L 234/10
EN
Official Journal of the European Union
22.9.2023
(49)
The mandatory deployment targets should take into account the types of vessels served and traffic volumes of maritime ports.
In order to avoid the installation of capacity that will be underused, maritime ports with low traffic volumes of certain ship categories based on the average annual number of port calls should not be subject to the mandatory deployment targets for the corresponding ship categories.
Similarly, the mandatory targets should not aim to target maximum demand, but a sufficiently high volume, in order to avoid underused capacity and to take account of port operational characteristics.
(50)
When determining the number of the port calls, port calls of short duration, port calls of ships that use zeroemission technologies, unscheduled port calls for reasons of safety or saving lives at sea, port calls under exceptional circumstances requiring the use of on-board energy generation, port calls under emergency situations that represent immediate risk to life, the ship or the environment or port calls for other reasons of force majeure should not be taken into account.
(51)
Maritime transport is an important factor in the cohesion and economic development of islands and the outermost regions of the Union, as well as for Ceuta and Melilla.
Electricity production capacity in those islands, regions and territories may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply.
In such cases, those islands, regions and territories are to be exempted from the requirement to provide shore-side electricity supply unless and until such an electrical connection with the mainland or neighbouring countries, as the case may be, has been completed or there is sufficient locally generated capacity from non-fossil energy sources.
(52)
An appropriate number of refuelling points for liquefied methane in TEN-T core maritime ports should be available by 2025.
The deployment of that infrastructure should be driven by market demand.
Refuelling points for liquefied methane include liquefied methane terminals, tanks, tank truck trailers, truck tankers, mobile containers, bunker vessels and barges.
(53)
Installations providing shore-side electricity supply should also be deployed in inland waterway ports of the TEN-T network.
(54)
The use of an external electricity supply should replace the use of the engines when aircraft are stationary at airports.
This should reduce pollutant and noise emissions, improve air quality and reduce the impact of aircraft on climate change.
Therefore, for all commercial transport operations, an external electricity supply should be provided while aircraft are parked at the aircraft contact stands or aircraft remote stands at airports of the TEN-T network.
The external electricity supply to aircraft could be ensured by fixed or mobile ground power units, both at aircraft contact stands and aircraft remote stands.
While aircraft should be able to make use of external electricity supply at all aircraft contact stands and aircraft remote stands used for commercial air transport operations, it is not necessary for each stand to be equipped with a fixed or mobile ground power unit, since a single ground power unit, whether fixed or mobile, is capable of serving multiple stands and of being deployed to meet operational needs.
(55)
When ensuring that stationary aircraft are provided with access to an electricity supply in airports, Member States should, where appropriate, promote cooperation of the airport managing body with suppliers of ground-handling services, as well as, where relevant, with self-handling airport users.
Member States should in particular do so through the Airport Users’ Committee set up pursuant to Council Directive 96/67/EC (16).
(56)
Members States should be able to exempt airports of the TEN-T network with less than 10 000 commercial flight movements per year, calculated as an average over the previous three years, from the obligation to provide electricity to stationary aircraft at all remote stands.
In view of the number of flights concerned, the investment and maintenance costs for providing the aircraft remote stands with electricity in those airports of the TEN-T network might not be proportionate to the environmental benefit, especially in comparison with more efficient investments to tackle airports’ CO2 emissions.
(16) Council Directive 96/67/EC of 15 October 1996 on access to the groundhandling market at Community airports (OJ L 272, 25.10.1996, p. 36).