Next event: Debate in Parliament 2022/07/07 more...
- Decision by Parliament, 1st reading 2022/07/07
- Matter referred back to the committee responsible 2022/07/07
- Committee report tabled for plenary, 1st reading/single reading 2022/06/28
- Committee report tabled for plenary, 1st reading 2022/06/28
- Vote in committee, 1st reading 2022/06/27
- Committee opinion 2022/05/02
- Committee opinion 2022/04/21
Progress: Awaiting Parliament's position in 1st reading
Role | Committee | Rapporteur | Shadows |
---|---|---|---|
Lead | TRAN | BAUZÁ DÍAZ José Ramón ( Renew) | MONTEIRO DE AGUIAR Cláudia ( EPP), BERGKVIST Erik ( S&D), CUFFE Ciarán ( Verts/ALE), CAMPOMENOSI Marco ( ID), ZŁOTOWSKI Kosma ( ECR), DALY Clare ( GUE/NGL) |
Committee Opinion | ENVI | GONZÁLEZ CASARES Nicolás ( S&D) | Frédérique RIES ( RE), Inese VAIDERE ( PPE), Jutta PAULUS ( Verts/ALE), Silvia MODIG ( GUE/NGL), Pietro FIOCCHI ( ECR) |
Committee Opinion | ITRE | PAULUS Jutta ( Verts/ALE) | Izaskun BILBAO BARANDICA ( RE), Evžen TOŠENOVSKÝ ( ECR), Isabella TOVAGLIERI ( ID), Hildegard BENTELE ( PPE), Alicia HOMS GINEL ( S&D) |
Lead committee dossier:
Legal Basis:
RoP 57, TFEU 100-p2
Legal Basis:
RoP 57, TFEU 100-p2Subjects
Events
The European Parliament adopted by 334 votes to 95, with 153 abstentions, amendments to the proposal for a regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport.
The matter was referred back to the committee responsible for inter-institutional negotiations.
The main amendments adopted in plenary concern the following points:
Subject matter
The proposal is part of the ‘Fit for 55 in 2030 package’ and aims to increase the share of sustainable fuels used by EU airlines and airports in order to reduce aviation emissions and ensure Europe's carbon neutrality by 2050.
This Regulation should apply to aircraft operators, Union airports, or where applicable, the managing body of an airport, and to aviation fuel suppliers. ‘Aircraft operator’ should mean a person that operated at least 52 commercial air transport flights departing from Union airports in the reporting period.
Accelerated integration of sustainable fuels
Members revised upwards the Commission's original proposal for the minimum share of renewable fuels to be made available at EU airports. From 2025 onwards, this minimum share by volume should be 2% (including a minimum share of 0.04% of synthetic fuels), rising to 6% in 2030, 20% in 2035, 37% in 2040, 54% in 2040 and 85% in 2050 (including a minimum share of 50% of synthetic fuels). The Commission had proposed 32% by 2040, 38% by 2045 and 63% by 2050.
Where an aviation fuel supplier fails to supply the minimum shares for a given reporting period, it should report the shortfall, and the reasons for it, to the European Union Aviation Safety Agency. Where the Commission assesses that this shortfall is not caused by lack of resource availability, the fuel supplier should make every possible effort to at least complement that shortfall in the subsequent reporting period.
Broader definition of sustainable fuels
Parliament amended the proposed definition of sustainable fuels for aviation, a term that covers synthetic fuels or certain biofuels derived from agricultural and forestry residues, algae, bio-waste or used cooking oil.
Members added to this definition liquid and gaseous fuels produced from waste treatment gases and exhaust gases of non-renewable origin that unavoidably and unintentionally arise from production processes in industrial installations. Until 31 December 2034 , sustainable aviation fuels could also include biofuels that meet the sustainability and greenhouse gas emission reduction criteria set out in Article 29 of Directive (EU) 2018/2001 on the promotion of the use of energy from renewable sources and that are certified in accordance with that directive.
However, Members excluded fuels made from food or feed crops, intermediate crops, palm fatty acid distillate and all palm and soy-derived materials, as well as soap stocks and their derivatives.
Inclusion of renewable electricity and hydrogen in the sustainable fuel mix
Members stressed that other sustainable aviation fuels, such as electricity or hydrogen, are very promising technologies and are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.
When electric or hydrogen-powered aircrafts become mature and commercially available, it will be necessary for airports covered by this Regulation to take all necessary measures to facilitate an appropriate infrastructure for hydrogen and electric recharging for aircrafts , in accordance with the respective deployment plan of the national policy framework, as set out in the proposed Regulation on the deployment of alternative fuels infrastructure.
Sustainable Aviation Fund
Parliament proposed the creation of a Sustainable Aviation Fund from 2023 to 2050 to accelerate decarbonisation in the sector and support investment in sustainable fuels, innovative aircraft propulsion technologies, research into new engines and direct air capture technology. The Fund should constitute an integral part of the EU budget and its budget should be established within the limits of the multi-annual financial framework. The revenue generated by the penalties provided for in the Regulation should be allocated to the Fund.
EU labelling scheme for the environmental performance of aviation
In order to further promote the decarbonisation of the aviation sector and to increase the transparency of information to consumers on the environmental performance of aircraft operators, Parliament proposed that the Commission create a comprehensive labelling scheme by 2024 for the environmental performance of aircraft, airlines and commercial flights, to be developed and implemented by the European Union Aviation Safety Agency (EASA).
Sustainable aviation fuels flexibility mechanism
Parliament proposed to establish a flexibility mechanism, with a transitional period of ten years from the date of application of the regulation, to allow fuel suppliers and aircraft operators a reasonable period of time to organise the distribution and use of sustainable aviation fuels in a cost-effective manner at the EU airports of their choice and in proportion to their needs. This flexibility mechanism would also contribute to preserving air connectivity , avoiding that less connected European regions with fewer alternative transport modes are disproportionately affected.
During the transitional period, the Commission should regularly review the integrity and transparency of the market for sustainable aviation fuels. In particular, it should analyse the functioning of the market, including its volatility, unusual price evolution or trading behaviour of market participants that could indicate possible monopolistic behaviour.
PURPOSE: to ensure a level playing field for sustainable air transport, when it comes to the use of aviation fuel (Refuel EU).
PROPOSED ACT: Regulation of the European Parliament and of the Council.
ROLE OF THE EUROPEAN PARLIAMENT: the European Parliament decides in accordance with the ordinary legislative procedure and on an equal footing with the Council.
BACKGROUND: sustainable development of air transport requires the introduction of measures aimed at reducing the carbon emissions from aircraft flying from Union airports. Such measures should contribute to meeting the Union’s climate objectives by 2030 and 2050. Variations in fuel prices can significantly affect aircraft operators’ economic performance and negatively impact competition on the market. Practices such as ‘fuel tankering’ occur when aircraft operators uplift more aviation fuel than necessary at a given airport, with the aim to avoid refuelling partially or fully at a destination airport where aviation fuel is more expensive. This practice l eads to higher fuel burn than necessary, hence higher emissions, and undermines fair competition in the Union air transport market.
It is essential to set harmonised rules across the EU internal market, applying directly and in a uniform way to aviation market actors on the one hand, and aviation fuels market actors on the other hand.
The European Green Deal launched a new growth strategy for the EU that aims to transform the EU into a fair and prosperous society, with a modern, resource-efficient and competitive economy. The ‘ European Climate Law ’ has made the EU's climate neutrality target by 2050 legally binding.
The Commission has presented a complementary and interconnected set of proposals as part of the 2030 Climate and Energy ‘Fit for 55’ package to achieve the greenhouse gas emission reduction target of at least 55% compared to 1990 . This ‘Fit for 55’ legislative package is the most comprehensive building block in the efforts to implement the ambitious new 2030 climate target, and all economic sectors and policies will need to make their contribution.
The ‘Fit for 55’ package, the Next Generation EU and the Multiannual Financial Framework for 2021-2027 will help to achieve the twin green and digital transitions that Europe is aiming for.
CONTENT: with this proposal, the Commission sets out a framework restoring and preserving a level playing field on the air transport market as regards the use of aviation fuels . Such a framework should prevent divergent requirements across the EU that would exacerbate refuelling practices distorting competition between aircraft operators or putting some airports at competitive disadvantage with others.
The proposal aims to support a swift transition from fossil fuels towards sustainable fuels in air transport making air travel greener. More specifically, it:
- lays down harmonised rules aiming to maintain a competitive level playing field on the Union aviation internal market while increasing the uptake of sustainable aviation fuels by aircraft operators and the distribution of sustainable aviation fuels at EU airports;
- establishes the obligation for aviation fuel suppliers to ensure that all aviation fuel made available to aircraft operators at Union airports contains a minimum share of sustainable aviation fuel, including a minimum share of synthetic fuel. S ynthetic aviation fuels have the potential to achieve emission savings as high as 85% or more compared to fossil aviation fuel. When produced from renewable electricity and carbon captured directly from the air, the potential emission savings compared to fossil aviation fuel can reach 100%;
- establishes the obligation for aircraft operators to ensure that the yearly quantity of aviation fuel uplifted at a given Union airport is of at least 90% of the yearly aviation fuel required;
- defines the obligations for EU airports to provide the infrastructure necessary to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels;
- creates a transition period of 5 years in which aviation fuel suppliers may supply the minimum share of sustainable aviation fuel as an average over all the aviation fuel they supplied across Union airports for that reporting period;
- defines, in an Annex, the minimum shares of sustainable aviation fuel, including the minimum shares of synthetic fuel, of the aviation fuel to be supplied.
Monitoring and reporting
The proposed Regulation includes monitoring, reporting and verification systems that allow to ensure that it is implemented correctly. In particular, aircraft operators and fuel suppliers will be required to report on a yearly basis. Further, on a yearly basis, EASA will report to the Commission notably on the compliance of economic operators and on the status of the aviation and sustainable aviation fuels markets.
Lastly, the Commission will report to the European Parliament and the Council, at least every five years after the date of application of this Regulation, the evolution of the aviation fuels market and its impact on the aviation internal market of the Union.
Documents
- Debate in Parliament: Debate in Parliament
- Decision by Parliament, 1st reading: T9-0297/2022
- Committee report tabled for plenary, 1st reading/single reading: A9-0199/2022
- Committee report tabled for plenary, 1st reading: A9-0199/2022
- Committee opinion: PE703.205
- Committee opinion: PE704.620
- Amendments tabled in committee: PE729.873
- Amendments tabled in committee: PE729.864
- Committee draft report: PE704.884
- Contribution: COM(2021)0561
- Contribution: COM(2021)0561
- Contribution: SWD(2021)0634
- Contribution: SWD(2021)0633
- Economic and Social Committee: opinion, report: CES2594/2021
- Document attached to the procedure: SEC(2021)0561
- Document attached to the procedure: EUR-Lex
- Document attached to the procedure: SWD(2021)0633
- Document attached to the procedure: EUR-Lex
- Document attached to the procedure: SWD(2021)0634
- Legislative proposal published: COM(2021)0561
- Legislative proposal published: EUR-Lex
- Document attached to the procedure: SEC(2021)0561
- Document attached to the procedure: EUR-Lex SWD(2021)0633
- Document attached to the procedure: EUR-Lex SWD(2021)0634
- Economic and Social Committee: opinion, report: CES2594/2021
- Committee draft report: PE704.884
- Amendments tabled in committee: PE729.864
- Amendments tabled in committee: PE729.873
- Committee opinion: PE704.620
- Committee opinion: PE703.205
- Committee report tabled for plenary, 1st reading/single reading: A9-0199/2022
- Contribution: COM(2021)0561
- Contribution: SWD(2021)0634
- Contribution: SWD(2021)0633
- Contribution: COM(2021)0561
Activities
- Pablo ARIAS ECHEVERRÍA
Plenary Speeches (0)
- Izaskun BILBAO BARANDICA
Plenary Speeches (0)
- Jakop G. DALUNDE
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- Karima DELLI
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- Andor DELI
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- Bas EICKHOUT
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- Angel DZHAMBAZKI
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- Ismail ERTUG
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- Giuseppe FERRANDINO
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- Maria GRAPINI
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- Heidi HAUTALA
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- Seán KELLY
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- Marian-Jean MARINESCU
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- Gabriel MATO
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- Cláudia MONTEIRO DE AGUIAR
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- Caroline NAGTEGAAL
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- Dimitrios PAPADIMOULIS
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- Stanislav POLČÁK
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- Frédérique RIES
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- Rainer WIELAND
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- Kosma ZŁOTOWSKI
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- Clare DALY
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- José Ramón BAUZÁ DÍAZ
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- Nicolás GONZÁLEZ CASARES
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- Jan-Christoph OETJEN
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- Jutta PAULUS
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- Mick WALLACE
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- Billy KELLEHER
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- Erik BERGKVIST
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- Sara CERDAS
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- Søren GADE
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- Vlad-Marius BOTOŞ
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- Aurélia BEIGNEUX
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- Hildegard BENTELE
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- Ciarán CUFFE
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- Andrey SLABAKOV
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- Petar VITANOV
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- Marianne VIND
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- Vera TAX
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Amendments | Dossier |
593 |
2021/0205(COD)
2022/02/08
ITRE
226 amendments...
Amendment 100 #
Proposal for a regulation Recital 14 (14) It is essential to set harmonised rules across the EU internal market, applying directly and in a uniform way to aviation market actors on the one hand, and aviation fuels market actors on the other hand. The overarching framework set out
Amendment 101 #
Proposal for a regulation Recital 15 (15) The present Regulation should not apply to
Amendment 102 #
Proposal for a regulation Recital 15 (15) The present Regulation should apply to aircraft engaged in civil aviation, carrying out commercial air transport flights, to business aviation and to pleasure flights. It should not apply to aircraft such as military aircraft and 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 cater for a level playing field across the
Amendment 103 #
Proposal for a regulation Recital 15 (15) The present Regulation should apply to aircraft engaged in civil aviation, carrying out commercial air transport flights under market conditions that are considered efficient and not in emergency global or regional situations. It should not apply to aircraft such as military aircraft and 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 cater for a
Amendment 104 #
Proposal for a regulation Recital 15 a (new) (15 a) It is essential that less-connected European regions with few alternative transport modes are not disproportionately affected by the obligations resulting from this Regulation and that the access of these regions to essential goods and services is ensured. Special attention must be paid to price disruptions in air routes that connect islands with the continent. The almost total reliance of insular regions' citizens on air transport to travel to continental regions means that price increases in these routes would suppose an obstacle for Union citizens to exercise their right of free movement within the Union, and would also effect islands' economies.
Amendment 105 #
Proposal for a regulation 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, s
Amendment 106 #
Proposal for a regulation 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
Amendment 107 #
Proposal for a regulation 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, all sustainable aviation fuels pro
Amendment 108 #
Proposal for a regulation Recital 16 (16)
Amendment 109 #
Proposal for a regulation Recital 16 (16) Development and deployment of sustainable aviation fuels with
Amendment 110 #
Proposal for a regulation Recital 16 a (new) (16 a) The development and production of sustainable aviation fuels has to be exponentially increased in the coming years. The Union and the Member States should invest in the research and production of sustainable aviation fuel projects as they present both an environmental and an industrial opportunity. The production of sustainable air fuels should be concentrated inside the Union, creating industrial, labour and research opportunities in all the Member States.
Amendment 111 #
(17)
Amendment 112 #
Proposal for a regulation Recital 17 (17) For sustainability reasons, if confirmed in more in-depth impact analyses, 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 loss of biodiversity concerns. Research
Amendment 113 #
(18) A single, clear
Amendment 114 #
Proposal for a regulation Recital 18 (18) A single, clear and robust sustainability framework is necessary to provide legal certainty for the aviation and fuels industries actors, on the eligibility of sustainable aviation fuels under this Regulation. To ensure consistency with other related EU policies, the eligibility of sustainable aviation fuels should be determined according to compliance with the sustainability criteria established in Article 29 of Directive 2018/200112 . _________________ 12https://eur-lex.europa.eu/legal- content/EN/TXT/PDF/?uri=CELEX:32018 L2001&from=fr
Amendment 115 #
Proposal for a regulation Recital 19 (19) The present Regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. To avoid any distortions on the air services market, all Union airports covered by this Regulation should be supplied with uniform minimum shares of sustainable aviation fuels. Whereas the market is free to supply and use larger quantities of sustainable fuel, this Regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. It supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this Regulation. In order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies, this Regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. Setting out a dedicated sub-obligation on synthetic aviation fuels is necessary in view of the significant decarbonisation potential of such fuels, and in view of their current estimated production costs. When produced from renewable electricity and carbon captured directly from the air, synthetic aviation fuels can achieve as high as 100% emissions savings compared to
Amendment 116 #
Proposal for a regulation Recital 19 (19) The present Regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. To avoid any distortions on the air services market, all Union airports covered by this Regulation should be supplied with uniform minimum shares of sustainable aviation fuels. Whereas the market is free to supply and use larger quantities of sustainable fuel, this Regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. It supersedes any requirements established directly or indirectly at national or regional level
Amendment 117 #
Proposal for a regulation Recital 19 (19) The present Regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. To avoid any distortions on the air services market, all Union airports covered by this Regulation should be supplied with uniform minimum shares of sustainable aviation fuels. Whereas the market is free to supply and use larger quantities of sustainable fuel, this Regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports.
Amendment 118 #
Proposal for a regulation Recital 19 (19) The present Regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels.
Amendment 119 #
Proposal for a regulation Recital 20 Amendment 120 #
Proposal for a regulation Recital 20 (20) It is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to the aviation market without supply shortages. For this purpose, sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity, economic sustainability and mature market development accordingly. The supply of sustainable aviation fuels should become mandatory
Amendment 121 #
Proposal for a regulation Recital 20 a (new) (20 a) The concept of mandatory introduction of sustainable aviation fuels should be rejected. Aviation fuel will require an energy carrier of some kind, either electricity, hydrogen or some kind of crop-based feedstock. In either case, it would be more cost efficient to use these resources for other categories of transportation.
Amendment 122 #
Proposal for a regulation Recital 20 b (new) (20 b) Aviation is already covered by the European Union Emissions Trading System (EU ETS), a powerful regulatory tool, which steers emission reductions to the sectors where they are most cost efficient. Further regulations concerning emissions from aviation are therefore not needed.
Amendment 123 #
Proposal for a regulation Recital 21 (21) With the introduction and ramp-up of sustainable aviation fuels at Union airports, practices of fuel tankering may be exacerbated as a consequence of aviation fuel costs increases. Tankering practices are unstainable and should be avoided as they undermine the Union’s efforts to reduce environmental impacts from transport. Tanking practices should be discouraged not only through the imposition of additional obligations and burden but also by introducing policies that make them economically unattractive to operators. Those would be contrary to the aviation decarbonisation objectives as increased aircraft weight would increase fuel consumption and related emissions on a given flight. Tankering practices also put at risk the level playing field in the Union between aircraft operators, and also between airports. This Regulation should therefore require aircraft operators to refuel prior to departure from a given Union airport. The amount of fuel uplifted prior to departures from a given Union airport should be commensurate with the amount of fuel necessary to operate the flights departing from that airport, taking into account the necessary compliance with fuel safety rules. The requirement ensures that equal conditions for operations in the Union applying equally to Union and foreign operators, while ensuring high level of environmental protection. As the Regulation does not define a maximum share of sustainable aviation fuels in all aviation fuels, airlines and fuel suppliers may pursue more ambitious environmental policies with higher sustainable aviation fuels uptake and supply in their overall network of operations, while avoiding fuel tankering.
Amendment 124 #
Proposal for a regulation 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 but instead foster economies of scale. Structural investment costs must be paid by the operators who actually use the structure. 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 125 #
Proposal for a regulation 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
Amendment 126 #
Proposal for a regulation Recital 22 (22)
Amendment 127 #
Proposal for a regulation Recital 23 (23) Aircraft operators should be required to report yearly to the Agency on their purchases of sustainable aviation fuel, as well as on the characteristics of this fuel. Information should be provided on the characteristics of the sustainable aviation fuels purchased such as inter alia nature and origin of the feedstock, conversion pathway and lifecycle emissions. Before proceeding with this step, the operators themselves should be involved in a process of designing the reporting needed to achieve the intended goal.
Amendment 128 #
Proposal for a regulation Recital 24 (24) Aircraft operators should also be required to report yearly on their actual aviation fuel uplift per Union airport, so as to prove that no fuel tankering was performed. Reports should be verified by independent verifiers and transmitted to the Agency for monitoring and assessment of compliance. Verifiers should determine the accuracy of the yearly aviation fuel required reported by the operators using a tool approved by the Commission. It seems important for the proper functioning of the market and the competitiveness of EU operators to consider the efficiency of the process, by means of a thorough preliminary study, so that it does not overly burden operations in a sector with such strong global competition and at a very difficult time.
Amendment 129 #
Proposal for a regulation Recital 25 (25) Aviation fuel suppliers should be required to report
Amendment 130 #
Proposal for a regulation Recital 26 (26) It is not possible without additional procedures, which would be excessively burdensome and undermine the competitiveness of operators at a very difficult time, to determine accurately whether aircraft operators have actually physically uplifted shares of sustainable aviation fuels in their tanks at a specific
Amendment 131 #
Proposal for a regulation Recital 26 a (new) (26 a) This Regulation should promote greater transparency on the environmental footprint of aviation. Information should be provided to users of aviation services on life-cycle emissions of flights including on the use of sustainable alternative fuels, so that they can make informed decisions on their transport needs and the related environmental impacts. To this end, a comprehensive Union labelling system for the environmental performance of aviation, providing users of aviation services clear and easily understandable information about the environmental performance of aviation, should be established. The creation of such a labelling system could draw on existing and ongoing work at Union level.
Amendment 132 #
Proposal for a regulation Recital 26 a (new) (26 a) Following the proposal of this Regulation, it is highly recommended to introduce tradability of sustainable aviation fuel use, so-called ‘book and claim’ system not covered by this Regulation. By setting it up within each airport covered by this Regulation airlines would be able to purchase SAF certificates. Such a system would play an important role in monitoring the SAF production and consumption, in attesting their environmental and technical performance and in associating the various types of SAF with adequate incentives. Therefore, by 1 January 2030, the Commission should propose establishing 'book and claim' system through a delegated act and revise Article 4, if appropriate.
Amendment 133 #
Proposal for a regulation Recital 27 (27) It is
Amendment 134 #
Proposal for a regulation Recital 27 a (new) (27 a) To further promote uptake of sustainable aviation fuels whose prices are predicted to remain higher than that of conventional fuel in the foreseeable future, aircraft operators covered by Directive 2003/87/EC should receive free allocations when using sustainable aviation fuels for activities covered by that Directive.
Amendment 135 #
Proposal for a regulation Recital 28 Amendment 136 #
Proposal for a regulation 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 Regulation 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 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, bearing in mind that in the first period of application of the Regulation, there will have to be as much clarity as possible on the rules introduced and it is conceivable that some doubt may arise as to how to apply a less than straightforward set of new rules perfectly;
Amendment 137 #
Proposal for a regulation 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 138 #
Proposal for a regulation Recital 28 a (new) Amendment 139 #
Proposal for a regulation Recital 29 Amendment 140 #
Proposal for a regulation Recital 29 (29) 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 141 #
Proposal for a regulation Recital 29 (29) 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 a significant percentage of the shortfall of meeting the quota in the subsequent year;
Amendment 142 #
Proposal for a regulation Recital 30 (30) This Regulation should include provisions for periodic reports to the European Parliament and the Council on the evolution of the aviation and fuels markets, the effectiveness of key features of the Regulation such as the minimum shares of sustainable aviation fuels, any proposed incentives and their effectiveness, the level of administrative fines or policy developments on sustainable aviation fuels uptake at international level. Such elements are key to provide a clear state of play of the sustainable aviation fuels market and should be taken into account when considering a revision of the Regulation.
Amendment 143 #
Proposal for a regulation Recital 31 (31) A transitional period of 5 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers, Union airports and aircraft operators to make the necessary technological and logistical investments. During this phase, aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports. In addition, the Commission should conduct an impact assessment investigating the effect of all Fit for 55 proposals, including in- depth analysis on the Union's competitiveness, potential risk of mobility reduction and cost effectiveness of greenhouse gas emissions reductions.
Amendment 144 #
Proposal for a regulation Recital 31 (31) An appropriate transitional period of
Amendment 145 #
Proposal for a regulation Recital 32 (32) Since the objective of this Regulation, namely to maintain a level playing field on the Union air transport market while increasing the use of sustainable aviation fuels, and contributing to the pursuit of competitiveness for Union operators in the sector's global setting, cannot be sufficiently achieved by the Member States due to the cross-border nature of aviation, but can rather, by reason of the characteristics of the market and effects of the action, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve that objective.
Amendment 146 #
Proposal for a regulation Recital 32 a (new) Amendment 147 #
Proposal for a regulation Recital 32 a (new) (32a) The international dimension of aviation is strategically important now. To achieve the results and ambitions of this Regulation and a real reduction in emissions from European and global aviation, action by the European Union vis-à-vis non-European countries is necessary. The action is needed to protect the competitiveness of the main market players based in the Member States and at the same time to disseminate practices similar to those included in this Regulation on a global scale. This Regulation will be all the more effective if the Union manages to be a reference in the sector at international level.
Amendment 148 #
Proposal for a regulation Recital 32 a (new) (32 a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions contained in other Regulations that generate compliance costs in the affected sectors.
Amendment 149 #
Proposal for a regulation Recital 32 a (new) (32 a) In order to increase the relative share of sustainable aviation fuels as a percentage of the total it is crucial to reduce overall fuel consumption in the aviation sector. Aircraft operators have to do their share to reduce fuel consumption by applying fuel efficiency measures, cutting fuel waste and by creating synergies with other transport operators to facilitate a modal shift to rail and other sustainable alternatives to short haul flights.
Amendment 150 #
Proposal for a regulation Recital 32 b (new) (32 b) The European aviation research and innovation capacity, such as Clean Aviation Joint Undertaking, shall promote disruptive aircraft technological innovations that are able to decrease net emissions of greenhouse gasses, includingnon-CO2 impacts, by no less than 30 % by 2030, compared to 2020 state-of-the-art technology while paving the ground towards climate-neutral aviation by 2050 and shall ensure that the technological and the potential industrial readiness of innovations can support the launch of disruptive new products and services by 2035, with the aim of replacing 75 % of the operating fleet by 2050 and developing an innovative, reliable, safe and cost-effective European aviation system that is able to meet the objective of climate neutrality by 2050 at the latest.
Amendment 151 #
Proposal for a regulation Recital 32 b (new) Amendment 152 #
Proposal for a regulation Recital 32 c (new) (32 c) European aviation traffic has grown steadily before the Covid-19 pandemic. This makes it more challenging to reduce emissions, because the greater the fuel demand, the harder it is to decarbonise. Reducing passenger and fuel demand will be key in reducing aviation’s climate impact. This highlights the need to put in place demand management measures including kerosene taxation, reducing corporate travel, adequate emission pricing and cancelling planned airport expansion.
Amendment 153 #
Proposal for a regulation Article 1 – paragraph 1 This Regulation lays down harmonised rules on the uptake and supply of sustainable aviation fuels, including through establishing obligations for aviation fuel suppliers to provide a share of sustainable aviation fuel, a refuelling obligation for aircraft operators, and obligations for Union airports to provide the necessary infrastructure.
Amendment 154 #
Proposal for a regulation Article 3 – paragraph 1 – indent 1 — ‘Union airport’ means an airport as defined in Article 2(2) of Directive 2009/12/EC of the European Parliament and of the Council13
Amendment 155 #
Proposal for a regulation Article 3 – paragraph 1 – indent 1 a (new) - ‘sustainable alternative to a short- haul flight’ means that passengers and goods can travel on an available more sustainable collective transport mode, e.g. train (including night trains), bus or ferry, to a destination that is served by a short-haul flight, and for which the travel time lasts no more than 8 hours or by night train taking less than 12 hours;
Amendment 156 #
Proposal for a regulation Article 3 – paragraph 1 – indent 1 a (new) - 'relevant parties in fuel supply' means a supplier of groundhandling services or an airport as defined in Article 2(g) of Directive 96/67/EC in charge of the infrastructures necessary for the delivery, storage and uplifting of sustainable aviation fuels;
Amendment 157 #
Proposal for a regulation Article 3 – paragraph 1 – indent 2 — ‘aircraft operator’ means a person that operated
Amendment 158 #
Proposal for a regulation Article 3 – paragraph 1 – indent 3 a (new) - 'police and customs flights' mean flights directly related to the conduct of customs or police activities and flights performed for this purpose by civil registered aircraft;
Amendment 159 #
Proposal for a regulation Article 3 – paragraph 1 – indent 3 a (new) - 'military flights' mean flights directly related to the conduct of military activities and military flights performed by civil registered aircraft;
Amendment 160 #
Proposal for a regulation Article 3 – paragraph 1 – indent 5 — ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either synthetic aviation fuels
Amendment 161 #
Proposal for a regulation Article 3 – paragraph 1 – indent 5 — ‘sustainable aviation fuels’ (‘SAF’) means
Amendment 162 #
Proposal for a regulation Article 3 – paragraph 1 – indent 5 — ‘sustainable aviation fuels’ (‘SAF’) means drop-in and non-drop in aviation fuels that are either hydrogen, synthetic aviation fuels
Amendment 163 #
Proposal for a regulation Article 3 – paragraph 1 – indent 5 — ‘sustainable aviation fuels’ (‘SAF’)
Amendment 164 #
Proposal for a regulation Article 3 – paragraph 1 – indent 5 — ‘sustainable aviation fuels’ (‘SAF’) means
Amendment 165 #
Proposal for a regulation Article 3 – paragraph 1 – indent 8 — ‘synthetic aviation fuels’ means fuels that are renewable fuels of non- biological origin and recycled fossil fuels, as defined in Article 2, second paragraph, point 35 and 36 of Directive (EU) 2018/2001, used in aviation either as final fuels or as intermediate products for the manufacture of aviation fuels (Article 25(1)(b) of that Directive);
Amendment 166 #
Proposal for a regulation Article 3 – paragraph 1 – indent 8 —
Amendment 167 #
Proposal for a regulation Article 3 – paragraph 1 – indent 8 — ‘synthetic aviation fuels’ means liquid or gaseous fuels that are renewable fuels of non-
Amendment 168 #
Proposal for a regulation Article 3 – paragraph 1 – indent 8 — ‘synthetic aviation fuels’ means liquid or gaseous fuels that are renewable fuels of non-
Amendment 169 #
Proposal for a regulation Article 3 – paragraph 1 – indent 8 — ‘synthetic aviation fuels’ means liquid or gaseous fuels that are renewable fuels of non-
Amendment 170 #
Proposal for a regulation Article 3 – paragraph 1 – indent 13 — ‘yearly aviation fuel required’ means the amount of aviation fuel defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy ,necessary to operate the totality of commercial air transport flights operated by an aircraft operator, departing from a given Union airport, over the course of a reporting period. The amount includes operational restrictions and supply shortages;
Amendment 171 #
Proposal for a regulation Article 3 – paragraph 1 – indent 14 — ‘yearly non-tanked quantity’ means the difference between the yearly aviation fuel
Amendment 172 #
Proposal for a regulation Article 3 – paragraph 1 – indent 15 — ‘total yearly non-tanked quantity’
Amendment 173 #
Proposal for a regulation Article 3 – paragraph 1 a (new) - 'private leisure-flying' means the use of an aircraft by its owner or the natural or legal person who enjoys its use either through hire or through any other means, for other than commercial purposes and in particular other than for the carriage of passengers or goods or for the supply of services for consideration or for the purposes of public authorities;
Amendment 174 #
Proposal for a regulation Article 3 – paragraph 1 b (new) 'short-haul flight' means a direct or indirect flight, where the distance between the initial airport of departure and the destination is less than 1 000 km;
Amendment 175 #
Proposal for a regulation Article 4 – paragraph 1 Aviation fuel suppliers shall ensure that all aviation fuel made available 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. To meet these minimum shares, the biofuels produced from the feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 shall not count more than 1,7 % of the total aviation fuel supplied.
Amendment 176 #
Proposal for a regulation Article 4 – paragraph 1 Aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at
Amendment 177 #
Proposal for a regulation Article 4 – paragraph 1 a (new) Fuel suppliers may demonstrate compliance with the obligation provided for in paragraph 1 by using the mass balance system referred to in Article 30 of Directive (EU) 2018/2001 when fuel suppliers can prove that mass balance schemes avoid duplication of logistics systems and greenhouse gas emissions.
Amendment 178 #
Proposal for a regulation Article 4 – paragraph 1 a (new) Union airports shall ensure that all aircraft operators including small aircraft operators can cover their demand for sustainable aviation fuels.
Amendment 179 #
Proposal for a regulation 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
Amendment 180 #
Proposal for a regulation 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
Amendment 181 #
Proposal for a regulation Article 4 – paragraph 2 a (new) Without prejudice to the application of Article 4 paragraph 1, Member States may exclude airports where the costs are disproportionate to the environmental benefits, and at the same time ensuring the development of aviation fuels market in the Union, in accordance with this Article and Annex I. In such case Member States shall submit a reasonable explanation on their decision to the Commission.
Amendment 182 #
Proposal for a regulation Article 4 – paragraph 2 b (new) Article 4(new) By 1 January 2030, the Commission shall present a delegated act, introducing a system of tradability of sustainable aviation fuel use, so-called ‘book and claim’ system and revise Article 4, where appropriate. The system shall include each airport covered by this Regulation, allowing airlines to purchase SAF certificates. The system shall play an important role in monitoring the SAF production and consumption, in attesting their environmental and technical performance and in associating the various types of SAF with adequate incentives.
Amendment 183 #
Proposal for a regulation Article 4 a (new) Article 4 a Measures on short-haul flights By 1 July 2023, the Commission shall present a report to the European Parliament and to the Council evaluating the environmental and climate impacts and the technical and economic viability of establishing specific requirements for short-haul flights to reduce such impacts, including the setting of higher minimum shares of sustainable aviation fuels referred to in Article 4 for these types of flights, taking into account the alternative modes of collective transport available to cover such services in a competitive period of time. This report has to take into consideration that air routes connecting island airports to continental airports are critical for island citizens' connectivity and islands' economies, and this Regulation should not harm any of them.
Amendment 184 #
Proposal for a regulation Article 4 a (new) Article 4 a Fuel efficiency and obligation to take measures to reduce fuel consumption Aircraft operators are obliged to improve fuel efficiency and reduce their overall fuel consumption by applying fuel efficiency measures, cutting fuel waste and by facilitating a modal shift to sustainable alternatives to short haul flights. The Commission shall establish a timeframe and fuel consumption reduction targets for aircraft operators as well as reporting obligations for aircraft operators in a delegated act. Non- compliance shall be subject to fines imposed by relevant Member State authority in accordance with Article 11 of this Regulation.
Amendment 185 #
Proposal for a regulation Article 4 a (new) Article 4 a Member States may require aviation fuel suppliers to make available a higher share of aviation fuel on airports located on their territory than the minimum levels set out in Annex I of this Regulation in pursuance of more ambitious air transport decarbonisation. The higher ambition levels must be duly notified to the Commission and the time period until their entry into force should allow for reasonable time for aviation fuel suppliers to adapt to the higher requirements.
Amendment 186 #
Proposal for a regulation Article 5 – paragraph 1 The yearly quantity of aviation fuel uplifted by a given aircraft operator at a given Union airport shall be at least 90% of the yearly aviation fuel required. The mandatory minimum sustainable aviation fuel quotas must be proportional to the volume of traffic at the airports concerned.
Amendment 187 #
Proposal for a regulation Article 5 – paragraph 1 The yearly quantity of aviation fuel uplifted by a given aircraft operator purchased from an aviation fuel supplier at a given Union airport shall be at least 90% of the yearly aviation fuel required.
Amendment 188 #
Proposal for a regulation Article 5 – paragraph 1 The yearly quantity of aviation fuel uplifted by a given aircraft operator at a given Union airport shall be at least
Amendment 189 #
Proposal for a regulation Article 5 – paragraph 1 – subparagraph 1 (new) The Commission shall monitor, evaluate and report cases of fuel tankering to the Parliament and the Council on an annual basis. Based on the analysis the Commission shall amend this article, where appropriate.
Amendment 190 #
Proposal for a regulation Article 5 – paragraph 1 a (new) Amendment 191 #
Proposal for a regulation Article 6 – title Obligations of
Amendment 192 #
Proposal for a regulation 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 and labour force necessary for the delivery, storage and uplifting of such fuels, as well as for hydrogen and electric recharging/refuelling of aircrafts, in accordance with [Article 13 of Regulation on the deployment of alternative fuels infrastructure].
Amendment 193 #
Proposal for a regulation 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 in line with the principle of technology neutrality. These infrastructure adaptations should have no economic impact other than for operators using those fuels.
Amendment 194 #
Proposal for a regulation 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
Amendment 195 #
Proposal for a regulation Article 6 – paragraph 1 Parties involved in fuel supply at 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.
Amendment 196 #
Proposal for a regulation Article 6 – paragraph 1 Union airports or responsible fuel suppliers 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.
Amendment 197 #
Proposal for a regulation 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 may request the parties involved in fuel supply at Union airports to provide the information necessary to prove compliance with paragraph 1. The
Amendment 198 #
Proposal for a regulation 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
Amendment 199 #
Proposal for a regulation 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. In case of non-compliance relevant Member State authority shall impose a fine in accordance with Article 11. 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 th
Amendment 200 #
Proposal for a regulation Article 6 – paragraph 3 The Agency shall assess the information received and inform the Commission if such information allows to conclude that the parties involved in fuel supply at Union airports do
Amendment 201 #
Proposal for a regulation Article 7 – paragraph 1 – introductory part By 31 March of each reporting year, aircraft operators shall report the following information to the Agency, where such information is provided by the fuel supplier:
Amendment 202 #
Proposal for a regulation Article 7 – paragraph 1 – introductory part By 3
Amendment 203 #
Proposal for a regulation Article 7 – paragraph 1 – point c (c) The yearly non-tanked quantity, per Union airport and destination in the EU. If the yearly non-tanked quantity is negative or if it is lower than 10% of the yearly aviation fuel required, the reported yearly non-tanked quantity shall be reported as 0;
Amendment 204 #
Proposal for a regulation Article 7 – paragraph 1 – point d Amendment 205 #
Proposal for a regulation Article 7 – paragraph 1 – point e (e) For each purchase of sustainable aviation fuel, the name of the aviation fuel supplier, the total amount purchased expressed in tonnes, the conversion technology, the characteristics and origin of the feedstock used for production, and the lifecycle emissions of the sustainable aviation fuel. Where one purchase includes sustainable aviation fuels with differing characteristics, the report shall provide this information for
Amendment 206 #
Proposal for a regulation Article 7 – paragraph 1 a (new) Measures taken under the obligation to reduce overall fuel consumption under Article 4a (new).
Amendment 207 #
Proposal for a regulation Article 8 – paragraph 2 For the purpose of reporting sustainable aviation fuels use under the provisions of Article 7 of this Regulation, or under a greenhouse gas scheme, aviation fuel suppliers shall provide aircraft operators with the information considered relevant
Amendment 208 #
Proposal for a regulation Article 8 – paragraph 2 For the purpose of reporting sustainable aviation fuels use under the provisions of Article 7 of this Regulation, or under a greenhouse gas scheme, aviation fuel suppliers shall provide aircraft operators with the relevant information free of charge, no later than 31 January.
Amendment 209 #
Proposal for a regulation Article 9 – paragraph 1 – introductory part By 31
Amendment 210 #
Proposal for a regulation Article 9 – paragraph 1 – introductory part By 3
Amendment 211 #
Proposal for a regulation Article 9 – paragraph 1 – point c (c) The lifecycle emissions
Amendment 212 #
Proposal for a regulation Article 9 – paragraph 2 The
Amendment 213 #
Proposal for a regulation Article 9 – paragraph 2 The Agency shall have access to the Union database and shall use the information contained in the Union database
Amendment 214 #
Proposal for a regulation Article 9 a (new) Article 9 a Union labelling system for the environmental performance of aviation 1. In order to incentivise emission reductions and increase the transparency of information, the Commission shall set up a comprehensive Union labelling system for the environmental performance of aviation which shall apply to commercial air transport flights. 2. By 1 January 2024, the Commission shall adopt a delegated act in accordance with Article 13b to supplement this Regulation by setting out the detailed provisions for the functioning of the Union labelling system for the environmental performance of flights as well as the technical standards which constitute its basis.
Amendment 215 #
Proposal for a regulation Article 10 – paragraph 1 (1) Member States shall designate the competent authority or authorities responsible for enforcing the application of this Regulation and for imposing the fines for aircraft operators, Union airports and fuel suppliers. Member States shall inform the Commission thereof. Those authorities should be the same as those that assess the ETS and CORSIA.
Amendment 216 #
Proposal for a regulation Article 10 – paragraph 1 (1) Member States shall designate the competent authority or authorities responsible for enforcing the application of this Regulation and for imposing the fines for aircraft operators, Union airports and the relevant parties in fuel supply and fuel suppliers. Member States shall inform the Commission thereof.
Amendment 217 #
Proposal for a regulation Article 10 – paragraph 3 (3) The competent authorit
Amendment 218 #
Proposal for a regulation Article 10 – paragraph 4 (4) The competent authorit
Amendment 219 #
Proposal for a regulation Article 10 – paragraph 5 (5) The competent authorit
Amendment 220 #
Proposal for a regulation Article 11 – paragraph 1 (1) Member States shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this Regulation and shall take all measures necessary to ensure that they are implemented. The penalties provided for must be effective, proportionate and dissuasive and must take account of an initial learning period. Member States shall notify these provisions to the Commission by 31 December 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them.
Amendment 221 #
Proposal for a regulation Article 11 – paragraph 1 (1)
Amendment 222 #
Proposal for a regulation Article 11 – paragraph 1 (1)
Amendment 223 #
Proposal for a regulation Article 11 – paragraph 2 (2)
Amendment 224 #
Proposal for a regulation 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
Amendment 225 #
Proposal for a regulation Article 11 – paragraph 3 (3)
Amendment 226 #
Proposal for a regulation 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 administrative fine. That fine shall be at least twice as high as the multiplication of the difference between the yearly
Amendment 227 #
Proposal for a regulation Article 11 – paragraph 4 Amendment 228 #
Proposal for a regulation 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 administrative fine. That fine shall be at least twice as high as the multiplication of the difference between the yearly
Amendment 229 #
Proposal for a regulation Article 11 – paragraph 5 (5) In the decision imposing the administrative fines referred to in paragraphs
Amendment 230 #
Proposal for a regulation Article 11 – paragraph 6 (6) Member States shall ensure that any aviation fuel supplier which has accumulated a shortfall from the obligation laid down in Article 4 relative to the minimum share of sustainable aviation fuels
Amendment 231 #
Proposal for a regulation 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
Amendment 232 #
Proposal for a regulation 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.
Amendment 233 #
(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
Amendment 234 #
Proposal for a regulation 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
Amendment 235 #
Proposal for a regulation 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 236 #
Proposal for a regulation Article 11 a (new) Article 11 a Allocation of penalties to support sustainable aviation fuels 1. The amount collected through the administrative fines referred to in Article 11 shall be allocated to support common projects aimed at the rapid deployment of sustainable aviation fuels, to promote the reduction of greenhouse gas emissions in the aviation sector, 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, in quality social dialogue with social partners. 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 and shall be implemented in accordance with the rules applicable to the innovation fund.
Amendment 237 #
Proposal for a regulation Article 12 – paragraph 1 – introductory part Amendment 238 #
Proposal for a regulation Article 12 – paragraph 1 – introductory part The Agency shall publish every year a technical report on the basis of the yearly reports referred to in Articles 7 and 9. That report shall contain at least four points from the following information:
Amendment 239 #
Proposal for a regulation Article 12 – paragraph 1 – point a (a) The amount of sustainable aviation fuel purchased by aircraft operators at Union level in aggregate, for use on flights departing from a Union airport, and by Union airport covered by this Regulation;
Amendment 240 #
Proposal for a regulation Article 12 – paragraph 1 – point b (b) The amount of sustainable aviation fuel
Amendment 241 #
Proposal for a regulation Article 12 – paragraph 1 – point d (d) The status of compliance of parties involved in fuel supply at Union airports regarding obligations set out in Article 6;
Amendment 242 #
Proposal for a regulation Article 12 – paragraph 1 – point f (f) The origin and the characteristics and the conversion technology of all sustainable aviation fuels purchased by aircraft operators for use on flights departing from Union airports.
Amendment 243 #
Proposal for a regulation Article 13 – paragraph 1 By way of derogation from Article 4, from 1 January 20
Amendment 244 #
Proposal for a regulation Article 13 – paragraph 1 By way of derogation from Article 4, from 1 January 20
Amendment 245 #
Proposal for a regulation Article 14 – paragraph -1 (new) -1 The Commission shall present, before the entry into force of this Regulation, proposals offsetting the costs of this Regulation. Those proposals should include measures at Union level and at Member States level.
Amendment 246 #
Proposal for a regulation Article 14 – paragraph 1 By 31 December 2025, the Commission shall conduct a comprehensive impact assessment investigating the effect of all Fit for 55 proposals, where this Regulation is an integral part of, including analysis on the Union's competitiveness, including hub transfer, risk of mobility reduction, cost effectiveness of greenhouse gas emissions reductions, total rise of costs and fares, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.Following its results, the Commission shall determine whether it is justified to revise this Regulation, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global greenhouse gas emissions reduction and preserve a level playing field. By 1 January 202
Amendment 247 #
Proposal for a regulation Article 14 – paragraph 1 1. By 1 January 202
Amendment 248 #
Proposal for a regulation 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
Amendment 249 #
Proposal for a regulation Article 14 – paragraph 1 By 1 January 202
Amendment 250 #
Proposal for a regulation Article 14 – paragraph 1 By 1 January 2032
Amendment 251 #
Proposal for a regulation 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 CO2-reductions achieved, 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
Amendment 252 #
Proposal for a regulation Article 14 – paragraph 1 By 1 January 20
Amendment 253 #
Proposal for a regulation Article 14 – paragraph 1 a (new) The Commission shall accompany the reports referred to in this Article, where appropriate, with legislative proposals amending this Regulation in particular in relation to: (a) the minimum shares referred to in Article 4 and Annex I. (b) the aligment of this Regulation with a potential policy framework on sustainable aviation fuels uptake at ICAO level in a manner that is consistent with the aim of preserving the environmental integrity and effectiveness of Union climate action, in particular the Union economy-wide greenhouse gases emissions reduction target for 2030 and the climate-neutrality objective as defined in Regulation (EU)2021/1119. (c) any possible disruptions on air routes connecting islands with the continent, taking into account their citizens' reliance on air transport to move within the Union.
Amendment 254 #
Proposal for a regulation Article 14 – paragraph 1 a (new) The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every third year until 2050, the results of an evaluation on the functioning of this Regulation, with emphasis on the effects of this Regulation on the functioning of the single market, the competitiveness of affected sectors and the magnitude of potential carbon leakage.
Amendment 255 #
Proposal for a regulation Article 14 – paragraph 1 b (new) The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every fifth year until 2050, the results of a comprehensive evaluation of the aggregated macroeconomic impact of the Regulation that make up the Fit for 55 package1a, with emphasis on the effects on the Union's competitiveness, job creation, transport, freight rates, household purchasing power and the magnitude of potential carbon leakage. _________________ 1a Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions - 'Fit for 55': delivering the EU's 2030 Climate Target on the way to climate neutrality (COM(2021) 550 final), 14 July 2021.
Amendment 256 #
Proposal for a regulation Article 14 – paragraph 1 c (new) The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of the Regulation, keeping administrative burdens to a minimum.
Amendment 257 #
Proposal for a regulation Article 15 – paragraph 1 a (new) The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification.The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum. The Commission shall present, by [1 year before the entry into force of this Regulation], and in line with its communication on the application of the “one in, one out” principle, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other Union legislative acts that generate compliance costs in the affected sectors.
Amendment 258 #
Proposal for a regulation Article 15 – paragraph 2 It shall apply from 1st January 20
Amendment 259 #
Proposal for a regulation Article 15 – paragraph 3 However, Article 4 and 5 shall apply from 1 January 20
Amendment 260 #
Proposal for a regulation Annex I – point a Amendment 261 #
Proposal for a regulation Annex I – point a (a) From 1 January 2025, a minimum share of
Amendment 262 #
Proposal for a regulation Annex I – point a (a) From 1 January 2025, a minimum share of 2 % of SAF
Amendment 263 #
Proposal for a regulation Annex I – point a (a) From 1 January 2025, a minimum share of
Amendment 264 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of
Amendment 265 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of 5% of SAF,
Amendment 266 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of
Amendment 267 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of
Amendment 268 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 2
Amendment 269 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 20 % of SAF
Amendment 270 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of
Amendment 271 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 2
Amendment 272 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum share of 32 % of SAF
Amendment 273 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum share of
Amendment 274 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum share of
Amendment 275 #
Proposal for a regulation Annex I – point e (e) From 1 January 2045, a minimum volume share of 38 % of SAF
Amendment 276 #
Proposal for a regulation Annex I – point e (e) From 1 January 2045, a minimum volume share of
Amendment 277 #
Proposal for a regulation Annex I – point e (e) From 1 January 2045, a minimum volume share of
Amendment 278 #
Proposal for a regulation Annex I – point f (f) From 1 January 2050, a minimum volume share of 63 % of SAF
Amendment 279 #
Proposal for a regulation Annex I – point f (f) From 1 January 2050, a minimum volume share of
Amendment 280 #
Proposal for a regulation Annex I – point f (f) From 1 January 2050, a minimum volume share of
Amendment 55 #
Proposal for a regulation Recital 1 Amendment 56 #
Proposal for a regulation 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
Amendment 57 #
Proposal for a regulation 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
Amendment 58 #
Proposal for a regulation 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,
Amendment 59 #
Proposal for a regulation Recital 1 a (new) (1a) In 2012, the Union set a target of producing two million tonnes of sustainable aviation fuels (SAF) in Europe by 2020. However, 8 years later, production is heavily behind schedule. In this context, there is a need for a specific EU industrial policy, based on technology neutrality, for the development and use of SAF through funding, and for a secure legal framework.
Amendment 60 #
Proposal for a regulation Recital 1 a (new) (1 a) One of the most critical challenges that the transport sector, including air transport, faces is the need to significantly reduce its emissions and become more sustainable. In 2018, the air transport sector accounted for more than 13 % of all Union greenhouse gas emissions from transport and around 3,6 % of total Union greenhouse gas emissions.
Amendment 61 #
Proposal for a regulation Recital 1 b (new) (1 b) In line with the Union’s climate commitments under the Paris Agreement, adopted under the United Nations Framework Convention on Climate Change (the ‘Paris Agreement’), the Union has established legal obligations through the Regulation (EU) 2021/11191a to achieve climate neutrality by 2050 at the latest and to achieve a reduction of net greenhouse gas emissions by at least 55 % compared to 1990 by 2030. Accordingly, various policy instruments are needed to contribute to the reduction of greenhouse gas emissions in all economic sectors, including the aviation sector. Currently, aviation relies exclusively on fossil jet fuel to operate, and growing passenger numbers have rapidly increased net emissions from the sector. The total air passenger traffic in Europe has more than doubled since 1990. CO2 emissions from aviation are projected to increase more than 20 % by 2050, compared to 2015. To reverse this trend and support the decarbonisation of the aviation sector, action is needed to ramp up the uptake and supply of sustainable aviation fuels. _________________ 1aRegulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’)(OJ L 243, 9.7.2021, p. 1).
Amendment 62 #
Proposal for a regulation 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,
Amendment 63 #
Proposal for a regulation 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. Therefore, it is necessary to prepare for the future and make the necessary adjustments facilitating the modal shift to rail and other sustainable modes of transport and ensuring a well-functioning air transport market that contributes to achieving the Union’s climate goals, creating synergies with other transport modes with high levels of connectivity, safety and security
Amendment 64 #
Proposal for a regulation 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. Therefore, it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the Union’s climate goals, with high levels of connectivity, safety and security
Amendment 65 #
Proposal for a regulation 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
Amendment 66 #
Proposal for a regulation 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, which is why policies that support medium- and long-haul mobility must be adopted. 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 rules established at global level at the International Civil Aviation Organisation (ICAO), as well as by comprehensive multilateral or bilateral agreements between the Union or its Member States, and third countries.
Amendment 67 #
Proposal for a regulation 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, as is support for its recovery in the post-COVID period. 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 and in a stable and predictable economic and industrial environment. 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. In view of the profound changes and innovations that SAF will entail for the entire civil aviation sector, the risk cannot be overlooked of competitive misalignment, which would be to the detriment of European carriers in comparison with carriers based in countries around the world where such approaches are not considered.
Amendment 68 #
Proposal for a regulation Recital 4 (4) The air transport market is subject to strong competition between economic actors globally and across the Union, for which a level playing field is indispensable. The stability and prosperity of the air transport market
Amendment 69 #
Proposal for a regulation Recital 4 (4) The air transport market is subject to strong competition between economic actors across the Union and globally, 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. Where market distortions occur,
Amendment 70 #
Proposal for a regulation 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, reduce the attractiveness of the aviation sector and therefore mobility, with high fuel prices translated directly into high end-consumer prices. 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
Amendment 71 #
Proposal for a regulation 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 and a clear impact on end consumers. 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
Amendment 72 #
Proposal for a regulation 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
Amendment 73 #
Proposal for a regulation Recital 5 a (new) (5a) The establishment of a competitive single European market for aviation should remain a political priority for the Union. Ambitious climate targets pose a number of major challenges to air transport and SAF manufacturers: to achieve greater sustainability, we need to support initiatives and technological solutions that promote the investment capacities of the companies involved while preventing the imposition of excessive burdens.
Amendment 74 #
Proposal for a regulation Recital 6 (6) A key objective of the common transport policy is sustainable
Amendment 75 #
Proposal for a regulation Recital 6 (6) A key objective of the common transport policy is sustainable development. This requires an integrated approach aimed at ensuring
Amendment 76 #
(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 the
Amendment 77 #
Proposal for a regulation Recital 6 a (new) (6a) To promote the introduction of SAF, climate policy choices need to be reviewed to ensure that national taxes, charges or bans do not prove ecologically and economically counterproductive. Imposing additional taxes and charges without reinvesting their proceeds in actual de-carbonisation projects does not help to truly reduce CO2 emissions, as all it does is hinder passenger connectivity and increase passenger costs. Additional charges, including taxes, if not geared towards supporting the technological change inherent in SAF, reduce the industry's ability to invest and innovate at a crucial time when research and development in low-carbon technologies should be supported. This regulation should therefore consider incentives for the production and deployment of innovative fuels rather than simply new and additional forms of taxation.
Amendment 78 #
Proposal for a regulation 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 and a strong commitment from the industry to implement environmental policies, 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 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 and needs support over time for the development and deployment of new sustainable aviations fuels and technological advancements on research for new aircraft engines and technologies. _________________
Amendment 79 #
Proposal for a regulation Recital 7 (7) The Communication on a Sustainable and Smart Mobility Strategy
Amendment 80 #
Proposal for a regulation 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 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 in the next decades, and new zero-emission aircraft technologies, such as electric- or hydrogen-powered aircraft can play an important role in commercial aviation in the medium and long term, sustainable aviation fuels offer the
Amendment 81 #
Proposal for a regulation 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 emission reductions in the past decades. However, the global growth of air traffic has outpaced the sector’s emissions reductions. Whereas a modal shift to rail and other sustainable transport modes are necessary for a long-term reduction of emissions and overall fuel consumption from aviation, new technologies are expected to help reducing remaining short-haul aviation’s reliance on fossil energy in the next decades
Amendment 82 #
Proposal for a regulation Recital 8 (8)
Amendment 83 #
Proposal for a regulation 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
Amendment 84 #
Proposal for a regulation Recital 8 (8) Sustainable aviation fuels are liquid, gaseous, drop-in or non-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 are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights. Hydrogen will be a key factor in the substitution of fossil kerosene for aviation. For a fast scaling up of a market for clean hydrogen technologies, low-carbon electricity and low-carbon hydrogen will play an important transitional role.
Amendment 85 #
Proposal for a regulation 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 are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights. Fuel efficiency and an overall reduction in fuel consumption can help to increase the share of sustainable aviation fuels in the short to medium term as a percentage of total fuel consumption.
Amendment 86 #
Proposal for a regulation 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 87 #
Proposal for a regulation Recital 8 (8) Sustainable aviation fuels are
Amendment 88 #
Proposal for a regulation 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 take measures to prevent that the introduction of sustainable aviation fuels affects negatively the competitiveness of the aviation sector by defining harmonised requirements
Amendment 89 #
Proposal for a regulation 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. If this ambiguity is to be resolved, care must be taken not to place an undue and sudden burden on internal EU players in the sector so that they are not hamstrung by tough global competition.
Amendment 90 #
Proposal for a regulation 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
Amendment 91 #
Proposal for a regulation Recital 10 a (new) (10 a) To avoid distortions of competition in the international aviation market and to fight carbon leakage, a global regulation for blending on international flights is needed. Therefore, the Union should advocate to start negotiations for a mandatory SAF quota in global aviation at the ICAO Global Assembly.
Amendment 92 #
Proposal for a regulation 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 93 #
Proposal for a regulation Recital 10 b (new) (10 b) To create a global market for sustainable aviation fuels, the Union should engage in international negotiations, particular with the United Kingdom and the United States of America, to harmonize definitions and standards of sustainable air fuels worldwide.
Amendment 94 #
Proposal for a regulation Recital 11 (11) At EU level, general rules on renewable energy for the transport sector are set out in Directive (EU) 2018/2001 of the European Parliament and of the Council11 . In the past, such horizontal cross-sectoral regulatory frameworks have not proven effective to operate a transition from fossil fuels to sustainable aviation fuel in air transport. Directive (EU) 2018/2001 and its predecessor set out overarching targets across all transport modes to be supplied with renewable fuels. As aviation is a small fuels market for which renewable fuels are more costly to produce while a fully integrated European transport market, in comparison to other transport modes, such regulatory frameworks should be complemented with aviation-specific measures to effectively boost the deployment of sustainable aviation fuels. Further, national transpositions of Directive (EU) 2018/2001 risks creating significant fragmentation in the air transport market, where national rules on sustainable aviation fuels would set out widely differing targets. This would be expected to further exacerbate the issues of level playing field in air transport. Lifting tax exemptions on conventional aviation fuel would provide additional incentives for the phase out of fossil fuels. _________________ 11 Directive (EU) 2018/2001 of the
Amendment 95 #
Proposal for a regulation Recital 11 (11) At EU level, general rules on renewable energy for the transport sector are set out in Directive (EU) 2018/2001 of the European Parliament and of the Council
Amendment 96 #
Proposal for a regulation Recital 12 (12) Therefore, uniform rules need to be laid down for the aviation internal market to complement Directive (EU) 2018/2001 and to deliver on its overall objectives by addressing the specific needs and requirements arising from the EU aviation internal market and promoting sustainable renewable fuels in aviation. In particular, the present Regulation aims to avoid a fragmentation of the aviation market, prevent possible competitive distortions between economic actors, or unfair practices of cost avoidance as regards the refuelling of aircraft operators. All this said, this Regulation should pay special attention to those air routes connecting islands with the continent. Affordable air transport is a condition for the right of freedom of movement within the Union for the citizens from insular regions.
Amendment 97 #
Proposal for a regulation Recital 12 (12) Therefore, uniform rules need to be laid down for the aviation internal market to complement Directive (EU) 2018/2001 and to deliver on its overall objectives by addressing the specific needs and requirements arising from the EU aviation internal market. In particular, the present Regulation aims to obtain the conditions that make it possible to have a healthy and profitable market for EU operators, avoiding a fragmentation of the aviation market, preventing possible competitive distortions between economic actors, or unfair practices of cost avoidance as regards the refuelling of aircraft operators.
Amendment 98 #
Proposal for a regulation Recital 13 (13) This regulation aims in the first instance to set out a framework restoring and preserving a level playing field on the 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.
Amendment 99 #
Proposal for a regulation Recital 13 (13) This regulation aims in the first instance to set out a framework restoring and preserving a level playing field on the 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. What is more, the regulation should aim to stimulate the SAF production chain and SMEs and provide legal and economic certainty to a key sector for future decarbonisation.
source: 704.798
2022/02/25
ENVI
365 amendments...
Amendment 100 #
Proposal for a regulation Recital 8 (8) Sustainable aviation fuels are
Amendment 101 #
Proposal for a regulation Recital 8 a (new) (8a) The recent sectoral developments characterised by partnerships set up between fuel producers and European airlines to supply their flights with a significant proportion of sustainable aviation fuel should be supported, as well as the commitments made by some airlines companies to start operating 10% of their flights with sustainable aviation fuel by 2030.
Amendment 102 #
Proposal for a regulation 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, because there is a danger that new sustainable aviation fuel production technologies will not be accessible to all. This regulation should take 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 103 #
Proposal for a regulation 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
Amendment 104 #
Proposal for a regulation 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 take 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 105 #
Proposal for a regulation 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
Amendment 106 #
Proposal for a regulation Recital 9 a (new) (9a) Although the blending mandate applies to all routings from Union airports including routings via airports outside of the Union, the mandate will in practice only apply to traffic on the first leg to a non-European airport, but not to the following leg to the final destination. Therefore, in order to avoid distortion of competition, from 1 January 2030, when the market of sustainable fuels is expected to be more mature, the Union should introduce a SAF levy, based on the final destination of the passenger. The final consumer should be duly informed about the reasons behind the predictable increase of the ticket price.
Amendment 107 #
Proposal for a regulation 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. It is therefore important that the Union sustains the efforts made at ICAO level and strives for an ambitious global system that promotes the use of sustainable aviation fuels and provides for an international level playing field. 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. The Union should therefore encourage neighbouring countries to adopt similar mandates for sustainable aviation fuels in the framework of bilateral air agreements, in order to provide for a level playing field for international long-haul flights.
Amendment 108 #
Proposal for a regulation Recital 10 (10) At global level, sustainable aviation fuels are regulated a
Amendment 109 #
Proposal for a regulation 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 110 #
Proposal for a regulation 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, although for the time being, such provisions do not impose on contracting parties any binding requirements on the use of sustainable aviation fuels, in the future the Union should include the binding requirement on use of SAF in any bilateral or multilateral agreement.
Amendment 111 #
Proposal for a regulation Recital 10 (10) At global level,
Amendment 112 #
Proposal for a regulation Recital 10 a (new) (10a) In addition, the Union should encourage countries to adopt similar mandates for sustainable aviation fuels. To this end, sustainable aviation fuels should be subject to energy- and transport related dialogues such as the recent EU- US Energy Council and the Commission should advocate to start negotiations for a mandatory SAF quota in global aviation at the ICAO Global Assembly.
Amendment 113 #
Proposal for a regulation Recital 11 (11) At EU level, general rules on renewable energy for the transport sector are set out in Directive (EU) 2018/2001 of the European Parliament and of the Council11. In the past, such horizontal cross-sectoral regulatory frameworks have not proven effective to operate a transition from fossil fuels to sustainable aviation fuel in air transport, with important repercussions for air transport beneficiaries. Directive (EU) 2018/2001 and its predecessor set out overarching targets across all transport modes to be supplied with renewable fuels. As aviation is a small fuels market for which renewable fuels are more costly to produce while a fully integrated European transport market, in comparison to other transport modes, such regulatory frameworks should be complemented with aviation-specific measures to effectively boost the deployment of sustainable aviation fuels. Further, national transpositions of Directive (EU) 2018/2001 risks creating significant fragmentation in the air transport market, where national rules on sustainable aviation fuels would set out widely differing targets. This would be expected to further exacerbate the issues of level playing field in air transport.
Amendment 114 #
Proposal for a regulation Recital 12 (12) Therefore, uniform rules need to be laid down for the aviation internal market to complement Directive (EU) 2018/2001 and to deliver on its overall objectives by addressing the specific needs and requirements arising from the EU aviation internal market. In particular, the present Regulation aims to avoid a fragmentation of the aviation market, prevent possible competitive distortions between economic actors, or unfair practices of cost avoidance as regards the refuelling of aircraft operators, with significant effects on the prices paid by air transport beneficiaries.
Amendment 115 #
Proposal for a regulation Recital 12 (12) Therefore, uniform rules need to be laid down for the aviation internal market to complement Directive (EU) 2018/2001
Amendment 116 #
Proposal for a regulation Recital 13 (13) This regulation aims in the first instance to set out a framework restoring and preserving a level playing field on the 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 final prices charged to beneficiaries or the competitiveness of the EU aviation internal market.
Amendment 117 #
Proposal for a regulation 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 118 #
Proposal for a regulation Recital 13 (13) This regulation aims in the first instance to set out a framework restoring and preserving a level playing field on the air transport market as regards the use of aviation fuels. Such a framework
Amendment 119 #
Proposal for a regulation 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 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 cater 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, in order 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 in the
Amendment 120 #
Proposal for a regulation 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 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 cater 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, in order 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
Amendment 121 #
Proposal for a regulation 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 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 cater 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, in order to safeguard air connectivity for the benefit
Amendment 122 #
Proposal for a regulation Recital 15 (15) The present Regulation should apply to aircraft engaged in civil aviation, carrying out commercial air transport flights
Amendment 123 #
Proposal for a regulation 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 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 cater for a level playing field across the EU aviation single market, this regulation should cover the largest possible share of commercial and private air traffic operated from airports located on
Amendment 124 #
Proposal for a regulation Recital 15 a (new) (15a) It is important that less-connected European regions with few alternative transport modes are not disproportionately affected by the obligations resulting from this Regulation and that the access of these regions to affordable essential goods and services is ensured.
Amendment 125 #
Proposal for a regulation Recital 16 (16) Development and deployment of sustainable aviation fuels with
Amendment 126 #
Proposal for a regulation 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.
Amendment 127 #
Proposal for a regulation Recital 16 (16) Development and deployment of sustainable aviation fuels with a high potential for sustainability, commercial maturity and a high potential for
Amendment 128 #
Proposal for a regulation 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, all sustainable aviation fuels pro
Amendment 129 #
Proposal for a regulation 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 all feedstock
Amendment 130 #
Proposal for a regulation Recital 16 (16)
Amendment 131 #
Proposal for a regulation Recital 17 (17) For sustainability reasons, only sustainable feed and food crop-based fuels should
Amendment 132 #
Proposal for a regulation Recital 17 (17) For sustainability reasons, only sustainable feed and food crop-based fuels should
Amendment 133 #
Proposal for a regulation Recital 17 (17)
Amendment 134 #
Proposal for a regulation Recital 17 (17)
Amendment 135 #
Proposal for a regulation 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.
Amendment 136 #
Proposal for a regulation 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
Amendment 137 #
Proposal for a regulation Recital 17 a (new) (17a) As indicated in the Commission report of 23 December 2020 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)”, non-CO2 climate impacts from aviation activities have been estimated to be at least as important as CO2 impacts. Therefore, 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. This Regulation should contribute to mitigating non-CO2 impacts of aviation. This would provide not only climate benefits but also improve air quality. To have more information on these impacts and potential policy measures, the Commission should publish by 2024 a report exploring pathways to optimise the aromatic content of jet fuel. On the basis of this report, the Commission should present a legislative proposal on optimising the aromatic content of aviation fuel.
Amendment 138 #
Proposal for a regulation Recital 18 (18) A single, clear and robust sustainability framework is necessary to provide legal certainty and continuity for the aviation and fuels industries actors, on the eligibility of sustainable aviation fuels under this Regulation. To ensure consistency with other related EU policies, the eligibility of sustainable aviation fuels should be determined according to compliance with the sustainability criteria established in Article 29 of Directive 2018/200112 . _________________ 12https://eur-lex.europa.eu/legal- content/EN/TXT/PDF/?uri=CELEX:32018 L2001&from=fr
Amendment 139 #
Proposal for a regulation Recital 19 (19) The present Regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. To avoid any distortions on the air services market, all Union airports covered by this Regulation should be supplied with uniform minimum shares of sustainable aviation fuels, in strict proportion to the traffic at the airport concerned. Whereas the market is free to supply and use larger quantities of sustainable fuel, this Regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports and take into account the traffic at the airports concerned. It supersedes any requirements established directly or indirectly at national or regional level
Amendment 140 #
Proposal for a regulation Recital 19 (19) The present Regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. To avoid any distortions on the air services market, all Union airports covered by this Regulation should be supplied with uniform minimum shares of sustainable aviation fuels. Whereas the market is free to supply and use larger quantities of sustainable fuel, this Regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. It supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this Regulation. In order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies, this Regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. Setting out a dedicated sub-obligation on synthetic aviation fuels is necessary in view of the significant decarbonisation potential of such fuels, and in view of their current estimated production costs. When produced from renewable electricity and carbon captured directly from the air, synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. They also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process.
Amendment 141 #
Proposal for a regulation Recital 19 (19) The present Regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. To avoid any distortions on the air services market, all Union airports covered by this Regulation should be supplied with uniform minimum shares of sustainable aviation fuels. Whereas the market is free to supply and use larger quantities of sustainable fuel, this Regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. It supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this Regulation.
Amendment 142 #
Proposal for a regulation Recital 20 (20) It is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to the aviation market without supply shortages. For this purpose, sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity accordingly. The supply of sustainable aviation fuels should become mandatory starting in 2025. Similarly, in order to provide legal certainty and predictability to the market and drive investments durably towards sustainable aviation fuels production capacity, the terms of this Regulation should be stable over a long period of time. However, the feasibility of targets should be reassessed when appropriate depending on feedstock availabilities and production volumes.
Amendment 143 #
Proposal for a regulation Recital 20 (20) It is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to the aviation market without supply shortages. For this purpose, sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity accordingly, and also the storage capacity in order to meet demand. The supply of sustainable aviation fuels should become mandatory starting in 2025. Similarly, in order to provide legal certainty and predictability to the market and drive investments durably towards sustainable aviation fuels production capacity, the terms of this Regulation should be stable over a long period of time.
Amendment 144 #
Proposal for a regulation Recital 20 (20) It is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to all the airports in the aviation market without supply shortages. For this purpose, sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity accordingly. The supply of sustainable aviation fuels should become mandatory starting in 2025. Similarly, in order to provide legal certainty and predictability to the market and drive investments durably towards sustainable aviation fuels production capacity, the terms of this Regulation should be stable over a long period of time.
Amendment 145 #
Proposal for a regulation Recital 20 (20) It is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to the aviation market without supply shortages. For this purpose, sufficient lead-time should be planned to allow the renewable
Amendment 146 #
Proposal for a regulation Recital 21 (21) With the introduction and ramp-up of sustainable aviation fuels at Union airports, practices of fuel tankering may be exacerbated as a consequence of aviation fuel costs increases. Tankering practices are unstainable and should be avoided as they undermine the Union’s efforts to reduce environmental impacts from transport. Those would be contrary to the aviation decarbonisation objectives as increased aircraft weight would increase fuel consumption and related emissions on a given flight. Tankering practices also put at risk the level playing field in the Union between aircraft operators, and also between airports. This Regulation should therefore require aircraft operators to refuel prior to departure from a given Union airport. Nevertheless, a derogation to the restriction of fuel tankering should be foreseen in case of practical difficulties encountered by airlines (airspace or airport closure, weather conditions, supply shortages) at destination airports that would prevent re-fuelling. The amount of fuel uplifted prior to departures from a given Union airport should be commensurate with the amount of fuel necessary to operate the flights departing from that airport, taking into account the necessary compliance with fuel safety rules. The requirement ensures that
Amendment 147 #
Proposal for a regulation Recital 21 (21) With the introduction and ramp-up of sustainable aviation fuels at Union airports, practices of fuel tankering may be exacerbated as a consequence of aviation fuel costs increases. Tankering practices are unstainable and should be avoided as they undermine the Union’s efforts to reduce environmental impacts from transport. Those would be contrary to the aviation decarbonisation objectives as increased aircraft weight would increase fuel consumption and related emissions on a given flight. Tankering practices also put at risk the level playing field in the Union between aircraft operators, and also between airports. This Regulation should therefore require aircraft operators to refuel
Amendment 148 #
Proposal for a regulation Recital 21 (21) With the introduction and ramp-up of sustainable aviation fuels at Union airports, practices of fuel tankering may be exacerbated as a consequence of aviation fuel costs increases. Tankering practices are unstainable and should be avoided as they undermine the Union’s efforts to reduce environmental impacts from transport. Those would be contrary to the aviation decarbonisation objectives as increased aircraft weight would increase fuel consumption and related emissions on a given flight, and may also have undesirable effects on flight safety in the case of a heavier aircraft. Tankering practices also put at risk the level playing field in the Union between aircraft operators, and also
Amendment 149 #
Proposal for a regulation Recital 21 (21) With the introduction and ramp-up of sustainable aviation fuels at Union airports, practices of fuel tankering may be exacerbated as a consequence of aviation fuel costs increases. Tankering practices are unstainable and should be avoided as they undermine the Union’s efforts to reduce environmental impacts from transport. Those would be contrary to the aviation decarbonisation objectives as increased aircraft weight would increase fuel consumption and related emissions on
Amendment 150 #
Proposal for a regulation Recital 21 a (new) (21a) Following this Regulation, it is highly recommended to introduce tradability of sustainable aviation fuel use, so-called ‘book and claim’ system not covered by this Regulation. By setting it up, within each airport covered by this Regulation, airlines would be able to purchase SAF certificates. Such a system would play an important role in monitoring the SAF production and consumption, in attesting their environmental and technical performance and in associating the various types of SAF with adequate incentives. Therefore, by 1 January 2030, the Commission should propose a delegated act establishing a ‘book and claim’ system.
Amendment 151 #
Proposal for a regulation 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 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. When electric or hydrogen-powered aircrafts become mature and commercially available, it will be necessary for airports covered by this Regulation to take all necessary measures to facilitate an appropriate infrastructure for hydrogen and electric recharging for aircrafts, in accordance with the respective deployment plan of the national policy framework, as set out in a Regulation on the deployment of alternative fuels infrastructure.
Amendment 152 #
Proposal for a regulation 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 153 #
Proposal for a regulation Recital 22 (22) Airports and the relevant parties involved in fuel supply 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 Agency should be able to require a Union airport and the relevant parties involved in fuel supply 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 154 #
Proposal for a regulation 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
Amendment 155 #
Proposal for a regulation 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 156 #
(26a) The introduction in the Union of a mandate on the uptake of sustainable aviation fuels could lead to an undue competitive disadvantage for Union airlines operating direct long-haul flights from a Union airport in comparison with their competitors connecting via an airport hub outside the Union. In order to further promote the uptake of sustainable aviation fuels in the Union, while avoiding an undue distortion of the international level playing field, airlines should be entitled to obtain free allowances for the uplifting of sustainable aviation fuels under the EU ETS scheme. In parallel, the Union should encourage neighbouring countries to adopt similar mandates for sustainable aviation fuels in the framework of bilateral air agreements, in order to provide for a level playing field for international, long-haul flights.
Amendment 157 #
Proposal for a regulation Recital 26 a (new) Amendment 158 #
Proposal for a regulation Recital 26 a (new) (26a) A comprehensive Union labelling system for the environmental performance of aviation should be established that can provide users of aviation services clear and easily understandable information about the environmental performance of aviation. The creation of such a labelling system could draw on existing and ongoing work at Union level.
Amendment 159 #
Proposal for a regulation 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. Operators can claim the use of sustainable aviation fuel under the EU Emissions Trading System or CORSIA depending on the scheme covering the route for which the sustainable aviation fuel has been uplifted. Sustainable aviation fuel uplifted for a flight covered under CORSIA cannot be claimed under the EU Emissions Trading System, and vice versa. However, it is essential 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 160 #
Proposal for a regulation Recital 27 (27) In order to create incentives for the uptake of sustainable aviation fuels, that have a substantial price difference compared with conventional fuels, 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 essential that this
Amendment 161 #
Proposal for a regulation 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.
Amendment 162 #
Proposal for a regulation Recital 27 a (new) (27a) European SAF criteria should follow international standards and regulations at ICAO level to ensure global implementation and maximum environmental benefits, whilst ensuring a level playing field for all the stakeholders. A similar approach at ICAO level and for globally harmonised sustainability criteria should be advocated by the Union.
Amendment 163 #
Proposal for a regulation Recital 27 b (new) (27b) To further promote the uptake of sustainable aviation fuels whose prices are predicted to remain multiple times higher than that of conventional fuel in the foreseeable future, aircraft operators covered under Directive 2003/87/EC should receive free allocations when using sustainable aviation fuels for activities covered under this Directive.
Amendment 164 #
Proposal for a regulation Recital 27 c (new) (27c) An Aviation Transition Fund (‘the Aviation Fund’) should be established to provide funds to the Member States to support their policies supporting air transport sector decarbonisation. This should be achieved notably through the development of innovative technologies for decarbonising the sector, production of sustainable alternative fuels as defined in this Regulation, including systems for collection of raw materials for alternative fuels, investments in research and development and first industrial application of technologies and designs reducing greenhouse gas emissions, research for new engines and technologies and airports infrastructure. The Commission should submit a legislative proposal for the creation of the Aviation Fund. The Fund should be a fully budgeted expenditure programme within the MFF. The budgetary envelope for this programme should be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances and revenue generated from penalties raised in this Regulation. The Aviation Fund shall be implemented by the Commission in direct management in accordance with the relevant rules adopted pursuant to Article 322 TFEU, in particular Regulation (EU, Euratom) 2018/1046 and Regulation (EU, Euratom) 2020/2092 of the European Parliament and of the Council.
Amendment 165 #
Proposal for a regulation Recital 27 d (new) (27d) The establishment of a European SAF Alliance by the Commission focuses on aligning the entire industrial value chain to boost production, distribution and use of the SAF. This platform formed by aircraft operators, Union airports with the relevant parties in fuel supply, aviation fuel suppliers and fuels producers, among others, has the aim of identifying policies, market developments and scale-up of SAF in Europe, taking into consideration the principle of technology neutrality.
Amendment 166 #
Proposal for a regulation 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 Regulation should introduce effective, proportionate and dissuasive penalties on drop-in aviation fuel suppliers and aircraft operators in case of non- compliance. The level of the penalties needs to be proportionate to 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
Amendment 167 #
Proposal for a regulation 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,
Amendment 168 #
Proposal for a regulation 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
Amendment 169 #
Proposal for a regulation Recital 29 (29) 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 170 #
Proposal for a regulation Recital 29 (29) The penalties for the suppliers of drop-in SAF 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 171 #
Proposal for a regulation Recital 30 (30) This Regulation should include provisions for periodic reports to the European Parliament and the Council on the evolution of the aviation and fuels markets, the effectiveness of key features of the Regulation such as the minimum shares of sustainable aviation fuels, the level of administrative fines or policy developments on sustainable aviation fuels uptake at international level. Such elements are key to provide a clear state of play of the sustainable aviation fuels market and should be taken into account when considering a revision of the Regulation, and set new targets, where appropriate. In addition, the Commission should conduct a comprehensive impact assessment on the effect of the entire 'Fit for 55' legislative package, including in-depth analysis on Union competitiveness, carbon leakage, potential risk of mobility reduction and cost effectiveness of greenhouse gas emissions reductions.
Amendment 172 #
Proposal for a regulation Recital 30 (30) This Regulation should include provisions for periodic reports to the European Parliament and the Council on the evolution of the aviation and fuels markets, the effectiveness of key features of the Regulation such as the minimum shares of sustainable aviation fuels, the level of administrative fines or policy developments on sustainable aviation fuels uptake at international level, impact on Union and international competitiveness, consumer price evolution, fuel tankering cases, and pre-routing by non-EU airlines. Such elements are key to provide a clear state of play of the sustainable aviation fuels market and should be taken into account when considering a revision of the Regulation or additional support mechanisms for affected industries.
Amendment 173 #
Proposal for a regulation Recital 30 a (new) (30a) In the context of rising energy prices, as well as changes related to the aviation sector as regards the EU ETS, all measures should be taken to ensure that the policy revisions do not translate to additional burdens or costs on citizens, as ensuring reduced impediments to travelling is among the key drivers of the Union economy;
Amendment 174 #
Proposal for a regulation Recital 31 (31) A transitional period of 5 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers, Union airports and the relevant parties involved in fuel supply, and aircraft operators to make the necessary technological and logistical investments. During this phase, aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports.
Amendment 175 #
Proposal for a regulation Recital 31 (31) A transitional period of
Amendment 176 #
Proposal for a regulation Recital 31 (31) A transitional period of
Amendment 177 #
Proposal for a regulation Recital 31 a (new) (31a) Where appropriate, additional support may be given to pilot projects which create fuel for commercial aircraft from the utilisation of removed or captured carbon through technological means, such as CCSU or direct air capture, with the view of it becoming increasingly utilised.
Amendment 178 #
Proposal for a regulation Recital 31 a (new) (31a) In order to achieve the Union's climate targets for 2030 and 2050 and the target of 1,5 °C of the Paris agreement, the Commission should have a roadmap on how and when fossil free aviation is achieved.
Amendment 179 #
Proposal for a regulation Recital 32 a (new) (32a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other Union Regulations that generate compliance costs in the affected sectors.
Amendment 180 #
Proposal for a regulation Recital 32 a (new) (32a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other Union Regulations that generate compliance costs in the affected sectors.
Amendment 181 #
Proposal for a regulation Recital 32 a (new) (32a) The endeavour to reduce greenhouse gas emissions on a global scale and minimise and reverse the negative effects of climate change is a global undertaking, and as such, the Union should encourage international partners to commit to additional actions beyond carbon neutral growth and reduce greenhouse gas emissions in the aviation sector, including through ICAO, namely CAEP and upcoming Assemblies 41 and 42, as well as at the upcoming UNFCCC COP27 and COP28 summits;
Amendment 182 #
Proposal for a regulation 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 183 #
Proposal for a regulation Article 2 – paragraph 1 This Regulation shall apply to aircraft operators, Union airports
Amendment 184 #
Proposal for a regulation Article 3 – paragraph 1 – indent 1 — ‘Union airport’ means a
Amendment 185 #
Proposal for a regulation Article 3 – paragraph 1 – indent 1 — ‘Union airport’ means an airport as defined in Article 2(2) 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
Amendment 186 #
Proposal for a regulation Article 3 - paragraph 1 - indent 1 — ‘Union airport’ ‘means an airport as defined in Article 2(
Amendment 187 #
Proposal for a regulation Article 3 – paragraph 1 – indent 1 — ‘Union airport’ means an airport as defined in Article 2(2) of Directive 2009/12/EC of the European Parliament and of the Council13 , where passenger traffic was higher than
Amendment 188 #
Proposal for a regulation Article 3 – paragraph 1 – indent 1 — ‘Union airport’ means an airport as defined in Article 2(
Amendment 189 #
Proposal for a regulation Article 3 – paragraph 1 – indent 1 a (new) Amendment 190 #
Proposal for a regulation Article 3 – paragraph 1 – indent 2 — ‘aircraft operator’ means a person that operated at least
Amendment 191 #
Proposal for a regulation Article 3 – paragraph 1 – indent 2 — ‘aircraft operator’ means a person that operated at least
Amendment 192 #
Proposal for a regulation Article 3 – paragraph 1 – indent 2 — ‘aircraft operator’ means a person that operated at least
Amendment 193 #
Proposal for a regulation Article 3 – paragraph 1 – indent 2 — ‘aircraft operator’ means a person that operated at least
Amendment 194 #
Proposal for a regulation Article 3 - paragraph 1 - indent 3 —
Amendment 195 #
Proposal for a regulation 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) - ‘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) - ‘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) - ‘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 199 #
Proposal for a regulation Article 3 - paragraph 1 - indent 5 — ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either
Amendment 200 #
Proposal for a regulation Article 3 – paragraph 1 – indent 5 — ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either synthetic aviation fuels
Amendment 201 #
Proposal for a regulation Article 3 – paragraph 1 – indent 5 — ‘sustainable aviation fuels’ (‘SAF’) means
Amendment 202 #
Proposal for a regulation Article 3 – paragraph 1 – indent 5 — ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either synthetic aviation fuels
Amendment 203 #
Proposal for a regulation Article 3 – paragraph 1 – indent 5 — ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either synthetic aviation fuels
Amendment 204 #
Proposal for a regulation Article 3 – paragraph 1 – indent 5 — ‘sustainable aviation fuels’ (‘SAF’) means
Amendment 205 #
Proposal for a regulation Article 3 - paragraph 1 - indent 5 — ‘sustainable aviation fuels’ (‘SAF’) means
Amendment 206 #
Proposal for a regulation 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 207 #
Proposal for a regulation Article 3 – paragraph 1 – indent 8 Amendment 208 #
Proposal for a regulation Article 3 – paragraph 1 – indent 8 — ‘synthetic aviation fuels’ means aviation fuels that are either renewable fuels of non-
Amendment 209 #
Proposal for a regulation Article 3 - paragraph 1 - indent 8 — ‘synthetic aviation fuels’ means fuels that are renewable fuels of non- biological origin,
Amendment 210 #
Proposal for a regulation 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) - ‘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 212 #
Proposal for a regulation Article 3 – paragraph 1 – indent 10 a (new) - ‘SAF levy’ means a levy that shall cover the extra cost of the sustainable aviation fuel required, compared to the purchase of fossil kerosene, by financing the minimum share of sustainable aviation fuel under this Regulation and by taking into account the location of the final destination of the passenger;
Amendment 213 #
Proposal for a regulation Article 3 – paragraph 1 – indent 10 b (new) - ‘final destination’ means the ultimate destination airport of a single or multi-segment journey as planned and envisaged by the legal transaction;
Amendment 214 #
Proposal for a regulation Article 3 - paragraph 1 - indent 11 —
Amendment 215 #
Proposal for a regulation Article 3 - paragraph 1 - indent 12 —
Amendment 216 #
Proposal for a regulation Article 3 – paragraph 1 – indent 13 — ‘yearly aviation fuel required’ means the amount of aviation fuel defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy, necessary to operate the totality of commercial air transport flights operated by an aircraft operator, departing from a given Union airport, over the course of a reporting period, taking into account operational restrictions and supply shortages;
Amendment 217 #
Proposal for a regulation Article 3 – paragraph 1 – indent 14 — ‘yearly non-tanked quantity’ means the difference between the yearly aviation fuel required as defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy and the actual fuel uplifted by an aircraft operator prior to flights departing from a given Union airport, over the course of a reporting period;
Amendment 218 #
Proposal for a regulation Article 3 – paragraph 1 – indent 15 — ‘total yearly non-tanked quantity’ means the
Amendment 219 #
Proposal for a regulation Article 3 - paragraph 1 - indent 16 —
Amendment 220 #
Proposal for a regulation Article 4 - paragraph 1 Aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each Union airport contains a minimum share of: (i) 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; (ii) non-biological renewable fuels used as intermediates in the production of conventional fuels; (iii) recycled carbon fuel.
Amendment 221 #
Proposal for a regulation Article 4 - paragraph 1 Aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each Union airport contains a minimum share of sustainable aviation fuel
Amendment 222 #
Proposal for a regulation Article 4 - paragraph 1 Aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each Union airport contains a minimum average annual share of sustainable aviation fuel, including a minimum average annual share of synthetic aviation fuel in accordance with the values and dates of application set out in Annex I.
Amendment 223 #
Proposal for a regulation Article 4 – paragraph 1 Aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at
Amendment 224 #
Proposal for a regulation Article 4 - paragraph 1 Aviation fuel suppliers shall ensure that all aviation fuel
Amendment 225 #
Proposal for a regulation Article 4 – paragraph 1 – subparagraph 1 (new) Without prejudice to the application of Article 4(1), Member States may exclude airports where the costs are disproportionate to the environmental benefits, and at the same time ensuring the development of aviation fuels market in the Union, in accordance with Article 4 and Annex I. In such case Member States shall provide a reasonable explanation on their decision to the Commission.
Amendment 226 #
Proposal for a regulation Article 4 - paragraph 1 a (new) In the calculation of the minimum share of sustainable aviation fuel, including the minimum share of synthetic aviation fuel, aviation fuel suppliers may take into account renewable fuels of non-biological origin when used as intermediates for the production of conventional fuels, or low- emission fuels of non-biological origin if the greenhouse gas savings from the use of these fuels are at least 70%.
Amendment 227 #
Fuel suppliers may demonstrate compliance with the obligation provided for in paragraph 1 by using the mass balance system referred to in Article 30 of Directive (EU) 2018/2001 when fuel suppliers can prove that mass balance schemes avoid duplication of logistics systems and greenhouse gas emissions, also due to trucking.
Amendment 228 #
Proposal for a regulation 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 229 #
Proposal for a regulation Article 4 - paragraph 2 Amendment 230 #
Proposal for a regulation 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
Amendment 231 #
Proposal for a regulation Article 4 - paragraph 2 Without prejudice to the application of Article 11(3) and (4), where an aviation
Amendment 232 #
Proposal for a regulation Article 4 - paragraph 2 a (new) Member States shall establish a mechanism allowing fuel suppliers in their territory to exchange credits for supplying renewable energy to the transport sector. Economic operators that supply renewable electricity to electric vehicles through public recharging stations shall receive credits, irrespectively of whether the economic operators are subject to the obligation set by the Member State on fuel suppliers, and may sell those credits to fuel suppliers, which shall be allowed to use the credits to fulfil the obligation set out in paragraph 1, first subparagraph.
Amendment 233 #
Proposal for a regulation 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 234 #
Proposal for a regulation Article 4 – paragraph 2 a (new) Member States shall not introduce higher share of SAF blending mandate than foreseen in Annex I of this Regulation.
Amendment 235 #
Proposal for a regulation Article 4 a (new) Article 4 a By 1 January 2025, the Commission shall present a delegated act, introducing a system of tradability of sustainable aviation fuel use, so-called ‘book and claim’ system and revise Article 4, where appropriate. The system shall include each airport covered by this Regulation, allowing airlines to purchase SAF certificates. The system shall play an important role in monitoring of the SAF production and consumption, in attesting their environmental and technical performance and in associating the various types of SAF with adequate incentives.
Amendment 236 #
Proposal for a regulation 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 237 #
Proposal for a regulation Article 4 a (new) Article 4 a Measures to reduce non-CO2 effects of aviation By 1 January 2024, the Commission shall present a report to the Parliament and to the Council assessing pathways to optimise the aromatic content in supplied aviation fuel in order to mitigate emissions. The Commission shall accompany this report with a legislative proposal regarding the optimisation of the aromatic content of aviation fuel.
Amendment 238 #
Proposal for a regulation Article 5 – paragraph 1 The yearly quantity of aviation fuel uplifted by a given aircraft operator at a given Union airport shall be at least 90% of the yearly aviation fuel required, taking into account the necessary compliance with fuel safety rules.
Amendment 239 #
Proposal for a regulation Article 5 – paragraph 1 The yearly quantity of aviation fuel uplifted by a given aircraft operator at a given Union airport shall be at least
Amendment 240 #
Proposal for a regulation Article 5 – paragraph 1 a (new) The Commission shall monitor, evaluate and report cases of fuel tankering to the Parliament and the Council on an annual basis. Following the analysis, the Commission shall amend this Article where appropriate, after three years of the entry into force of this Regulation.
Amendment 241 #
Proposal for a regulation Article 5 – paragraph 1 a (new) Amendment 242 #
Proposal for a regulation Article 5 – paragraph 1 b (new) An aircraft operator performing activities covered under Directive 2003/87/EC shall receive free allocation proportional to the use of sustainable aviation fuels, including renewable fuels of non- biological origin ( RFNBO), covered under this Directive. For each type of sustainable aviation fuel reported, the amount of allowances received shall correspond to the amount of allowances, which the aircraft operator would have been required to surrender for the same volume of fossil kerosene, multiplied according to paragraph 3 of this Article, in accordance with Article [XX - Article3c (6) (new)] of Directive 2003/87/EC. The amount of free allocation received by an aircraft operator shall be multiplied as follows, depending on the type of sustainable aviation fuel reported: (a) By a factor of 4 for biofuels produced from feedstock listed in Annex IX Part A of the Renewable Energy Directive. (b) By a factor of 2 for biofuels produced from feedstock listed in Annex IX Part B of the Renewable Energy Directive. (c) By a factor of 6 for renewable fuel of non-biological origin, as defined under the Renewable Energy Directive. An aircraft operator shall also receive free allocation proportional to the use of best available aircraft technology in the previous year. The aircraft models eligible as best available aircraft technology shall be those defined with respect to the performance against the New Type ICAO CO2 standard in a delegated act developed under the Taxonomy Regulation. Until the Commission adopts such a delegated act, the performance thresholds defined in the report of the Platform on Sustainable Finance shall apply. A European SAF Alliance shall be proposed by the Commission with the aim to identify policies for scaling-up of SAF in Europe, according to the principle of technology neutrality.
Amendment 243 #
Proposal for a regulation Article 5 a (new) Amendment 244 #
Proposal for a regulation 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 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 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 6 – title Obligations of Union airports and the relevant parties involved in fuel supply to provide the infrastructure
Amendment 248 #
Proposal for a regulation Article 6 – title Obligations of
Amendment 249 #
Proposal for a regulation Article 6 – paragraph 1 Union airports and ground-handling service providers 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.
Amendment 250 #
Proposal for a regulation Article 6 – paragraph 1 Union airports and the relevant parties involved in fuel supply shall take necessary
Amendment 251 #
Proposal for a regulation Article 6 – paragraph 1 Union airports shall take necessary measures to facilitate the access of aircraft operators to sustainable aviation fuels
Amendment 252 #
Proposal for a regulation 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
Amendment 253 #
Proposal for a regulation 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
Amendment 254 #
Proposal for a regulation Article 6 – paragraph 2 Where aircraft operators report difficulties to the European Union Aviation Safety Agency (‘the Agency’) in accessing aviation fuels containing sustainable
Amendment 255 #
Proposal for a regulation 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
Amendment 256 #
Proposal for a regulation 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
Amendment 257 #
Proposal for a regulation Article 6 – paragraph 3 The Agency shall assess the information received and inform the Commission if such information allows to conclude that the
Amendment 258 #
Proposal for a regulation 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
Amendment 259 #
Proposal for a regulation Article 6 a (new) Article 6 a Article 6 a Aviation Transition Fund A dedicated Aviation Transition Fund (“the Aviation Fund”) shall be proposed by the Commission through a dedicated act in order to support and accelerate projects, investments, innovations and first industrial application facilitating decarbonisation in the Union aviation sector. The Aviation Fund shall constitute an integral part of the budget of the Union and shall be fully budgeted within the MFF ceilings. The budgetary envelope for this programme shall be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances and revenue generated from penalties raised in this Regulation. The Aviation Fund shall be managed centrally by the Commission. The Aviation Fund shall support the transition to an energy efficient and climate resilient Union aviation sector supporting development of innovative technologies for decarbonising the sector, production of sustainable aviation fuels as defined in this Regulation, including systems for collection of raw materials and plants for SAFs, investments in research and development and first industrial application of technologies and designs reducing greenhouse gas emissions, research for new aircraft engines and technologies, aircraft operation and performance and airports infrastructure. The Aviation Fund shall aim at a geographical balanced support of the sectors covered, taking into account specific sectoral circumstances and investment needs.
Amendment 260 #
Proposal for a regulation Article 6 a (new) Article 6 a Breakthrough technologies 1. The role of breakthrough technologies and methods in anthropogenically removing excessive greenhouse gas emissions already emitted to the atmosphere, such as direct air capture, and then enabling its innovative utilisation, specifically related to sustainable aviation fuels, should be supported with regards to financing, know-how, and technical means. To this end, Member States and the Commission are encouraged to, where appropriate, undertake actions such as: a) support pilot projects such as utilising captured carbon dioxide from carbon removal technologies or CCU to create synthetic aviation fuel; b) support additional studies and analyses regarding the techniques referred to in point (a) as well as other potential breakthrough technologies; c) where appropriate, enable means for upscaling and incorporating CCSU and carbon removal technologies into sustainable aviation fuel orientated policies.
Amendment 261 #
Proposal for a regulation Article 7 – paragraph 1 – introductory part By 31 March of each reporting year, aircraft operators shall report the following information to the Agency, if provided by the fuel supplier:
Amendment 262 #
Proposal for a regulation Article 7 – paragraph 1 – point d Amendment 263 #
Proposal for a regulation Article 7 – paragraph 1 – point e (e) For each purchase of sustainable aviation fuel, the name of the aviation fuel supplier, the total amount purchased expressed in tonnes, the conversion technology, the characteristics and origin of the feedstock used for production, and the lifecycle emissions of the sustainable aviation fuel. Where one purchase includes sustainable aviation fuels with differing characteristics, the report shall provide this information for each type of sustainable aviation fuel.
Amendment 264 #
Proposal for a regulation 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) (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) (ec) For each private pleasure-flying flight, proof that the percentages referred to in Article 5b were adhered to.
Amendment 267 #
Proposal for a regulation Article 8 – paragraph 1 – introductory part Aircraft operators shall not be required to surrender allowances under the EU ETS scheme for the uplifting of sustainable aviation fuels in accordance with Directive 2003/87/EC. Until 1 January 2030 aircraft operators shall be temporarily able to claim free allowances for the sustainable aviation fuels especially for the uptake of synthetic aviation fuels in accordance with Article [3c (new)] Directive 2003/87/EC. Aircraft operators shall 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 268 #
Proposal for a regulation Article 8 – paragraph 1 – introductory part Aircraft operators shall be able to claim the allocation of free allowances under the ETS scheme for the uplifting of sustainable aviation fuels in accordance with Article [3e (new)] of Directive 2003/87/EC. Aircraft operators shall 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 269 #
Proposal for a regulation Article 8 – paragraph 1 – introductory part Aircraft operators shall not claim benefits for the use of an identical batch of sustainable aviation fuels under more than one greenhouse gas scheme. A batch of sustainable aviation fuel can be claimed only under the greenhouse gas scheme covering the route for which the sustainable aviation fuel has been uplifted. Together with the report referred to in Article 7, aircraft operators shall provide the Agency with:
Amendment 270 #
Proposal for a regulation Article 8 - paragraph 1 - introductory part Aircraft operators
Amendment 271 #
Proposal for a regulation Article 8 - paragraph 1 - point a (a)
Amendment 272 #
Proposal for a regulation Article 8 – paragraph 2 For the purpose of reporting sustainable aviation fuels use under the provisions of Article 7 of this Regulation, or under a greenhouse gas scheme, aviation fuel suppliers shall provide aircraft operators with the relevant information free of charge, not later than 31 January of each reporting year.
Amendment 273 #
Proposal for a regulation Article 8 - paragraph 2 Amendment 274 #
Proposal for a regulation Article 8 a (new) Article 8 a Enabling measures 1. Member States shall receive additional financial, and where appropriate, technical and know-how support proportional to the starting points of Member States, their capacity to bring about additional ambitions, as well as their country-specific circumstances, so that the Union is best enabled to achieve its increased targets under this Regulation. 2. Member States shall also receive the support referred to in the previous paragraph where specific problems are impeding a Member State's progress in achieving its targets set out in this Regulation.
Amendment 275 #
Proposal for a regulation Article 9 – paragraph 1 – introductory part By 31
Amendment 276 #
Proposal for a regulation Article 9 - paragraph 1 - introductory part By 31 March of each
Amendment 277 #
Proposal for a regulation 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
Amendment 278 #
Proposal for a regulation Article 9 – paragraph 1 – point c (c) The lifecycle emissions
Amendment 279 #
Proposal for a regulation Article 9 – paragraph 1 – point c a (new) (ca) where applicable, the volume of hydrogen and/or electricity, supplied to each Union airport.
Amendment 280 #
Proposal for a regulation 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 281 #
Proposal for a regulation Article 10 – paragraph 1 (1) Member States shall designate the competent authority or authorities responsible for enforcing the application of this Regulation and for imposing the fines for aircraft operators, Union airports and the relevant parties involved in fuel supply, and fuel suppliers. Member States shall inform the Commission thereof.
Amendment 282 #
Proposal for a regulation Article 10 – paragraph 3 (3) The competent authorit
Amendment 283 #
(4) The competent authorit
Amendment 284 #
Proposal for a regulation Article 10 – paragraph 5 (5) The competent authorit
Amendment 285 #
Proposal for a regulation Article 11 – paragraph 1 (1) Member States shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this Regulation and shall take all measures necessary to ensure that they are implemented. The penalties provided for must be effective, proportionate and
Amendment 286 #
Proposal for a regulation Article 11 – paragraph 1 (1)
Amendment 287 #
Proposal for a regulation Article 11 – paragraph 2 (2) Member States shall ensure that any aircraft operator failing to comply with the
Amendment 288 #
Proposal for a regulation 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-
Amendment 289 #
Proposal for a regulation 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 a
Amendment 290 #
Proposal for a regulation Article 11 – paragraph 2 (2)
Amendment 291 #
Proposal for a regulation 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 292 #
Proposal for a regulation 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 293 #
Proposal for a regulation 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
Amendment 294 #
Proposal for a regulation 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 administrative 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, and may be increased for repeat violations;
Amendment 295 #
Proposal for a regulation 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 administrative 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 sustainable aviation fuels
Amendment 296 #
Proposal for a regulation Article 11 – paragraph 4 Amendment 297 #
Proposal for a regulation Article 11 - paragraph 4 Amendment 298 #
Proposal for a regulation 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
Amendment 299 #
Proposal for a regulation 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 administrative 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 ‘synthetic’ aviation fuel
Amendment 300 #
(5) In the decision imposing the administrative fines referred to in paragraphs
Amendment 301 #
Proposal for a regulation 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 302 #
Proposal for a regulation Article 11 – paragraph 5 (5) In the decision imposing the
Amendment 303 #
Proposal for a regulation Article 11 - paragraph 6 Amendment 304 #
Proposal for a regulation Article 11 – paragraph 6 (6) Member States shall ensure that any aviation fuel supplier which has accumulated a shortfall from the obligation laid down in Article 4 relative to the minimum share of sustainable aviation fuels
Amendment 305 #
Proposal for a regulation 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
Amendment 306 #
(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.
Amendment 307 #
Proposal for a regulation 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 In
Amendment 308 #
Proposal for a regulation Article 11 – paragraph 7 (7) Member States sh
Amendment 309 #
Proposal for a regulation 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
Amendment 310 #
(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
Amendment 311 #
Proposal for a regulation 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 312 #
Proposal for a regulation Article 12 – paragraph 1 – point b (b) The amount of sustainable aviation fuel
Amendment 312 #
Proposal for a regulation Article 12 – paragraph 1 – point b (b) The amount of sustainable aviation fuel
Amendment 313 #
Proposal for a regulation Article 12 – paragraph 1 – point d (d) The status of compliance of airports and the relevant parties involved in fuel supply regarding obligations set out in Article 6;
Amendment 313 #
Proposal for a regulation Article 12 – paragraph 1 – point d (d) The status of compliance of airports and the relevant parties involved in fuel supply regarding obligations set out in Article 6;
Amendment 314 #
Proposal for a regulation Article 12 – paragraph 1 – point d (d) The status of compliance of each individual airport
Amendment 314 #
Proposal for a regulation Article 12 – paragraph 1 – point d (d) The status of compliance of each individual airport
Amendment 315 #
Proposal for a regulation Article 12 – paragraph 1 – point f (f) The origin
Amendment 315 #
Proposal for a regulation Article 12 – paragraph 1 – point f (f) The origin
Amendment 316 #
Proposal for a regulation Article 13 Amendment 316 #
Proposal for a regulation Article 13 Amendment 317 #
Amendment 318 #
Proposal for a regulation Article 13 – paragraph 1 Amendment 318 #
Proposal for a regulation Article 13 – paragraph 1 Amendment 319 #
Proposal for a regulation Article 13 – paragraph 1 By way of derogation from Article 4, from 1 January 2025 until 31 December 20
Amendment 319 #
Proposal for a regulation Article 13 – paragraph 1 By way of derogation from Article 4, from 1 January 2025 until 31 December 20
Amendment 320 #
Proposal for a regulation Article 13 – paragraph 1 By way of derogation from Article 4, from 1 January 2025 until 31 December 202
Amendment 320 #
Proposal for a regulation Article 13 – paragraph 1 By way of derogation from Article 4, from 1 January 2025 until 31 December 202
Amendment 321 #
Proposal for a regulation Article 13 – paragraph 1 By way of derogation from Article 4, from 1 January 2025
Amendment 321 #
Proposal for a regulation Article 13 – paragraph 1 By way of derogation from Article 4, from 1 January 2025
Amendment 322 #
Proposal for a regulation Article 13 a (new) Article 13 a Article 13 a Opt-in for airports and aircraft operators An airport situated on Union territory, or an aircraft operator operating from Union airports, which do not fall within the scope of the definitions set out in Article 3 may request to be treated as an Union airport or aircraft operator, respectively, under this Regulation if that airport or that aircraft operator informs accordingly the Commission, the Agency and the competent authorities. Airports which request to be treated as a Union airport and fall under the scope of Article 3 must ensure that their opt-in does not reduce or discourage connectivity.
Amendment 322 #
Proposal for a regulation Article 13 a (new) Article 13 a Article 13 a Opt-in for airports and aircraft operators An airport situated on Union territory, or an aircraft operator operating from Union airports, which do not fall within the scope of the definitions set out in Article 3 may request to be treated as an Union airport or aircraft operator, respectively, under this Regulation if that airport or that aircraft operator informs accordingly the Commission, the Agency and the competent authorities. Airports which request to be treated as a Union airport and fall under the scope of Article 3 must ensure that their opt-in does not reduce or discourage connectivity.
Amendment 323 #
Proposal for a regulation Article 14 – paragraph 1 By 31 December 2025, the Commission shall conduct a comprehensive impact assessment on the effect of the entire 'Fit for 55' legislative package, where this Regulation is an integral part of, including analysis on Union competitiveness, including hub transfer, risk of mobility reduction, cost effectiveness of greenhouse gas emissions reductions, total rise of costs, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global greenhouse gas emissions reduction and preserve a level- playing field. By 1 January 202
Amendment 323 #
Proposal for a regulation Article 14 – paragraph 1 By 31 December 2025, the Commission shall conduct a comprehensive impact assessment on the effect of the entire 'Fit for 55' legislative package, where this Regulation is an integral part of, including analysis on Union competitiveness, including hub transfer, risk of mobility reduction, cost effectiveness of greenhouse gas emissions reductions, total rise of costs, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global greenhouse gas emissions reduction and preserve a level- playing field. By 1 January 202
Amendment 324 #
Proposal for a regulation Article 14 – paragraph 1 1. By 1 January 202
Amendment 324 #
Proposal for a regulation Article 14 – paragraph 1 1. By 1 January 202
Amendment 325 #
Proposal for a regulation 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 deployment of sustainable aviation fuels that includes: (a) 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.
Amendment 325 #
Proposal for a regulation 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 deployment of sustainable aviation fuels that includes: (a) 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.
Amendment 326 #
Proposal for a regulation 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
Amendment 326 #
Proposal for a regulation 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 327 #
Proposal for a regulation 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
Amendment 327 #
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,
Amendment 328 #
Proposal for a regulation 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
Amendment 328 #
Proposal for a regulation Article 14 – paragraph 1 By 1 January 2028 and every five years
Amendment 329 #
Proposal for a regulation Article 14 – paragraph 1 a (new) The Commission shall report to the European Parliament and to the Council, by 1 January 2030, and every fifth year until 2050, on the results of a comprehensive evaluation and monitoring of this Regulation in relation to the Union's competitiveness, transport costs, possible market distortions and, if necessary, to present supporting and incentivizing mechanisms.
Amendment 329 #
Proposal for a regulation Article 14 – paragraph 1 a (new) The Commission shall report to the European Parliament and to the Council, by 1 January 2030, and every fifth year until 2050, on the results of a comprehensive evaluation and monitoring of this Regulation in relation to the Union's competitiveness, transport costs, possible market distortions and, if necessary, to present supporting and incentivizing mechanisms.
Amendment 330 #
Proposal for a regulation Article 14 – paragraph 1 a (new) By 1 January 2029, the Commission shall reassess targets referred to in Article 4 and Annex I as of 1 January 2035 based on the development of the fuel market, research and technological development as well as the condition of the aviation sector in order to facilitate green transition and reach climate goals.
Amendment 330 #
Proposal for a regulation Article 14 – paragraph 1 a (new) By 1 January 2029, the Commission shall reassess targets referred to in Article 4 and Annex I as of 1 January 2035 based on the development of the fuel market, research and technological development as well as the condition of the aviation sector in order to facilitate green transition and reach climate goals.
Amendment 331 #
Proposal for a regulation Article 15 – paragraph 3 However, Article 4 and 5 shall apply from 1 January 20
Amendment 331 #
Proposal for a regulation Article 15 – paragraph 3 However, Article 4 and 5 shall apply from 1 January 20
Amendment 332 #
Proposal for a regulation Article 15 a (new) Article 15 a Compensatory regulatory reduction The Commission shall present, by [1 year before the entry into force of this Regulation], and in line with its communication on the application of the “one in, one out” principle, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other Union legislative acts that generate compliance costs in the affected sectors. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum.
Amendment 332 #
Proposal for a regulation Article 15 a (new) Article 15 a Compensatory regulatory reduction The Commission shall present, by [1 year before the entry into force of this Regulation], and in line with its communication on the application of the “one in, one out” principle, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other Union legislative acts that generate compliance costs in the affected sectors. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum.
Amendment 335 #
Proposal for a regulation 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 (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 336 #
Proposal for a regulation Annex I – point a (a) From 1 January 2025, a minimum share of 2% of SAF of which a minimum share of 0,03% of synthetic aviation fuels;
Amendment 336 #
Proposal for a regulation Annex I – point a (a) From 1 January 2025, a minimum share of 2% of SAF of which a minimum share of 0,03% of synthetic aviation fuels;
Amendment 337 #
Proposal for a regulation Annex I – point a (a) From 1 January 2025, a minimum share of 2% of SAF; of which a minimum share of 0,03 % of synthetic fuels;
Amendment 337 #
Proposal for a regulation Annex I – point a (a) From 1 January 2025, a minimum share of 2% of SAF; of which a minimum share of 0,03 % of synthetic fuels;
Amendment 338 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of
Amendment 338 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of
Amendment 339 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of 5% of SAF,
Amendment 339 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of 5% of SAF,
Amendment 340 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of
Amendment 340 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of
Amendment 341 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of 5% of SAF, of which a minimum share of
Amendment 341 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of 5% of SAF, of which a minimum share of
Amendment 342 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of
Amendment 342 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of
Amendment 343 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of 5% of SAF, of which a minimum share of
Amendment 343 #
Proposal for a regulation Annex I – point b (b) From 1 January 2030, a minimum share of 5% of SAF, of which a minimum share of
Amendment 344 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of
Amendment 344 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of
Amendment 345 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 20% of SAF,
Amendment 345 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 20% of SAF,
Amendment 346 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 20% of SAF,
Amendment 346 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 20% of SAF,
Amendment 347 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 20% of SAF, of which a minimum share of 7,5% of synthetic aviation fuels;
Amendment 347 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 20% of SAF, of which a minimum share of 7,5% of synthetic aviation fuels;
Amendment 348 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 20% of SAF, of which a minimum
Amendment 348 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 20% of SAF, of which a minimum share of
Amendment 349 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 2
Amendment 349 #
Proposal for a regulation Annex I – point c (c) From 1 January 2035, a minimum share of 2
Amendment 350 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a
Amendment 350 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a
Amendment 351 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum share of 32% of SAF,
Amendment 351 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum share of 32% of SAF,
Amendment 352 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum share of 32% of SAF,
Amendment 352 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum share of 32% of SAF,
Amendment 353 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum share of 32% of SAF, of which a minimum share of
Amendment 353 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum share of 32% of SAF, of which a minimum share of
Amendment 354 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum share of 32% of SAF, of which a minimum share of
Amendment 354 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum
Amendment 355 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum share of
Amendment 355 #
Proposal for a regulation Annex I – point d (d) From 1 January 2040, a minimum share of
Amendment 356 #
Proposal for a regulation Annex I – point e (e) From 1 January 20
Amendment 356 #
Proposal for a regulation Annex I – point e (e) From 1 January 2045, a minimum volume share of 38% of SAF,
Amendment 357 #
Proposal for a regulation Annex I – point e (e) From 1 January 2045, a minimum volume share of 38% of SAF,
Amendment 357 #
Proposal for a regulation Annex I – point e (e) From 1 January 2045, a minimum volume share of 38% of SAF,
Amendment 358 #
Proposal for a regulation Annex I – point e (e) From 1 January 2045, a minimum volume share of 38% of SAF, of which a minimum share of 1
Amendment 358 #
Proposal for a regulation Annex I – point e (e) From 1 January 2045, a minimum volume share of 38% of SAF, of which a minimum share of 1
Amendment 359 #
Proposal for a regulation Annex I – point e (e) From 1 January 2045, a minimum volume share of 38% of SAF, of which a minimum share of 1
Amendment 359 #
(e) From 1 January 2045, a minimum volume share of 38% of SAF, of which a minimum share of 1
Amendment 360 #
Proposal for a regulation Annex I – point e (e) From 1 January 2045, a minimum volume share of
Amendment 360 #
Proposal for a regulation Annex I – point e (e) From 1 January 2045, a minimum volume share of
Amendment 361 #
Proposal for a regulation Annex I – point f Amendment 361 #
Proposal for a regulation Annex I – point f Amendment 362 #
Proposal for a regulation Annex I – point f (f) From 1 January 2050, a minimum volume share of 63% of SAF,
Amendment 362 #
Proposal for a regulation Annex I – point f (f) From 1 January 2050, a minimum volume share of 63% of SAF,
Amendment 363 #
Proposal for a regulation Annex I – point f (f) From 1 January 2050, a minimum volume share of 63% of SAF, of which a minimum share of
Amendment 363 #
Proposal for a regulation Annex I – point f (f) From 1 January 2050, a minimum volume share of 63% of SAF, of which a minimum share of
Amendment 364 #
Proposal for a regulation Annex I – point f (f) From 1 January 2050, a minimum volume share of
Amendment 364 #
Proposal for a regulation Annex I – point f (f) From 1 January 2050, a minimum
Amendment 365 #
Proposal for a regulation Annex I – point f (f) From 1 January 2050, a minimum volume share of 63% of SAF, of which a minimum share of
Amendment 365 #
Proposal for a regulation Annex I – point f (f) From 1 January 2050, a minimum volume share of 63% of SAF, of which a minimum share of
Amendment 55 #
Proposal for a regulation Citation 1 Having regard to the Treaty on the Functioning of the European Union, and in particular Article 100(2) and Article 192(2) thereof,
Amendment 56 #
Proposal for a regulation Recital 1 (1) Over the past decades, air transport has played a
Amendment 57 #
Proposal for a regulation Recital 1 (1) Over the past decades, air transport has
Amendment 58 #
Proposal for a regulation Recital 1 (1) Over the past decades, air transport
Amendment 59 #
Proposal for a regulation 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 60 #
Proposal for a regulation Recital 1 a (new) (1a) One of the most critical challenges which the transport sector, including air transport, faces is the need to significantly reduce its emissions and become fully sustainable. In 2018, the air transport sector accounted for more than 13 % of all EU greenhouse gas emissions from transport and around 3,6 % of total EU greenhouse gas emissions.
Amendment 61 #
Proposal for a regulation Recital 1 b (new) (1b) In line with the Union’s climate commitments under the Paris Agreement, adopted under the United Nations Framework Convention on Climate Change1a (‘Paris Agreement’), the Union has established legal obligations through Regulation (EU) 2021/1119 of the European Parliament and of the Council1b (‘European Climate Law’) to achieve climate neutrality by 2050 at the latest and to achieve a reduction of net greenhouse gas emissions by at least 55 % compared to 1990 by 2030. Accordingly, various policy instruments are needed to contribute to the reduction of greenhouse gas emissions in all economic sectors, including the aviation sector. Currently aviation relies exclusively on fossil jet fuel to operate, and growing passenger numbers have rapidly increased net emissions from the sector. The total air passenger traffic in Europe has more than doubled since 1990. CO2 emissions from aviation are projected to increase more than 20% by 2050, compared to 2015. In order to rapidly reverse this trend action is needed to, on the one hand, promote a modal shift to more sustainable modes of transport while, on the other, ensuring the decarbonisation of the aviation sector by ramping up the uptake and supply of sustainable aviation fuels. _________________ 1a OJ L 282, 19.10.2016, p. 4. 1bRegulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).
Amendment 62 #
Proposal for a regulation 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
Amendment 63 #
(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. Therefore, it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the Union’s climate goals, with high levels of connectivity, safety and security
Amendment 64 #
Proposal for a regulation 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
Amendment 65 #
Proposal for a regulation 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. Therefore, it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the Union’s climate goals, with high levels of connectivity, safety and security, and affordability.
Amendment 66 #
Proposal for a regulation 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 67 #
Proposal for a regulation Recital 2 a (new) (2a) The largest increases in greenhouse gas emissions are expected in the aviation sector, with air traffic levels equivalent to the pre-COVID period, as they are usually not prioritised in national policies. This is why a harmonised legal framework should be put in place at European level to promote the decarbonisation of the airline industry while preserving its competitiveness.
Amendment 68 #
Proposal for a regulation 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) (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 70 #
Proposal for a regulation 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 rules established at global level at the International Civil Aviation Organisation (ICAO), as well as by comprehensive multilateral or bilateral agreements between the Union or its Member States, and third countries. The Union external aviation policy should promote converge on the use of sustainable aviation fuels and if appropriate establish specific provisions on the use of sustainable aviation fuels within the comprehensive multilateral and bilateral air transport agreements between the Union or its Member States, and third countries.
Amendment 71 #
Proposal for a regulation 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 rules established at global level at the International Civil Aviation Organisation (ICAO), as well as by comprehensive multilateral or bilateral agreements between the Union or its Member States, and third countries. Therefore, it is important that in addition to domestic measures, the Union pushes forward changes in the global regulatory frameworks on aviation, in a manner consistent with the Paris Agreement and the polluter pays principle.
Amendment 72 #
Proposal for a regulation Recital 3 (3) The functioning of the Union air transport sector is determined by its cross-
Amendment 73 #
Proposal for a regulation 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) (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 75 #
Proposal for a regulation Recital 4 (4) The air transport market is subject to strong competition between economic actors worldwide and across the Union, for which a level
Amendment 76 #
Proposal for a regulation 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
Amendment 77 #
Proposal for a regulation Recital 4 (4) The air transport market is subject to strong competition between economic actors globally and 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 the relevant parties involved in fuel supply and other aviation actors can operate on the basis of equal 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.
Amendment 78 #
(4) The air transport market is subject to increasingly strong competition between economic actors across the Union, whether public or private, 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. 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.
Amendment 79 #
Proposal for a regulation 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, reduce the attractiveness of the aviation sector and therefore mobility, with high fuel prices translated directly into high end-consumer fares. 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
Amendment 80 #
Proposal for a regulation 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
Amendment 81 #
Proposal for a regulation 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
Amendment 82 #
Proposal for a regulation 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 both
Amendment 83 #
Proposal for a regulation 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 joint measures, decided by mutual agreement at European and international levels, aimed at reducing the carbon emissions from aircraft flying from Union airports. Such measures should contribute to meeting the Union’s climate objectives by 2030 and 2050.
Amendment 84 #
Proposal for a regulation 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
Amendment 85 #
Proposal for a regulation 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 the
Amendment 86 #
Proposal for a regulation Recital 6 a (new) (6a) Improved efficiency of air transport operations could significantly reduce aviation’s emissions in the short term. The implementation of the Single European Sky could lead to a 10% reduction of CO2 emissions, and should be adopted before any additional fiscal measure on the sector. Best practices such as single-engine taxiing from the gate to the runway and vice versa, reduction of take-off weight, and continuous descent could further reduce the emissions of the sector and should be implemented in first place. Aircraft operators performing significantly well in terms of grams of CO2 per passenger / kilometre should be awarded and incentivised to further increase their efficiency.
Amendment 87 #
Proposal for a regulation Recital 6 a (new) (6a) To meet its commitment of net zero carbon emissions by 2050, the aviation sector faces a major challenge that requires a comprehensive approach and carbon footprint reductions at all levels, coming from the deployment at a large scale of sustainable fuels to more frugal aircraft in the future, but also a reduction in the environmental footprint on the ground as runway equipment accounts for 4% of an airport's CO2 emissions.
Amendment 88 #
Proposal for a regulation Recital 6 a (new) (6a) The principles of subsidiarity, proportionality and solidarity should particularly be applied, considering the different starting points of Member States as well as their capacities to bring about changes into policies pertaining to sustainable aviation fuels.
Amendment 89 #
Proposal for a regulation 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. T
Amendment 90 #
Proposal for a regulation 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 emission reductions in the past decades. However, the global growth of air traffic, which has generated wide benefits for Union citizens and economy, has
Amendment 91 #
Proposal for a regulation Recital 7 (7) The Communication on a Sustainable and Smart Mobility Strategy
Amendment 92 #
Proposal for a regulation 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
Amendment 93 #
Proposal for a regulation 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
Amendment 94 #
Proposal for a regulation 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
Amendment 95 #
Proposal for a regulation 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
Amendment 96 #
Proposal for a regulation 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
Amendment 97 #
Proposal for a regulation 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 (8)
Amendment 99 #
Proposal for a regulation Recital 8 (8)
source: 719.644
2022/03/10
TRAN
2 amendments...
Amendment 471 #
Proposal for a regulation Annex Ia (new) Annex Ia (new) - Total permitted annual volumes of advanced biofuels and biofuels for the purposes of Article 4 (in Mtoe) Total permitted annual volume of Total permitted annual volume of advanced biofuels as defined in biofuels produced from feedstock Article 2, second paragraph, point listed in part B of Annex IX to 34 of Directive (EU) 2018/2001 (in Directive (EU) 2018/2001 (in Mtoe) Mtoe) From 1 January 2025 to 31 0.14 0.65 December 2029 From 1 January 2030 to 31 1.8 0.65 December 2034 From 1 January 2035 to 31 4.5 0.65 December 2039 From 1 January 2040 to 31 5.8 0.65 December 2044 From 1 January 2045 to 31 5.8 0.65 December 2049
Amendment 472 #
Proposal for a regulation Annex II Annex II – Template for aircraft operator reporting ICAO code Yearly Actual Yearly non- Total yearly
source: 729.864
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