych. Podejście to wesprze pośrednio działania UE związane ze zmianą klimatu oraz może przyczynić się do toczącej się dyskusji międzynarodowej na temat redukcji emisji przez statki na poziomie światowym.

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