18 Amendments of Jens GIESEKE related to 2021/0205(COD)
Amendment 55 #
Proposal for a regulation
Recital 4
Recital 4
(4) The air transport market is subject to strong competition between economic actors across the Union and worldwide, for which a level playing field is indispensable. The stability and prosperity of the air transport market and its economic actors relies on a clear and harmonised policy framework where aircraft operators, airports and other aviation actors can operate on the basis of equal opportunities. It has to be acknowledged that to a large extend intra-EU flights are part of global itineraries set in a global competition and market. The same is valid for itineraries from non-EU to non-EU destinations through European airports. A shift of these itineraries to non-EU hubs would be a major market distortion and would possibly have negative environmental impacts. Where market distortions occur, they risk putting aircraft operators or airports atre put at risk for a disadvantage with internal or external competitors. In turn, this can result in a loss of competitiveness of the air transport industry, and a loss of air connectivity for citizens and businesses.
Amendment 59 #
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4 a) To combat carbon leakage and to avoid distortions of competition in the international aviation market, a global measure for a blending mandate on international flights should be the preferred solution. The EU should advocate to start negotiations for a mandatory international quota in global aviation at the ICAO General Assembly as soon as possible. Along the way, the EU will initially introduce an ambitious blending obligation for intra-EU traffic in order to avoid carbon leakage.
Amendment 93 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12 a) To combat carbon leakage and to avoid distortions of competition in the international aviation market, a global measure for a blending mandate on international flights would be the preferred solution. The EU will advocate starting negotiations for a mandatory international quota in global aviation at the ICAO General Assembly in 2022.
Amendment 96 #
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13 a) Although the blending mandate applies to all flights from Union airports, including routings via airports outside of the EU, the mandate will only apply for traffic on the first leg to a non-EU- airport, but not for the following leg to the final destination. The result is an incentive for itineraries connecting through non-EU hub airports. This effect causes distortion of competition at the expense of EU-companies and in favour of non-EU-companies. Additionally, this will cause carbon leakage, reducing the effectiveness of the Regulation. This Regulation shall provide adequate solutions to prevent carbon leakage.
Amendment 97 #
Proposal for a regulation
Recital 13 b (new)
Recital 13 b (new)
(13 b) To prevent carbon leakage and distortions of competition in international aviation, a destination- and passenger- related "SAF levy" is introduced that finances the costs of SAF, required by the mandate.
Amendment 112 #
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, sustainableynthetic aviation fuels produced from feedstock listed in Parts A and B of Annex IXand biofuels which are not subject to high ILUC risk and comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) 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 termnd are certified in accordance with Article 30 of this Directive should be eligible. New production capacities need to be created while at the same time existing feedstock for biofuels and biogas should be used in production pathways with the highest environmental benefits in terms of GHG-emission reduction and GHG-intensity.
Amendment 184 #
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
(32 a) Given that this Regulation will generate additional costs for affected sectors and therefore for passengers, compensatory actions need to be taken. The Commission should therefore be obliged to present respective proposals before entry into force of this Regulation. The proposals should support necessary investments and offset the new financial burdens. Addressing on the one hand measures at EU level, such as enforcing public private partnerships, a targeted investment strategy and a clear allocation of financial resources by establishing a dedicated innovation fund, and on the other hand measures at Member States level such as reduction of taxes, charges and levies as well as the costs and duration of certification processes.
Amendment 188 #
Proposal for a regulation
Recital 32 b (new)
Recital 32 b (new)
(32 b) Research and innovation will play a substantial role in the development of sustainable and synthetic aviation fuels and the production capacity building. A respective investment priority should be clearly set within the relevant EU funding programmes identified by the Commission, i.e. Horizon Europe, Connecting Europe Facility, EU ETS Innovation Fund, InvestEU. A number of calls should be reserved to respective R&D activities.
Amendment 214 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 5
Article 3 – paragraph 1 – indent 5
— ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either hydrogen, synthetic aviation fuels, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from othe feedstock listed in Part B of Annex IX to that Directiver than high ILUC-risk feedstock, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive (EU)2018/2001 and are certified in accordance with Article 30 of this Directive;
Amendment 228 #
— ‘synthetic aviation fuels’ means liquid or gaseous fuels that are renewable fuels of non- biological origin and recycled carbon fuels, as defined in Article 2, second paragraph, point 35 and point 36 of Directive (EU) 2018/2001, or electricity used in aviation;
Amendment 247 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 16 a (new)
Article 3 – paragraph 1 – indent 16 a (new)
- ‘Final destination’ means the ultimate destination airport of a single or multi-segment journey as planned and envisaged by the legal transaction;
Amendment 250 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 16 b (new)
Article 3 – paragraph 1 – indent 16 b (new)
- ‘SAF levy’ means a levy that shall cover the total extra cost of the sustainable aviation fuel required, compared to the purchase of fossil kerosene, financing the minimum share of sustainable aviation fuel under this Regulation, taking into account the location of the final destination, taking into account the actual fuel efficiency per passenger and freight;
Amendment 254 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 16 c (new)
Article 3 – paragraph 1 – indent 16 c (new)
- ‘SAF-levy fund’ means a fund to be established by each Member State, within the framework of its legislation and with its own administrative resources, to collect the SAF levy revenues of each airline departing from the respective Member State, to purchase SAF at terms negotiated by the SAF Procurement Mechanism and in the amounts required for the respective Member State and to manage any refunds under the mechanism
Amendment 255 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 16 d (new)
Article 3 – paragraph 1 – indent 16 d (new)
- ‘SAF Procurement Mechanism’ means an impartial and competent body designated by the Commission in cooperation with the Member States to calculate the annual SAF levy, negotiate offtake agreements directly with SAF manufacturers to the benefit of Member States and to manage any refunds under the mechanism
Amendment 290 #
Proposal for a regulation
Article 5 a (new)
Article 5 a (new)
Article 5 a SAF Levy for Tickets for Passengers Departing the Union Territory (1) To compensate the price difference between sustainable aviation fuels and fossil aviation fuels, Member States shall collect a SAF levy per passenger and cargo departing from a Union Airport to a final destination outside the territory of the Union. The SAF levy shall be determined by the SAF levy mechanism and be collected by the SAF levy fund from the airline issuing the ticket. The SAF levy shall become due upon departure from a Union Airport. The SAF levy shall be revised annually and be discontinued with regard to airports in a third country where a blending mandate equivalent to that of the EU is in force. (2) The Commission shall adopt an implementing act determining the calculation of the SAF levy and the framework of the SAF procurement mechanism.
Amendment 443 #
Proposal for a regulation
Annex I – point a
Annex I – point a
(a) From 1 January 2025, a minimum share of 2% of SAF of which a maximum of 0.325 Mtoe of biofuels produced from Part B, Annex IX of Directive (EU)2018/2001 and a minimum share of 0.04% of synthetic aviation fuels;
Amendment 449 #
Proposal for a regulation
Annex I – point b
Annex I – point b
(b) From 1 January 2030, a minimum share of 5% of SAF, of which a maximum of 0.325 Mtoe of biofuels produced from Part B, Annex IX of the Directive (EU) 2018/2001 and a minimum share of 0.7% of synthetic aviation fuels;
Amendment 457 #
Proposal for a regulation
Annex I – point c
Annex I – point c
(c) From 1 January 2035, a minimum share of 20% of SAF, of which a maximum of 0.325Mtoe of biofuels produced from Part B, Annex IX of Directive (EU)2018/2001 and a minimum share of 5% of synthetic aviation fuels;