15 Amendments of Nicola DANTI related to 2021/0205(COD)
Amendment 57 #
Proposal for a regulation
Recital 1
Recital 1
(1) Over the past decades, air transport has played a crucial role in the Union's economy and in the everyday lives of Union citizens, as one of the best performing and most dynamic sectors of the Union economy. It has been a strong driver for economic growth, jobs, trade and tourism, as well as for connectivity and mobility for businesses and citizens alike, particularly within the Union aviat. The transport sector has contributed to foster cohesion, to reduce regional disparities and to improve connectivity and access to the Union internal market for all regions. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a significant enabler of the Union economy.
Amendment 86 #
Proposal for a regulation
Recital 8
Recital 8
(8) Sustainable aviation fuels are liquid, drop-in fuels, fully fungible with conventional aviation fuel and compatible with existing aircraft engines. Several production pathways of sustainable aviation fuels have been certified at global level for use in civil or military aviation. Sustainable aviation fuels are technologically ready to play an important role in reducing emissions from air transport already in the very short term. They are expected to account for a major part of the aviation fuel mix in the medium and long term. Further, with the support of appropriate international fuel standards, sustainable aviation fuels might contribute to lowering the aromatic content of the final fuel used by an operator, thus helping to reduce other non-CO2 emissions. Other alternatives to power aircraft, such as electricity or liquid hydrogen, thus maintaining technological neutrality, are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.
Amendment 90 #
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. The measures provided for in this Regulation should be raised in ICAO for global implementation Comprehensive multilateral or bilateral air transport agreements between the EUnion 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.
Amendment 92 #
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10 a) The Union should take a global lead in the shift towards the use of sustainable fuels and it would be desirable to propose incentives for those actors that exceed the targets proposed in this Regulation.
Amendment 125 #
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. Airports should also take the necessary measures for the deployment of alternative fuels infrastructure for hydrogen and electric recharging for aircrafts. If necessary, the Agency 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 137 #
Proposal for a regulation
Recital 28 a (new)
Recital 28 a (new)
(28 a) The revenues generated from the payment of penalties should be used to promote the distribution and use of sustainable aviation fuels, research and innovation in the aviation industry, accelerate the decarbonisation of the aviation sector, support investment in innovative technologies and infrastructure for the production, uptake and deployment of sustainable aviation fuels and other low-carbon fuels. For this purpose these revenues should be allocated to the Sustainable Aviation [Fuels] Fund (‘the Fund’).
Amendment 137 #
Proposal for a regulation
Recital 19 a (new)
Recital 19 a (new)
(19 a) This Regulation enables stakeholders from different parts of the value chain to contribute to emission reductions in their respective industry and claim tradable emissions reductions in their carbon reporting (book and claim). A central obligatory system of SAF registration, allocation, accounting, and reporting (SAF registry) should beset up to stimulate further SAF demand while avoiding double counting. Formalized and standardized documentation and tracking methods will ensure transparency and trust and auditability in the process.
Amendment 138 #
Proposal for a regulation
Recital 19 b (new)
Recital 19 b (new)
(19 b) To achieve the lowest cost and highest efficiency, a SAF accounting framework inspired by the renewable electricity accounting framework is needed. Fuel suppliers should be able to issue and trade SAF certificates from overfulfillment of the mandate with ambitious airlines. Also airlines among each other should be able to trade these SAF certificates without generating competitive distortion between them. Only airlines in possession of such SAF certificates should claim the associated emission reductions. SAF should be distributed from the production facilities to the most suitable airports to prevent inefficiency, additional logistical effort and thus also higher transport emissions. The airport infrastructure will supply a given amount of SAF through its fuel system, but only airlines that actually possess the SAF attributes will be able to account for it in the booking system. It should be prevented, that airlines have to carry extra fuel on-board if SAF is not available at a certain airport, that competitive distortion is caused by the blending mandate and that airlines cannot protect themselves against excessive prices when depending on fuel suppliers. Airlines that aim for higher CO2 emission reductions will be able to decide to buy a larger amount of SAF and distribute the SAF in the most economic efficient and unbureaucratic way across the fleet without competitive distortion between airlines. This would lead to a more dynamic and competitive SAF market with more available SAF at affordable prices
Amendment 164 #
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 synthetic aviation fuels, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;
Amendment 169 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 8
Article 3 – paragraph 1 – indent 8
— ‘synthetic aviation fuels’ means liquid or gaseous fuels that are renewable fuels of non- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001, or electricity or hydrogen used in aviation;
Amendment 194 #
Proposal for a regulation
Article 6 – paragraph 1
Article 6 – paragraph 1
Union airports shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with Annex I and, shall provide the infrastructure necessary for the delivery, storage and uplifting of such fuels. as well as for hydrogen and electric recharging/refuelling of aircrafts, in accordance with [Article13 of Regulation on the deployment of alternative fuels infrastructure].
Amendment 234 #
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 to the EU guaranteeSustainable Aviation [Fuels] Fund, established under Article 11a.
Amendment 235 #
Proposal for a regulation
Article 11 a (new)
Article 11 a (new)
Article 11 a Sustainable Aviation [Fuels] Fund 1. A Sustainable Aviation [Fuels] Fund (‘the Fund’) shall be established for the period from 2023 to 2050 to accelerate the decarbonisation of the aviation sector without hampering its highly integrated internal market, and in particular to support investment in innovative technologies and infrastructure for the production, uptake and deployment of sustainable aviation fuels and other low- carbon fuels, such as liquid hydrogen and electricity, including the development, testing and deployment of innovative aircraft technologies that have the potential to achieve significant emission reductions, and to support redeployment, re-skilling and up-skilling of workers, with a special focus on women to promote their incorporation into the aeronautics industry and related sectors. All investment supported by the Fund shall be made public and shall be consistent with the aims of this Regulation. 2. The Fund shall be managed centrally through a Union body whose governance structure and decision making process shall be transparent and inclusive, in particular in the setting of priority areas, criteria and grant allocation procedures. Relevant stakeholders shall have an appropriate consultative role. All information on the investments and all other relevant information on the functioning of the Fund shall be made available to the public.
Amendment 237 #
Proposal for a regulation
Article 12 – paragraph 1 – introductory part
Article 12 – paragraph 1 – introductory part
Amendment 358 #
Proposal for a regulation
Article 8 – paragraph 2 a (new)
Article 8 – paragraph 2 a (new)
2a (new) In order to ensure transparency and to prevent double claiming, a central obligatory system of SAF registration, allocation, accounting and reporting (SAF registry) shall be set up by accredited organizations. Formalized and standardized documentation and tracking methods shall ensure trust and auditability in the process. A supplier shall generate a sustainability certificate based on the physical SAF environmental attributes and shall enter it into the registry. An operator may purchase the sustainability certificate from the supplier, the transaction is recorded in the registry while the physical delivery is separate (book and claim). Regulatory compliance with sustainability criteria is an entry requirement. The operator may transfer reductions from the sustainability certificates to their customers.