Activities of Stanislav POLČÁK related to 2021/0205(COD)
Plenary speeches (1)
Sustainable aviation fuels (ReFuelEU Aviation Initiative) (A9-0199/2022 - José Ramón Bauzá Díaz)
Amendments (33)
Amendment 64 #
Proposal for a regulation
Recital 2
Recital 2
(2) From 2020, air transport has been one of the hardest hit sector by the COVID-19 crisis. With the perspective of an end to the pandemic in sight, it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. At the same time, emissions of greenhouse gases from the sector have been increasing since 1990 and the trend of increasing emissions cwould returmost likely return without appropriate action being taken as we overcome the pandemic. Therefore, it is necessary to prepare for the future and makeadopt the necessary adjustmentmeasures ensuring a well- functioning air transport market that contributes to achieving the Union’s climate goals, with high levels of connectivity, safety and securityprotection.
Amendment 81 #
Proposal for a regulation
Recital 5
Recital 5
(5) In particular, it is essential to ensure a level playing field across the Union air transport market regarding aviation fuel, which account for a substantial share of aircraft operators’ costs. Variations in fuel prices can affect significantly aircraft operators’ economic performance and negatively impact competition on the market. Where differences in aviation fuel prices exist between Union airports or between Union and non-Union airports, this can lead aircraft operators to adapt their refuelling strategies for economic reasons. Fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. Some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector and be harmful to air connectivity. This Regulation should set up measures to prevent such practices in order to avoid unnecessary environmental damagenegative impacts on the environment, the necessary reduction of the emission intensity of the sector as well as to restore and preserve the conditions for fair competition on the air transport market.
Amendment 96 #
Proposal for a regulation
Recital 7
Recital 7
(7) The Communication on a Sustainable and Smart Mobility Strategy10 adopted by the Commission in December 2020 sets a course of action for the EU transport system to achieve its green and digital transformation and become more resilient. The decarbonisation of the air transport sector is a necessary and challenging process, especially in the short term. Technological advancements, pursued in European and national research and innovation aviation programmes have contributed to important immediate emission reductions in the past decades. However, the global growth of air traffic has outpaced the sector’s emissions intensity reductions. Whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades, sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges, already in the short term. However, this potential is currently largely untapped. _________________ 10Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.
Amendment 105 #
Proposal for a regulation
Recital 9
Recital 9
(9) The gradual introduction of sustainable aviation fuels on the air transport market will represent an additional fuel cost for airlines, as such fuel technologies are currently more expensive to produce than conventional aviation fuel. This is expected to exacerbate the pre-existing issues of level playing field on the air transport market as regards aviation fuel, and to cause further distortions among aircraft operators and airports. This regulation should takeestablish measures to prevent that the introduction of sustainable aviation fuels affects negatively the competitiveness of the aviation sector by defining harmonised requirements across the Union.
Amendment 109 #
Proposal for a regulation
Recital 10
Recital 10
(10) At global level, sustainable aviation fuels are regulated at ICAO. In particular, ICAO establishes detailed requirements on the sustainability, traceability and accounting of sustainable aviation fuels for use on flights covered by the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). While incentives are set in CORSIA and sustainable aviation fuels are considered an integral pillar of the work on the feasibility of a Long-Term Aspiration Goal for international aviation, there is currently no mandatory scheme on the use of sustainable aviation fuels for international flights. Comprehensive multilateral or bilateral air transport agreements between the EU or its Member States, and third countries generally include provisions on environmental protection. However, for the time being, such provisions do not impose on contracting parties any binding requirements on the use of sustainable aviation fuels. This situation and the limited impact of EU regulation underline the need for active international action, in particular through ICAO, to adopt globally binding measures to promote more sustainable air transport.
Amendment 117 #
Proposal for a regulation
Recital 13
Recital 13
(13) This regulation aims in the first instance to set out a framework restoring and preserving a level playing field on the EU air transport market as regards the use of aviation fuels. Such a framework should prevent divergent requirements across the Union that would exacerbate refuelling practices distorting competition between aircraft operators or putting some airports at competitive disadvantage with others. In a second instance, it aims to gear the EU aviation market with robust rules to ensure that gradually increasing shares of sustainable aviation fuels can be introduced at EU airports without detrimental effects on the competitiveness of the EU aviation internal market.
Amendment 130 #
Proposal for a regulation
Recital 16
Recital 16
(16) Development and deployment of sustainable aviation fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, sustainable aviation fuels produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise air transport already in the short term.(Does not affect English version.)
Amendment 136 #
Proposal for a regulation
Recital 17
Recital 17
(17) For sustainability reasons, feed and food crop-based fuels should not be eligible. In particular, indirect land-use change occurs when the cultivation of crops for biofuels displaces traditional production of crops for food and feed purposes. Such additional demand increases the pressure on land and can lead to the extension of agricultural land into areas with high-carbon stock, such as forests, wetlands and peatland, causing additional greenhouse gas emissions and, with a high probability, further loss of biodiversity concerns. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fuels produced from feedstock for which a significant expansion of the production area into land with high- carbon stock is observed. Accordingly, feed and food crop- based fuels should not be promoted. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector.
Amendment 154 #
Proposal for a regulation
Recital 22
Recital 22
(22) Airports covered by this Regulation should ensure that all the necessary infrastructure is provided for delivery, storage and refuelling of sustainable aviation fuel, so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. If necessary, the AgencyEuropean Union Aviation Safety Agency (EASA) should be able to require a Union airport to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. The role of the Agency should allow airports and airlines to have a common focal point, in the event where technical clarification is necessary on the availability of fuel infrastructure.
Amendment 161 #
Proposal for a regulation
Recital 27
Recital 27
(27) It is essential that aircraft operators can claim the use of sustainable aviation fuels under greenhouse gas schemes such as the EU Emissions Trading System or CORSIA, depending on the route of their flights. However, it is essentialAt the same time, however, it must be ensured that this regulation should not lead to a double counting of emissions reductions. Aircraft operators should only be allowed to claim benefits for the use of an identical batch of sustainable aviation fuels once. Fuel suppliers should be requested to provide free of charge to aircraft operators any information pertaining to the properties of the sustainable aviation fuel sold to that aircraft operator and that is relevant for reporting purposes by the aircraft operator under this Regulation or greenhouse gas schemes.
Amendment 167 #
Proposal for a regulation
Recital 28
Recital 28
(28) In order to ensure a level playing field of the aviation internal market and the adherence to the climate ambitions of the Union, this RegulationMember States should introduce effective, proportionate and dissuasive penalties on aviation fuel suppliers and aircraft operators in case of non- compliance. The level of the penalties needs to be proportionate to the negative impacts on the environmental damage and to the prejudice to the level-playing field of the internal market inflicted by the non- compliance. When imposing administrative fines, the authorities should take into account the evolution of the price of aviation fuel and sustainable aviation fuel in the reporting year;
Amendment 182 #
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
(32 a) The transition to sustainable aviation fuels will also have the secondary effect of reducing dependence on fossil fuel imports from third countries, thus increasing the Union’s energy security. The need for this move is only accentuated by the current international political situation.
Amendment 186 #
Proposal for a regulation
Article 3 - paragraph 1 - indent 1
Article 3 - paragraph 1 - indent 1
— ‘Union airport’ ‘means an airport as defined in Article 2(21) of Directive 2009/12/EC of the European Parliament and of the Council13, where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting provided that it is period, and is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union; _________________ 13Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport chargesmarily used for commercial air’;
Amendment 194 #
Proposal for a regulation
Article 3 - paragraph 1 - indent 3
Article 3 - paragraph 1 - indent 3
— ‘commercial air transport flight’ means a flight operated for the purposes of transport of passengers, cargo or mail for remuneration or hire, or business aviation flights;(Does not affect English version.)
Amendment 214 #
Proposal for a regulation
Article 3 - paragraph 1 - indent 11
Article 3 - paragraph 1 - indent 11
— ‘reporting year’ means a period of one year in which the reports referred to in Articles 7 and 9 are to be submitted starting 1 January and ending 31 December;(Does not affect English version.)
Amendment 215 #
Proposal for a regulation
Article 3 - paragraph 1 - indent 12
Article 3 - paragraph 1 - indent 12
— ‘reporting period’ means a period from 1 January until 31 December of the year preceding the reporting year;(Does not affect English version.)
Amendment 219 #
Proposal for a regulation
Article 3 - paragraph 1 - indent 16
Article 3 - paragraph 1 - indent 16
— ‘greenhouse gas scheme’ means a scheme granting benefits to aircraft operators for the use of sustainable aviation fuels.(Does not affect English version.)
Amendment 224 #
Proposal for a regulation
Article 4 - paragraph 1
Article 4 - paragraph 1
Aviation fuel suppliers shall ensure that all aviation fuel made availablesupplied to aircraft operators at each Union airport contains a minimum share of sustainable aviation fuel, including a minimum share of synthetic aviation fuel in accordance with the values and dates of application set out in Annex I.
Amendment 231 #
Proposal for a regulation
Article 4 - paragraph 2
Article 4 - paragraph 2
Without prejudice to the application of Article 11(3) and (4), where an aviation fuel supplier fails to supply the minimum shares set out in Annex I for a given reporting period, it shall at least complement that shortfallincrease its supply by at least those undelivered shares in the subsequent reporting period.
Amendment 255 #
Proposal for a regulation
Article 6 - paragraph 3
Article 6 - paragraph 3
The Agency shall assess the information received and inform the Commission if such information allows to conclude that the Union airport does not fulfil its obligations. Union airports shall take the necessary measures to identify and address the lack of adequate airport infrastructuaction pursuant to the first subparagraph of this Article up to 5 years from entry into force of the Regulation. Where, in 5the years after the preceding the year of entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a), passenger traffic at an airport was less than 1 million passengers or freight traffic was less than 100 000 tonnes, the airport shall adopt the measure referred to in the first subparagraph within 10 years of the entry into force of the Regulation.
Amendment 270 #
Proposal for a regulation
Article 8 - paragraph 1 - introductory part
Article 8 - paragraph 1 - introductory part
Aircraft operators shallmay not claim benefits for the use of an identical batch of sustainable aviation fuels under more than one greenhouse gas scheme. Together with the report referred to in Article 7, aircraft operators shall provide the Agency with:
Amendment 271 #
Proposal for a regulation
Article 8 - paragraph 1 - point a
Article 8 - paragraph 1 - point a
(a) A declaration of greenhouse gas schemes they participate in and in which the use of sustainable aviation fuels may be reported;(Does not affect English version.)
Amendment 273 #
Proposal for a regulation
Article 8 - paragraph 2
Article 8 - paragraph 2
Amendment 276 #
Proposal for a regulation
Article 9 - paragraph 1 - introductory part
Article 9 - paragraph 1 - introductory part
By 31 March of each reporting year, aviation fuel suppliers shall report in the Union Database referred to in Article 28 of Directive (EU) 2018/2001, the following information relative to the reporting period:
Amendment 277 #
Proposal for a regulation
Article 9 - paragraph 1 - point b
Article 9 - paragraph 1 - point b
(b) The volume of sustainable aviation fuel supplied at each Union airport, and for each type of sustainable aviation fuel, as detailedlaid down in point c);
Amendment 288 #
Proposal for a regulation
Article 11 - paragraph 2
Article 11 - paragraph 2
(2) Member States shall ensure that any aircraft operator failing to comply with the obligations laid down in Article 5 is liable to an administrative fine. That fine shall be at least twice as high as the multiplication of the yearly average price of sustainable aviation fuel per tonne and of the total yearly non- tanked quantity;
Amendment 292 #
Proposal for a regulation
Article 11 - paragraph 2 a (new)
Article 11 - paragraph 2 a (new)
2 a) Member States shall ensure that failure to comply with the obligations laid down in Article 6 is punishable by an administrative fine.
Amendment 301 #
Proposal for a regulation
Article 11 - paragraph 5
Article 11 - paragraph 5
(5) In the decision imposing the administrative fines referred to in paragraphs 2, 3 and 4, the competent authority shall explain the methodology applied for the determination of the price of aviation fuel, sustainable aviation fuel and synthetic aviation fuel on the Union market, based on verifiable and objective criteria;
Amendment 309 #
Proposal for a regulation
Article 11 - paragraph 7
Article 11 - paragraph 7
(7) Member States shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. Member States shall transfer the amount collected through those administrative fines as contribution to the InvestEU Green Transition Investment Facility, as a top-up toProgramme, over and above the EU guaranteed EU contribution.
Amendment 314 #
Proposal for a regulation
Article 12 – paragraph 1 – point d
Article 12 – paragraph 1 – point d
(d) The status of compliance of each individual airports regarding obligations set out in Article 6;
Amendment 314 #
Proposal for a regulation
Article 12 – paragraph 1 – point d
Article 12 – paragraph 1 – point d
(d) The status of compliance of each individual airports regarding obligations set out in Article 6;
Amendment 326 #
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
By 1 January 2028 and every five years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the evolution of the aviation fuels market and its impact on the aviation internal market of the Union, including regarding the possible extension of the scope of this Regulation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directive, the possible revision of the minimum shares in Article 4 and Annex I, and the level of administrative fines. The report shall include information, where available, on development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level, and information on the steps taken by the Commission to work with the ICAO to find a globally binding mechanism to increase the sustainability of aviation fuels and air transport as a whole. The report shall also inform on technological advancements in the area of research and innovation in the aviation industry which are relevant to sustainable aviation fuels, including with regards to the reduction of non-CO2 emissions. The report may consider if this Regulation should be amended and, options for amendments, where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO level.
Amendment 326 #
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
By 1 January 2028 and every five years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the evolution of the aviation fuels market and its impact on the aviation internal market of the Union, including regarding the possible extension of the scope of this Regulation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directive, the possible revision of the minimum shares in Article 4 and Annex I, and the level of administrative fines. The report shall include information, where available, on development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level, and information on the steps taken by the Commission to work with the ICAO to find a globally binding mechanism to increase the sustainability of aviation fuels and air transport as a whole. The report shall also inform on technological advancements in the area of research and innovation in the aviation industry which are relevant to sustainable aviation fuels, including with regards to the reduction of non-CO2 emissions. The report may consider if this Regulation should be amended and, options for amendments, where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO level.