67 Amendments of Jutta PAULUS related to 2021/0205(COD)
Amendment 56 #
Proposal for a regulation
Recital 1
Recital 1
(1) Over the past decades, air transport has played a crucialn important 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 aviation internal market. 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. n enabler of the Union economy. However, such growth has created a concomitant increase in emissions due to a consistent failure by regulators to adopt measures to decouple growth in passengers from growth in fossil fuel consumption. Subsidies such as tax exemptions and aircraft production grants have created a scenario where the sector will struggle to develop a zero-emissions future without determined regulatory action.
Amendment 59 #
Proposal for a regulation
Recital 1 a (new)
Recital 1 a (new)
(1a) To fulfil its commitment to the Paris Agreement, adopted under the United Nations Framework Convention on Climate Change (‘Paris Agreement’), in June 2021 the Union adopted Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘European Climate Law’), which sets the climate neutrality target by 2050 at the latest and a target to reduce net greenhouse gas emissions by at least 55 % compared to 1990 by 2030. At the 26th UN Climate Change Conference of November 2021, the Union adhered to the Glasgow Climate Pact. With this Pact, the Parties recognised that keeping the increase in the global average temperature to 1,5°C above pre-industrial levels would significantly reduce the risks and impacts of climate change, and committed to strengthen their 2030 targets by the end of 2022 in order to accelerate climate action in this critical decade and to close the ambition gap with the 1,5°C target. As a consequence, through sector- specific legislation, the Union should at least aim to overshoot its established greenhouse gas emissions reduction targets.
Amendment 62 #
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 from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. Under current trends and adopted policies, i.e. without further Union level intervention, aviation is projected to remain almost entirely reliant on fossil jet fuel by 2050 and the Union CO2 emissions from the aviation sector are projected to increase by 17% by 2030 and slightly more than 20% by 2050, relative to 20152a, far away from the Union’s targets of reducing its greenhouse gas emissions by at least 55% by 2030 and reaching net-zero greenhouse gas emissions by 2050 at the latest. The exclusive reliance on fossil fuels is a result of decades of regulatory and corporation inaction to develop sustainable alternative fuels and technologies. Therefore, it is necessary to prepare for the future and make the necessary adjustments ensuring a well- functioning transport sector, including air transport market that contributes fully to achieving the Union’s climate goals, with high levels of connectivity, safety and security.. _________________ 2aAccording to the Commission Impact Assessment
Amendment 66 #
Proposal for a regulation
Recital 2 a (new)
Recital 2 a (new)
(2a) The report from the Commission entitled "Updated analysis of the non- CO2 climate impacts of aviation and potential policy measures pursuant to EU Emissions Trading System Directive Article 30(4)" has estimated that the significance of non-CO2 climate impacts from aviation activities is at least twice as much as those of CO2 alone 2a and should therefore be urgently mitigated. Reducing aromatic and sulphur content in conventional fossil fuel would not only provide climate benefits by reducing contrail induced warming at altitude, but it would also improve air quality in and around airports by reducing sulphur oxides, sulphur induced particulate matter, and soot. Reducing aromatics and sulphur will also improve the quality of the fuel through higher energy density, and reduce maintenance needs due to lower soot levels. Reducing aromatic content is a straightforward refinery process implementable today. This can be achieved by applying additional hydrogen during the refining process (e.g. by hydro treating or extractive distillation), which is already standard practice to meet road and marine Union fuel quality standards. An effective measure should therefore be to require producers of fossil jet fuel to start progressively reducing - and then to phasing out - aromatic and sulphur content. Aviation fuel suppliers should be required to monitor and communicate both aromatic and sulphur content in all batches of conventional aviation fuels placed on the Union market and report these levels on a quarterly basis to both the Agency and the Commission. These measures, introduced by this Regulation, should be accompanied with increased research on and deployment of technological and operational measures to reduce non-CO2 emissions, and with monitoring, reporting and verification obligations, as well as pricing, of such emissions. _________________ 2a Report from the Commission to the European Parliament and the Council - ,,Updated analysis of the non-CO2 climate impacts of aviation and potential policy measures pursuant to EU Emissions Trading System Directive Article 30(4).” COM(2020) 747 final, 23.11.2020. See in particular pages 35-36: “Using a derivative metric of the Global Warming Potential (100), the GWP, aviation emissions are currently warming the climate at approximately three times the rate of that associated with CO2 emissions alone.”
Amendment 68 #
Proposal for a regulation
Recital 2 c (new)
Recital 2 c (new)
(2c) The overarching principle of energy efficiency first should be taken into account across all sectors, going beyond the energy system, including road transport, shipping and aviation. In particular, it should be considered in policy, planning and investment decisions related to the deployment of more energy efficient engines and sustainable alternative fuels and technologies, including regarding the speedy development of planes propelled by renewable electricity or green hydrogen.
Amendment 69 #
Proposal for a regulation
Recital 2 d (new)
Recital 2 d (new)
(2d) Besides its climate warming effects, aviation, including aircraft engines and ground operations, has negative impacts on air quality. The most significant pollutants are particulate matter (PM), including ultra-fine particles, nitrogen oxides (NOX) and volatile organic compounds (VOCs), with some of these primary pollutants producing other pollutants1d. While more research is needed on the health effects of ultrafine particles, several studies demonstrated short-term and long-term effects of exposure to ultrafine particles, including mortality, cardiovascular, ischemic heart disease and pulmonary mobility2d. _________________ 1dEASA, aviation and air pollution: https://www.easa.europa.eu/eaer/topics/ad apting-changing-climate/air-quality 2dWHO Global Air Quality Guidelines 2021 : https://apps.who.int/iris/bitstream/handle/ 10665/345329/9789240034228- eng.pdf?sequence=1&isAllowed=y
Amendment 72 #
Proposal for a regulation
Recital 3
Recital 3
(3) The functioning of the Union air transport sector is determined by its cross- border nature across the Union, and by its global dimension. The aviation internal market is one of the most integrated sectors in the Union, governed by uniform rules on market access and operating conditions. The air transport external policy is governed by rulneeds to take into account the processes established at global level at the International Civil Aviation Organisation (ICAO), as well asnd by comprehensive multilateral or bilateral agreements between the Union or its Member States, and third countries.
Amendment 73 #
Proposal for a regulation
Recital 3 a (new)
Recital 3 a (new)
(3a) Reducing overall aviation fuel demand constitutes an effective means to reduce flying's climate impact. With the right mechanism design, it will permit sustainable aviation fuel to constitute a greater share of the overall fuel supply to the sector. Measures to achieve such a reduction in overall fuel demand should include modal shift, elimination of direct and indirect subsidies to the sector, such as jet fuel tax and flight ticket VAT exemptions or EU ETS free allowances, prohibitions of flights on routes where viable sustainable alternatives exist and mandatory trainings for pilots.
Amendment 74 #
Proposal for a regulation
Recital 3 b (new)
Recital 3 b (new)
(3b) The reduction of aromatic and sulphur content in conventional jet fuel and the increase in the uptake of sustainable aviation fuels will contribute to improving air quality in and around airports. However, to achieve even greater air quality improvements, operators of aircrafts, which are not propelled by hydrogen or electricity, should be required to use power supply provided by the airport and/or an auxiliary power unit installed in the aircrafts when the aircrafts are stationary and when they move slowly before take-off and after landing (taxiing), to reduce fuel consumption. These requirements, introduced by this Regulation, are matched by requirements set by a Regulation on the deployment of alternative fuels infrastructure [AFIR Regulation], on airports to provide the necessary aircraft powering infrastructure, as well as to electrify ground-based airport vehicles. These requirements will also create noise pollution benefits, improving the quality of life of populations working at airports and living nearby.
Amendment 76 #
Proposal for a regulation
Recital 4
Recital 4
(4) The air transport market is subject to strong competition between economic actors across the Union, 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 rules and opportunities. Where market distortions occur, they risk putting aircraft operators or airports at 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. However, the threat to the industry from potential and unquantifiable market distortions is far outweighed by the threat to the industry caused by climate change and the industry’s current exclusive reliance on fossil jet fuel.
Amendment 82 #
Proposal for a regulation
Recital 6
Recital 6
(6) A key objective of the common transport policy is sustainable development. This requires an integrated approach aimed at ensuring both the effective functioning of Union transport systems and protection of the environment. Sustainable development of air transport requires the introduction of measures aimed at reducing bothe carbon and non-CO2 emissions from aircraft flying from Union airports and the development of effective economic instruments that ensure the true cost of emissions from the sector is fully internalised. Such measures should contribute to meeting the Union’s climate objectives by 2030 and 2050.
Amendment 89 #
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 decarbonisationo achieve climate neutrality, the European Green Deal sets out the need to reduce transport emissions by 90% by 2050, compared to 1990 levels ; however, technological breakthroughs, the application of the energy efficiency first principle, remote work, modal shift, including towards walking and cycling, the growth of sharing economy models, and the increased use of public transport can make a 100% decarbonisation of the transport sector possible. The reduction of CO2 and non-CO2 emissions 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 emission reductions in the past decades. However, the global growth of air traffic has outpaced the sector’s emissions reductions. Whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy inas from the next decades, sustainable aviation fuels offer the only solution for significant decarbonisatdvanced biofuels or synthetic fuels could offer a promising solution for moderating emissions 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 97 #
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) Given the unlikeliness of the aviation industry to become climate neutral in the short- to medium-term, it is necessary to ensure that the most sustainable transport mode is used for both passengers and freight where possible. In order to help the Union meet its overall emission reduction targets through its established environmental and transport objectives, there is a particular need for modal shift. Where sustainable alternatives exist, short-haul flights should be subject to higher mandates of sustainable fuels in order to incentivise the use of more sustainable transport modes, like trains, ferries and/or buses. For certain peripheral regions of the Union, there may not be any or indeed any sustainable alternatives available. The Commission should take this into consideration when reviewing this Regulation and when preparing the list of short-haul flights.
Amendment 98 #
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 enginesFor the purpose of this Regulation, the definition of sustainable aviation fuels (SAF) should also extend to renewable liquid and gaseous fuels of non-biological origin, including hydrogen, and to electricity from renewable sources. This will enable energy sources for new propulsion pathways such as renewable hydrogen and electricity to count towards the SAF mandate, thus creating incentives for technological and industrial innovation in the Union. Sustainable aviation fuels are therefore renewable alternative fuels to power aircrafts that can replace fossil aviation fuels. They are expected to substitute fully these fossil fuels by 2040 at the latest. While renewable electricity or renewable hydrogen powered aircrafts are expected to be commercially available in the medium term, drop-in alternative fuels, fully fungible with conventional aviation fuel and compatible with existing aircraft engines are already accessible. Certain drop-in fuels, such as in particular those using the hydro processed esters and fatty acids (HEFA) processing technology, are completely mature and use waste lipid feedstocks with a more efficient use in the maritime sector. In order to avoid additional carbon emissions in the Union transport system as a whole and direct investment towards developing technologies using more abundant feedstocks, the contribution of SAF from HEFA should be limited across parts A and B of Annex IX. Several production pathways of sustainable drop-in aviation fuels have been certified at global level for use in civil or military aviation. Sustainable drop-in 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 andterm and for all aviation fuel in the 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 are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights. To accompany the market uptake of sustainable aviation fuels, ICAO and EASA should engage in the fast adaptation and development of fuel and engine certification, in particular for engines compatible with high shares of or 100% drop-in alternative fuels, and for engines propelled by hydrogen and electricity.
Amendment 111 #
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 bycountries diplomatically engage on certification pathways and other sustainable aviation fuels (SAF) requirements and objectives through ICAO. These include the sustainability criteria which the ICAO Council recently adopted (2021) for SAF to be eligible for consideration under 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.
Amendment 122 #
Proposal for a regulation
Recital 15
Recital 15
(15) The present Regulation should apply to aircraft engaged in civil aviation, carrying out commercial air transport flights. It should not apply to aircraft such as military aircraft and, to business aviation, to pleasure flights and to military aircraft, carrying troops or military equipment or supplies. It should not apply to aircraft engaged in operations for humanitarian, search, rescue, disaster relief or medical purposes, as well as customs, police and fire-fighting operations. Indeed, flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. Due to the nature of their operations, they may not always be in a position to fulfil obligations under this Regulation, as it may represent unnecessary burden. In order to creater for a level playing field across the EU aviation single market, this regulation should cover the largest possible share of commercial air traffic operated from airports located on EU territory. At the same time, i and to support the development of a well-spread sustainable aviation fuels infrastructure, this regulation should cover all traffic departing from airports in the Union. A temporary exemption forder to safeguard air connectivity for the benefits of EU citizens, businesses and regions, it is important to avoid imposing undue burden on air transport operations at small airports. A threshold of yearly passenger air traffic and freight traffic should be defined, below which airports would not be covered by this Regulation; however, the scope of the Regulation should cover at least 95% of total traffic departing from airports small airports and/or airports located in outermost regions would bear the risk of fostering the development of SAF production, blending and supply infrastructure only next to other airports, leading to a missed opportunity of economic development for the regions of the exempted airports and leading to the practical impossibility of ever lifting the Union. For the same reasons, aexemption for such airports. A threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory.
Amendment 152 #
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. This obligation should include providing electric powering and recharging infrastructure capacity and hydrogen refuelling infrastructure capacity, commensurate with the uptake of electric aircraft and renewable hydrogen propelled aircraft. 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 155 #
Proposal for a regulation
Recital 22 a (new)
Recital 22 a (new)
(22a) Many Union airports are supplied with aviation fuel principally via pipelines from refineries or blending stations where SAF blending to meet safety and sustainability specifications needs to take place. Many of these pipelines are owned and controlled by Member states or by NATO forces and a longstanding prohibition on their use to transport SAF remains in place across the Union. Delivering SAF to Union airports in sufficient quantities to meet the provisions set out in Annex I by alternate means such as by road/ truck from refineries and blending stations is logistically, practically and from a cost and CO2 penalty perspective infeasible. It will be essential to use these - military - pipelines in addition to pipelines owned by fuel suppliers - where they exist - as well as rail facilities already in place, in order to deliver the minimum SAF required under this Regulation.
Amendment 168 #
Proposal for a regulation
Recital 29
Recital 29
(29) The revenues generated from the payment of penalties should be used to promote the distribution and use of sustainable aviation fuels and related new technologies in the aviation sector and help aviation operators to meet their climate and environmental goals. For this purpose these revenues should be allocated to the Innovation Fund referred to in Article 10a (8) of Directive 2003/87/EC. The penalties for the suppliers who fail to meet the targets set in this Regulation should be complemented by the obligation to supply the market with the shortfall of meeting the quota in the subsequent year;
Amendment 184 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 1
Article 3 – paragraph 1 – indent 1
— ‘Union airport’ means an civil or military 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 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 charges
Amendment 191 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 2
Article 3 – paragraph 1 – indent 2
— ‘aircraft operator’ means a person that operated at least 729365 commercial air transport or any business aviation flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;
Amendment 195 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 3 a (new)
Article 3 – paragraph 1 – indent 3 a (new)
- ‘business aviation’ means the operation or use of aircraft by companies or individuals for the carriage of passengers or goods as an aid to the conduct of their business, flown for purposes generally considered not for public hire and piloted by individuals having, at the minimum, a valid commercial pilot license with an instrument rating;
Amendment 196 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 3 b (new)
Article 3 – paragraph 1 – indent 3 b (new)
- ‘private pleasure-flying’ means the use of an aircraft by its owner or the natural or legal person who enjoys its use, including through hire, for other than commercial purposes;
Amendment 197 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 3 c (new)
Article 3 – paragraph 1 – indent 3 c (new)
- ‘short-haul flights’ means a flight between two Union airports, where the distance between these airports is less than 1 000 km as the crow flies;
Amendment 198 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 3 d (new)
Article 3 – paragraph 1 – indent 3 d (new)
- ‘sustainable alternative to a short- haul flight’ means that passengers and goods can travel on a more sustainable scheduled collective transport mode e.g. train (including night trains), bus or ferry options, to a destination that is served by a short-haul flight, and for which the travel time lasts no more than 6 hours or by night travel services taking less than 12 hours;
Amendment 204 #
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 206 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 7 a (new)
Article 3 – paragraph 1 – indent 7 a (new)
- ‘direct air capture’ means the process by which CO2 is captured directly from the ambient air and not from point sources;
Amendment 208 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 8
Article 3 – paragraph 1 – indent 8
— ‘synthetic aviation fuels’ means aviation fuels that are either renewable fuels of non- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001, which are generated by combining hydrogen (H2) produced from additional renewable electricity and carbon dioxide (CO2) captured directly from the atmosphere, i.e. a process otherwise known as direct air capture (DAC), or electricity from renewable sources as defined in Article 2, second paragraph, point 1 of Directive (EU) 2018/2001, both used in aviation;
Amendment 210 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 8 a (new)
Article 3 – paragraph 1 – indent 8 a (new)
- ‘electricity from renewable energy sources’ or ‘renewable electricity’ means electricity produced from renewable energy sources as defined in Article 2, second paragraph, point 1 of Directive (EU) 2018/2001;
Amendment 211 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 8 b (new)
Article 3 – paragraph 1 – indent 8 b (new)
- ‘hydrogen from renewable energy sources’ or ‘renewable hydrogen’ means hydrogen produced from renewable electricity or from fuels that are renewable liquid or gaseous of non- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001;
Amendment 228 #
Proposal for a regulation
Article 4 – paragraph 1 a (new)
Article 4 – paragraph 1 a (new)
Aircraft fuel suppliers shall also ensure that all fuel provided has a maximum sulphur content of 10 ppm.
Amendment 233 #
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
By 1 January 2025, Member States shall take all necessary measures to allow the continued and uninterrupted access of aviation fuel suppliers to military and civil transport aviation fuels infrastructure to supply both conventional aviation fuels and aviation fuels containing shares of sustainable aviation fuels in accordance with Annex I to all Union airports.
Amendment 236 #
Proposal for a regulation
Article 4 a (new)
Article 4 a (new)
Article 4 a Lowering non-CO2 impact of jet fuels 1. Aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each Union airport contains maximum levels of aromatics (8%) and sulphur (10 ppm). 2. By 1 January 2024 and every three years thereafter, the Commission shall submit a report on the evaluation of paragraph 1 to the Parliament and the Council. The reports shall be made public.
Amendment 244 #
Proposal for a regulation
Article 5 a (new)
Article 5 a (new)
Article 5 a Power supply obligations for aircraft operators 1. Aircraft operators operating aircrafts which are not propelled by hydrogen or electricity, shall ensure that their stationary aircrafts are supplied by electricity provided at the airports, as soon as the necessary infrastructure is available, following the requirements set by a Regulation on the deployment of alternative fuels infrastructure [AFIR Regulation]. 2. By 1 January 2030, aircraft operators operating aircrafts which are not propelled by hydrogen or electricity, shall ensure that their aircrafts use electricity supplied by electric ground-based airport vehicles and/or an auxiliary power unit for taxi and pushback and towing operations.
Amendment 245 #
Proposal for a regulation
Article 5 b (new)
Article 5 b (new)
Article 5b Obligations for aircraft operators operating short-haul flights 1. Aircraft operators operating a short- haul flight with a sustainable alternative shall comply with the following minimum shares of sustainable aviation fuels: (a) 25% in 2025 (b) 50% in 2030 (c) 100% in 2035. 2. By 1 January 2023, the Commission shall draw up a list of all short-haul flight journeys in the Union and available sustainable alternatives. This list shall be made available on a publicly accessible website in all of the Union’s official languages. This list shall detail the typical greenhouse gas emissions each mode produces for each journey and the average duration of each journey by mode. 3. Aircraft operators shall provide their customers with information, in a user- friendly, clear and visible format, on the comparative environmental footprint, including on greenhouse gas and pollutant emissions and noise pollution, per passenger per kilometre travelled, of different transport modes (before booking and) on the tickets they purchase pursuant with Regulation (EC) No 80/2009 of the European Parliament and of the Council of 14 January 2009 on a Code of Conduct for computerised reservation systems and repealing Council Regulation (EEC) No 2299/89. They shall require the customer to confirm that he/she has read such information before proceeding with the booking.
Amendment 246 #
Proposal for a regulation
Article 5 c (new)
Article 5 c (new)
Article 5c Additional requirements for private pleasure-flying 1. An aircraft operator operating a private pleasure-flying flight shall comply with the following minimum shares of sustainable aviation fuels: (a) 25% in 2025 (b) 50% in 2030 (c) 100% in 2035.
Amendment 247 #
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. By 1 January 20287 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 Reguhall submit a report on the evaluation of this Regulation to the European Parliament and the Council and shall, if appropriate, submit legislative proposals to amend this Regulation. The report shall be made public. 2.For the purpose of this Article, the Commission shall report on (a) the evolution of the aviation technologies and fuels market, in particular the evolution of SAF, and its impact on the aviation internal market of the Union; (b) the evolution of the aviation activities, including aviation fuels, in relation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directive,ir impact on the emissions of both greenhouse gas and non-CO2 on climate change and air quality around airports; (c) the possible revision upwards of the minimum shares in Article 4 and Annex I, and the level of administrative fines. The report shall include information, where available, onfines, and of the obligations SAF shares in both Articles 5a and 5b; (d) the possible revision downwards of the maximum levels of aromatics and sulphur in Article 4a. 3. The report referred to in this Article shall also include information on: (a) the development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. The report shall also inform on; (b) the technological advancements in the area of research and innovation in the aviation industry which are relevant to sustainable aviation fuelsthis Regulation, 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. the impact of the aviation sector on both CO2 and non-CO2 emissions in line with the Paris Agreement; (c) Member States spending of the revenues generated from penalties referred to in Articles 11(1) and 11a.
Amendment 251 #
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 sustainable aviation fuels containing shares of sustainable aviation fuels in accordance with Annex I and, shall provide all the infrastructure necessary for the delivery, electric powering and recharging, renewable hydrogen refuelling, storage and uplifting of such fuels in accordance with Annex I.
Amendment 254 #
Proposal for a regulation
Article 6 – paragraph 2
Article 6 – paragraph 2
Where aircraft operators report difficulties to the European Union Aviation Safety Agency (‘the Agency’) in accessing aviation fuels containing sustainable aviation fuels at a given Union airport for lack of adequate airport infrastructure, the Agency mshall without undue delay request the Union airport to provide the information necessary to prove compliance with paragraph 1. The Union airport concerned shall provide the information without undue delay.
Amendment 256 #
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 infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a).
Amendment 264 #
Proposal for a regulation
Article 7 – paragraph 1 – point e a (new)
Article 7 – paragraph 1 – point e a (new)
(ea) Proof of compliance with the power supply obligations set out in Article 5 a (new).
Amendment 265 #
Proposal for a regulation
Article 7 – paragraph 1 – point e b (new)
Article 7 – paragraph 1 – point e b (new)
(eb) For each short-haul flight with a sustainable alternative, proof that the percentages referred to in Article 5a were adhered to.
Amendment 266 #
Proposal for a regulation
Article 7 – paragraph 1 – point e c (new)
Article 7 – paragraph 1 – point e c (new)
(ec) For each private pleasure-flying flight, proof that the percentages referred to in Article 5b were adhered to.
Amendment 280 #
Proposal for a regulation
Article 9 – paragraph 2 a (new)
Article 9 – paragraph 2 a (new)
From 1 January 2023 and every quarter of year thereafter, aviation fuel suppliers shall report to the Commission and the Agency the following information relative to the previous quarter of year: (a) The average aromatic content of conventional aviation fuel per each batch supplied at each Union airport; (b) The average sulphur content of conventional aviation fuel per each batch supplied at each Union airport.
Amendment 289 #
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, 5a, 5b and 5c is liable to an administrative fine. That fine shall be at least twice as high as the multiplication of the yearly average price of aviation fuel per tonne and of the total yearly non- tanked quantity;
Amendment 291 #
Proposal for a regulation
Article 11 – paragraph 2 a (new)
Article 11 – paragraph 2 a (new)
(2a) Member States shall ensure that any Union airport failing to comply with the obligations laid down in Article 6 is liable to an administrative fine. The Commission is empowered to adopt delegated acts in accordance with Article 13b to determine guidance for the calculation of the amount of the fine.
Amendment 293 #
Proposal for a regulation
Article 11 – paragraph 3
Article 11 – paragraph 3
(3) Member States shall ensure that any aviation fuel supplier failing to comply with the obligations laid down in Article 4 relative to the minimum share of sustainable aviation fuels is liable to an administrativeand in Article 4a relative to the maximum share of aromatics and sulphur of conventional aviation fuels is liable to a fine. That fine shall be at least twice as high as the multiplication of the difference between the yearly average price of conventional aviation fuel and sustainable aviation fuel per tonne and of the quantity of aviation fuels not complying with the minimum share referred to in Article 4 and Annex I;
Amendment 298 #
Proposal for a regulation
Article 11 – paragraph 4
Article 11 – paragraph 4
(4) Member States shall ensure that any aviation fuel supplier failing to comply with the obligations laid down in Article 4 relative to the minimum share of synthetic aviation fuels is liable to an administrativeand in Article 4a relative to the maximum share of aromatics and sulphur of conventional aviation fuels is liable to a fine. That fine shall be at least twice as high as the multiplication of the difference between the yearly average price of synthetic aviation fuel and conventional aviation fuel per tonne and of the quantity of the aviation fuel not complying with the minimum share referred to in Article 4 and Annex I;
Amendment 302 #
Proposal for a regulation
Article 11 – paragraph 5
Article 11 – paragraph 5
(5) In the decision imposing the administrative fines referred to in paragraphs 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 305 #
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 guaranteepenalties.
Amendment 311 #
Proposal for a regulation
Article 11 a (new)
Article 11 a (new)
Article 11 a Allocation of penalties to support sustainable aviation fuels in the aviation sector 1. The penalties referred to in Article 11(1) shall be allocated to support common projects aimed at the rapid deployment of sustainable aviation fuels in the aviation sector. Projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable electricity, CO2 from direct air capture (DAC) and sustainable aviation fuels for the aviation sector, facilitate the construction of appropriate SAF tankering, renewable electric and renewable hydrogen storage facilities, and support the rapid development, testing and deployment of planes propelled by renewable electricity and renewable hydrogen. 2. The revenues generated from penalties referred to in paragraph 1 shall be allocated to the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC. These revenues shall constitute external assigned revenue in accordance with Article 21(5) of the Financial Regulation, and shall be implemented in accordance with the rules applicable to the Innovation Fund.
Amendment 316 #
Proposal for a regulation
Article 13
Article 13
Amendment 316 #
Proposal for a regulation
Article 13
Article 13
Amendment 318 #
Proposal for a regulation
Article 13 – paragraph 1
Article 13 – paragraph 1
Amendment 318 #
Proposal for a regulation
Article 13 – paragraph 1
Article 13 – paragraph 1
Amendment 324 #
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. By 1 January 20287 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 extenshall submit a report on the evaluation of this Regulation to the European Parliament and the Council and shall, if appropriate, submit legislative proposals to amend this Regulation. The report shall be made public. 2.For the purpose of this Article, the Commission shall report on: (a) the evolution of the aviation technologies and fuels market, in particular the evolution of SAF, and its impact on the aviation internal market of the Union; (b) the evolution of the aviation activities, including aviation fuels and use of power supply in airports, in relation tof the scopeir impact ofn this Regulation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directive,e emissions of both greenhouse gas and non-CO2 on climate change and air quality and noise pollution, in and around airports; (c) the possible revision upwards of the minimum shares in Article 4 and Annex I, and the level of administrative fines. The report shall include information, where available, onfines, and of the obligations SAF shares in both Articles 5b and 5c; (d) the possible revision downwards of the maximum levels of aromatics and sulphur in Article 4a. 3. The report referred to in this Article shall also include information on: (a) the development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. The report shall also inform on; (b) the technological advancements in the area of research and innovation in the aviation industry which are relevant to sustainable aviation fuelsthis Regulation, 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 levelthe impact of the aviation sector on both CO2 and non-CO2 emissions in line with the Paris Agreement; (c) Member States' spending of the revenues generated from penalties referred to in Articles 11(1) and 11a.
Amendment 324 #
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. By 1 January 20287 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 extenshall submit a report on the evaluation of this Regulation to the European Parliament and the Council and shall, if appropriate, submit legislative proposals to amend this Regulation. The report shall be made public. 2.For the purpose of this Article, the Commission shall report on: (a) the evolution of the aviation technologies and fuels market, in particular the evolution of SAF, and its impact on the aviation internal market of the Union; (b) the evolution of the aviation activities, including aviation fuels and use of power supply in airports, in relation tof the scopeir impact ofn this Regulation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directive,e emissions of both greenhouse gas and non-CO2 on climate change and air quality and noise pollution, in and around airports; (c) the possible revision upwards of the minimum shares in Article 4 and Annex I, and the level of administrative fines. The report shall include information, where available, onfines, and of the obligations SAF shares in both Articles 5b and 5c; (d) the possible revision downwards of the maximum levels of aromatics and sulphur in Article 4a. 3. The report referred to in this Article shall also include information on: (a) the development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. The report shall also inform on; (b) the technological advancements in the area of research and innovation in the aviation industry which are relevant to sustainable aviation fuelsthis Regulation, 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. the impact of the aviation sector on both CO2 and non-CO2 emissions in line with the Paris Agreement; (c) Member States' spending of the revenues generated from penalties referred to in Articles 11(1) and 11a.
Amendment 334 #
Proposal for a regulation
Annex I – title
Annex I – title
Annex I (energy shares)
Amendment 334 #
Proposal for a regulation
Annex I – title
Annex I – title
Annex I (energy shares)
Amendment 335 #
Proposal for a regulation
Annex I – point a
Annex I – point a
(a) From 1 January 2025, a minimum share of 2% of SAF, consisting of: - i) a maximum of 0.14 Mtoe of advanced biofuels; - ii) a maximum of 0.65 Mtoe of biofuels produced from RED Annex IX, part B feedstock; - iii) a minimum share of 0,05% of synthetic aviation fuels;
Amendment 335 #
Proposal for a regulation
Annex I – point a
Annex I – point a
(a) From 1 January 2025, a minimum share of 2% of SAF, consisting of: - i) a maximum of 0.14 Mtoe of advanced biofuels; - ii) a maximum of 0.65 Mtoe of biofuels produced from RED Annex IX, part B feedstock; - iii) a minimum share of 0,05% of synthetic aviation fuels;
Amendment 338 #
Proposal for a regulation
Annex I – point b
Annex I – point b
(b) From 1 January 2030, a minimum share of 58% of SAF, of whichconsisting of: - i) a maximum of 1.8 Mtoe of advanced biofuels; - ii) a maximum of 0.65 Mtoe of biofuels produced from RED Annex IX, part B feedstock; - iii) a minimum share of 0.72,5% of synthetic aviation fuels;
Amendment 338 #
Proposal for a regulation
Annex I – point b
Annex I – point b
(b) From 1 January 2030, a minimum share of 58% of SAF, of whichconsisting of: - i) a maximum of 1.8 Mtoe of advanced biofuels; - ii) a maximum of 0.65 Mtoe of biofuels produced from RED Annex IX, part B feedstock; - iii) a minimum share of 0.72,5% of synthetic aviation fuels;
Amendment 344 #
Proposal for a regulation
Annex I – point c
Annex I – point c
(c) From 1 January 2035, a minimum share of 2057% of SAF, of whichconsisting of: - i) a maximum of 4.5 Mtoe of advanced biofuels - ii) a maximum of 0.65 Mtoe of biofuels produced from RED Annex IX, part B feedstock - iii) a minimum share of 45% of synthetic aviation fuels;
Amendment 344 #
Proposal for a regulation
Annex I – point c
Annex I – point c
(c) From 1 January 2035, a minimum share of 2057% of SAF, of whichconsisting of: - i) a maximum of 4.5 Mtoe of advanced biofuels - ii) a maximum of 0.65 Mtoe of biofuels produced from RED Annex IX, part B feedstock - iii) a minimum share of 45% of synthetic aviation fuels;
Amendment 350 #
Proposal for a regulation
Annex I – point d
Annex I – point d
(d) From 1 January 2040, a minimum share of 32% of SAF, of whichshare of 100% of SAF, consisting of: - i) a maximum of 5.8 Mtoe of advanced biofuels; - ii) a maximum of 0.65 Mtoe of biofuels produced from RED Annex IX, part B feedstock; - iii) a minimum share of 86% of synthetic aviation fuels;
Amendment 350 #
Proposal for a regulation
Annex I – point d
Annex I – point d
(d) From 1 January 2040, a minimum share of 32% of SAF, of whichshare of 100% of SAF, consisting of: - i) a maximum of 5.8 Mtoe of advanced biofuels; - ii) a maximum of 0.65 Mtoe of biofuels produced from RED Annex IX, part B feedstock; - iii) a minimum share of 86% of synthetic aviation fuels;