2021/0205(COD) | [ParlTrack]

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

Proposal for a regulation
Recital 15

(15) The present Regulation should not 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 EUnion aviation single market, this regulation should cover the largest possible share of commercial air traffic operated from airports located on EUnion territory. At the same time, in order to safeguard air connectivity for the benefits of EUnion citizens, businesses and regions, it is important to ~~avoid imposing undue burden on~~enable Union funding to 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, t~~ in remote regions. The scope of the Regulation should cover at ~~least 95~~100 % of total traffic departing from airports in the Union. ~~For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory.~~

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 EUnion aviation single market, this regulation should cover the largest possible share of commercial air traffic operated from airports located on EUnion territory. At the same time, in order to safeguard air connectivity for the benefits of EUnion citizens, businesses and regions, it is important to avoid imposing undue burden on air transport operations at small airports. However, air transport operations at airports not covered by this Regulation could be encouraged to comply with the obligations of this Regulation on a voluntary basis. 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 Union. For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EUnion territory.

Amendment 103 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 level playing field across the EU aviation single market, this regulation, with due regard for the above-mentioned conditions, 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. An appropriate 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 Union. For the same reasons~~, possible following an impact analysis of the values identified. For the same reasons and taking the same analytical approach, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory.

Amendment 104 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Ivo HRISTOV, Josianne CUTAJAR, Eva KAILI

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~~ustainable~~ynthetic aviation fuels ~~produced from feedstock listed in Parts A and B of Annex IX~~and biofuels which have a low ILUC risk and comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of Directive (EU) 2018/2001, a~~s well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are ess~~nd are certified in accordance with Article 30 of this Directive should be eligible. New production capacities should be created while at the same time existing feedstock for biofuels and biogas should be used in production pathways with the highest environmential~~, as currently the most commercially mature technology to decarbonise air transport already in the short term.~~ benefits in terms of greenhouse gas emission reduction and greenhouse gas intensity.

Amendment 106 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

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 feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of the Directive (EU) 2018/2001 and are ~~essential, as currently the most commercially mature technology to decarbonise air transport already in the short term~~certified in accordance with Article 30 of that Directive, as well as synthetic aviation fuels should be eligible.

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~~duc~~vided f~~rom feedstock listed in Parts A and B of Annex IX of~~or in Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technologynd complying with the sustainability and greenhouse gas emissions criteria laid down in that Directive and certified in accordance with Article 30 of that Directive are essential to decarbonise air transport already in the short term.

Amendment 108 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Recital 16

(16) DResearch, 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 ~~promot~~encouraged. This should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in ~~short~~the medium and long term to contribute to Union transport decarbonisation ambitions and to the competitiveness of Union companies in the sector, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, sustainable aviation fuels produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise air transport already in the short term.

Amendment 109 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Eva KAILI

Proposal for a regulation
Recital 16

Amendment 110 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Eva KAILI

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

(17) ~~For sustainability reasons~~Given the safeguards provided for in Directive (EU) 2018/2001, 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. ResProper enforcement of that Directive with an appropriate track and trace system in place combined with establishing market conditions with tailored incentives should lead to ramping up alternative fuels market in the Union. In addition, annex V of that Directive addresses the greenhouse gas savings of each crop for earch ~~has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand~~production way. Even if some feedstock does not reduce as much emissions as others, but is available in Europe, produces also protein for ~~feed~~livestock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fuels produced from feedstock for which a significant expansion of the production area into land with high-carbon stock is observed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular withor is intermediate crops to protect the soil during winter, it should be recommended to use the fuels where the feedstock is harvested under the sustainability criteria laid down in Article 29 and 29(a) of that Directive in particular during the green transition. Furthermore, Directive (EU) 2018/2001 ~~which~~ limits and sets a cap on the use of ~~such~~ biofuels in road and rail transport, ~~considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential~~ which cand broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demande extended to all modes of transport. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99 % of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sectoruse all types of sustainable aviation fuels in a cost effective manner to reach climate goals through effective decarbonisation.

Amendment 112 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 hais showning that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fuels produced from feedstock for which a significant expansion of the production area into land with high- carbon stock is observed. Accordingly, feed and food crop- based fuels should not be promoted as a priority. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk iscould be particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. TIn the aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large, the subject is not a top priority because it has currently insignificant levels of demand ofor food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector, since over 99% of currently used aviation fuels are of fossil origin.

Amendment 113 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

(18) A single, clear ~~and robust~~, robust and lasting sustainability framework is necessary to provide 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 114 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive.

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 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~~The Commission should propose measures 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. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. ~~Therefore, this Regulation should establish a dedicated sub-obligation for this technology.~~ Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions~~, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive~~ are covered by this Regulation.

Amendment 117 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Josianne CUTAJAR, Eva KAILI

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. ItMoreover, in order to take into account the criticality of air routes connecting islands with the continent, the access to sustainable fuel should be prioritised for island airports in face of significant price disruptions. This Regulation 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. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive.

Amendment 118 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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~~can be proportional to the covered airports' volume of traffic. 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. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology and specific incentives to provide economies of scale and relative restriction of costs. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive.

Amendment 119 #

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.deleted

Amendment 120 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 ~~starting in 2025~~in the coming years, depending on the maturity and accessibility of the technology. 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 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 #

Izaskun BILBAO BARANDICA, Klemen GROŠELJ, Nicola DANTI, Nicola BEER, Andreas GLÜCK, Christophe GRUDLER

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 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 126 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Recital 22

(22) ~~Airports~~The relevant parties 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 ato the relevant parties in fuel supply at Union airports 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 127 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Recital 25

(25) Aviation fuel suppliers should be required to report ~~yearly~~, in keeping with a time line that makes it possible for companies to set long-term strategies, in the Union database referred to in Article 28 of Directive (EU) 2018/2001, on their supply of aviation fuel, including sustainable aviation fuels. The Agency should report on a yearly basis to the Commission on the fulfilment by aircraft operators and aviation fuel suppliers of their respective obligations under this Regulation. This is important for the Commission to have clear visibility on the level of compliance to the Regulation and to measure with increased objectivity the extent to which the Regulation is working.

Amendment 130 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 Union airports. Therefore, aircraft operators should be allowed to report their use of sustainable aviation fuels based on purchasing records. Aircraft operators should be entitled to receive from the aviation fuel supplier the information that is necessary to report the sustainable aviation fuel purchase.

Amendment 131 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Recital 27

(27) It is ~~essential~~important 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, i~~It is essential to remember 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 134 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Izaskun BILBAO BARANDICA, Klemen GROŠELJ, Nicola DANTI, Nicola BEER, Andreas GLÜCK

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;deleted

Amendment 136 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Eva KAILI

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 with regard to the reduction of greenhouse gases emissions and help the aviation sector 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.

Amendment 139 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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;, under the condition of availability of feedstock and provided that such an obligation does not constitute a dual penalty.

Amendment 141 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Recital 30

Amendment 143 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Recital 31

(31) An appropriate transitional period of 5at least 10 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.

Amendment 145 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Recital 32 a (new)

(32 a) Given that this Regulation will generate additional costs for affected sectors and therefore for passengers, compensatory actions need to be taken. The Commission should therefore be obliged to present respective proposals before entry into force of this Regulation. The proposals should support necessary investments and offset the new financial burdens. Addressing on the one hand measures at Union level, such us enforcing public private partnerships, a targeted investment strategy and a clear allocation of financial resources by establishing a dedicated innovation fund, and on the other hand measures at Member States level such as reduction of taxes, charges and levies as well as the costs and duration of certification processes.

Amendment 147 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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)

(32 b) Research and innovation will play a substantial role in the development of sustainable and synthetic aviation fuels and the production capacity building. A respective investment priority should be clearly set within the relevant Union funding programmes identified by the Commission, i.e. Horizon Europe, Connecting Europe Facility, EU ETS Innovation Fund, InvestEU. A number of calls should be reserved to respective R&D activities.

Amendment 152 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Ivo HRISTOV, Eva KAILI

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 100 000 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; where a Union airport meets the exemption requirements, it may still opt to be covered by this Regulation; the Member State on the territory of which the airport in question is located shall report that information to the Commission; _________________ 13Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges (OJ L 70, 14.3.2009, p. 11).

Amendment 155 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 ~~at least 729~~ commercial air transport flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

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~~, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive,~~ or biofuels which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of ~~that~~ Directive (EU) 2018/2001 and are certified in accordance with Article 30 of this Directive;

Amendment 161 #

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, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, which complyfuels which save at least 70 % of greenhouse gases as compared with fossil fuels, in line with Directive (EU) 2018/2001, complying with the sustainability and greenhouse gas emissions criteria laid down in ~~Article 29(2) to (7) of~~ that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 162 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

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~~, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive~~ or biofuels of low ILUC risk, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 163 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 5

Amendment 164 #

Izaskun BILBAO BARANDICA, Klemen GROŠELJ, Nicola DANTI, Nicola BEER, Andreas GLÜCK

Proposal for a regulation
Article 3 – paragraph 1 – indent 5

Amendment 165 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

Proposal for a regulation
Article 3 – paragraph 1 – indent 8

— ~~‘synthetic aviation fuels’ means fuels that are renewable fuels of non- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001, used in aviation;~~Deletion

Amendment 167 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Eva KAILI

Proposal for a regulation
Article 3 – paragraph 1 – indent 8

— ‘synthetic aviation fuels’ means liquid or gaseous fuels that are renewable fuels of non- biological origin and recycled carbon fuels, as defined in Article 2, second paragraph, point 35 and point 36 of Directive (EU) 2018/2001, or electricity used in aviation;

Amendment 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- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001, or electricity from renewable sources used in aviation;

Amendment 169 #

Izaskun BILBAO BARANDICA, Klemen GROŠELJ, Nicola DANTI, Nicola BEER, Andreas GLÜCK

Proposal for a regulation
Article 3 – paragraph 1 – indent 8

Amendment 170 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

Proposal for a regulation
Article 3 – paragraph 1 – indent 14

— ‘yearly non-tanked quantity’ means the difference between the yearly aviation fuel ~~required~~ 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, as defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy;

Amendment 172 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

Proposal for a regulation
Article 3 – paragraph 1 – indent 15

— ‘total yearly non-tanked quantity’ means the ~~sum of the yearly non-tanked quantities~~difference between the yearly aviation fuel required and the actual fuel uplifted by an aircraft operator at all Union airports over the course of a reporting period; the ratio between yearly aviation fuel required and the actual fuel uplifted shall not exceed the value of 105 %;

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 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 airports, co~~ntains a minimum share of sustainable aviation fuel, includ~~vered by this Regulation, containg a minimum share of s~~ynthetic~~ustainable aviation fuel, in accordance with the values and dates of application set out in Annex I.

Amendment 177 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 shares set out in Annex I for a given reporting period, it shall ~~at least complement that shortfall in the subsequent reporting period~~report the reasons for SAF shortage to the European Union Aviation Safety Agency. The Commission may request that the aviation fuel supplier complement that shortfall in the subsequent reporting period, if the causes are not related with aviation fuel unavailability.

Amendment 180 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Article 4 – paragraph 2

Amendment 181 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Josianne CUTAJAR, Eva KAILI

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 9070 % of the yearly aviation fuel required.

Amendment 189 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Article 5 – paragraph 1 a (new)

2.Aircraft operators covered under Directive 2003/87/EC shall receive free allocations when using sustainable aviation fuels for activities covered under this Regulation. a) The amount of free allocations shall be equal to one allowance per tonne of CO2 saved through sustainable aviation fuels and two per determined by Directive (EU) 2018/2001 renewable fuels of non- biological origin ('RFNBO') and recycled carbon fuels equivalent to 3,16 allowances per tonne of SAF and 6,32 per tonne of RFNO and recycled carbon fuel. b) The quantity of allowances shall be proportionate to the total greenhouse gas emissions saved according to the treatment of these fuels under Directive (EU) 2018/2001 and the implementing acts in Article 14(1) of Directive 2003/87/EC. c) RFNBOs and recycled carbon fuels supplied to the aviation should receive the double amount of free allowances. For a transitional period until the implementing acts referred to in Article 14 (1) of Directive 2003/87/EC enter into force RFNBO and recycled carbon fuels should be rated with zero emissions.

Amendment 191 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Article 6 – title

Obligations of ~~Union airports~~the relevant parties in fuel supply to provide the infrastructure

Amendment 192 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Eva KAILI

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Izaskun BILBAO BARANDICA, Klemen GROŠELJ, Nicola DANTI, Nicola BEER, Andreas GLÜCK

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. as well as for hydrogen and electric recharging/refuelling of aircrafts, in accordance with [Article13 of Regulation on the deployment of alternative fuels infrastructure].

Amendment 195 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 ~~Union airport~~parties concerned shall provide the information without undue delay.

Amendment 198 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

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 mshall without undue delay request the Union airport to provide the information necessary to prove compliance with paragraph 1. The Union airport concerned shall provide the information without undue delay.

Amendment 199 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 theis Regulation or after the year when they exceed one of the thresholds in Article 3(a).

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 does not fulfil ~~its~~their obligations. The parties involved in fuel supply at Union airports shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the Regulation ~~or after the year when they exceed one of the thresholds in Article 3(a)~~.

Amendment 201 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Article 7 – paragraph 1 – introductory part

By 3~~1 March~~0 June of each reporting year, aircraft operators shall report the following information to the Agency:

Amendment 203 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Article 7 – paragraph 1 – point d

~~(d) The total amount of sustainable aviation fuel purchased from aviation fuel suppliers, for the purpose of operating their flights departing from Union airports, expressed in tonnes.~~deleted

Amendment 205 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 206 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 infor~~mation free of charg~~ the specific scope free of charge and in a reasonable time frame.

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Article 9 – paragraph 1 – introductory part

By 31 ~~March~~January of each reporting year, aviation fuel suppliers shall report in the Union Database referred to in Article 28 of Directive (EU) 2018/2001, the following information relative to the reporting period:

Amendment 210 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Article 9 – paragraph 1 – introductory part

By 3~~1 March~~0 June of each reporting year, aviation fuel suppliers shall report in the Union Database referred to in Article 28 of Directive (EU) 2018/2001, the following information relative to the reporting period:

Amendment 211 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Article 9 – paragraph 1 – point c

(c) The lifecycle emissions, of sustainable aviation fuel, the characteristics and origin of feedstock and conversion process of each sustainable aviation fuel type supplied at Union airports.

Amendment 212 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

Proposal for a regulation
Article 9 – paragraph 2

The ~~Agency~~public shall have access to the Union database ~~and~~once the information has been verified at Member State level pursuant to Article 28 of Directive (EU) 2018/2001. The Agency shall use the information contained in the Union database, once the information has been verified at Member State level pursuant to Article 28 of Directive (EU) 2018/2001.

Amendment 213 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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, only once the information has been verified at Member State level pursuant to Article 28 of Directive (EU) 2018/2001 and the Member State has given formal authorisation.

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Article 10 – paragraph 3

(3) The competent authorit~~ies~~y or authorities, depending on particular situation of a Member State, in respect of an aircraft operator shall be determined pursuant to Commission Regulation (EC) No 748/200916 . _________________ 16 Commission Regulation (EC) No 748/2009 of 5 August 2009 on the list of aircraft operators which performed an aviation activity listed in Annex I to Directive 2003/87/EC

Amendment 218 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Article 10 – paragraph 4

(4) The competent authorit~~ies~~y or authorities, depending on particular situation of a Member State, in respect of Union airports shall be determined on the basis of the respective territorial jurisdiction.

Amendment 219 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Article 10 – paragraph 5

(5) The competent authorit~~ies in~~ y or authorities, depending on particular situation of a Member State, in respect of aviation fuel suppliers shall be determined pursuant to their Member State of establishment.

Amendment 220 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Article 11 – paragraph 1

(1) ~~Member States~~The Commission shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this Regulation and Member States shall take all measures necessary to ensure that they are implemented. The penalties provided for must be effective, proportionate and dissuasive. ~~Member States shall notify~~The Commission shall deliver these provisions to the ~~Commission~~Member States by 31 December 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them.

Amendment 222 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Article 11 – paragraph 1

(1) ~~Member States~~The Union 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. Member States shall take all measures necessary to ensure that such penalties are implemented. 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 223 #

Proposal for a regulation
Article 11 – paragraph 2

(2) ~~Member States shall ensure that a~~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 aviation fuel per tonne and of the total yearly non-tanked quantity;

Amendment 224 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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~~peak price of aviation fuel per tonne and of the total yearly non- tanked quantity;

Amendment 225 #

Proposal for a regulation
Article 11 – paragraph 3

(3) ~~Member States shall ensure that a~~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;

Amendment 226 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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~~peak price of conventional aviation fuel and sustainable aviation fuel per tonne and of the quantity of aviation fuels not complying with the minimum share referred to in Article 4 and Annex I;

Amendment 227 #

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 aviation fuel not complying with the minimum share referred to in Article 4 and Annex I;deleted

Amendment 228 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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~~peak price of synthetic aviation fuel and conventional aviation fuel per tonne and of the quantity of the aviation fuel not complying with the minimum share referred to in Article 4 and Annex I;

Amendment 229 #

Proposal for a regulation
Article 11 – paragraph 5

(5) In the decision imposing the administrative fines referred to in paragraphs 32 and 43 , the competent authority shall explain the methodology applied for the determination of the price of aviation fuel, and sustainable aviation fuel ~~and synthetic aviation fuel~~ on the Union market, based on verifiable and objective criteria;

Amendment 230 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 ~~or of synthetic fuels~~ in a given reporting period, shall ~~supply the market~~undertake all possible efforts to supply the market, if the reasons for SAF shortage are not related with unavailability of the feedstock in the Union, in the subsequent reporting period with a quantity of that respective fuel equal to that shortfall, additional to their reporting period obligation. Fulfilling this obligation ~~shall not~~may exonerate the fuel supplier from the obligation to pay the penalties laid out in paragraphs 3 ~~and 4~~ of this Article;

Amendment 231 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

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 EUnion guarantee, for the purpose of exclusively supporting projects that will help the industry to develop and deploy sustainable and synthetic aviation fuels and innovative technologies in the aviation sector.

Amendment 232 #

Proposal for a regulation
Article 11 – paragraph 7

Amendment 233 #

Izaskun BILBAO BARANDICA, Klemen GROŠELJ, Nicola DANTI, Nicola BEER, Andreas GLÜCK

(7) Member States shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. Member States shall transfer the amount collected through those administrative fines as contribution to the InvestEU Green Transition Investment Facility, as a top-up to the EU guaranteefines. The fines collected under Article 11 shall be allocated to financing a modal shift towards sustainable alternatives to short haul flights.

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 ~~InvestEU Green Transition Investment Facility, as a top-up to the EU guarantee~~Sustainable Aviation [Fuels] Fund, established under Article 11a.

Amendment 235 #

Izaskun BILBAO BARANDICA, Klemen GROŠELJ, Nicola DANTI, Nicola BEER, Andreas GLÜCK

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 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

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 #

Izaskun BILBAO BARANDICA, Klemen GROŠELJ, Nicola DANTI, Nicola BEER, Andreas GLÜCK

Proposal for a regulation
Article 12 – paragraph 1 – introductory part

TBy 31 December 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 the following information:

Amendment 238 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Article 12 – paragraph 1 – point b

(b) The amount of sustainable aviation fuel ~~and of synthetic aviation fuel~~per type of fuel feedstock supplied at Union level in aggregate and by Union airport;

Amendment 241 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 202530 until 31 December 202934, for each reporting period, an aviation fuel supplier may supply the minimum share of sustainable aviation fuel defined in Annex I as a weighted average over all the aviation fuel it supplied across Union airports for that reporting period.

Amendment 244 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Article 13 – paragraph 1

By way of derogation from Article 4, from 1 January 20235 until 31 December 20239, for each reporting period, an aviation fuel supplier may supply the minimum share of sustainable aviation fuel defined in Annex I as a weighted average over all the aviation fuel it supplied across Union airports for that reporting period.

Amendment 245 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 20286 and every ~~fiv~~three 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 Directiv~~reflecting upon available policy options on other energy sources defined under the Renewable Energy Directive, taking into consideration the principle of technological neutrality and propose, where appropriate, 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. 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. 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, deployment of viable and commercial sustainable aviation fuels, research and technological development as well as condition of the aviation sector in order to facilitate green transition and reach climate goals.

Amendment 247 #

Proposal for a regulation
Article 14 – paragraph 1

1. By 1 January 20287 and every five years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the evolution of the aviation fuels market and its impact on the aviation internal market of the Union, including regarding the possible extension of the scope of this Reguhall submit a report on the evaluation of this Regulation to the European Parliament and the Council and shall, if appropriate, submit legislative proposals to amend this Regulation. The report shall be made public. 2.For the purpose of this Article, the Commission shall report on (a) the evolution of the aviation technologies and fuels market, in particular the evolution of SAF, and its impact on the aviation internal market of the Union; (b) the evolution of the aviation activities, including aviation fuels, in relation to othe~~r energy sources, and other types of synthetic fuels defined under the Renewable Energy Directive,~~ir impact on the emissions of both greenhouse gas and non-CO2 on climate change and air quality around airports; (c) the possible revision upwards of the minimum shares in Article 4 and Annex I, and the level of ~~administrative fines. The report shall include information, where available, on~~fines, and of the obligations SAF shares in both Articles 5a and 5b; (d) the possible revision downwards of the maximum levels of aromatics and sulphur in Article 4a. 3. The report referred to in this Article shall also include information on: (a) the development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level~~. The report shall also inform on~~; (b) the technological advancements in the area of research and innovation in the aviation industry which are relevant to ~~sustainable aviation fuels~~this Regulation, including with regards to the reduction of non-CO2 emissions. The report may consider if this Regulation should be amended and, options for amendments, where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO level. the impact of the aviation sector on both CO2 and non-CO2 emissions in line with the Paris Agreement; (c) Member States spending of the revenues generated from penalties referred to in Articles 11(1) and 11a.

Amendment 248 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Ivo HRISTOV, Josianne CUTAJAR

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. The report shall contain an assessment of aircraft operators fuel consumption, their measures to improve fuel efficiency and progress towards decreasing overall fuel consumption. 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 shall identify short haul flights that can be replaced by sustainable alternatives to short haul flights and make recommendations that facilitate such a modal shift. The report may consider if this Regulation should be amended and, options for amendments, where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO level. The report shall be made public.

Amendment 249 #

Proposal for a regulation
Article 14 – paragraph 1

By 1 January 20286 and every five years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the application of this Regulation, evolution of the aviation fuels market and ~~its~~the impact of this Regulation 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 impact on air routes connecting islands with the continent, the social impacts as well as the related employment and training needs, 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. 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 leveland the development of technologies such as electric- powered or hydrogen-powered aircraft.

Amendment 250 #

Proposal for a regulation
Article 14 – paragraph 1

By 1 January 20328 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 an assessment of the impact of this Regulation on the competitiveness of European air carriers and airports. The report shall also include information, where available, on development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. 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 251 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Josianne CUTAJAR

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 development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. 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 252 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Article 14 – paragraph 1

By 1 January 202830 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. 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 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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Article 14 – paragraph 1 c (new)

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Article 15 – paragraph 2

It shall apply from 1st January 20233.

Amendment 259 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Article 15 – paragraph 3

However, Article 4 and 5 shall apply from 1 January 20235 and Articles 7 and Article 9 shall apply from 1st April 20234 for the reporting period of the year 20233.

Amendment 260 #

Proposal for a regulation
Annex I – point a

~~(a) From 1 January 2025, a minimum share of 2% of SAF;~~deleted

Amendment 261 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

Proposal for a regulation
Annex I – point a

(a) From 1 January 2025, a minimum share of 25 % of SAF of which a maximum of 0,325 Mtoe of biofuels produced from Part B, Annex IX of Directive (EU) 2018/2001 and a minimum share of 0,04 % of synthetic aviation fuels;

Amendment 262 #

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 263 #

Proposal for a regulation
Annex I – point a

(a) From 1 January 2025, a minimum share of 25 % of SAF;

Amendment 264 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 510 % of SAF, of which a maximum of 0,325 Mtoe of biofuels produced from Part B, Annex IX of the Directive (EU) 2018/2001 and a minimum share of ~~0.7~~2 % of synthetic aviation fuels;

Amendment 265 #

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 0.7% of synthetic aviation fuels;~~

Amendment 266 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 510 % of SAF, of which a minimum share of 0.7,7 % of synthetic aviation fuels;

Amendment 267 #

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 58 % of SAF, of which a minimum share of ~~0.7~~2 % of synthetic aviation fuels;

Amendment 268 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

Proposal for a regulation
Annex I – point c

(c) From 1 January 2035, a minimum share of 205 % of SAF, of which a maximum of 0,325 Mtoe of biofuels produced from Part B, Annex IX of Directive (EU) 2018/2001 and a minimum share of 5 % of synthetic aviation fuels;

Amendment 269 #

Proposal for a regulation
Annex I – point c

Amendment 270 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

Proposal for a regulation
Annex I – point c

Amendment 271 #

Proposal for a regulation
Annex I – point c

Amendment 272 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

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 8% of synthetic aviation fuels~~;

Amendment 273 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

Proposal for a regulation
Annex I – point d

(d) From 1 January 2040, a minimum share of 3240 % of SAF, of which a minimum share of 814 % of synthetic aviation fuels;

Amendment 274 #

Proposal for a regulation
Annex I – point d

(d) From 1 January 2040, a minimum share of 3245 % of SAF, of which a minimum share of 820 % of synthetic aviation fuels;

Amendment 275 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

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 11% of synthetic aviation fuels~~.

Amendment 276 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

Proposal for a regulation
Annex I – point e

(e) From 1 January 2045, a minimum volume share of 3863 % of SAF, of which a minimum share of 1130 % of synthetic aviation fuels.

Amendment 277 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

Proposal for a regulation
Annex I – point e

(e) From 1 January 2045, a minimum volume share of 3863 % of SAF, of which a minimum share of 1133 % of synthetic aviation fuels.

Amendment 278 #

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 28% of synthetic aviation fuels~~.

Amendment 279 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

Proposal for a regulation
Annex I – point f

(f) From 1 January 2050, a minimum volume share of 63100 % of SAF, of which a minimum share of 2865 % of synthetic aviation fuels

Amendment 280 #

Proposal for a regulation
Annex I – point f

(f) From 1 January 2050, a minimum volume share of 6375 % of SAF, of which a minimum share of 2853 % of synthetic aviation fuels

Amendment 55 #

Izaskun BILBAO BARANDICA, Klemen GROŠELJ, Nicola DANTI, Nicola BEER, Andreas GLÜCK, Christophe GRUDLER

Proposal for a regulation
Recital 1

Amendment 56 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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, students and workers alike, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving the internal market, the attractiveness of businesses to markets outside the Union, connectivity within the Union and with third countries, and has been a significant enabler of the Union economy. What is more, air transport is essential to maintaining the connectivity of the EU's insular and outermost regions, particularly where they are difficult or impossible to reach by other means of transport.

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~~, particularly within the Union aviat~~. The transport sector has contributed to foster cohesion, to reduce regional disparities and to improve connectivity and access to the Union internal market for all regions. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a significant enabler of the Union economy.

Amendment 58 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

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, as well as one of the main connectors for and from outermost regions and the mainland, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a significant enabler of the Union economy.

Amendment 59 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Ivo HRISTOV, Eva KAILI

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 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Ivo HRISTOV, Josianne CUTAJAR, Eva KAILI

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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, itparticularly its ~~expected that air traffic will~~stage of causing shocks to consumption and mobility, a gradually re~~sume in the coming years and recover to its pre-crisis levels. At the same time~~covery of air traffic is about to begin and traffic will recover to its pre-crisis levels. At the same time, given the year-on-year increase in long-haul mobility, 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, w~~ith high levels of connectivity, safety and security~~hile ensuring that the sector remains competitive, including in global markets, and that jobs throughout the industry are preserved. What is more, to achieve the ambitions and goals set in the Green Deal, focus on demand-driven solutions will be vital, putting the passenger at the forefront and not abandoning the social impact of climate policies.

Amendment 63 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

Proposal for a regulation
Recital 2

Amendment 64 #

Proposal for a regulation
Recital 2

Amendment 65 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Eva KAILI

Proposal for a regulation
Recital 2

Amendment 66 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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 with the relavant 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 69 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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, ~~they risk putting~~ aircraft operators or airports atre put at risk for a disadvantage with internal or external competitors. In turn, this can result in a loss of competitiveness of the air transport industry, and a loss of air connectivity for citizens and businesses.

Amendment 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 ~~for economic reasons~~in order to remain competitive. Fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. SOn the other hand, refuelling obligations are costly for aircraft operators as they prolongs the turn-around times and reduces the capacity of the airports, especially in pick hours. The tankering on short-haul flights has rather limited impact on fuel consumption and fuel burn. Nevertheless, some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector, leading to market distortions and be harmful to air connectivity. This Regulation should set up balanced measures to prevent ~~such~~all possible adverse practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market. Therefore, the Commission should deliver a report on fuel tankering cases.

Amendment 71 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 ~~accordingly undermine~~, although performed as a form of defence against distorted market conditions and not with disregard for the environment, accordingly plays a part in the undermining of the results of the Union’s efforts towards environmental protection. Some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector and be harmful to air connectivity. This Regulation should set up measures to prevent such practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market, and to establish a legal and economic framework that provides enough certainty for the companies involved.

Amendment 72 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Ivo HRISTOV, Eva KAILI

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 disrupt air connectivity for citizens with the burden that this entails for the right of freedom of movement for citizens relying on air transport. 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, and it's also a risk of loss of competitiveness of Union airports vis-à-vis third country airports. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. Some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector and be harmful to air connectivity. This Regulation should set up measures to prevent such practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market.

Amendment 73 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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~~can benefit from the introduction of measures aimed at reducing the carbon emissions from aircraft flying from Union airports, acting so that the conditions required in global air traffic are aligned. Such measures should contribute to meeting the Union’s climate objectives by 2030 and 2050.

Amendment 75 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Eva KAILI

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 fun~~the protection~~ing~~ of ~~Union transport systems and protection of the environment~~the environment and facilitating the modal shift to rail and other sustainable transport modes. Sustainable development of air transport requires the introduction of measures aimed at reducing the carbon and other non-carbon emissions from aircraft flying from Union airports to protect the environment and health. Such measures sh~~ould~~all contribute to meeting the Union’s climate objectives by 2030 and 2050.

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 ~~carbon~~greenhouse gas emissions from aircraft flying from Union airports, including addressing the non- CO2 climate impacts of aviation. Such measures should contribute to meeting the Union’s climate objectives by 2030 and 2050.

Amendment 77 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI, Massimiliano SALINI

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. _________________ 10Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.

Amendment 79 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 and medium term. Technological advancements, pursued in European and national research and innovation aviation programmes have ~~contributed to import~~been helping to significantly reduce resource efficiency antd emission ~~reduction~~s in ~~the pas~~recent 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~~a solution for significant decarbonisation of all flight ranges, already in the short term. However, this potential is currently largely untapped. _________________ 10 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020As the impact study points out, increasing SAF production today implies high-risk investments with considerable uncertainty for producers and investors.

Amendment 80 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Ivo HRISTOV, Josianne CUTAJAR, Eva KAILI

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 ~~only~~main solution for significant decarbonisation of all flight ranges, already in the short term. However, this potential is currently largely untapped. _________________ 10Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.

Amendment 81 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO

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, sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges, already in the short term. However, this potential is currently largely untapped. _________________ 10Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.

Amendment 82 #

Proposal for a regulation
Recital 8

(8) SThis Regulation aims at establishing a common definition of sustainable aviation fuels as fuels from renewable sources. Currently, the most common 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~~They 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 from renewable sources are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights. This Regulation should also take into account these energy carriers, promoting their acceleration and incentivising technological innovation. Sustainable aviation fuels are expected to account for a major part of the aviation fuel mix in the medium term and they should replace the conventional fossil aviation fuels in the long term.

Amendment 83 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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, without focus on research and development in the sector being lost, howeverm. They are expected to account for a major part of the aviation fuel mix in the medium and long term if properly supported and fostered. 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. As the impact study points out, however, it would take decades of work on the development of zero-emission aircraft technologies, such as electric or hydrogen-powered aircraft, before they could play a major role in commercial aviation.

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 #

Izaskun BILBAO BARANDICA, Klemen GROŠELJ, Nicola DANTI, Nicola BEER, Andreas GLÜCK, Christophe GRUDLER

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Elissavet VOZEMBERG-VRIONIDI

Proposal for a regulation
Recital 8

(8) Sustainable aviation fuels are ~~liquid, drop-in fuels, fully fungible with conventional aviation~~fuels which save at least 70 % of greenhouse gases as compared with fossil fuels 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. SAmong sustainable aviation fuels some 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.

Amendment 88 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 and always take a global approach that makes it possible to have conditions that are not excessively out of line with those of the EU's external competitors.

Amendment 89 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Izaskun BILBAO BARANDICA, Klemen GROŠELJ, Nicola DANTI, Nicola BEER, Andreas GLÜCK, Christophe GRUDLER

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 EUnion or its Member States, and third countries generally include provisions on environmental protection. However, for the time being, such provisions do not impose on contracting parties any binding requirements on the use of sustainable aviation fuels.

Amendment 91 #

Izaskun BILBAO BARANDICA, Klemen GROŠELJ, Nicola DANTI, Nicola BEER, Andreas GLÜCK

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 #

Alicia HOMS GINEL, Adriana MALDONADO LÓPEZ, Lina GÁLVEZ MUÑOZ, Nicolás GONZÁLEZ CASARES, Niels FUGLSANG, Carlos ZORRINHO, Josianne CUTAJAR, Eva KAILI

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 European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).

Amendment 95 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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, given the specific nature of and tough global competition in the sector, 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~~encourage 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. _________________ 11 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).

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 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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.

Amendment 99 #

Isabella TOVAGLIERI, Paolo BORCHIA, Gianna GANCIA, Elena LIZZI, Marco DREOSTO

Proposal for a regulation
Recital 13

source: 704.798

2022/02/25 ENVI 365 amendments...

Amendment 100 #

Proposal for a regulation
Recital 8

(8) Sustainable aviation fuels are ~~liquid, drop-in fuels, fully fungible with conventional aviation~~fuels which save 70% of greenhouse gases as compared with fossil fuels and are 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. SAmong sustainable aviation fuels some 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, which should also be supported and covered by this Regulation, such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.

Amendment 101 #

Frédérique RIES, Nils TORVALDS, Claudia GAMON, Andreas GLÜCK, María Soraya RODRÍGUEZ RAMOS

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 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 and striving to achieve an international blending mandate applied globally at ICAO Global Assembly.

Amendment 104 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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., avoiding different blending mandates at national level;

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 ~~take~~establish 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 106 #

Frédérique RIES, Nils TORVALDS, Claudia GAMON, Andreas GLÜCK, María Soraya RODRÍGUEZ RAMOS

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Recital 10

(10) At global level, sustainable aviation fuels are regulated a~~t ICAO~~nd defined at ICAO and the Union should follow a similar approach to align the Union aviation framework with those international standards with the aim of promoting sustainable aviation fuels at global level. 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.

Amendment 109 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 bycountries diplomatically engage on certification pathways and other sustainable aviation fuels (SAF) requirements and objectives through ICAO. These include the sustainability criteria which the ICAO Council recently adopted (2021) for SAF to be eligible for consideration under the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). While incentives are set in CORSIA and sustainable aviation fuels are considered an integral pillar of the work on the feasibility of a Long-Term Aspiration Goal for international aviation, there is currently no mandatory scheme on the use of sustainable aviation fuels for international flights. Comprehensive multilateral or bilateral air transport agreements between the EU or its Member States, and third countries generally include provisions on environmental protection. However, for the time being, such provisions do not impose on contracting parties any binding requirements on the use of sustainable aviation fuels.

Amendment 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. _________________ 11Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).

Amendment 114 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 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 Union aviation market, prevent possible competitive distortions between economic actors within the Union and globally, or unfair practices of cost avoidance as regards the refuelling of aircraft operators and to incentivise innovation and production in the Union.

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 ~~should~~must 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 119 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 Union. For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory. However, airports that meet the exemption requirements can opt to be covered by this Regulation after the Member State reports to the Commission.

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 this Regulation; however, the scope of the Regulation should cover at least 95% of total traffic departing from airports in the Union. For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory, especially those airports that have only recently begun operating and have not had time to consolidate their business.

Amendment 121 #

Sara CERDAS

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 burdens on air transport operations at small airports. and in regions that are dependent on air transport, such as the outermost regions. 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 Union. For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory.

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~~. It should not apply to aircraft such as military aircraft and~~, to business aviation, to pleasure flights and to military aircraft, carrying troops or military equipment or supplies. It should not apply to aircraft engaged in operations for humanitarian, search, rescue, disaster relief or medical purposes, as well as customs, police and fire-fighting operations. Indeed, flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. Due to the nature of their operations, they may not always be in a position to fulfil obligations under this Regulation, as it may represent unnecessary burden. In order to create~~r for~~ a level playing field across the EU aviation single market~~, this regulation should cover the largest possible share of commercial air traffic operated from airports located on EU territory. At the same time, i~~ and to support the development of a well-spread sustainable aviation fuels infrastructure, this regulation should cover all traffic departing from airports in the Union. A temporary exemption forder to safeguard air connectivity for the benefits of EU citizens, businesses and regions, it is important to avoid imposing undue burden on air transport operations at small airports. A threshold of yearly passenger air traffic and freight traffic should be defined, below which airports would not be covered by this Regulation; however, the scope of the Regulation should cover at least 95% of total traffic departing from airports small airports and/or airports located in outermost regions would bear the risk of fostering the development of SAF production, blending and supply infrastructure only next to other airports, leading to a missed opportunity of economic development for the regions of the exempted airports and leading to the practical impossibility of ever lifting the ~~Union. For the same reasons, a~~exemption for such airports. A threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory.

Amendment 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 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 the smallest 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 Union. For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory.

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 #

Adam JARUBAS, Jarosław KALINOWSKI, Krzysztof HETMAN

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, prioritising those with the highest potential for sustainability. This should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, sustainable aviation fuels produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are ~~essential~~important, as currently the most commercially mature technology to decarbonise air transport already in the short term. Their potential is however limited due to constraints on the availability of feedstock, and their supply chain and collection are not always well tracked and have been associated with fraudulent practices and insufficient certification and verification schemes. Directive (EU) 2018/2001 limits these feedstocks. Biofuels produced from the feedstocks listed in Annex IX part B to Directive (EU) 2018/2001 that are counted towards the present sustainable aviation fuels (SAF) obligation are subject to the cap established under that Directive for counting such biofuels towards the renewable energy target in transport. This Regulation should reflect the cap set out in Directive (EU) 2018/2001.

Amendment 126 #

Proposal for a regulation
Recital 16

Amendment 127 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU

Proposal for a regulation
Recital 16

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~~duced from feedstock listed in Parts A and B of Annex IX of~~vided by Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technologynd complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29 and certified in accordance with Article 30 of that Directive are essential to decarbonise air transport already in the short term.

Amendment 129 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise air transport already in the short termwith exception of biofuels produced from "food and feed crops" as defined in Article 2, second paragraph, point 40 of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. Over time, with the development of new technologies, the list of feedstocks must be adjusted accordingly in order to further prevent greenwashing and misuse of feedstocks.

Amendment 130 #

Proposal for a regulation
Recital 16

Amendment 131 #

Adam JARUBAS, Jarosław KALINOWSKI, Krzysztof HETMAN

Proposal for a regulation
Recital 17

(17) For sustainability reasons, only sustainable feed and food crop-based fuels should ~~not~~ be eligible. ~~In particular,~~Concerns with indirect land-use change, which can 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 has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fuels produced from feedstock for which a significant expansion of the production area into land with high-carbon stock is observed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non-eligibility of crop- based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector, are already addressed in Directive (EU) 2018/2001 by means of a cap on the contribution of crop-based biofuels for the Union targets including aviation, as well as a delegated act on high-ILUC risk biofuels, which are to be phased out to 0% by 2030.

Amendment 132 #

Proposal for a regulation
Recital 17

Amendment 133 #

Nils TORVALDS, Emma WIESNER

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 loss of biodiversity concerns. Research has shown that the scale of the effect of indirect land-use change (ILUC) depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for unsustainable biofuels, fuels produced from feedstock for which a significant expansion of the production area into land with high- carbon stock is observed. ~~Accordingly, feed and food crop-based fuels should not be promoted.~~ This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change can poses a risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise the risks with such a shift, as road transport currently remains by far the most polluting transport sector.

Amendment 134 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU

Proposal for a regulation
Recital 17

(17) ~~For sustainability reasons~~Given safeguards provided by Articles 29 and 30 of Directive (EU) 2018/2001, 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 Proper enforcement of this Directive with an appropriate track and trace system in place combined withe 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 has shown that the scale of the effect depends on a variety of factors, including the type of feedstock usedstablishing market conditions with tailored incentives should lead to ramping up alternative fuels market in the Union. In addition, Annex V of this Directive addresses the greenhouse gas savings of each crop for ~~fuel~~each production~~, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highes~~ pathway. Even if some feedstock does not reduce as much emissions as others, but ris~~ks of indirect land-use change have been identified for biofuels, fue~~ available in Europe, produces also pro~~duced from feed~~tein for livestock for which a significant expansion of the production area into land with high-carbon stock is observed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy andis intermediate crops to protect the soil during winter, it is recommended to use every fuel where the feedstock is harvested under the sustainability criteria laid out in paArtic~~ular wi~~le 29 of the Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sectorin particular during the green transition. Furthermore, Directive (EU) 2018/2001 limits and sets a cap on the use of biofuels in road and rail transport, which can be extended to all modes of transport. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to use all types of sustainable aviation fuels in a cost effective manner to reach climate goals through effective measures.

Amendment 135 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS

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 loss of biodiversity concerns. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fuels produced from feedstock for which a significant expansion of the production area into land with high- carbon stock is observed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector.

Amendment 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 ~~concerns~~. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels~~, fuels~~ produced from feedstock for which a significant expansion of the production area into land with high- carbon stock is observed. Accordingly, feed and food crop- based fuels should not be promoted. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector.

Amendment 137 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 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. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive.

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. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology which must be re-assessed in 2038 and adjusted according to the market development. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive.

Amendment 141 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 s~~ynthetic~~ustainable aviation fuels over time. ~~Setting out a dedicated sub-obligation on synthetic~~The Commission should propose measures incentivising development and uptake of sustainable 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. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. ~~Therefore, this Regulation should establish a dedicated sub-obligation for this technology.~~ Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, ~~could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive~~are covered by the scope of this Regulation.

Amendment 142 #

Frédérique RIES, Nils TORVALDS, Claudia GAMON, Andreas GLÜCK, María Soraya RODRÍGUEZ RAMOS

Proposal for a regulation
Recital 20

Amendment 143 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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~~ start~~ing~~ 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 146 #

Frédérique RIES, Nils TORVALDS, Claudia GAMON, Andreas GLÜCK, María Soraya RODRÍGUEZ RAMOS

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 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 147 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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. 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 and operation standards. The requirement ensures that equal conditions for operations in the Union applying equally to Union and foreign operators, at least for part of their flights, 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 tankeringFor a level playing field between intra-EU and extra-EU flights, the Commission should regularly monitor, evaluate and report on fuel tankering cases and present to the Parliament and the Council 3 years after the entry into force of this Regulation compensatory measures, if needed.

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 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 149 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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. 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 and avoiding all types of carbon leakage, including point-to-point carbon leakage. 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 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 #

Frédérique RIES, Claudia GAMON, Andreas GLÜCK, María Soraya RODRÍGUEZ RAMOS, Catherine CHABAUD

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

(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)

(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 not be required to surrender allowances and should be entitled until 1 January 2030 to obtain free allowances for the uplifting of sustainable aviation fuels, especially for synthetic sustainable aviation fuels.

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 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 161 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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. ~~However, it is essential~~At the same time, however, it must be ensured that this regulation should not lead to a double counting of emissions reductions. Aircraft operators should only be allowed to claim benefits for the use of an identical batch of sustainable aviation fuels once. Fuel suppliers should be requested to provide free of charge to aircraft operators any information pertaining to the properties of the sustainable aviation fuel sold to that aircraft operator and that is relevant for reporting purposes by the aircraft operator under this Regulation or greenhouse gas schemes.

Amendment 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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 sustainable aviation fuel in the reporting year; penalties might only be imposed on drop-in aviation fuel suppliers and aircraft operators.

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, ~~this Regulation~~Member States should introduce effective, proportionate and dissuasive penalties on aviation fuel suppliers and aircraft operators in case of non- compliance. The level of the penalties needs to be proportionate to the negative impacts on the environment~~al damage~~ and to the prejudice to the level-playing field of the internal market inflicted by the non- compliance. When imposing administrative fines, the authorities should take into account the evolution of the price of aviation fuel and sustainable aviation fuel in the reporting year;

Amendment 168 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 Regulation should be complemented by the obligation to supply the market with the shortfall of meeting the quota in the subsequent year;

Amendment 169 #

Proposal for a regulation
Recital 29

Amendment 170 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

Proposal for a regulation
Recital 31

(31) A transitional period of 510 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.

Amendment 176 #

Proposal for a regulation
Recital 31

(31) A transitional period of 54 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.

Amendment 177 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Sirpa PIETIKÄINEN

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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, and the relevant parties in fuel supply and to aviation fuel suppliers.

Amendment 184 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 3 – paragraph 1 – indent 1

— ‘Union airport’ means an civil or military airport as defined in Article 2(21) of Directive 2009/12/EC of the European Parliament and of the Council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period, and is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union; _________________ 13Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges

Amendment 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;. If any Union airport meets the exemption requirements, it may still opt to be covered by this Regulation. The Member State shall report that information to the Commission. _________________ 13Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges

Amendment 186 #

Proposal for a regulation
Article 3 - paragraph 1 - indent 1

— ‘Union airport’ ‘means an airport as defined in Article 2(21) of Directive 2009/12/EC of the European Parliament and of the Council~~13, where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting~~ provided that it is period, and is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union; _________________ 13Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport chargesmarily used for commercial air’;

Amendment 187 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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~~300 000 passengers or where the freight traffic was higher than ~~100~~30 000 tons in the reporting period~~, and is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union~~; _________________ 13Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges

Amendment 188 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 1

— ‘Union airport’ means an airport as defined in Article 2(21) of Directive 2009/12/EC of the European Parliament and of the Council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period, and is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union; _________________ 13Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges

Amendment 189 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 3 – paragraph 1 – indent 1 a (new)

- 'relevant parties in fuel supply' means a supplier of ground-handling services as defined in Directive 96/67/EC in charge of the infrastructures necessary for the delivery, storage and uplifting of sustainable aviation fuels;

Amendment 190 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 3 – paragraph 1 – indent 2

— ‘aircraft operator’ means a person that operated at least ~~729~~XX [lower the number of flights] commercial air transport flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;

Amendment 191 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 2

— ‘aircraft operator’ means a person that operated at least ~~729~~365 commercial air transport or any business aviation flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;

Amendment 192 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS

Proposal for a regulation
Article 3 – paragraph 1 – indent 2

— ‘aircraft operator’ means a person that operated at least ~~729~~450 commercial air transport flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;

Amendment 193 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 2

— ‘aircraft operator’ means a person that operated at least ~~729~~52 commercial air transport flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;

Amendment 194 #

Proposal for a regulation
Article 3 - paragraph 1 - indent 3

— ~~‘commercial air transport flight’ means a flight operated for the purposes of transport of passengers, cargo or mail for remuneration or hire, or business aviation flights;~~(Does not affect English version.)

Amendment 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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part A to that Directive, provided that they fulfil the sustainability criteria and demonstrate GHG emission savings compared to fossil fuels, or biofuels produced from raw materials listed in Annex IX, Part B of Annex IX to that Directive, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 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~~, advanced biofuels~~ or biofuels with the exception of biofuels produced from ‘food and feed crops’ as defined in Article 2, second paragraph, point 340 of Directive (EU) 2018/2001~~, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive,~~ and which comply with ~~the~~ sustainability and greenhouse gas emissions criteria laid down in Article 29~~(2) to (7)~~ of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 201 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, whichfuels which save 70% of greenhouse gases as compared with fossil fuels, in line with Directive (EU) 2018/2001 and complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29~~(2) to (7)~~ of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 202 #

Adam JARUBAS, Jarosław KALINOWSKI, Krzysztof HETMAN

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~~, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive~~ or biofuels in aviation produced respecting the sustainability criteria set in Directive (EU) 2018/2001, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 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~~, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive~~ or biofuels in aviation produced respecting the sustainability criteria set in Directive (EU) 2018/2001, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 204 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 5

Amendment 205 #

Proposal for a regulation
Article 3 - paragraph 1 - indent 5

Amendment 206 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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

~~— ‘synthetic aviation fuels’ means fuels that are renewable fuels of non- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001, used in aviation;~~deleted

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- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001, which are generated by combining hydrogen (H2) produced from additional renewable electricity and carbon dioxide (CO2) captured directly from the atmosphere, i.e. a process otherwise known as direct air capture (DAC), or electricity from renewable sources as defined in Article 2, second paragraph, point 1 of Directive (EU) 2018/2001, both used in aviation;

Amendment 209 #

Proposal for a regulation
Article 3 - paragraph 1 - indent 8

— ‘synthetic aviation fuels’ means fuels that are renewable fuels of non- biological origin, ~~as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001,~~ used in aviation;

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 #

Frédérique RIES, Claudia GAMON, Catherine CHABAUD

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

— ~~‘reporting year’ means a period of one year in which the reports referred to in Articles 7 and 9 are to be submitted starting 1 January and ending 31 December;~~(Does not affect English version.)

Amendment 215 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 3 - paragraph 1 - indent 12

— ~~‘reporting period’ means a period from 1 January until 31 December of the year preceding the reporting year;~~(Does not affect English version.)

Amendment 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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 3 – paragraph 1 – indent 15

— ‘total yearly non-tanked quantity’ means the ~~sum of the yearly non-tanked quantities~~difference between the yearly aviation fuel required and the actual fuel uplifted by an aircraft operator at all Union airports over the course of a reporting period. The ratio between yearly aviation fuel required and the actual fuel uplifted shall not exceed the value of 105 %;

Amendment 219 #

Proposal for a regulation
Article 3 - paragraph 1 - indent 16

— ~~‘greenhouse gas scheme’ means a scheme granting benefits to aircraft operators for the use of sustainable aviation fuels.~~(Does not affect English version.)

Amendment 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~~, including a minimum share of synthetic aviation fuel in accordance with the values and dates of application set out in Annex I~~.

Amendment 222 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 ~~each~~ Union airports co~~ntains a minimum share of sustainable aviation fuel, includ~~vered by this Regulation containg a minimum share of s~~ynthetic~~ustainable aviation fuel in accordance with the values and dates of application set out in Annex I.

Amendment 224 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 4 - paragraph 1

Aviation fuel suppliers shall ensure that all aviation fuel ~~made available~~supplied to aircraft operators at each Union airport contains a minimum share of sustainable aviation fuel, including a minimum share of synthetic aviation fuel in accordance with the values and dates of application set out in Annex I.

Amendment 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 #

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 ~~at least~~report the reasons for SAF shortage to the European Union Aviation Safety Agency. The Commission may request that the aviation fuel supplier complement that short fall in the subsequent reporting period, where possible, subject to availability of feedstock.

Amendment 231 #

Proposal for a regulation
Article 4 - paragraph 2

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 970% of the yearly aviation fuel required.

Amendment 240 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Frédérique RIES, Nils TORVALDS, Claudia GAMON, María Soraya RODRÍGUEZ RAMOS

Proposal for a regulation
Article 5 – paragraph 1 a (new)

An exception to the restriction of fuel tankering practices shall be made in the event of significant problems (airspace or airport closure, weather conditions, supply shortages) at destination airports that would prevent refuelling.

Amendment 242 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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)

Article 5 a Levy for tickets for passengers departing from the Union territory 1. From 1 January 2030, Member States shall collect a SAF levy per passenger departing from a Union airport to offset the price difference between sustainable aviation fuels and fossil aviation fuels. The SAF levy shall be collected from the airline issuing the ticket. The levy shall become due upon the passenger’s departure from a Union airport. 2. One year before the entry into force of this financial mechanism, the Commission shall adopt an implementing act to calculate the SAF levy per passenger and per final destination. The SAF levy shall be revised regularly and be discontinued with regard to airports in a third country where a blending mandate equivalent to that of the Union is in force.

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 ~~Union airport~~stakeholders to provide the infrastructure to Union airports

Amendment 249 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 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 251 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 ~~containing shares of sustainable aviation fuels in accordance with Annex I~~ and, shall provide all the infrastructure necessary for the delivery, electric powering and recharging, renewable hydrogen refuelling, storage and uplifting of such fuels in accordance with Annex I.

Amendment 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 ~~airport~~ infrastructure, the Agency may request the Union airport and the relevant parties involved in fuel supply to provide the information necessary to prove compliance with paragraph 1. The Union airport ~~concerned~~and the relevant parties involved in fuel supply shall provide the information without undue delay.

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 ~~airport~~ infrastructure, the Agency may request th~~e Union airport to~~at stakeholders involved in supplying this airport with fuel provide the information necessary to prove compliance with paragraph 1. The Union airport concerned shall provide the information without undue delay.

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 aviation fuels at a given Union airport for lack of adequate airport infrastructure, the Agency mshall without undue delay request the Union airport to provide the information necessary to prove compliance with paragraph 1. The Union airport concerned shall provide the information without undue delay.

Amendment 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 ~~the necessary measures to identify and address the lack of adequate airport infrastructu~~action pursuant to the first subparagraph of this Article up to 5 years from entry into force of the Regulation. Where, in 5the year~~s after the~~ preceding the year of entry into force of the Regulation ~~or after the year when they exceed one of the thresholds in Article 3(a)~~, passenger traffic at an airport was less than 1 million passengers or freight traffic was less than 100 000 tonnes, the airport shall adopt the measure referred to in the first subparagraph within 10 years of the entry into force of the Regulation.

Amendment 256 #

Proposal for a regulation
Article 6 – paragraph 3

Amendment 257 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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~~stakeholders are not fulfil ~~its~~ling their obligations. ~~Union airports~~Stakeholders involved in fuel supply shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a).

Amendment 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 ~~does not fulfil its obligations. Union airports~~and the relevant parties involved in fuel supply does not fulfil its obligations. Union airports and the relevant parties involved in fuel supply shall take the necessary measures to identify and address the lack of adequate ~~airport~~ infrastructure in 5 years after the entry into force of the Regulation ~~or after the year when they exceed one of the thresholds in Article 3(a)~~.

Amendment 259 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 7 – paragraph 1 – point d

~~(d) The total amount of sustainable aviation fuel purchased from aviation fuel suppliers, for the purpose of operating their flights departing from Union airports, expressed in tonnes.~~deleted

Amendment 263 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 7 – paragraph 1 – point e

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 ~~shall~~may not claim benefits for the use of an identical batch of sustainable aviation fuels under more than one greenhouse gas scheme. Together with the report referred to in Article 7, aircraft operators shall provide the Agency with:

Amendment 271 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 8 - paragraph 1 - point a

(a) ~~A declaration of greenhouse gas schemes they participate in and in which the use of sustainable aviation fuels may be reported;~~(Does not affect English version.)

Amendment 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

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.(Does not affect English version.)

Amendment 274 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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

Amendment 276 #

Proposal for a regulation
Article 9 - paragraph 1 - introductory part

By 31 March of each ~~reporting~~ year, aviation fuel suppliers shall report in the Union Database referred to in Article 28 of Directive (EU) 2018/2001, the following information relative to the reporting period:

Amendment 277 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 ~~detailed~~laid down in point c);

Amendment 278 #

Proposal for a regulation
Article 9 – paragraph 1 – point c

(c) The lifecycle emissions, of sustainable aviation fuel, the characteristics and origin of feedstock and conversion process of each sustainable aviation fuel type supplied at Union airports.

Amendment 279 #

Frédérique RIES, Claudia GAMON, Andreas GLÜCK, María Soraya RODRÍGUEZ RAMOS

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 10 – paragraph 3

(3) The competent authorit~~ies~~y or authorities, depending on the particular situation of a Member State, in respect of an aircraft operator shall be determined pursuant to Commission Regulation (EC) No 748/200916 . _________________ 16 Commission Regulation (EC) No 748/2009 of 5 August 2009 on the list of aircraft operators which performed an aviation activity listed in Annex I to Directive 2003/87/EC

Amendment 283 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

(4) The competent authorit~~ies~~y or authorities, depending on the particular situation of a Member State, in respect of Union airports shall be determined on the basis of the respective territorial jurisdiction.

Amendment 284 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 10 – paragraph 5

(5) The competent authorit~~ies~~y or authorities, depending on the particular situation of a Member State, in respect of aviation fuel suppliers shall be determined pursuant to their Member State of establishment.

Amendment 285 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 be applied only to drop-in sustainable aviation fuels and not to other types of alternative fuels or technologies. 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 286 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 11 – paragraph 1

(1) ~~Member States~~The Commission shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this Regulation and Member States shall take all measures necessary to ensure that they are implemented. The penalties provided for must be effective, proportionate and dissuasive. ~~Member States shall notify~~The Commission shall deliver these provisions to ~~the Commission~~Member States by 31 December 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them.

Amendment 287 #

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 aviation fuel per tonne and of the total yearly non- tanked quantity, and may be increased for repeat violations;

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- tanked quantity;

Amendment 289 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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~~n administrative~~ fine. That fine shall be at least twice as high as the multiplication of the yearly average price of aviation fuel per tonne and of the total yearly non- tanked quantity;

Amendment 290 #

Proposal for a regulation
Article 11 – paragraph 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 ~~is liable to an administrative~~and in Article 4a relative to the maximum share of aromatics and sulphur of conventional aviation fuels is liable to a fine. That fine shall be at least twice as high as the multiplication of the difference between the yearly average price of conventional aviation fuel and sustainable aviation fuel per tonne and of the quantity of aviation fuels not complying with the minimum share referred to in Article 4 and Annex I;

Amendment 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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 ~~not complying wit~~in tonnes by which the minimum share referred to in Article 4 and Annex I is not met;

Amendment 296 #

Proposal for a regulation
Article 11 – paragraph 4

Amendment 297 #

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 aviation fuel not complying with the minimum share referred to in Article 4 and Annex I;deleted

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 ~~is liable to an administrative~~and in Article 4a relative to the maximum share of aromatics and sulphur of conventional aviation fuels is liable to a fine. That fine shall be at least twice as high as the multiplication of the difference between the yearly average price of synthetic aviation fuel and conventional aviation fuel per tonne and of the quantity of the aviation fuel not complying with the minimum share referred to in Article 4 and Annex I;

Amendment 299 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 ~~not complying wit~~in tonnes, by which the minimum share referred to in Article 4 and Annex I is not met;

Amendment 300 #

(5) In the decision imposing the administrative fines referred to in paragraphs 32 and 43, the competent authority shall explain the methodology applied for the determination of the price of aviation fuel, and sustainable aviation fuel ~~and synthetic aviation fuel~~ on the Union market, based on verifiable and objective criteria;

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 ~~administrative~~ fines referred to in paragraphs 3 and 4, the competent authority shall explain the methodology applied for the determination of the price of aviation fuel, sustainable aviation fuel and synthetic aviation fuel on the Union market, based on verifiable and objective criteria;

Amendment 303 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 11 - paragraph 6

Amendment 304 #

Proposal for a regulation
Article 11 – paragraph 6

Amendment 305 #

Proposal for a regulation
Article 11 – paragraph 7

Amendment 306 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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~~vestEU Green Transiti~~novation Fund with a focus on Iinvestment ~~Facility, as~~to support cross-border projects in a geographically non-discriminatory way aimed at t~~op-up to the EU guarantee~~he rapid production and deployment of sustainable aviation fuels in the aviation sector.

Amendment 308 #

Proposal for a regulation
Article 11 – paragraph 7

(7) Member States sh~~all~~ould prepare themselves in good time to have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. Member States shall transfer the amount collected through those administrative fines as contribution to the InvestEU Green Transition Investment Facility, as a top-up to the EU guarantee.

Amendment 309 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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~~Programme, over and above the EU guaranteed EU contribution.

Amendment 310 #

Amendment 311 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 ~~and of synthetic aviation fuel~~per type of fuel feedstock supplied at Union level in aggregate and by Union airport;

Amendment 312 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 12 – paragraph 1 – point b

(b) The amount of sustainable aviation fuel ~~and of synthetic aviation fuel~~per type of fuel feedstock supplied at Union level in aggregate and by Union airport;

Amendment 313 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 airports regarding obligations set out in Article 6;

Amendment 314 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 12 – paragraph 1 – point d

(d) The status of compliance of each individual airports regarding obligations set out in Article 6;

Amendment 315 #

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., covered by this Regulation;

Amendment 315 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 12 – paragraph 1 – point f

Amendment 316 #

Proposal for a regulation
Article 13

Amendment 316 #

Proposal for a regulation
Article 13

Amendment 317 #

Proposal for a regulation
Article 13 – title

~~Article~~13 Article 13

Amendment 317 #

~~Article~~13 Article 13

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 202934, for each reporting period, an aviation fuel supplier may supply the minimum share of sustainable aviation fuel defined in Annex I as a weighted average over all the aviation fuel it supplied across Union airports for that reporting period.

Amendment 319 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

Proposal for a regulation
Article 13 – paragraph 1

Amendment 320 #

Proposal for a regulation
Article 13 – paragraph 1

By way of derogation from Article 4, from 1 January 2025 until 31 December 20298, for each reporting period, an aviation fuel supplier may supply the minimum share of sustainable aviation fuel defined in Annex I as a weighted average over all the aviation fuel it supplied across Union airports for that reporting period.

Amendment 320 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

Proposal for a regulation
Article 13 – paragraph 1

Amendment 321 #

Proposal for a regulation
Article 13 – paragraph 1

By way of derogation from Article 4, from 1 January 2025 ~~until 31 December 2029~~, for each reporting period, an aviation fuel supplier may supply the minimum share of sustainable aviation fuel defined in Annex I as a weighted average over all the aviation fuel it supplied across Union airports for that reporting period.

Amendment 321 #

Proposal for a regulation
Article 13 – paragraph 1

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 13 a (new)

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 20286 and every ~~fiv~~three 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 Directiv~~reflecting upon available policy options on other energy sources defined under the Renewable Energy Directive, taking into consideration the principle of technological neutrality and propose, where appropriate, 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. 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 323 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 14 – paragraph 1

Amendment 324 #

Proposal for a regulation
Article 14 – paragraph 1

1. By 1 January 20287 and every five years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the evolution of the aviation fuels market and its impact on the aviation internal market of the Union, including regarding the possible extenshall submit a report on the evaluation of this Regulation to the European Parliament and the Council and shall, if appropriate, submit legislative proposals to amend this Regulation. The report shall be made public. 2.For the purpose of this Article, the Commission shall report on: (a) the evolution of the aviation technologies and fuels market, in particular the evolution of SAF, and its impact on the aviation internal market of the Union; (b) the evolution of the aviation activities, including aviation fuels and use of power supply in airports, in relation tof the ~~scope~~ir impact ofn th~~is Regulation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directive,~~e emissions of both greenhouse gas and non-CO2 on climate change and air quality and noise pollution, in and around airports; (c) the possible revision upwards of the minimum shares in Article 4 and Annex I, and the level of ~~administrative fines. The report shall include information, where available, on~~fines, and of the obligations SAF shares in both Articles 5b and 5c; (d) the possible revision downwards of the maximum levels of aromatics and sulphur in Article 4a. 3. The report referred to in this Article shall also include information on: (a) the development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level~~. The report shall also inform on~~; (b) the technological advancements in the area of research and innovation in the aviation industry which are relevant to ~~sustainable aviation fuels~~this Regulation, including with regards to the reduction of non-CO2 emissions. The report may consider if this Regulation should be amended and, options for amendments, where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO levelthe impact of the aviation sector on both CO2 and non-CO2 emissions in line with the Paris Agreement; (c) Member States' spending of the revenues generated from penalties referred to in Articles 11(1) and 11a.

Amendment 324 #

Frédérique RIES, Pascal CANFIN, Claudia GAMON, Andreas GLÜCK, María Soraya RODRÍGUEZ RAMOS

Proposal for a regulation
Article 14 – paragraph 1

1. By 1 January 20287 and every five years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the evolution of the aviation fuels market and its impact on the aviation internal market of the Union, including regarding the possible extenshall submit a report on the evaluation of this Regulation to the European Parliament and the Council and shall, if appropriate, submit legislative proposals to amend this Regulation. The report shall be made public. 2.For the purpose of this Article, the Commission shall report on: (a) the evolution of the aviation technologies and fuels market, in particular the evolution of SAF, and its impact on the aviation internal market of the Union; (b) the evolution of the aviation activities, including aviation fuels and use of power supply in airports, in relation tof the ~~scope~~ir impact ofn th~~is Regulation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directive,~~e emissions of both greenhouse gas and non-CO2 on climate change and air quality and noise pollution, in and around airports; (c) the possible revision upwards of the minimum shares in Article 4 and Annex I, and the level of ~~administrative fines. The report shall include information, where available, on~~fines, and of the obligations SAF shares in both Articles 5b and 5c; (d) the possible revision downwards of the maximum levels of aromatics and sulphur in Article 4a. 3. The report referred to in this Article shall also include information on: (a) the development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level~~. The report shall also inform on~~; (b) the technological advancements in the area of research and innovation in the aviation industry which are relevant to ~~sustainable aviation fuels~~this Regulation, including with regards to the reduction of non-CO2 emissions. The report may consider if this Regulation should be amended and, options for amendments, where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO level. the impact of the aviation sector on both CO2 and non-CO2 emissions in line with the Paris Agreement; (c) Member States' spending of the revenues generated from penalties referred to in Articles 11(1) and 11a.

Amendment 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. ~~The report shall include~~(b) a detailed analysis and quantification of the sourcing of sustainable aviation fuel feedstock to achieve the objectives laid down in Annex I of this Regulation. It shall be based on an impact assessment of Union feedstock availability taking into account sustainable harvesting limits and on existing other uses of those materials. (c) information, on the uptake of the use of sustainable aviation fuels in Union neighbouring countries and globally. (d) information, where available, on development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. 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 325 #

Frédérique RIES, Pascal CANFIN, Claudia GAMON, Andreas GLÜCK, María Soraya RODRÍGUEZ RAMOS

Proposal for a regulation
Article 14 – paragraph 1

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 326 #

Hildegard BENTELE, Inese VAIDERE

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 of the scope of this Regulation to other energy sources, ~~and~~measures to mitigate climate effects of non-CO2 emissions (i.e. cirrus clouds of contrails), 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. 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 #

Hildegard BENTELE, Inese VAIDERE

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~~measures to mitigate climate effects of non-CO2 emissions (i.e. cirrus clouds of contrails), 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. 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 328 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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. 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. By 2038 the Commission shall present a revision of Annex I in accordance with the aforementioned report.

Amendment 328 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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. 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. By 2038 the Commission shall present a revision of Annex I in accordance with the aforementioned report.

Amendment 329 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

Proposal for a regulation
Article 14 – paragraph 1 a (new)

Amendment 330 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 14 – paragraph 1 a (new)

Amendment 331 #

Proposal for a regulation
Article 15 – paragraph 3

However, Article 4 and 5 shall apply from 1 January 202530 and Articles 7 and Article 9 shall apply from 1st April 2024 for the reporting period of the year 2023.

Amendment 331 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 15 – paragraph 3

However, Article 4 and 5 shall apply from 1 January 202530 and Articles 7 and Article 9 shall apply from 1st April 2024 for the reporting period of the year 2023.

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Article 15 a (new)

Amendment 333 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

Proposal for a regulation
Annex I – title

Annex I (EU harmonised volume shares)

Amendment 333 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

Proposal for a regulation
Annex I – title

Annex I (EU harmonised volume shares)

Amendment 334 #

Proposal for a regulation
Annex I – title

Annex I (energy shares)

Amendment 334 #

Proposal for a regulation
Annex I – title

Annex I (energy shares)

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

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 58% of SAF, ~~of which~~consisting of: - i) a maximum of 1.8 Mtoe of advanced biofuels; - ii) a maximum of 0.65 Mtoe of biofuels produced from RED Annex IX, part B feedstock; - iii) a minimum share of ~~0.7~~2,5% of synthetic aviation fuels;

Amendment 338 #

Proposal for a regulation
Annex I – point b

Amendment 339 #

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 0.7% of synthetic aviation fuels;~~

Amendment 339 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 0.7% of synthetic aviation fuels;~~

Amendment 340 #

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 510% of SAF~~, of which a minimum share of 0.7% of synthetic aviation fuels~~;

Amendment 340 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 510% of SAF~~, of which a minimum share of 0.7% of synthetic aviation fuels~~;

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 ~~0.7~~2,5% of synthetic aviation fuels;

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 ~~0.7~~2,5% of synthetic aviation fuels;

Amendment 342 #

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 58% of SAF, of which a minimum share of ~~0.7~~2,4% of synthetic aviation fuels;

Amendment 342 #

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 58% of SAF, of which a minimum share of ~~0.7~~2,4% of synthetic aviation fuels;

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 ~~0.7~~1% of synthetic aviation fuels;

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 ~~0.7~~1% of synthetic aviation fuels;

Amendment 344 #

Proposal for a regulation
Annex I – point c

(c) From 1 January 2035, a minimum share of 2057% of SAF, ~~of which~~consisting of: - i) a maximum of 4.5 Mtoe of advanced biofuels - ii) a maximum of 0.65 Mtoe of biofuels produced from RED Annex IX, part B feedstock - iii) a minimum share of 45% of synthetic aviation fuels;

Amendment 344 #

Proposal for a regulation
Annex I – point c

Amendment 345 #

Proposal for a regulation
Annex I – point c

Amendment 345 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Annex I – point c

Amendment 346 #

Proposal for a regulation
Annex I – point c

Amendment 346 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Annex I – point c

Amendment 347 #

Proposal for a regulation
Annex I – point c

Amendment 347 #

Proposal for a regulation
Annex I – point c

Amendment 348 #

Proposal for a regulation
Annex I – point c

Amendment 348 #

Proposal for a regulation
Annex I – point c

Amendment 349 #

Proposal for a regulation
Annex I – point c

Amendment 349 #

Proposal for a regulation
Annex I – point c

Amendment 350 #

Proposal for a regulation
Annex I – point d

(d) From 1 January 2040, a ~~minimum share of 32% of SAF, of which~~share of 100% of SAF, consisting of: - i) a maximum of 5.8 Mtoe of advanced biofuels; - ii) a maximum of 0.65 Mtoe of biofuels produced from RED Annex IX, part B feedstock; - iii) a minimum share of 86% of synthetic aviation fuels;

Amendment 350 #

Proposal for a regulation
Annex I – point d

Amendment 351 #

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 8% of synthetic aviation fuels;~~

Amendment 351 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 8% of synthetic aviation fuels;~~

Amendment 352 #

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 8% of synthetic aviation fuels;~~

Amendment 352 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 8% of synthetic aviation fuels;~~

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 816% of synthetic aviation fuels;

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 816% of synthetic aviation fuels;

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 812% of synthetic aviation fuels;

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 812% of synthetic aviation fuels;

Amendment 355 #

Proposal for a regulation
Annex I – point d

(d) From 1 January 2040, a minimum share of 352% of SAF, of which a minimum share of 840% of synthetic aviation fuels;

Amendment 355 #

Proposal for a regulation
Annex I – point d

(d) From 1 January 2040, a minimum share of 352% of SAF, of which a minimum share of 840% of synthetic aviation fuels;

Amendment 356 #

Proposal for a regulation
Annex I – point e

(e) From 1 January 20455, a minimum volume share of 38% of SAF, ~~of which a minimum share of 11% of synthetic aviation fuels.~~

Amendment 356 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 11% of synthetic aviation fuels.~~

Amendment 357 #

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 11% of synthetic aviation fuels.~~

Amendment 357 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 11% of synthetic aviation fuels.~~

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 115% of synthetic aviation fuels.

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 115% of synthetic aviation fuels.

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 119% of synthetic aviation fuels.

Amendment 359 #

(e) From 1 January 2045, a minimum volume share of 38% of SAF, of which a minimum share of 119% of synthetic aviation fuels.

Amendment 360 #

Proposal for a regulation
Annex I – point e

(e) From 1 January 2045, a minimum volume share of 3877% of SAF, of which a minimum share of 1166% of synthetic aviation fuels.

Amendment 360 #

Proposal for a regulation
Annex I – point e

(e) From 1 January 2045, a minimum volume share of 3877% of SAF, of which a minimum share of 1166% of synthetic aviation fuels.

Amendment 361 #

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 28% of synthetic aviation fuels~~

Amendment 361 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 28% of synthetic aviation fuels~~

Amendment 362 #

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 28% of synthetic aviation fuels~~

Amendment 362 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 28% of synthetic aviation fuels~~

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 2831,5% of synthetic aviation fuels

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 2831,5% of synthetic aviation fuels

Amendment 364 #

Proposal for a regulation
Annex I – point f

(f) From 1 January 2050, a minimum volume share of 63100% of SAF, of which a minimum share of 288% of synthetic aviation fuels

Amendment 364 #

Proposal for a regulation
Annex I – point f

(f) From 1 January 2050, a minimum volume share of 63100% of SAF, of which a minimum share of 288% of synthetic aviation fuels

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 2830% of synthetic aviation fuels

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 2830% of synthetic aviation fuels

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 ~~crucial~~n important role in the Union's economy ~~and in the everyday lives of Union citizens~~, as one of the best performing and most dynamic sectors of the Union economy. It has been a ~~strong~~ driver for economic growth, jobs, trade and tourism, as well as for connectivity and mobility for businesses and citizens alike, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a ~~significant enabler of the Union economy.~~ n enabler of the Union economy. However, such growth has created a concomitant increase in emissions due to a consistent failure by regulators to adopt measures to decouple growth in passengers from growth in fossil fuel consumption. Subsidies such as tax exemptions and aircraft production grants have created a scenario where the sector will struggle to develop a zero-emissions future without determined regulatory action.

Amendment 57 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

Proposal for a regulation
Recital 1

(1) Over the past decades, air transport has ~~played a crucial role in the Union's economy~~grown to be and in ~~the everyday lives of Union citizens, as one of the best performing and most dynamic~~creasingly economically important sectors of the Union economy. IWhile it has been a strong driver for economic growth, jobs, trade and tourism, as well as for connectivity and mobility for businesses and citizens alike, particularly within the Union aviation internal market~~. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a significant enabler of the Union economy~~, it has regrettably also been one of the fastest-growing sources of EU greenhouse gas emissions.

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, a~~s well as~~nd for connectivity and mobility for businesses and citizens alike, as well as one of the main connectors for and from outermost regions and the mainland, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a significant enabler of the Union economy.

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 ~~market~~ that contributes fully to achieving the Union’s climate goals~~, with high levels of connectivity, safety and security.~~. _________________ 2aAccording to the Commission Impact Assessment

Amendment 63 #

Amendment 64 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

Proposal for a regulation
Recital 2

Amendment 65 #

Proposal for a regulation
Recital 2

Amendment 66 #

Frédérique RIES, Nils TORVALDS, Claudia GAMON, Andreas GLÜCK, María Soraya RODRÍGUEZ RAMOS, Catherine CHABAUD

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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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

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 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 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. The Commission should monitor possible market distortions, such as (p)re-routing by non- European airlines. If market distortions are observed, the Commission should explore supporting and incentivising mechanisms and private-public partnerships for the affected Union industries.

Amendment 76 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 of the air transport industry, and a loss of air connectivity for citizens and businesses. However, the threat to the industry from potential and unquantifiable market distortions is far outweighed by the threat to the industry caused by climate change and the industry’s current exclusive reliance on fossil jet fuel.

Amendment 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 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

(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 ~~for economic reasons~~in order to remain competitive. Fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. SOn the other hand, refuelling obligations are costly for aircraft operators as they prolong the turn-around times and reduce operational capacity of the airports, especially in peak hours. The tankering on short haul flights has rather limited impact on fuel consumption and fuel burn. Nevertheless, some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector, leading to market distortions and be harmful to air connectivity. This Regulation should set up balanced measures to prevent ~~such~~all possible adverse practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market.

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 negatively impact competition on the market. Where differences in aviation fuel prices exist between Union airports or between Union and non-Union airports, this can lead aircraft operators to adapt their refuelling strategies for economic reasons. Fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. Some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector and be harmful to air connectivity. This Regulation should set up measures to prevent such practices in order to avoid carbon leakage, including point-to-point carbon leakage, and other unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market.

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 between Union and non-Union airports, this can lead aircraft operators to adapt their refuelling strategies for economic reasons. Fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. Some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector and be harmful to air connectivity. This Regulation should set up measures to prevent such practices in order to avoid ~~unnecessary environmental damage~~negative impacts on the environment, the necessary reduction of the emission intensity of the sector as well as to restore and preserve the conditions for fair competition on the air transport market.

Amendment 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 bothe carbon and non-CO2 emissions from aircraft flying from Union airports and the development of effective economic instruments that ensure the true cost of emissions from the sector is fully internalised. Such measures should contribute to meeting the Union’s climate objectives by 2030 and 2050.

Amendment 83 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 systems and protection of the environment. Sustainable development of air transport requires the introduction of measures aimed at reducing the carbon emissions from aircraft flying from Union airports and eventually globally. Such measures should contribute to meeting the Union’s climate objectives by 2030 and 2050.

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 ~~carbon~~greenhouse gas emissions from aircraft flying from Union airports. Such measures should contribute to meeting the Union’s climate objectives by 2030 and 2050.

Amendment 86 #

Frédérique RIES, Nils TORVALDS, Claudia GAMON, Andreas GLÜCK, María Soraya RODRÍGUEZ RAMOS, Catherine CHABAUD

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~~he decarbonisation~~o achieve climate neutrality, the European Green Deal sets out the need to reduce transport emissions by 90% by 2050, compared to 1990 levels ; however, technological breakthroughs, the application of the energy efficiency first principle, remote work, modal shift, including towards walking and cycling, the growth of sharing economy models, and the increased use of public transport can make a 100% decarbonisation of the transport sector possible. The reduction of CO2 and non-CO2 emissions of the air transport sector is a necessary and challenging process, especially in the short term. Technological advancements, pursued in European and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. However, the global growth of air traffic has outpaced the sector’s emissions reductions. Whereas new technologies are expected to help reducing ~~short-haul~~ aviation’s reliance on fossil energy inas from the next decades, sustainable a~~viation fuels offer the only solution for significant decarbonisat~~dvanced biofuels or synthetic fuels could offer a promising solution for moderating emissions of all flight ranges, already in the short term. However, this potential is currently largely untapped. _________________ 10Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.

Amendment 90 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Markus PIEPER

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 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~~and new zero- emission aircraft technologies, such as electric-or hydrogen-powered aircraft, can play an important role in commercial aviation in the long term, sustainable aviation fuels offer, together with fleet renewal and the implementation of the Single European Sky, one of the main solutions for significant decarbonisation of all flight ranges, already in the short term. However, this potential is currently largely untapped. _________________ 10Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.

Amendment 91 #

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, 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 but also in the medium and long term. However, this potential is currently largely untapped. _________________ 10Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020 and needs support over time for the development and deployment of mature and new sustainable aviation fuels and for research on new aircraft engines and technologies.

Amendment 92 #

Hildegard BENTELE, Inese VAIDERE

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, sustainable aviation fuels offer the ~~only~~most viable and promising solution for significant decarbonisation of all flight ranges, already in the short term. However, this potential is currently largely untapped. In addition, attention should also be given to the challenge of non-CO2 climate effects from aviation. _________________ 10Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.

Amendment 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 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 aircrafts powered by green electricity and hydrogen can play an important role in commercial aviation in the medium and long term, sustainable aviation fuels offer the ~~only~~main solution for significant decarbonisation of all flight ranges, already in the short term. However, this potential is currently largely untapped. _________________ 10Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.

Amendment 94 #

Inese VAIDERE, Dan-Ştefan MOTREANU, Liudas MAŽYLIS, Hildegard BENTELE

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 constant, global growth of air traffic ~~has~~and the increase in the number of airports and destinations have 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. _________________ 10Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.

Amendment 95 #

Proposal for a regulation
Recital 7

Amendment 96 #

Proposal for a regulation
Recital 7

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) ~~Sustainable aviation fuels are liquid, drop-in fuels, fully fungible with conventional aviation fuel and compatible with existing aircraft engines~~For the purpose of this Regulation, the definition of sustainable aviation fuels (SAF) should also extend to renewable liquid and gaseous fuels of non-biological origin, including hydrogen, and to electricity from renewable sources. This will enable energy sources for new propulsion pathways such as renewable hydrogen and electricity to count towards the SAF mandate, thus creating incentives for technological and industrial innovation in the Union. Sustainable aviation fuels are therefore renewable alternative fuels to power aircrafts that can replace fossil aviation fuels. They are expected to substitute fully these fossil fuels by 2040 at the latest. While renewable electricity or renewable hydrogen powered aircrafts are expected to be commercially available in the medium term, drop-in alternative fuels, fully fungible with conventional aviation fuel and compatible with existing aircraft engines are already accessible. Certain drop-in fuels, such as in particular those using the hydro processed esters and fatty acids (HEFA) processing technology, are completely mature and use waste lipid feedstocks with a more efficient use in the maritime sector. In order to avoid additional carbon emissions in the Union transport system as a whole and direct investment towards developing technologies using more abundant feedstocks, the contribution of SAF from HEFA should be limited across parts A and B of Annex IX. Several production pathways of sustainable drop-in aviation fuels have been certified at global level for use in civil or military aviation. Sustainable drop-in aviation fuels are technologically ready to play a~~n 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~~term and for all aviation fuel in the long term. Further, with the support of appropriate international fuel standards, sustainable aviation fuels might contribute to lowering the aromatic content of the final fuel used by an operator, thus helping to reduce other non-CO2 emissions. ~~Other alternatives to power aircraft, such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.~~ To accompany the market uptake of sustainable aviation fuels, ICAO and EASA should engage in the fast adaptation and development of fuel and engine certification, in particular for engines compatible with high shares of or 100% drop-in alternative fuels, and for engines propelled by hydrogen and electricity.

Amendment 99 #

Proposal for a regulation
Recital 8

(8) SThis Regulation aims at establishing a common definition of sustainable aviation fuels. Currently, the most common 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~~They are technologically ready to play an important role in reducing emissions from air transport already in the very short term. TOtheyr a~~re expected to account for a major part of the aviation fuel mix in the medium and long term. Further, with~~ lternatives to power aircraft, such as electricity or liquid hydrogen from renewable sources, are expected to progressively contribute to the decarbonisation of air transport, beginning withe 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 hydrogenhort-haul flights. This Regulation should also take into account these energy carriers, while directing investments in technologies which can reduce CO2 emissions also in the short-term. Sustainable aviation fuels are expected to ~~progressively~~ account~~ribute to the decarbonisation of air transport, beginning with short-haul flights~~ for a major part of the aviation fuel mix in the medium term and they should replace the conventional fossil aviation fuels in the long term.

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 ~~Union~~ of Union aviation fuel aviation fuel tanked non-tanked ~~airport~~Union airport required uplifted quantity quantity airport (tonnes of (tonnes) of (tonnes of (tonnes) of kerosene kerosene kerosene kerosene equivalent) equivalent) equivalent) equivalent) Template 2 Amount Lifecycle Fuel (tonnes) of ~~(tonnes)~~ Conversion Characteristic emissions Type of SAF supplier kerosene technology s and origin equivalent)

source: 729.864

2022/03/14 TRAN 432 amendments...

Amendment 100 #

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~~, to non-commercial air transport flights including business aviation and private flights, as well as military air transport flights carrying troops or military equipment and supplies. It should not apply to 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 an 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 territoryNevertheless, a pathway away from fossil fuels for all types of flights will be necessary, and the Commission and Member States should plan accordingly. In order to create a level playing field across the EU aviation single market and to develop the necessary infrastructure for SAFs across the entire EU, this regulation should cover almost all traffic operated from airports located on EU territory. Too broad or lengthy an exemption for certain airports and aircraft operators would risk concentrating SAF production, blending, supply infrastructure and related financing only in certain parts of the Union, delaying the transition and thereby increasing the cost of inaction, while also representing a missed opportunity for economic development in these regions. 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 an 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~~; h~~ during a transition period. However, the scope of the Regulation should ~~cover at least 95% of tota~~eventually cover almost all traffic departing from airports in the Union. ~~For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory.~~

Amendment 101 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Recital 15

Amendment 102 #

Erik BERGKVIST, Vera TAX, István UJHELYI, Marianne VIND

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, t~~The scope of the Regulation should be to cover at least 95% of total traffic departing from airports in the Union. For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territoryll airports in the Union in the long term.

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. 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. However, air transport operations at airports not covered by this Regulation could be encouraged to comply with the obligations of this Regulation on a voluntary basis. 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 Union. For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory.

Amendment 104 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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 Union. For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory. However, airports that meet the exemption requirements can opt to be covered by this regulation after the Member State report to the Commission.

Amendment 105 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, Alicia HOMS GINEL

Proposal for a regulation
Recital 15 a (new)

(15 a) The Commission should ensure that less connected remote regions suffering from geographical disadvantages such as insularity, are not disproportionately impacted by the obligations present in this Regulation. To ensure the uninterrupted, affordable supply of goods and services, attention should be paid to potential increases in the prices of air routes connecting remote regions and other areas of the Union. Mitigating measures should be in place to avoid negative consequences on remote regions and islands. Where the Regulation is proven to negatively impact the socio-economic fabric of remote regions, including islands and island Member States, the Commission should immediately take corrective action.

Amendment 106 #

Mario FURORE

Proposal for a regulation
Recital 15 a (new)

(15a) To avoid distortions of competition, this Regulation should apply to all air carriers and operators operating in the EU. The EU should also implement international agreements with binding standards equal to those applied in the EU to prevent unfair competition and ensure that global action is taken to combat climate change.

Amendment 107 #

Proposal for a regulation
Recital 15 a (new)

(15 a) It is crucial that less-connected European regions such as insular and outermost regions, for which accessibility and connectivity are essential for socioeconomic and territorial cohesion and which rely on maritime and aviation as the sole means of connection, are not affected by the obligations resulting from this Regulation and that access of these regions to essential goods and services is ensured.

Amendment 108 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

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 feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise air transport already in the short term, but their potential is limited due to constraints on the availability of feedstock, and their supply chain and collection are not always well tracked. Directive (EU) 2018/2001 limits these feedstocks. Biofuels produced from the feedstocks listed in Annex IX part B to Directive (EU) 2018/2001 that are counted towards the present sustainable aviation fuels (SAF) obligation are subject to the cap established under that Directive for counting such biofuels towards the renewable energy target in transport. This Regulation should reflect the cap set out in Directive (EU)2018/2001.

Amendment 109 #

Proposal for a regulation
Recital 16

Amendment 110 #

Erik BERGKVIST, István UJHELYI, Marianne VIND

(16) Development and deployment of sustainable aviation fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, sustainable aviation fuels produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise air transport already in the short term. However, more than 70% of the oil used comes from outside Europe, largely from South East Asia, and in particular from the palm oil producing countries of Indonesia and Malaysia. It is therefore necessary to strengthen the sustainability requirements for feedstock from waste, with traceability at source and mandatory audits at source.

Amendment 111 #

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 produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise air transport already in the short term, meaning drop-in aviation fuels that are either biofuels as defined in Article 2 of Directive (EU) 2018/2001, with the exception of high ILUC biofuels as defined in Article 26(2) of the same Directive, or synthetic aviation fuels, and which comply with the sustainability and greenhouse gasemissions criteria laid down in Article 29 and 25(2) of Directive (EU) 2018/2001 and are verified in accordance with Article 30 of that Directive, should be eligible and essential for the shift of making the aviation sector more sustainable as soon as possible.

Amendment 112 #

Hildegard BENTELE, Markus PIEPER, Christian EHLER, Tom BERENDSEN, Jens GIESEKE

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~~ustainable~~ynthetic aviation fuels ~~produced from feedstock listed in Parts A and B of Annex IX~~and biofuels which are not subject to high ILUC risk and comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise air transport already in the short termnd are certified in accordance with Article 30 of this Directive should be eligible. New production capacities need to be created while at the same time existing feedstock for biofuels and biogas should be used in production pathways with the highest environmental benefits in terms of GHG-emission reduction and GHG-intensity.

Amendment 113 #

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 feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise air transport already in the short term. However, due to limited supply and sustainability concerns, their contribution to overall SAF supply should be limited.

Amendment 114 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI

Proposal for a regulation
Recital 16

Amendment 115 #

Jan-Christoph OETJEN

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~~duc~~vided f~~rom feedstock listed in Parts A and B of Annex IX of~~or in Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technologynd complying with the sustainability and greenhouse gas emissions criteria laid down in that Directive and certified in accordance with Article 30 of that Directive are essential to decarbonise air transport already in the short term.

Amendment 116 #

(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~~duced from feedstock listed in Parts A and B of Annex IX of~~vided by Directive (EU) 2018/2001, ~~as well as~~including synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology, complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29 and certified in accordance with Article 30 of that Directive are essential to decarbonise air transport already in the short term.

Amendment 117 #

Massimiliano SALINI, Lucia VUOLO

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, which are produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX ofother than high- ILUC risk feedstock and comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of the Directive (EU) 2018/2001 a~~re essential, as currently the most commercially mature technology to decarbonise air transport already in the short term~~nd are certified in accordance with Article 30 of this Directive, as well as synthetic aviation fuels should be eligible.

Amendment 118 #

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, which are produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX ofother than high- ILUC risk feedstock and comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of the Directive (EU) 2018/2001 a~~re essential, as currently the most commercially mature technology to decarbonise air transport already in the short term~~nd are certified in accordance with Article 30 of this Directive, as well as synthetic aviation fuels should be eligible.

Amendment 119 #

Erik BERGKVIST, István UJHELYI

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, which are produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX ofother than high- ILUC risk feedstock and comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of the Directive (EU) 2018/2001 a~~re essential, as currently the most commercially mature technology to decarbonise air transport already in the short term~~nd are certified in accordance with Article 30 of this Directive, as well as synthetic aviation fuels should be eligible.

Amendment 120 #

Andor DELI

Proposal for a regulation
Recital 16

Amendment 121 #

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 loss of biodiversity concerns. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fuels produced from feedstock for which a significant expansion of the production area into land with high-carbon stock is observed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non-eligibility of crop- based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector.deleted

Amendment 122 #

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 loss of biodiversity concerns. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fuels produced from feedstock for which a significant expansion of the production area into land with high-carbon stock is observed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non-eligibility of crop- based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector if they comply with the sustainability and greenhouse gas emissions criteria laid down in Directive (EU) 2018/2001.The indirect land-use change that occurs when the cultivation of crops for biofuels displaces traditional production of crops for food and feed purposes has already been addressed in that Directive.

Amendment 123 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Recital 17

(17) For sustainability reasons, only sustainable feed and food crop-based fuels should ~~not~~ be eligible. ~~In particular,~~Concerns with indirect land-use change, which can 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 has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fuels produced from feedstock for which a significant expansion of the production area into land with high-carbon stock is observed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non-eligibility of crop- based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector, are already addressed in Directive (EU) 2018/2001 by means of a cap on the contribution of crop-based biofuels for the EU targets including aviation, as well as a delegated act on high-ILUC risk biofuels, which are to be phased out to 0% by 2030.

Amendment 124 #

Proposal for a regulation
Recital 17

(17) ~~For sustainability reasons~~Given safeguards provided by Articles 29 and 30 of Directive (EU) 2018/2001, 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 oProper enforcement of this Directive with an appropriate track and trace system in pla~~nd and can lead to~~ ce combined withe 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 has shown that the scale of the effect depends on a variety of factors, including the type of feedstock usedstablishing market conditions with tailored incentives, should lead to ramping up the alternative fuels market in the Union. In addition, Annex V of this Directive addresses the GHG savings of each crop for ~~fuel~~each production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fue pathway. While some feedstock indeed do not reduce as much emissions as others, they have on the other hand other advantages, such as the fact that they are available in Europe, that they produce also pro~~duced from feed~~tein for livestock for ~~which a significant expansion of the production~~that they area int~~o land with high-carbon stock is obs~~ervmed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demandiate crops to protect the soil during winter. It is therefore recommended, in particular during the green transition, to allow the use of every fuel, where the feedstock is harvested under the sustainability criteria laid out in Article 29 of Directive (EU)2018/2001. Furthermore, Directive (EU) 2018/2001 limits and sets a cap on the use of biofuels in road and rail transport, which can be extended to all modes of transport. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sectoruse all types of sustainable aviation fuels in a cost effective manner to reach climate goals through effective measures.

Amendment 125 #

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 loss of biodiversity ~~concerns~~. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fuels produced from feedstock for which a significant expansion of the production area into land with high- carbon stock is observed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector.

Amendment 126 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Recital 18

(18) A single, clear and robust sustainability framework isthat also takes account of the issue of the cost of new fuels for airlines and users is therefore necessary to provide economic 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. _________________ 12 https://eur-lex.europa.eu/legal- content/EN/TXT/PDF/?uri=CELEX:3201 8L2001&from=fron the basis of cost price i.e. on their economic, not only environmental, sustainability.

Amendment 127 #

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 . _________________ 12 https://eur-lex.europa.eu/legal- content/EN/TXT/PDF/?uri=CELEX:32018 L2001&from=fr

Amendment 128 #

Proposal for a regulation
Recital 18 a (new)

(18 a) However, it is important that the export to the Union of feedstock listed in Annex IX, Part B Directive (EU) 2018/2001 does not cause environmental damage in the exporting countries due to fraudulent mixing with virgin palm oil. It is therefore necessary to establish a control mechanism for shipments.

Amendment 129 #

Proposal for a regulation
Recital 18 b (new)

(18 b) In order to ensure the harmonised implementation and enforcement of this Regulation, it is necessary to impose an obligation on Member States to carry out inspections of shipments from third countries of the feedstock listed in Part B of Annex IX Directive (EU) 2018/2001.

Amendment 130 #

Erik BERGKVIST, István UJHELYI, Marianne VIND

Proposal for a regulation
Recital 18 c (new)

(18 c) In this respect, the Commission should be empowered to carry out investigative and coordinating actions in relation to imports which could have serious negative effects on the environment. The Commission may consider, within the framework of its internal organisation, entrusting certain enforcement measures provided for in this Regulation to the European Anti-Fraud Office (OLAF), which has relevant expertise in this respect.

Amendment 131 #

Proposal for a regulation
Recital 19

Amendment 132 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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. The Commission should propose measures to incentivise the development and the uptake of sustainable aviation fuels necessary in view of the significant decarbonisation potential of such fuels, and in view of their current estimated production costs. 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. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, ~~could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive~~are covered by the scope of this Regulation.

Amendment 133 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

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. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, and also those derived from Direct Air Capture (DAC) could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive.

Amendment 134 #

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 fuel technologies 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. Theyis regulation should therefore mandate that a minimum share of the carbon feedstock needed to produce synthetic aviation fuel is sourced from direct air capture, in order for this pathway to provide 100% of the carbon needed for synthetic aviation fuel production by 2050 or earlier. Synthetic fuels 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. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive.

Amendment 135 #

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. While ensuring the achievement of EU harmonised volume shares in accordance with targets of this regulation, Member States may set higher national targets. 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 or carbon neutral 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. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive.

Amendment 136 #

Jan-Christoph OETJEN, Nicola DANTI, Caroline NAGTEGAAL

Proposal for a regulation
Recital 19 a (new)

(19 a) In order to ramp up the supply of SAF to Union airports with the highest efficiency, without having the need to physically supply SAF at airports, this Regulation shall establish a mechanism allowing fuel suppliers supplying Sustainable Aviation Fuels in the European Union to exchange credits for supplying renewable energy (SAF credits) to the aviation industry to adhere to the mandatory minimum shares of sustainable aviation fuels at Union airports (Book & Claim). A SAF accounting framework inspired by the renewable electricity framework will be established. Fuel suppliers shall be obligated to register the volumes of fossil and renewable fuels supplied to airlines at Union airports to the designated national authority, whereby all data to be reported must comply with a European standard (Guarantee of Origin) enabling Member States to verify compliance of the supplied fuels in accordance with this Regulation. Member States shall report the verified information on volumes and GHG intensity performance to the Union database to ensure transparency and traceability. If suppliers deliver more SAF at Union airports than the obligated volumes, they can trade their surplus to other suppliers that have a supply deficit. In this way, all suppliers and airports can meet the obligation.

Amendment 137 #

Proposal for a regulation
Recital 19 a (new)

(19 a) This Regulation enables stakeholders from different parts of the value chain to contribute to emission reductions in their respective industry and claim tradable emissions reductions in their carbon reporting (book and claim). A central obligatory system of SAF registration, allocation, accounting, and reporting (SAF registry) should beset up to stimulate further SAF demand while avoiding double counting. Formalized and standardized documentation and tracking methods will ensure transparency and trust and auditability in the process.

Amendment 138 #

Jan-Christoph OETJEN, Nicola DANTI, Caroline NAGTEGAAL

Proposal for a regulation
Recital 19 b (new)

(19 b) To achieve the lowest cost and highest efficiency, a SAF accounting framework inspired by the renewable electricity accounting framework is needed. Fuel suppliers should be able to issue and trade SAF certificates from overfulfillment of the mandate with ambitious airlines. Also airlines among each other should be able to trade these SAF certificates without generating competitive distortion between them. Only airlines in possession of such SAF certificates should claim the associated emission reductions. SAF should be distributed from the production facilities to the most suitable airports to prevent inefficiency, additional logistical effort and thus also higher transport emissions. The airport infrastructure will supply a given amount of SAF through its fuel system, but only airlines that actually possess the SAF attributes will be able to account for it in the booking system. It should be prevented, that airlines have to carry extra fuel on-board if SAF is not available at a certain airport, that competitive distortion is caused by the blending mandate and that airlines cannot protect themselves against excessive prices when depending on fuel suppliers. Airlines that aim for higher CO2 emission reductions will be able to decide to buy a larger amount of SAF and distribute the SAF in the most economic efficient and unbureaucratic way across the fleet without competitive distortion between airlines. This would lead to a more dynamic and competitive SAF market with more available SAF at affordable prices

Amendment 139 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Recital 20

Amendment 140 #

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. It is also essential to foster and support innovation and research in promising sectors such as on hydrogen, as this will also contribute to Member States' energy sovereignty. 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 141 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Massimiliano SALINI, Henna VIRKKUNEN

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 202530. 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 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~~ start~~ing~~ 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 143 #

Proposal for a regulation
Recital 20 a (new)

(20 a) Member States should be able to choose the supply infrastructure that is more efficient to comply with the minimun shares of sustainable aviation fuels. A mass balance system ensures that the sustainable aviation fuels blended with conventional fuel are traceable along the pipeline infrastructure connecting airports, refineries and fuel storage sites. Such a system also ensures the physical supply of sustainable aviation fuels to all the airports connected to the infrastructure, avoiding CO2 emissions and pollution from lorries and heavy vehicles.

Amendment 144 #

Proposal for a regulation
Recital 20 a (new)

(20 a) To ensure that the most energy- efficient air transport technologies are incentivised and that greenhouse gas saving potential is maximised, the definition of targets and sub-obligations shall include multipliers based on the Energy Efficiency Ratio (EER) and on greenhouse gas savings potential of the different possible combinations of fuel and aircraft propulsion technology. These multipliers shall be introduced through a delegated act, and any modifications thereafter shall be evaluated at each subsequent revision of this Regulation.

Amendment 145 #

Proposal for a regulation
Recital 20 b (new)

(20 b) The significance of non-CO2 climate impacts from aviation activities has been estimated to be at least twice as large as those of CO2 alone1a 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. Moreover, reducing aromatic content is a straightforward refinery process which can be implemented today. This can be achieved by introducing additional hydrogen during the refining process (e.g.by hydro- treating or through extractive distillation), which is already standard practice to meet road and marine EU fuel quality standards. An effective measure should therefore be to require producers of fossil jet fuel to start progressively reducing - and ultimately phase out - aromatic and sulphur content. Aviation fuel suppliers should be required to monitor and communicate both aromatic, naphthalene and sulphur content in all batches of conventional aviation fuels placed on the EU 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 by increased research on, and deployment of, technological and operational measures to reduce non-CO2 emissions, through monitoring, reporting and verification obligations. Finally, in order to apply the polluter pays principle, pricing mechanisms should also be introduced to cover non-CO2 emissions. _________________ 1a 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.

Amendment 146 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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. 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.deleted

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 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 and operation standards. The requirement ensures that equal conditions for operations in the Union applying equally to Union and foreign operators, at least for part of its flights, 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 tankeringFor a level playing field between EU intra and extra flights, the Commission should regularly monitor, evaluate and report on fuel tankering cases and present to the European Parliament and the Council after the enter into force of this Regulation compensatory measures, if needed.

Amendment 148 #

Erik BERGKVIST, Vera TAX, István UJHELYI, Marianne VIND

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. 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, Member States, 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 149 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, Alicia HOMS GINEL

Proposal for a regulation
Recital 21

(21) With the introduction and ramp-up of sustainable aviation fuels at Union airports, practices of fuel tankering for economic reasons may be exacerbated as a consequence of aviation fuel costs increases. These tankering practices are unstainable and should be avoided as they could undermine the Union’s efforts to reduce environmental impacts from transport. T~~hose 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~~ankering practices for economic reasons put at risk the level playing field in the Union between aircraft operators, and also between airports. Nevertheless, fuel tankering may at times be justified for safety and operational reasons. 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 and operational reasons. Theis requirement prevents unjustifiable practices and 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 150 #

Proposal for a regulation
Recital 21 a (new)

(21 a) Given the difficulty for 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 so that the Union can meet its environmental objectives. In line with the Communication on a Sustainable and Smart Mobility Strategy, modal shift remains an objective of the Union, therefore where sustainable alternatives exist, short-haul flights should be subject to higher mandates of sustainable aviation fuels in order to further promote the uptake of these fuels on the routes best suited to them in the short term, and to promote a level playing field between transport modes. To assist with enforcement, the Commission should list all short-haul flights with a sustainable alternative departing from a Union airport every quarter on a publicly accessible website. This will also inform consumers about available travel options and the associated environmental footprint for certain journeys. It should detail typical greenhouse gas emissions (including the non-CO2 impact in the case of aviation), air and other pollutant emissions, and energy resource consumption per passenger per kilometre travelled using average load factors, and the average duration for the journey by each mode.

Amendment 151 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI

Proposal for a regulation
Recital 21 a (new)

(21 a) Aviation’s non-CO2 effects have been estimated to represent two thirds of the sector’s total climate impact, as confirmed by the 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).” As such, it is high time that these effects are mitigated. One option put forward by the aforementioned report is to reduce aromatics in conventional fossil fuels, so as to mitigate contrail cirrus formation. This can be achieved by a process called hydrotreating using renewable energy sources, done during the refining process. An effective measure would therefore be to mandate that producers of fossil jet fuel reduce these aromatics levels, in particular naphthalene, and sulphur. This would not only provide climate benefits, but also improve air quality around airports and increase the quality of the fuel for the benefit of airlines, both through high energy density and lower maintenance costs due to lower soot levels. The European Commission should therefore publish a report by the end of 2023 exploring pathways to optimise the aromatics, naphthalene and sulphur content of jet fuel. In parallel, fuel suppliers should be required

Amendment 152 #

Proposal for a regulation
Recital 21 a (new)

(21 a) The tradability of sustainable aviation fuel use, a so-called ‘book and claim’ system, should be introduced. By setting it up, within each airport covered by the 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 2025, the Commission should propose establishing ‘book and claim’ system through a delegated act.

Amendment 153 #

Proposal for a regulation
Recital 21 b (new)

(21 b) The non-commercial aviation sector is often characterised by smaller aircraft than those employed in the commercial aviation sector, often using more pioneering technologies and in some instances, SAF is already being used to a greater extent than in the commercial aviation sector. For this reason, it is also reasonable to assume that this sector will see a quicker and greater uptake of SAF and related technologies in the coming years. With the exception of the categories exempted under this Regulation, non- commercial flight operators should therefore be subject to higher mandates of SAF in order to further promote innovation, while also ensuring that the most sustainable transport mode is used for both passenger and freight traffic where possible.

Amendment 154 #

Proposal for a regulation
Recital 21 c (new)

(21 c) Given the significant environmental impact of the air transport sector, and the need to ensure passengers make informed choices, all aircraft operators and system vendors should inform consumers of the comparative environmental impact of a particular flight and that of alternatives in a clearly visible, neutral, comprehensive, understandable and user-friendly manner. This information should contain an estimate of the greenhouse gas emissions, non-CO2 impact (for aviation), air and other pollutant emissions, and energy resource consumption, per passenger per kilometre travelled for the flight, and for the same journey were it covered by other transport modes. A methodology to be used by operators for calculating the comparative environmental impact should be developed by the Commission, the Agency and the European Environment Agency in line with Action 35 from the Communication on a Sustainable and Smart Mobility Strategy and Recital 16 of Regulation (EC) No 80/2009.

Amendment 155 #

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 156 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

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. This obligation should include providing electric recharging infrastructure capacity and hydrogen refuelling infrastructure capacity, commensurate with the uptake of electric aircraft and renewable hydrogen propelled aircraft.

Amendment 157 #

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~~Airports should also take the necessary measures for the future deployment of alternative fuels infrastructure for hydrogen and electric recharging for aircrafts. If necessary, the European Union Aviation Safety Agency (‘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 158 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Recital 22

(22) ~~Airports~~The entities responsible for the supply of fuel 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 at EU airports. If necessary, the Agency should be able to require a ~~Union airport~~n entity responsible the supply of fuel 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 159 #

Proposal for a regulation
Recital 22

Amendment 160 #

Erik BERGKVIST, Isabel GARCÍA MUÑOZ, Vera TAX, István UJHELYI, Marianne VIND

Proposal for a regulation
Recital 22

(22) Airport~~s covered by this Regulation should ensure that all the necessary infrastructure is provided~~ stakeholders, such as airport managing bodies and/or other parties involved in fuel supply, covered by this Regulation should facilitate 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.

Amendment 161 #

Proposal for a regulation
Recital 22

(22) ~~Airports~~Owners of fuel supply infrastructure 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.

Amendment 162 #

Proposal for a regulation
Recital 22

(22) ~~Airports covered by this Regulation~~Member States should ensure that all the necessary infrastructure is provided for delivery, storage and refuelling of sustainable aviation fuel at airports covered by this Regulation, 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~~Member State 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 163 #

Proposal for a regulation
Recital 22 a (new)

(22 a) 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 long standing prohibition on their use to transport SAF remains in place across the EU. Delivering SAF from refineries and blending stations to Union airports in sufficient quantities to meet the provisions set out in Annex I by alternate means such as by road would make less sense from a cost, logistical and environmental point of view in cases where existing infrastructure could be used. Member States should therefore ensure that the use of such infrastructure, including military and fuel supplier pipelines, is permitted in order to allow for the delivery of the minimum SAF targets required under this Regulation. Where SAF must travel by alternate means, more sustainable transport modes such as rail should be prioritised.

Amendment 164 #

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. In the case of operators of non-commercial flights or of short-haul flights with a sustainable alternative, proof of compliance with the higher SAF percentages required for these operators under this Regulation should also be provided.

Amendment 165 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, Alicia HOMS GINEL

Proposal for a regulation
Recital 24

Amendment 166 #

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 for economic reasons 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.

Amendment 167 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Recital 25

(25) Aviation fuel suppliers should be required to report yearly in the Union database referred to in Article 28 of Directive (EU) 2018/2001, on their supply of aviation fuel, including sustainable aviation fuels. The Agency should report on a yearly basis to the Commission on the fulfilment by aircraft operators and aviation fuel suppliers of their respective obligations under this Regulation. This is important for the Commission to have clear visibility on the level of compliance to the Regulation. In order to combat fraud, promote consumer confidence and ensure transparency and traceability regarding SAFs, details on the country or countries of origin of raw materials used in the production of SAF, as well as the country or countries of manufacture of SAF, should be made available on a publicly accessible website in disaggregated and summary format.

Amendment 168 #

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 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 169 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Recital 27 a (new)

(27 a) 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 harmonized sustainability criteria should be advocate by the Union.

Amendment 170 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

(27 b) To further promote 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 Regulation.

Amendment 171 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI

Proposal for a regulation
Recital 27 c (new)

(27 c) 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 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 GHG 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 172 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Recital 27 d (new)

(27 d) 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 173 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

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;. Aviation fuel suppliers that have failed to comply with the provisions of this Regulation because production shortages meant that the volumes set out were not available on the market should not be sanctioned.

Amendment 174 #

Proposal for a regulation
Recital 28 a (new)

(28 a) The revenues generated from the payment of penalties should be used to promote the production, distribution and use of sustainable aviation fuels, research and innovation in the aviation industry with regard to the reduction of greenhouse gases emissions and help the aviation sector 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 of the European Parliament and of the Council1a _________________ 1a Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a system for greenhouse gas emission allowance trading within the Union and amending Council Directive 96/61/EC (OJ L 275, 25.10.2003, p. 32)

Amendment 175 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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;, unless they were unable to meet the targets because production shortages meant that the volumes set out were not available on the market.

Amendment 176 #

Proposal for a regulation
Recital 29

Amendment 177 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA

Proposal for a regulation
Recital 29 a (new)

(29 a) 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 with a view to helping the sector meet its climate and environmental goals. In particular, funding should promote the production of additional renewable electricity; the rollout of synthetic fuels and direct air capture technology; SAF, renewable electric and renewable hydrogen storage facilities; the development and deployment of aircraft propelled by renewable electricity and renewable hydrogen; supporting modal shift for fuel transport; efforts to reduce the non-CO2 effects of aviation; efforts to reduce air and noise pollution at airports including through the greater use of electric ground-based vehicles and auxiliary electrical power units.

Amendment 178 #

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 assessing the effect of all Fit for 55 proposals, including an in-depth analysis of EU competitiveness, carbon leakage, potential risk of mobility reduction and cost effectiveness of GHG emissions reductions.

Amendment 179 #

Proposal for a regulation
Recital 31

Amendment 180 #

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. The Commission may extend this transitional period if the targets set out in this Regulation are met by weighting the shares of sustainable aviation fuels used in EU airports.

Amendment 181 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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 or book and claim accounting system (whichever comes first). 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 182 #

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 183 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Recital 31 a (new)

(31 a) Given the difficulties associated with reducing the environmental impact of the air transport sector in the short-to medium-term, there is a risk that growth in the sector will undermine 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. With SAF not expected to constitute the majority of total EU aviation fuel’s supply in the short- to medium-term, the climate- mitigating impact of this Regulation’s provisions may thus be undermined by such growth, in which case the Commission should revisit the requirements of this Regulation as regards SAF uptake, and also consider demand management measures to reduce overall demand for fuel and promote greater levels of modal shift towards more sustainable transport modes.

Amendment 184 #

Hildegard BENTELE, Markus PIEPER, Christian EHLER, Tom BERENDSEN, Jens GIESEKE

Proposal for a regulation
Recital 32 a (new)

(32 a) Given that this Regulation will generate additional costs for affected sectors and therefore for passengers, compensatory actions need to be taken. The Commission should therefore be obliged to present respective proposals before entry into force of this Regulation. The proposals should support necessary investments and offset the new financial burdens. Addressing on the one hand measures at EU level, such as enforcing public private partnerships, a targeted investment strategy and a clear allocation of financial resources by establishing a dedicated innovation fund, and on the other hand measures at Member States level such as reduction of taxes, charges and levies as well as the costs and duration of certification processes.

Amendment 185 #

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 in other EU Regulations that generate compliance costs in the affected sectors.

Amendment 186 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Recital 32 a (new)

(32 a) To advance the decarbonisation efforts of the Union, the Commission and Member States should ensure that both existing and future comprehensive air transport agreements as well as air services agreements integrate comprehensive and binding provisions on a sustainable aviation fuels' blending mandate. Member States should equally strive to achieve this in their existing and future bilateral air service agreements.

Amendment 187 #

Proposal for a regulation
Recital 32 a (new)

(32 a) Aircraft operators and fuel suppliers under this Regulation should fulfil their due diligence obligations and identify, address and mitigate human rights and environmental impacts. These rules should apply to all companies operating in the EU internal market and ensure sanctions for violations and legal support for affected parties in third countries.

Amendment 188 #

Hildegard BENTELE, Markus PIEPER, Christian EHLER, Tom BERENDSEN, Jens GIESEKE

Proposal for a regulation
Recital 32 b (new)

(32 b) Research and innovation will play a substantial role in the development of sustainable and synthetic aviation fuels and the production capacity building. A respective investment priority should be clearly set within the relevant EU funding programmes identified by the Commission, i.e. Horizon Europe, Connecting Europe Facility, EU ETS Innovation Fund, InvestEU. A number of calls should be reserved to respective R&D activities.

Amendment 189 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 1 – title

1 Subject matter and objective

Amendment 190 #

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 191 #

Proposal for a regulation
Article 1 – paragraph 1

This Regulation lays down harmonised rules on the uptake and supply of sustainable aviation fuels with the objective of significantly reducing the climate and environmental impact of the aviation sector as part of the overall Union’s climate efforts in line with Article 2 of the Paris Agreement and Regulation (EU) 2021/1119.

Amendment 192 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 1 – paragraph 1

This Regulation lays down harmonised rules on sustainable aviation. This concerns the uptake and supply of sustainable aviation fuels. , duties for aircraft operators and Union airports as well as providing a regulatory framework.

Amendment 193 #

Proposal for a regulation
Article 2 – paragraph 1

This Regulation shall apply to aircraft operators, Union airports with the relevant parties in fuel supply, and to aviation fuel suppliers.

Amendment 194 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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. If any Union airport meets the exemption requirements, it may still opt to be covered by this Regulation. The Member State concerned shall report that information to the European Commission; _________________ 13 Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges

Amendment 195 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 1

— ‘Union airport’ means an civil or military airport as defined in Article 2(21) of Directive 2009/12/EC of the European Parliament and of the Council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period, and is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union; _________________ 13 Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges

Amendment 196 #

Erik BERGKVIST, Vera TAX, István UJHELYI, Marianne VIND, Maria GRAPINI

Proposal for a regulation
Article 3 – paragraph 1 – indent 1

— ‘Union airport’ means an airport as defined in Article 2(21) of Directive 2009/12/EC of the European Parliament and of the Council13 , wh~~ere passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period, and~~ich is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union; _________________ 13 Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges

Amendment 197 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 1

— ‘Union airport’ means an airport as defined in Article 2(21) of Directive 2009/12/EC of the European Parliament and of the Council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the year before 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; _________________ 13 Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges

Amendment 198 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 2

— ‘aircraft operator’ means a person that operated at least 729 commercial air transport flights departing from Union airports in the year before the reporting period or, where that person may not be identified, the owner of the aircraft;

Amendment 199 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 3 – paragraph 1 – indent 2

— ‘aircraft operator’ means a person that operated a~~t least 729~~ny commercial or non- commercial air transport flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;

Amendment 200 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 2

— ‘aircraft operator’ means a person that operated at least ~~729~~XX commercial air transport flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;

Amendment 201 #

Erik BERGKVIST, Vera TAX, István UJHELYI, Marianne VIND, Maria GRAPINI

Proposal for a regulation
Article 3 – paragraph 1 – indent 2

— ‘aircraft operator’ means a person — that operated ~~at least 729~~ commercial air transport flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;

Amendment 202 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 2 a (new)

— 'entity responsible for the supply of fuel' means an entity that, alongside other activities or not, is responsible for supplying fuel to an airport or airport network under national legislation, regulation or contract;

Amendment 203 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 3 a (new)

- ‘non-commercial air transport flight’ 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 204 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 3 b (new)

Amendment 205 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 3 c (new)

- ‘short-haul flight’ means a flight departing a Union airport, where the distance between this airport and the airport of arrival is less than 1 500 km as the crow flies;

Amendment 206 #

Jan-Christoph OETJEN, Caroline NAGTEGAAL

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 such as train (including night trains), bus or ferry options, to a destination that is served by a short-haul flight, and for which the scheduled travel time lasts no more than 7 hours, or no more than 12 hours if by night travel services;

Amendment 207 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 4

— ‘aviation fuel’ means the fuel manufactured for ~~direct~~ use by aircraft;

Amendment 208 #

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, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, or - for a transition period - biofules produced from food and feed crops as defined in Article 2, second paragraph, point 40 of Directive (EU) 2018/2001, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive, or hydrogen (from renewable electricity or from waste or form biomethane) or electricity;

Amendment 209 #

Andor DELI

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, a~~dvance~~nd biofuels ~~as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive,~~ which comply with the sustainability and greenhouse gas emissions criteria laid down in Directive (EU) 2018/2001 Article 29(2) to (7) ~~of that Directive~~ and are certified in accordance with Article 30 of this Directive;

Amendment 210 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI

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, ~~advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive~~or aviation biofuels, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 211 #

Peter LUNDGREN

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, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, whichfuels which save at least 70 % of greenhouse gases as compared with fossil fuels, in line with Directive (EU) 2018/2001, complying with the sustainability and greenhouse gas emissions criteria laid down in ~~Article 29(2) to (7) of~~ that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 212 #

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, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, whichfuels which save 55% of greenhouse gases as compared with fossil fuels, in line with Directive (EU) 2018/2001 and complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29~~(2) to (7)~~ of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 213 #

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, recycled carbon fuels as defined in Article 2 of Directive (EU) 2018/2001, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 214 #

Hildegard BENTELE, Markus PIEPER, Christian EHLER, Tom BERENDSEN, Jens GIESEKE

Proposal for a regulation
Article 3 – paragraph 1 – indent 5

— ‘sustainable aviation fuels’ (‘SAF’) means ~~drop-in~~ aviation fuels that are either hydrogen, synthetic aviation fuels~~, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001,~~ or biofuels produced from othe ~~feedstock listed in Part B of Annex IX to that Directive~~r than high ILUC-risk feedstock, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of ~~that~~ Directive (EU)2018/2001 and are certified in accordance with Article 30 of this Directive;

Amendment 215 #

Massimiliano SALINI, Lucia VUOLO

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, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, or any biofuel produced from waste and residues, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 216 #

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, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive or from other than high ILUC-risk feedstock, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 217 #

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, advanced~~ biofuels as defined in Article 2~~, second paragraph, point 34~~ of Directive (EU) 2018/2001, ~~or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive,~~with the exception of high ILUC biofuels, such as biofuels produced from ‘food and feed crops’, as defined in Article 26(2) of the same Directive, or synthetic aviation fuels, and which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29~~(2) to (7) of that Directive~~ and 25(2) of Directive (EU)2018/2001 and are cvertified in accordance with Article 30 of thisat Directive;

Amendment 218 #

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, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive or from other than high ILUC-risk feedstock, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 219 #

Jan-Christoph OETJEN

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, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, which complyfuels which save at least 70% of greenhouse gases as compared with fossil that are either synthetic aviation fuels, in line with Directive (EU) 2018/2001, complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;

Amendment 220 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 3 – paragraph 1 – indent 5

Amendment 221 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 5

Amendment 222 #

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO

Proposal for a regulation
Article 3 – paragraph 1 – indent 5

Amendment 223 #

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~~, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive~~ or sustainable biofuels, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29~~(2) to (7) of that Directive~~ of Directive (EU) 2018/2001 and are certified in accordance with Article 30 of thisat Directive, with the exception of biofuels produced from ‘food and feed crops’ as defined in Article 2, second paragraph, point 40 of that Directive;.”

Amendment 224 #

Erik BERGKVIST, István UJHELYI, Marianne VIND

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, advanced~~ biofuels as defined in Article 2~~, second paragraph, point 34~~ of Directive (EU) 2018/2001, ~~or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive,~~with the exception of high ILUC biofuels as defined in Article 26(2) of the same Directive, or synthetic aviation fuels, and which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29~~(2) to (7) of that Directive~~ and 25(2) of Directive (EU)2018/2001 and are cvertified in accordance with Article 30 of thisat Directive;

Amendment 225 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 8

— ‘synthetic aviation fuels’ means fuels that are renewable fuels of non- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001, or low-carbon synthetic fuels derived from low-carbon hydrogen that over their life cycle offer emission savings of at least 70%, used in aviation;

Amendment 226 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 8

— ‘synthetic aviation fuels’ means fuels that are renewable liquid and gaseous transport fuels of non- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001, or electricity from renewable sources as defined in Article 2, second paragraph, point 1 of Directive (EU)2018/2001, both used in aviation;

Amendment 227 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 3 – paragraph 1 – indent 8

— ‘synthetic aviation fuels’ means fuels that are renewable liquid and gaseous transport fuels of non- biological origin, as defined in Article 2, second paragraph, point 36 of Directive(EU) 2018/2001, or electricity from renewable sources as defined in Article 2,second paragraph, point 1 of Directive (EU) 2018/2001, both used in aviation;

Amendment 228 #

Hildegard BENTELE, Markus PIEPER, Christian EHLER, Tom BERENDSEN, Jens GIESEKE

Amendment 229 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 8

Amendment 230 #

Massimiliano SALINI, Lucia VUOLO

Proposal for a regulation
Article 3 – paragraph 1 – indent 8

— ‘synthetic aviation fuels’ means fuels that are recycled carbon fuels or renewable fuels of non- biological origin, as defined in Article 2, second paragraph, point 35 and 36 of Directive (EU) 2018/2001, used in aviation;

Amendment 231 #

Elsi KATAINEN, Jan-Christoph OETJEN

Proposal for a regulation
Article 3 – paragraph 1 – indent 8

— ‘synthetic aviation fuels’ means fuels that are renewable or low carbon fuels of non- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001, used in aviation;

Amendment 232 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI

Proposal for a regulation
Article 3 – paragraph 1 – indent 8 a (new)

- 'direct air capture' means the chemical process, powered by electricity from renewable sources, by which CO2 is captured directly from the ambient air and not from point sources;

Amendment 233 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 8 a (new)

- Low carbon fuels means liquid and gaseous fuels which save at least 70% greenhouse gas emissions in comparison to conventional liquid or gaseous fossil fuels;

Amendment 234 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 8 b (new)

Amendment 235 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 8 c (new)

Amendment 236 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 10 a (new)

- ‘energy efficiency ratio’ (EER) means a measure of how efficiently an aircraft converts the energy input to make a fuel into revenue-passenger kilometres (RPK). It is measured in RPK per megajoule of primary energy (RPK/MJ)

Amendment 237 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 3 – paragraph 1 – indent 10 a (new)

- ‘remote regions’ shall be defined as in Article 2, second paragraph, of Regulation (EU) No 651/20141a _________________ 1a Commission Regulation (EU) No 651/2014 of 17 June 2014 declaring certain categories of aid compatible with the internal market in application of Articles 107 and 108 of the Treaty

Amendment 238 #

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 239 #

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’ under Commission Implementing Regulation 2021/1296 that necessary to operate the totality of commercial air transport flights operated by an aircraft operator, departing from a ~~given~~ll Union airports, over the course of a reporting period;

Amendment 240 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 3 – paragraph 1 – indent 13

— ‘yearly aviation fuel required’ means the amount of aviation fuel necessary to operate the totality of commercial and non-commercial air transport flights operated by an aircraft operator, departing from a given Union airport, over the course of a reporting period; it should be expressed in tonnes of kerosene equivalent;

Amendment 241 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 14

Amendment 242 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI

Proposal for a regulation
Article 3 – paragraph 1 – indent 15

— ‘total yearly non-tanked quantity’ means the ~~sum of the yearly non-tanked quantities~~difference between the yearly aviation fuel required and the actual fuel uplifted by an aircraft operator at all Union airports over the course of a reporting period. The ratio between yearly aviation fuel required and the actual fuel uplifted shall not exceed the value of 105 %;

Amendment 243 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 (new)

–‘Mass balance’ means a system that allows for the blending of sustainable aviation fuel with conventional aviation fuel to be registered at each transfer point in the logistic infrastructure and ensures the physical supply of sustainable aviation fuel to airports and its traceability along the supply chain.

Amendment 244 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 a (new)

- The relevant parties in fuel supply: means a supplier of ground-handling services as define in Directive 96/67 /EC in charge of the infrastructures necessary for the delivery, storage and uplifting of sustainable aviation fuels;

Amendment 245 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 a (new)

- ‘system vendor’ means any entity and its affiliates which is or are responsible for the operation or marketing of a computerised reservation system as defined in Article 2, point 5 of Regulation (EC) 80/20091a; _________________ 1a Regulation (EC) No 80/2009 of the European Parliament and of the Council on a Code of Conduct for computerised reservation systems and repealing Council Regulation (EEC) No 2299/89

Amendment 246 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 a (new)

- ‘SAF credit’ means a tradable unit that is generated through the physical supply of SAF by a supplier at a Union airport and registered at the competent authority and adheres to the specifications of a Guarantee of Origin.

Amendment 247 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 a (new)

- ‘Final destination’ means the ultimate destination airport of a single or multi-segment journey as planned and envisaged by the legal transaction;

Amendment 248 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 a (new)

— ‘final destination’ means the airport of final destination of a journey of one or several legs;

Amendment 249 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 b (new)

- – ‘computerised reservation system’ or ‘CRS’ means a computerised system containing information about, inter alia, schedules, availability and fares, of more than one air carrier, with or without facilities to make reservations or issue tickets, to the extent that some or all of these services are made available to subscribers, as defined in point 4 of Regulation (EC) 80/2009;

Amendment 250 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 b (new)

- ‘SAF levy’ means a levy that shall cover the total extra cost of the sustainable aviation fuel required, compared to the purchase of fossil kerosene, financing the minimum share of sustainable aviation fuel under this Regulation, taking into account the location of the final destination, taking into account the actual fuel efficiency per passenger and freight;

Amendment 251 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 b (new)

— 'sustainable aviation fuel contribution' means a contribution that covers the total additional cost of the required sustainable aviation fuel in relation to the cost of fossil kerosene, financing the minimum share of sustainable aviation fuel required under this Regulation and taking account of the final destination;

Amendment 252 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 b (new)

- ‘Guarantee of origin’ means an electronic document which has the sole function of providing evidence to a final customer that a given share or quantity of energy was produced in accordance with Directive (EU) 2018/2001).

Amendment 253 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 c (new)

— 'sustainable aviation fuel purchase support fund' means a fund to be set up by each Member State under its national legislation and using its own administrative resources to collect the sustainable aviation fuel contribution from each airline departing from a given Member State and intended to compensate airlines for purchasing sustainable aviation fuels at airports in the EU;

Amendment 254 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 c (new)

- ‘SAF-levy fund’ means a fund to be established by each Member State, within the framework of its legislation and with its own administrative resources, to collect the SAF levy revenues of each airline departing from the respective Member State, to purchase SAF at terms negotiated by the SAF Procurement Mechanism and in the amounts required for the respective Member State and to manage any refunds under the mechanism

Amendment 255 #

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 d (new)

- ‘SAF Procurement Mechanism’ means an impartial and competent body designated by the Commission in cooperation with the Member States to calculate the annual SAF levy, negotiate offtake agreements directly with SAF manufacturers to the benefit of Member States and to manage any refunds under the mechanism

Amendment 256 #

Proposal for a regulation
Article 4 – paragraph 1

AFrom 1 January 2025 to 31 December2029 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~~where passenger traffic was higher than 300 000 passengers or where the freight traffic was higher than 20 000 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, contains a minimum share of sustainable aviation fuel, including a maximum share of advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU)2018/2001, a maximum share of biofuels produced from the feedstock listed in Part B of Annex IX to that Directive and a minimum share of synthetic aviation fuel in accordance with the values and dates of application set out in Annex I. The maximum shares set out in Annex I shall not be exceeded.

Amendment 257 #

Marianne VIND

Proposal for a regulation
Article 4 – paragraph 1

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. Fuel suppliers may demonstrate compliance with the obligation contained in paragraph 1 by using the mass balance system referred to in Article 30 of Directive (EU) 2018/2001. 2. Paragraph 1 does not prevent Member States from introducing more stringent volume shares for synthetic aviation fuel, than the minimum values set out in Annex I. Where a Member States intends to introduce such measures, it shall inform the other Member States and the Commission.

Amendment 258 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

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. While ensuring the achievement of EU harmonised volume shares in accordance with targets of this regulation; Member States may set higher national targets than the ones prescribed in Annex I for the supply of aviation fuels, including synthetic aviation fuels, which shall be notified to the European Commission;

Amendment 259 #

Proposal for a regulation
Article 4 – paragraph 1

Amendment 260 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 4 – paragraph 1

Amendment 261 #

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 airports covered by this Regulation contains a minimum share of sustainable aviation fuel, including a minimum share of synthetic aviation fuel in accordance with the values and dates of application set out in Annex I.

Amendment 262 #

Proposal for a regulation
Article 4 – paragraph 1

AWithout prejudice to possible higher volume shares imposed by Member States, aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at ~~each~~ Union airports contains a minimum share of sustainable aviation fuel, ~~including a minimum share of synthetic aviation fuel~~ in accordance with the values and dates of application set out in Annex I.

Amendment 263 #

Erik BERGKVIST, Vera TAX, Marianne VIND, Isabel GARCÍA MUÑOZ

Proposal for a regulation
Article 4 – paragraph 1 a (new)

Without prejudice to the application of Article 14, from 1 January 2030 to 31 December 2049, 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, a maximum share of advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU)2018/2001, and a maximum share of biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, in accordance with the values and dates of application set out in Annex I. The maximum shares set out in Annex I shall not be exceeded.

Amendment 264 #

Proposal for a regulation
Article 4 – paragraph 1 a (new)

Without prejudice to the first paragraph, Member States may introduce higher colume shares than the minimum values set out in Annex I, provided that the volume shares are transparent, non- discriminatory and proportionate to the objective. 6 months before a Member State introduces such measures, it shall inform the aircraft operators, aviation fuel suppliers, the Agency and the Commission.

Amendment 265 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 4 – paragraph 1 a (new)

Amendment 266 #

Proposal for a regulation
Article 4 – paragraph 1 b (new)

Where these synthetic aviation fuels are produced with a carbon feedstock, a minimum share of that carbon feedstock must be produced by direct air capture in accordance with the values and dates of application set out in Annex I.

Amendment 267 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 4 – paragraph 1 c (new)

Without prejudice to the application of Article 11(3) and (4), where an aviation fuel supplier for a given reporting period exceeds the maximum shares for advanced biofuels and biofuels produced from RED Annex IX part B feedstock as set out in Annex I, it shall ensure that an equivalent share of these fuels is not supplied in the subsequent reporting period.

Amendment 268 #

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 ~~at least~~report the reasons for SAF shortage to the European Union Aviation Safety Agency. The Commission may request that the aviation fuel supplier complement that shortfall in the subsequent reporting period, where possible, subject to availability of feedstock.

Amendment 269 #

Marianne VIND

Proposal for a regulation
Article 4 – paragraph 2

3. 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, or higher volume shares set by a Member State, for a given reporting period, it shall at least complement that shortfall in the subsequent reporting period.

Amendment 270 #

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 at least complement that shortfall in the subsequent reporting period.

Amendment 271 #

Proposal for a regulation
Article 4 – paragraph 2 a (new)

The total annual volume of advanced biofuels and biofuels produced from RED Annex IX part B feedstock provided to airports in the Union shall not exceed the values set out in Annex Ia. If on the basis of the information provided by aviation fuel suppliers pursuant to Article 9, the Commission finds that the values in Annex Ia have been exceeded, it shall propose without undue delay measures to limit the volumes provided to Union airports in the subsequent reporting period.

Amendment 272 #

Proposal for a regulation
Article 4 – paragraph 2 a (new)

To accelerate the transition to air transport decarbonisation, Member States may require higher shares of aviation fuels than the minimum levels set out in Annex I of this Regulation for airports located in their territory. The transition period for such requirements shall allow for a reasonable time for aviation fuel suppliers to adapt to the transition. Such requirements of higher levels of fuels shall be notified to the European Commission.

Amendment 273 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 4 – paragraph 2 a (new)

If the aviation fuel supplier fails to provide the minimum shares set out in Annex I for a given reporting period because production shortages meant that the volumes set out were not available, Article 11(3) and (4) shall apply only in proportion to the volumes available on the market. The shortfall shall not be complemented in the subsequent reporting period.

Amendment 274 #

Proposal for a regulation
Article 4 – paragraph 2 a (new)

Without prejudice to the application of Article 4 paragraph 1, Member States jointly with the Commission may exclude airports where the costs are disproportionate to the environmental benefits, whilst 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 275 #

Proposal for a regulation
Article 4 – paragraph 2 a (new)

Aviation fuel suppliers may demonstrate compliance with the obligation of the first paragraph if they use a mass balance system that registers the share of sustainable and synthetic aviation fuels physically supplied to the airports connected to their logistic infrastructure.

Amendment 276 #

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO

Proposal for a regulation
Article 4 – paragraph 2 b (new)

Amendment 277 #

Proposal for a regulation
Article 4 a (new)

Article 4 a "Book & Claim" scheme for the purchase of sustainable aviation fuels Member States may adopt a "book & claim" scheme to allow all fuel suppliers to compensate for quotas not released for consumption at minor or logistically constrained airports, as a weighted average over all the aviation fuel supplied across their territory. Aircraft operators may buy a certificate linked to the amount of sustainable aviation fuel acquired from the aviation fuel supplier. Under this scheme, the national minimum share of obligations for sustainable aviation fuel supplies shall be deemed fulfilled.

Amendment 278 #

Giuseppe FERRANDINO, Patrizia TOIA

Proposal for a regulation
Article 4 a (new)

Article 4 a "Book & Claim" Scheme for purchase of sustainable aviation fuels Member States may adopt a "book & claim" scheme to allow all fuel suppliers to compensate for quotas not released for consumption at minor or logistically constrained airports, as a weighted average over all the aviation fuel supplied across their territory. Aircraft operators may buy a certificate linked to the amount of sustainable aviation fuel acquired from the aviation fuel supplier. Under this scheme, the national minimum share of obligations for sustainable aviation fuel supplies shall be deemed fulfilled.

Amendment 279 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 4 a (new)

Article 4 a Book and Claim system 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 all Union airports covered by this Regulation, allowing airlines to purchase and fully use 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 280 #

Isabel GARCÍA MUÑOZ, Erik BERGKVIST, Inma RODRÍGUEZ-PIÑERO, Alicia HOMS GINEL

Proposal for a regulation
Article 4 a (new)

Article 4 a Lowering the non-CO2 impact of aviation fuel 1. From 1 June 2023, 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 implementation of paragraph 1 to the European Parliament and the Council. The reports shall be made public.

Amendment 281 #

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, and the specific conditions which could create serious and recurrent operational difficulties in refuelling aircrafts.

Amendment 282 #

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. For flights shorter than 500km, the obligation in paragraph 1 does not apply, if the aircraft operator can show that the corresponding amount has been uplifted at another Union airport.

Amendment 283 #

Proposal for a regulation
Article 5 – paragraph 1

The yearly quantity of aviation fuel uplifted by a given aircraft operator at ~~a given~~ Union airports shall be at least 90% of the yearly aviation fuel required. The obligation to refuel aircraft does not reffer to intra-EU flights, provided that SAF fuels are available at the departure airport.

Amendment 284 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 5 – paragraph 1

The yearly quantity of aviation fuel uplifted by a given aircraft operator at a ~~given~~ll Union airports combined shall be at least 90% of the yearly aviation fuel required.

Amendment 285 #

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 970% of the yearly aviation fuel required.

Amendment 286 #

Andreas SCHIEDER, István UJHELYI

Proposal for a regulation
Article 5 – paragraph 1 a (new)

Compulsory refuelling of sustainable aviation fuel shall also be promoted at airports outside the EU. To this end, future agreements as well as amendments to existing agreements must include a reference to the obligation to refuel with alternative aviation fuels in order to ensure fair competition. The Commission shall develop a strategy for this purpose and submit a report by 1 January 2025 at the latest.

Amendment 287 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 5 – paragraph 1 a (new)

The Commission shall monitor, evaluate and report cases of fuel tankering to the European Parliament and the Council on an annual basis. Following the analysis, the Commission shall amend this Article where appropriate, at the latest after three years of the entry into force of this Regulation.

Amendment 288 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Massimiliano SALINI, Henna VIRKKUNEN

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 with the use of sustainable aviation fuels, including renewable fuels of non- biological origin ( RFNBO), covered under this Regulation. 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 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 with the use of best available aircraft technology in the previous year: (a) 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 EU taxonomy.Until the Commission adopts such a delegated act, the performance thresholds defined in the report of the Platform on Sustainable Finance shall apply. (b) An operator shall report its share of flights using best available aircraft technology, in relation to their total emissions in a given year to the competent authorities.They shall request that the reported data is substantiated and verify the data. (c) To reduce administrative burden on authorities and operators, the latter may choose not to report this share, resulting on no free allowances for the use of best available aircraft technology.

Amendment 289 #

Proposal for a regulation
Article 5 a (new)

Article 5a Tax on tickets for passengers leaving the EU (1) Member States shall receive a sustainable aviation fuel contribution for each passenger leaving the EU. The contribution shall be collected from the airline issuing the ticket and shall be due upon the passenger's departure from an EU airport. The proceeds of the sustainable aviation fuel contribution shall be allocated to the sustainable aviation fuel purchase support fund. (2) The Commission shall adopt an implementing act to calculate the contribution per passenger based on the final destination and to set out how the sustainable aviation fuel purchase support fund is to be used to compensate airlines for purchasing sustainable aviation fuels at EU airports. The contribution shall be reassessed on a yearly basis and lifted for third-country airports where a blending mandate equal to that of the EU is in force.

Amendment 290 #

Proposal for a regulation
Article 5 a (new)

Article 5 a SAF Levy for Tickets for Passengers Departing the Union Territory (1) To compensate the price difference between sustainable aviation fuels and fossil aviation fuels, Member States shall collect a SAF levy per passenger and cargo departing from a Union Airport to a final destination outside the territory of the Union. The SAF levy shall be determined by the SAF levy mechanism and be collected by the SAF levy fund from the airline issuing the ticket. The SAF levy shall become due upon departure from a Union Airport. The SAF levy shall be revised annually and be discontinued with regard to airports in a third country where a blending mandate equivalent to that of the EU is in force. (2) The Commission shall adopt an implementing act determining the calculation of the SAF levy and the framework of the SAF procurement mechanism.

Amendment 291 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 5 a (new)

Article 5 a Power supply obligations for aircraft operators 1. Aircraft operators operating aircrafts at Union airports, which are not propelled by renewable hydrogen or electricity, shall ensure that their stationary aircrafts are supplied by electricity provided by the airports, as soon as the necessary infrastructure is available, in line the requirements set by Regulation 2021/0223[AFIR Regulation]. 2. By 1 January 2030, aircraft operators operating aircrafts at Union airports, which are not propelled by hydrogen or electricity, shall ensure that their aircrafts use electricity supplied by electric ground- based airport vehicles for pushback operations and/or electrical power unit for taxing, where feasible.

Amendment 292 #

Proposal for a regulation
Article 5 a (new)

Article 5 a SAF Alliance Within one year after the entry into force of this Regulation, a European SAF Alliance shall be established. The European SAF Alliance shall be coordinated by the Commission with the aim to identify policies for scaling-up of SAF in Europe, inter alia by encouraging the production for the most innovate technologies, identifying policies and market developments, and addressing possible negative impacts of this Regulation. The participation in the European SAF Alliance shall be voluntary..

Amendment 293 #

Proposal for a regulation
Article 5 b (new)

Article 5 b Additional requirements for aircraft operators operating short-haul flights with a sustainable alternative 1. Aircraft operators operating a short- haul flight with a sustainable alternative shall comply with higher minimum shares of sustainable aviation fuels. In a given reporting period, aircraft operators of short-haul flights with a sustainable alternative shall meet the following minimum shares as a weighted average across all flights operated. - 12,5% in 2025 - 35% in 2030 - 75% in 2035. 2. By 31 January 2023, the Commission shall draw up a list of all short-haul flights with a sustainable alternative that departed from a Union airport in the previous year. The Commission shall provide an estimate on the typical greenhouse gas emissions(including non- CO2 effects) for each short-haul flight with a sustainable alternative as well as each sustainable alternative, and the average duration of the journey by each mode. The list shall be updated every three months thereafter. In collecting this information, the Commission may request information from relevant aircraft operators, other transport operators and the competent authorities referred to in Article 10of this Regulation, which shall assist the Commission as necessary. This list shall be made available on a publicly accessible website in all of the Union’s official languages.

Amendment 294 #

Proposal for a regulation
Article 5 c (new)

Article 5 c Additional requirements for non- commercial air transport operators 1. An aircraft operator operating a non- commercial flight shall comply with higher minimum minimum shares of sustainable aviation fuels. In a given reporting period, aircraft operators of non-commercial flights shall meet the following minimum shares as a weighted average across all flights operated: - 12.5% in 2025 - 35% in 2030 - 75% in 2035.

Amendment 295 #

Proposal for a regulation
Article 5 d (new)

Article 5 d Customer information requirements for aircraft operators and system vendors 1. From 1 June 2023, aircraft operators, computerised reservation systems and system vendors covered under the scope of this Regulation shall provide their customers via their own selling platforms or via computerised reservation systems as defined in Regulation 80/2009, with information on the comparative environmental footprint of different transport modes for a particular journey. This information shall be presented in a clearly visible, neutral, comprehensive, understandable and user-friendly manner to the customer before booking a ticket and on the ticket itself and shall be provided for all flights. It shall contain an estimate of the greenhouse gas emissions, non-CO2 impact (for aviation), air pollutant emissions and noise pollution, and energy resource consumption, using average load factors, per passenger per kilometre travelled, and for all transport modes. Aircraft operators may also indicate the percentage of SAF used, if applicable, and if so, shall indicate the type of SAF. Aircraft operators shall require the customer to confirm that they have read such information before proceeding with the booking. 2. The methodology for such information shall be developed by the Commission, the Agency and the European Environment Agency by 31 January 2024 at the latest.

Amendment 296 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 6

Obligations of Union airports to provide 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. 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 Union airport to provide the information necessary to prove compliance with paragraph 1. The Union airport concerned shall provide the information without undue delay. The Agency shall assess the information received and inform the Commission if such information allows to conclude that the Union airport does not fulfil its obligations. Union airports shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a).Article 6 deleted the infrastructure

Amendment 297 #

Proposal for a regulation
Article 6 – title

Obligations of Union airports and the relevant parties involved in fuel supply to provide the infrastructure

Amendment 298 #

Andreas SCHIEDER, István UJHELYI

Proposal for a regulation
Article 6 – title

6 Obligations of Union airports to provide the infrastructure and emission- free operation

Amendment 299 #

Erik BERGKVIST, Isabel GARCÍA MUÑOZ, Vera TAX, Marianne VIND, Maria GRAPINI, Patrizia TOIA

Proposal for a regulation
Article 6 – title

6 Obligations ~~of Union airports~~ to provide the infrastructure at Union airports

Amendment 300 #

Proposal for a regulation
Article 6 – title

Obligations ~~of Union airports~~ to provide the infrastructure

Amendment 301 #

Proposal for a regulation
Article 6 – title

Obligations ~~of Union airports~~ to provide the infrastructure

Amendment 302 #

Proposal for a regulation
Article 6 – title

Obligations ~~of Union airports~~ to provide the infrastructure

Amendment 303 #

Proposal for a regulation
Article 6 – title

Obligations ~~of Union airports~~ to provide the infrastructure

Amendment 304 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 6 – paragraph 1

Member States shall ensure that airport managing bodies and other 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. This obligation shall include providing electric recharging infrastructure capacity and hydrogen refuelling infrastructure capacity, commensurate with the uptake of electric aircraft and renewable hydrogen propelled aircraft.

Amendment 305 #

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, as well as for hydrogen and electric recharging and refuelling infrastructure for aircrafts, in accordance with [Article 13 of Regulation on the deployment of alternative fuels infrastructure].

Amendment 306 #

Proposal for a regulation
Article 6 – paragraph 1

Amendment 307 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 6 – paragraph 1

Amendment 308 #

Erik BERGKVIST, Isabel GARCÍA MUÑOZ, Vera TAX, Marianne VIND, Patrizia TOIA

Proposal for a regulation
Article 6 – paragraph 1

Union airports stakeholders, such as airport managing bodies and/or other parties involved in fuel supply, 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~~facilitate for the delivery, storage and uplifting of such fuels.

Amendment 309 #

Proposal for a regulation
Article 6 – paragraph 1

Amendment 310 #

Proposal for a regulation
Article 6 – paragraph 1

Owners of fuel supply infrastructure in Union airports shall take the 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 311 #

Proposal for a regulation
Article 6 – paragraph 1

~~Union airports~~Entities responsible for the supply of fuel 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 312 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 6 – paragraph 1

Amendment 313 #

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 Union airport and the relevant parties involved in fuel supply to provide the information necessary to prove compliance with paragraph 1. The Union airport ~~concerned~~and the relevant parties involved in fuel supply shall provide the information without undue delay.

Amendment 314 #

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 ~~Union airport~~entity responsible for the supply of fuel to provide the information necessary to prove compliance with paragraph 1. The ~~Union airport~~entity concerned shall provide the information without undue delay.

Amendment 315 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

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 ~~Union airport~~owner of the infrastructure to provide the information necessary to prove compliance with paragraph 1. The ~~Union airport~~owner of the infrastructure concerned shall provide the information without undue delay.

Amendment 316 #

Erik BERGKVIST, Isabel GARCÍA MUÑOZ, Vera TAX, Marianne VIND, Patrizia TOIA

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 Union airport stakeholders to provide the information necessary to prove compliance with paragraph 1. The Union airport stakeholders concerned shall provide the information without undue delay.

Amendment 317 #

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 mshall without undue delay request the Union airport to provide the information necessary to prove compliance with paragraph 1. The Union airport concerned shall provide the information without undue delay.

Amendment 318 #

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~~shall request the Union airport to provide the information necessary to prove compliance with paragraph 1. The Union airport concerned shall provide the information without undue delay.

Amendment 319 #

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 ~~Union airport~~Member State to provide the information necessary to prove compliance with paragraph 1. The ~~Union airport~~Member State concerned shall provide the information without undue delay.

Amendment 320 #

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 ~~Union airport~~Member State to provide the information necessary to prove compliance with paragraph 1. The ~~Union airport~~Member State concerned shall provide the information without undue delay.

Amendment 321 #

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 ~~Union airport~~Member State to provide the information necessary to prove compliance with paragraph 1. The ~~Union airport~~Member State concerned shall provide the information without undue delay.

Amendment 322 #

Proposal for a regulation
Article 6 – paragraph 3

The Agency shall assess the information received and inform the Commission if such information allows it to conclude that the Union airport does not fulfil its obligations. Union airports shall take ~~the~~all necessary measures to identify and address the lack of adequate airport infrastructure ~~in 5~~without undue delay and at the latest 2 years after the entry into force of theis Regulation ~~or after the year when they exceed one of the thresholds in Article 3(a)~~, in order to ensure the requirements under this Regulation are complied with.

Amendment 323 #

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~~entity responsible for the supply of fuel does not fulfil its obligations. ~~Union airports~~The entities concerned shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a).

Amendment 324 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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~~owner of the infrastructure does not fulfil its obligations. ~~Union airports~~Owners of infrastructure shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3~~(a)~~ first indent.

Amendment 325 #

Erik BERGKVIST, Isabel GARCÍA MUÑOZ, Vera TAX, Marianne VIND, Patrizia TOIA

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 stakeholders does not fulfil its obligations. Union airport stakeholders shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a).

Amendment 326 #

Proposal for a regulation
Article 6 – paragraph 3

Amendment 327 #

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~~Member State does not fulfil its obligations. ~~Union airport~~Member States shall take the necessary measures to identify and address the lack of adequate ~~airport~~ infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a).

Amendment 328 #

Proposal for a regulation
Article 6 – paragraph 3

Amendment 329 #

Andreas SCHIEDER, István UJHELYI

Amendment 330 #

Proposal for a regulation
Article 6 – paragraph 3 a (new)

Union airports shall ensure that all their activities operate without fossil fuels by 1 January 2035 at the latest. This includes the energy supply of all buildings and facilities at the airport, services for stationary aircraft and by off-road vehicles on the airport apron as well as other motorised vehicles for the transport of people and goods.

Amendment 331 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI

Proposal for a regulation
Article 6 a (new)

Article 6 a Aviation Transitional 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 EU aviation sector. The Aviation Fund shall constitute an integral part of the EU budget 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 dedicated Aviation Fund shall support the transition to energy efficient and climate resilient EU 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 GHG emissions, research for new aircraft engines and technologies, aircraft operation and performance and airports infrastructure. The Fund shall aim at a geographical balanced support of the sectors covered, taking into account specific sectoral circumstances and investment needs.

Amendment 332 #

Proposal for a regulation
Article 6 a (new)

Article 6 a Obligations of inspections Member States shall, for the purpose of the application of this Regulation, carry out inspections of establishments, undertakings, brokers and dealers, and inspections of shipments of feedstock listed in Annex IX, Part B Directive (EU) 2018/2001. Inspections of shipments shall take place at least at one of the following locations (a) at the point of origin, with the producer of the SAF, the holder of the feedstock or the notifier; (b) at the point of destination, including intermediate and non-intermediate recovery, with the receiver or facility; (c) at the border of the Union; (d) during the shipment within the Union.

Amendment 333 #

Proposal for a regulation
Article 6 b (new)

Article 6 b Documentation and evidence Inspections of shipments shall include at least the verification of documents, confirmation of the identity of those involved in the shipment and, if necessary, the physical control of the feedstock.

Amendment 334 #

Proposal for a regulation
Article 6 c (new)

Article 6 c Sanctions 1.MemberStates shall lay down the rules on administrative penalties applicable to infringements of this Regulation and shall take all measures necessary to ensure that they are applied. The penalties provided for shall be effective, proportionate and dissuasive. Member States shall, without delay, notify the Commission of those rules and of those measures and of any subsequent amendment affecting them. 2.When determining the type and level of penalties to be imposed in case of infringements, the competent authorities of the Member States shall give due regard to the following criteria: (a)the nature, gravity and duration of the infringement; (b)where appropriate, the intentional or negligent character of the infringement; (c)the financial strength of the natural or legal person held responsible, as indicated for example by the total turnover of the legal person held responsible or the annual income of the natural person held responsible; (d)the economic benefits derived from the infringement by the natural or legal person held responsible, insofar as they can be determined; (e)the environmental damage caused by the infringement, insofar as it can be determined; (f)any action taken by the natural or legal person held responsible to mitigate or remedy the damage caused; (g)the level of cooperation of the natural or legal person held responsible with the competent authority; (h)previous infringements by the natural or legal person held responsible; (i)any action aiming to circumvent or obstruct administrative controls and (j)any other aggravating or mitigating factor applicable to the circumstances of the case. 3. The Member States shall at least be able to impose the following penalties in case of infringements of this Regulation: (a)fines; (b) confiscation of revenues gained by the natural or legal person from a transaction related to the infringement; (c)suspension or revocation of the authorisation to carry out activities related to management and shipment of feedstocks insofar as these activities fall under the scope of this Regulation; (d)exclusion from public procurement procedures

Amendment 335 #

Proposal for a regulation
Article 6 d (new)

Article 6 d Obligations of the Commission’s inspections 1.In order to fight against infringements of the provisions of this Regulation, to support and complement the enforcement activities of the Member States, and to contribute to a uniform application of this Regulation throughout the Union, the Commission shall exercise the powers conferred onto it by Articles 6e to 6f. 2.These powers are without prejudice to: (a) the primary responsibility of the Member States to ensure and enforce compliance with this Regulation; and (b)the powers conferred onto the Commission or the European Anti-Fraud Office (OLAF), respectively, in other legal acts, in particular in Regulation (EU,Euratom) 883/2013 of the European Parliament and of the Council 65 , Council Regulation 515/97 ,or Council Regulation 2185/96. 3.The Commission may exercise the powers conferred onto it by this Regulation on its own initiative, on the request of one or more Member States, or on a complaint if there is sufficient suspicion that the carriage of the substance or object concerned or the shipment of feedstocks concerned constitutes an illegal shipment.

Amendment 336 #

Proposal for a regulation
Article 6 e (new)

Article 6 e Commission’s inspections 1.TheCommission may carry out inspections of shipments 2.The Commission shall prepare and conduct inspections in close cooperation with the relevant authorities of the Member State concerned. The Commission shall give notice in good time of the object, purpose and legal basis of inspections in the Member State concerned in whose territory the inspection is to be conducted, so that such authorities may provide the requisite assistance. To that end, officials of the Member State concerned may participate in the inspections. In addition, upon request of the Member State concerned, the inspections may be carried out jointly by the Commission and the relevant authorities of that Member State. 3.The staff and other accompanying persons authorised by the Commission to conduct an inspection shall exercise their powers upon production of a written authorisation specifying the subject matter and purpose of the inspection. 4.The staff of the Commission that conduct an inspection shall be empowered to: (a)have access to any premises, land and means of transport of the person who arranges the shipment, the holder, the carrier, the consignee or the facility that receives the feedstock; (b)examine any relevant documents related to the subject-matter and purpose of the inspections, irrespective of the medium on which they are stored, and to take or obtain in any form copies of or extracts from such documents; (c)ask the notifier, the person who arranges the shipment, the holder, the carrier, the consignee or the facility that receives the feedstock for explanations on facts or documents relating to the subject- matter and purpose of the inspections and to record the answers; (d)take and record statements from the notifier, the person who arranges the shipment, the holder, the carrier, the consignee or the facility that receives the feedstock related to the subject-matter and purpose of the inspections; (e)physically check the feedstock and take samples of the feedstock for laboratory tests, where appropriate. 5.The authorities of the Member States involved in inspections on the shipments of feedstock in whose territory the inspection of the Commission is to be conducted shall, at the request of the Commission, provide the necessary assistance to the staff of the Commission. 6.Where the Commission finds that the notifier, the person who arranges the shipment, the feedstock holder, the feedstock carrier, the consignee or the facility that receives the feedstock opposes an inspection, the Member State concerned shall afford the Commission the necessary assistance, requesting where appropriate the assistance of enforcement authorities, so as to enable the Commission to conduct its inspection. If such an assistance requires authorisation from a judicial authority according to national rules, such authorisation shall be applied for.

Amendment 337 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 6 f (new)

Article 6 f Optimisation of aromatics, The European Commission shall publish a report by 31 December 2023 exploring ways to optimise the aromatics,naphthalene and sulphur content of fossil kerosene in order to mitigate contrail cirrus formation. Depending on the conclusions of this report, the European Commission shall introduce binding legislation on the aforementioned matter, by any such legal instrument that will be deemed appropriate, by 31 December 2024. By 31 December of each year, fuel suppliers shall also report to the European Union Aviation Safety Agency the average aromatics, naphthalene and sulphur contents of the aviation fuel supplied by them. This information shall be made public by 31 March of the following year.

Amendment 338 #

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 339 #

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 competent authorites and the Agency:

Amendment 340 #

Proposal for a regulation
Article 7 – paragraph 1 – point a

(a) The total amount of aviation fuel uplifted at each Union airport, expressed in tonnes of kerosene equivalent;

Amendment 341 #

Proposal for a regulation
Article 7 – paragraph 1 – point b

(b) The yearly aviation fuel required, per Union airport, expressed in tonnes of kerosene equivalent;

Amendment 342 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 7 – paragraph 1 – point c

(c) The yearly non-tanked quantity, per Union airport. 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. Aircraft operators shall not be required to declare the quantity of aviation fuel not tanked owing to proven fuel quality problems at the destination airport;

Amendment 343 #

Proposal for a regulation
Article 7 – paragraph 1 – point d

~~(d) The total amount of sustainable aviation fuel purchased from aviation fuel suppliers, for the purpose of operating their flights departing from Union airports, expressed in tonnes.~~deleted

Amendment 344 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 7 – paragraph 1 – point d

(d) The total amount of sustainable aviation fuel purchased from aviation fuel suppliers, for the purpose of operating their commercial air transport flights departing from Union airports, expressed in tonnes.

Amendment 345 #

Proposal for a regulation
Article 7 – paragraph 1 – point d

Amendment 346 #

Proposal for a regulation
Article 7 – paragraph 1 – point d

(d) The total amount of sustainable aviation fuel purchased from aviation fuel suppliers, for the purpose of operating their flights departing from Union airports, expressed in tonnes of kerosene equivalent.

Amendment 347 #

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 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.deleted

Amendment 348 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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 amount purchased expressed in tonnes of kerosene equivalent, 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 349 #

Proposal for a regulation
Article 7 – paragraph 1 – point e

Amendment 350 #

Proposal for a regulation
Article 7 – paragraph 1 – point e a (new)

(e a) For each short-haul flight with a sustainable alternative, proof that the percentages referred to in Article 5b were complied with.

Amendment 351 #

(e b) For each non-commercial flight, proof that the percentages referred to in Article 5c were complied with.

Amendment 352 #

Proposal for a regulation
Article 7 – paragraph 1 – point e c (new)

(e c) Proof of compliance with the power supply obligations set out in Article 5 a.

Amendment 353 #

Proposal for a regulation
Article 7 – paragraph 1 – point e d (new)

(e d) In order to assist the Commission with Article 5b(2), a list of the short haul flights they operated and the departure and arrival airports concerned.

Amendment 354 #

Proposal for a regulation
Article 7 – paragraph 1 a (new)

Aircraft operators under this Regulation shall fulfil their due diligence obligations, in particular by ensuring labour, social and environmental standards along the global value chains. In their annual reports to the Agency, aircraft operators shall provide information on the progress made and report violations.

Amendment 355 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 7 – paragraph 2

The report shall be presented in accordance with the templates laid down in Annex II.

Amendment 356 #

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 31January of each reporting year.

Amendment 357 #

Jan-Christoph OETJEN, Nicola DANTI, Caroline NAGTEGAAL

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 without undue delay.

Amendment 358 #

Proposal for a regulation
Article 8 – paragraph 2 a (new)

2a (new) In order to ensure transparency and to prevent double claiming, a central obligatory system of SAF registration, allocation, accounting and reporting (SAF registry) shall be set up by accredited organizations. Formalized and standardized documentation and tracking methods shall ensure trust and auditability in the process. A supplier shall generate a sustainability certificate based on the physical SAF environmental attributes and shall enter it into the registry. An operator may purchase the sustainability certificate from the supplier, the transaction is recorded in the registry while the physical delivery is separate (book and claim). Regulatory compliance with sustainability criteria is an entry requirement. The operator may transfer reductions from the sustainability certificates to their customers.

Amendment 359 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 9 – paragraph 1 – introductory part

Amendment 360 #

Proposal for a regulation
Article 9 – paragraph 1 – point a

(a) The ~~volume~~amount of aviation fuel supplied at each Union airport expressed in tonnes of kerosene equivalent;

Amendment 361 #

Proposal for a regulation
Article 9 – paragraph 1 – point b

(b) The ~~volume~~amount of sustainable aviation fuel supplied at each Union airport expressed in tonnes of kerosene equivalent, and for each type of sustainable aviation fuel, as detailed in point c);

Amendment 362 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 9 – paragraph 1 – point c

(c) The lifecycle emissions, origin of feedstock and conversion process of each sustainable aviation fuel type supplied at Union airports. When synthetic aviation fuel is being supplied, the origin of the carbon feedstock must also be reported, as well as the share of the carbon feedstock sourced from direct air carbon capture.

Amendment 363 #

Proposal for a regulation
Article 9 – paragraph 1 – point c

(c) The lifecycle emissions, of sustainable aviation fuel, the characteristics and origin of feedstock and conversion process of each sustainable aviation fuel type supplied at Union airports.

Amendment 364 #

Proposal for a regulation
Article 9 – paragraph 1 – point c a (new)

(c a) The percentage of each type of sustainable aviation fuel contained in each batch of conventional aviation fuel supplied at each Union airport;

Amendment 365 #

Proposal for a regulation
Article 9 – paragraph 1 – point c b (new)

(c b) The country or countries of origin of the feedstocks used in the manufacture of a batch of sustainable aviation fuel;

Amendment 366 #

Proposal for a regulation
Article 9 – paragraph 1 – point c c (new)

(c c) The country or countries in which a batch of sustainable aviation fuel was manufactured.

Amendment 367 #

Proposal for a regulation
Article 9 – paragraph 1 a (new)

Fuel suppliers shall fulfil their due diligence obligations by ensuring, in particular, labour, social and environmental standards along all global value chains. In their annual reports to the Agency, they shall provide information on the progress made and report violations;

Amendment 368 #

Proposal for a regulation
Article 9 – paragraph 2 – subparagraph 1 (new)

The Commission shall ensure that the information contained in the Union database pursuant to this Article and as outlined in paragraph 1 shall be made available on a publicly accessible website no later than 31 June each year, in disaggregated and summary format.

Amendment 369 #

Proposal for a regulation
Article 9 – paragraph 2 a (new)

2.From 1 January 2023 and every quarter thereafter, aviation fuel suppliers shall report to the Commission and the Agency the following information relative to the previous quarter: (a) The average aromatic, naphtalene and sulphur content of aviation fuel for each batch supplied at a Union airport;

Amendment 370 #

Proposal for a regulation
Article 9 a (new)

Article 9 a Registration, verification and reporting obligations for fuel suppliers 1. Fuel suppliers who supply SAF at a Union airport shall register the volumes of fossil and renewable fuels supplied at the competent authority that in return issues a Guarantee of Origin. 2. A Guarantee of Origin shall specify: a. the energy source: the raw material from which the SAF was produced and the production processes; b. the identity, location, type and capacity of the installation where the energy was produced; c. information on whether and to what extent the production plant has received investment support or whether the quantity of SAF to be certified benefited in any other way from a national support scheme, and the type of support scheme; d. the date on which the production plant became operational; and e. The date and country of issue and a unique identification number. 3. A Book & Claim mechanism shall be established allowing fuels suppliers to exchange credits for supplying renewable energy (SAF credits) to the aviation industry to comply with the mandatory minimum shares of sustainable aviation fuels at Union airports. 4. Suppliers shall generate SAF credits (that comply with the Guarantee of Origin) based on the volumes of fossil and renewable fuels supplied and registered at the competent authority. 5. The SAF credits may be purchased by other suppliers to comply with the minimum share of sustainable aviation fuel as set in Annex I. 6. The competent authorities shall be responsible for verifying the data registered in accordance and the issuance of the Guarantee of Origin, which are then reported and verified from national registrations to Union database to ensure transparency and traceability in accordance with article 28 of Directive (EU) 2018/2001.

Amendment 371 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 9 a (new)

Article 9 a Measures on flights to remote regions One year after the entry into force of this Regulation, the Commission shall present a report to the European Parliament and Council on flights to remote regions evaluating the socio-economic impact of this Regulation for such flights. Where such report highlights the need to modify the minimum shares of aviation fuels referred to in Article 4 for flights to remote regions, such decisions shall be taken in consideration of the availability of other convenient modes of collective transport to cover such routes. The report shall specifically assess those routes connecting islands and island Member States to the continent, evaluating the impact of this Regulation on their communities.

Amendment 372 #

Proposal for a regulation
Article 9 a (new)

Amendment 373 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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, the relevant parties involved in fuel supply and fuel suppliers. Member States shall inform the Commission thereof.

Amendment 374 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

(2) The Agency shall send the data received pursuant to Articles 7, 8 and 9 to the competent authorities of the Member States. The Agency shall also send to the competent authorities data aggregated for the aircraft operators and aviation fuels suppliers for which the authorities are competent pursuant to paragraphs 3, 4, 5, 5b and 5c.

Amendment 375 #

Proposal for a regulation
Article 10 – paragraph 3

Amendment 376 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 10 – paragraph 4

Amendment 377 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 10 – paragraph 5

(5) The competent authorit~~ies~~y or authorities, depending on particular situation of a Member State, in respect of aviation fuel suppliers shall be determined pursuant to their Member State of establishment.

Amendment 378 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 11 – paragraph 1

(1) ~~Member States~~The Commission shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this Regulation and Member States shall take all measures necessary to ensure that they are implemented. The penalties provided for must be effective, proportionate and dissuasive. ~~Member States shall notify~~The Commission shall deliver these provisions to ~~the Commission~~Member States by 31 December 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them.

Amendment 379 #

Andreas SCHIEDER, Maria GRAPINI

Proposal for a regulation
Article 11 – paragraph 1 a (new)

(1 a) If member states are unable to impose sanctions for violations by aircraft operators based on international agreements, the Commission shall submit suitable proposals for safety precautions in good time to ensure fair competition among all aircraft operators. These can be initiatives at ICAO level or renegotiations of existing Community agreements with third countries.

Amendment 380 #

(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 aviation fuel per tonne and of the total yearly non-tanked quantity~~;

Amendment 381 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 11 – paragraph 2 a (new)

(2 a) Member States shall ensure that any aircraft operator failing to comply with the obligations laid down in Article 5d and Article 8 is liable to an administrative fine. This fine shall not exceed 1% of total turnover of the operator in the preceding business year and in fixing the amount, shall give regard to the gravity and the duration of the infringement. Particular attention shall be paid to the ability of non- commercial air transport flight operators to pay such fines.

Amendment 382 #

Proposal for a regulation
Article 11 – paragraph 2 a (new)

(2 a) 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 383 #

Proposal for a regulation
Article 11 – paragraph 2 b (new)

(2 b) 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.

Amendment 384 #

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 or maximum share of sustainable aviation fuels and in Article 4a relative to the maximum share of aromatics and sulphur of conventional 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 or maximum share referred to in Article 4 and Annex I;

Amendment 385 #

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 wireflect the price of carbon emissions but shall not be higher than three times the the ~~minimum share referred to in Article 4 and Annex I~~n applicable price of an EU ETS allowance;

Amendment 386 #

Proposal for a regulation
Article 11 – paragraph 4

Amendment 387 #

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 and in Article 4a relative to the maximum share of aromatics and sulphur of conventional 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 aviation fuel not complying with the minimum share referred to in Article 4 and Annex I;

Amendment 388 #

Proposal for a regulation
Article 11 – paragraph 5

(5) In the decision imposing the administrative fines referred to in paragraphs 3 ~~and 4~~, the competent authority shall explain the methodology applied for the determination of the price of aviation fuel, sustainable aviation fuel and synthetic aviation fuel on the Union market, based on verifiable and objective criteria;

Amendment 389 #

Proposal for a regulation
Article 11 – paragraph 5

(5) In the decision imposing the administrative fines referred to in paragraphs 3 and 4, the competent authority shall explain the methodology applied for the determination of the price of aviation fuel, and sustainable aviation fuel ~~and synthetic aviation fuel~~ on the Union market, based on verifiable and objective criteria;

Amendment 39 #

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~~n important role in the Union's economy. It has been a strong driver for economic growth, jobs, trade and tourism, as well as for connectivity and mobility for businesses and citizens alike, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a significant enabler of the Union economy. However, a consistent failure to seriously address the environmental impact of the sector has meant that this growth has created a concomitant increase in greenhouse gas emissions, in the impact of the non-CO2 effects of aviation, and in air and noise pollution. This has led to a near-total dependence on fossil fuels and means the sector will struggle to develop a zero-emissions future without determined, ambitious, and immediate regulatory action.

Amendment 390 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Massimiliano SALINI, Henna VIRKKUNEN

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 or of synthetic fuels in a given reporting period, shall supply the market in the subsequent reporting period with a quantity of that respective fuel equal to that shortfall, additional to their reporting period obligation. Fulfilling this obligation shall not exonerate the fuel supplier from the obligation to pay the penalties laid out in paragraphs 3 and 4 of this Article. Any aviation fuel supplier that failed to meet the obligation set out in Article 4 because production shortages meant that the volumes set out were not available on the market shall not be required to compensate for the shortfall of that fuel in the following reporting period;

Amendment 391 #

Proposal for a regulation
Article 11 – paragraph 6

~~(6)~~ Member States shall ensure that any ~~(6)~~ 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 or of synthetic fuels in a given reporting period, shall ~~supply the market~~undertake all possible efforts to supply the market, if the reasons for SAF shortage are not related with unavailability of the feedstoock in the EU, in the subsequent reporting period with a quantity of that respective fuel equal to that shortfall, additional to their reporting period obligation. Fulfilling this obligation ~~shall not~~may exonerate the fuel supplier from the obligation to pay the penalties laid out in paragraphs 3 and 4 of this Article;

Amendment 392 #

Proposal for a regulation
Article 11 – paragraph 6

Amendment 393 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

(6a) Member States shall determine the total quantity of sustainable aviation fuel required by their country on an annual basis. Member States shall ensure that the administrative fines imposed pursuant to paragraphs 3 and 4 of this article are proportionate to the quantity of sustainable aviation fuel available. They shall measure this quantity on the basis of verifiable and objective criteria;

Amendment 394 #

Proposal for a regulation
Article 11 – paragraph 7

Amendment 395 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI

Proposal for a regulation
Article 11 – paragraph 7

Amendment 396 #

Proposal for a regulation
Article 11 – paragraph 7

Amendment 397 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 11 – paragraph 7 a (new)

(7 a) If an aircraft operator, aviation fuel supplier or Union airport is found to repeatedly and consistently infringe the requirements set out in this Regulation, Member States shall be entitled to increase the penalties referred to in this Article.

Amendment 398 #

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, 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 399 #

Isabel GARCÍA MUÑOZ, Erik BERGKVIST, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 11 a (new)

Article 11 a Allocation of penalties to support Sustainable Aviation Fuels in the aviation sector The penalties referred to in Article 11(1) shall be used to support the following activities: - testing, development and uptake of synthetic aviation fuels, direct air capture, and renewable electric and renewable hydrogen technologies in aviation; - increasing the production of renewable electricity used in the production of SAF; - the construction of appropriate SAF infrastructure, and renewable electric and renewable hydrogen storage facilities; - enabling an effective modal shift from road to rail in the transport of aviation fuel to airports; - testing, development and uptake of electric ground-based vehicles and auxiliary electrical power units; - efforts to reduce the non-CO2 impacts of aviation.

Amendment 40 #

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, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving connectivity ~~within the Union and~~, fostering cohesion and reducing regional disparities within the Union, in particular for peripheral, outermost and insular regions, as well as with third countries, and has been a significant enabler of the Union economy.

Amendment 400 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

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 commercial air transport flights departing from a Union airport, and by Union airport;

Amendment 401 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 12 – paragraph 1 – point b

(b) The amount of sustainable aviation fuel and of synthetic aviation fuel per type of fuel feedstock supplied at Union level in aggregate and by Union airport;

Amendment 402 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 12 – paragraph 1 – point b

(b) The amount of sustainable aviation fuel and of synthetic aviation fuel supplied at Union level in aggregate, by Member State and by Union airport;

Amendment 403 #

Erik BERGKVIST, Vera TAX, Marianne VIND

(b) The amount of sustainable aviation fuel ~~and of synthetic aviation fuel~~ supplied at Union level in aggregate, by Member State and by Union airport;

Amendment 404 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 12 – paragraph 1 – point c

~~(c) The state of the market, including price information, and trends in sustainable aviation fuel production and use in the Union;~~deleted

Amendment 405 #

Proposal for a regulation
Article 12 – paragraph 1 – point c

(c) The state of the market, including price information, and trends in sustainable aviation fuel production and use in the Union, and in each Member State;

Amendment 406 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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 407 #

Erik BERGKVIST, Isabel GARCÍA MUÑOZ, Marianne VIND

Proposal for a regulation
Article 12 – paragraph 1 – point d

(d) The status of compliance of airport stakeholders regarding obligations set out in Article 6;

Amendment 408 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 12 – paragraph 1 – point d

(d) The status of ~~compliance of~~ airports regarding ~~obligations~~access to sustainable aviation fuel set out in Article 6;

Amendment 409 #

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., covered by this Regulation;

Amendment 41 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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, as well as one of the main connector for and from outermost regions and the mainland, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a significant enabler of the Union economy.

Amendment 410 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 12 – paragraph 1 – point f

(f) The origin and the characteristics of all sustainable aviation fuels purchased by aircraft operators for use on commercial air transport flights departing from Union airports.

Amendment 411 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 12 – paragraph 1 – point f a (new)

(f a) The assessment of the economic, social and environmental impacts generated by the production of sustainable aviation fuel on other sectors of society and the economy.

Amendment 412 #

Proposal for a regulation
Article 12 – paragraph 1 – point f a (new)

(f a) The state of play of the SAF life cycle development and deployment.

Amendment 413 #

Proposal for a regulation
Article 12 – paragraph 1 – point f a (new)

(f a) The climate-mitigating impact of this Regulation’s provisions

Amendment 414 #

Proposal for a regulation
Article 12 – paragraph 1 – point f b (new)

(f b) comparison of the CO2 reduction potential of sustainable aviation fuels with other measures in the aviation industry.

Amendment 415 #

Proposal for a regulation
Article 12 – paragraph 1 a (new)

The information according to a) to h) will be included by the Commission in its reporting obligation in accordance with Article 14 of this Regulation.

Amendment 416 #

Proposal for a regulation
Article 13

Amendment 417 #

Proposal for a regulation
Article 13 – paragraph 1

By way of derogation from Article 4, from 1 January 2025 until 31 December 2029 or until functional book and claim accounting system is implemented, whichever comes earlier, for each reporting period, an aviation fuel supplier may supply the minimum share of sustainable aviation fuel defined in Annex I as a weighted average over all the aviation fuel it supplied across Union airports for that reporting period. During a transitional period untill 2029, it is permitted to use biofuels produced from food and feed crops as defined in Article 2, second paragraph, point 40 of Directive (EU) 2018/2001.

Amendment 418 #

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO

Proposal for a regulation
Article 13 – paragraph 1

By way of derogation from Article 4, from 1 January 2025 until 31 December 2029, for each reporting period, an aviation fuel supplier may supply the minimum share of sustainable aviation fuel defined in Annex I as a weighted average over all the aviation fuel it supplied across Union airports for that reporting period. The Commission may extend this transitional period by delegated act if the weighted average of the total quantities of sustainable aviation fuel reaches the minimum share of sustainable aviation fuel, as set out in Annex I, provided by an aviation fuel supplier.

Amendment 419 #

Proposal for a regulation
Article 13 – paragraph 1

Amendment 42 #

Erik BERGKVIST, Isabel GARCÍA MUÑOZ, Vera TAX, István UJHELYI, Marianne VIND, Sara CERDAS, Maria GRAPINI, Josianne CUTAJAR

Proposal for a regulation
Recital 1

Amendment 420 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 13 a (new)

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.

Amendment 421 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 13 b (new)

Article 13 b Exercise of the delegation 1. The power to adopt delegated acts is conferred on the Commission subject to the conditions laid down in this Article. 2. The power to adopt delegated acts referred to in Articles 9a and 11 shall be conferred on the Commission for an indeterminate period of time from [the entry into force of this Regulation]. 3. The delegation of power referred to in Articles 9a and 11 may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. 4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2016. 5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council. 6. A delegated act adopted pursuant to Articles 9 a and 11 shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by one month at the initiative of the European Parliament or of the Council.

Amendment 422 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 14 – paragraph 1

By 31 December 2025, the Commission shall conduct a comprehensive impact assessment, assessing the effect of all Fit for 55 proposals, where this Regulation is an integral part of, including an analysis of EU competitiveness, including hub transfer, risk of mobility reduction, cost effectiveness of GHG 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 Regulation, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global GHG emissions reduction and preserve a level-playing field. By 1 January 20286 and every ~~fiv~~three 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 Directiv~~reflecting upon available policy options on other energy sources defined under the Renewable Energy Directive, taking into consideration the principle of technological neutrality and propose, where appropriate, 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. 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 423 #

Proposal for a regulation
Article 14 – paragraph 1

By 1 January 20287 and every f~~ive~~our 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. 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 levelaluation of this Regulation, and shall, if appropriate submit legislative proposals to amend this Regulation. The report shall be made public.

Amendment 424 #

Proposal for a regulation
Article 14 – paragraph 1

By 1 January 20286 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 specifically evaluate the impact of this Regulation on the competitiveness of air routes from less connected remote regions, including island Member States, and assess the economic and social impact this Regulation may have on jobs and on affordability of transport in these territories. The report shall include information, where available, on development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. 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 425 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Article 14 – paragraph 1

By 1 January 20287 and every ~~fiv~~three 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~~an assessment, based on available information, of the impact of this Regulation on the functioning of the internal market in aviation and the international level playing field with regards to the European tourism sector, air carriers, European airports and airport hubs and, where available, information on development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. 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,~~shall be accompanied by legislative proposals to amend this Regulation where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO level.

Amendment 426 #

Proposal for a regulation
Article 14 – paragraph 1

By 1 January 20285 and every five years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the application of this Regulation, the evolution of the aviation fuels market and ~~its~~the impact on the competitiveness and the functioning of 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 socioeconomic impacts as well as the related employment and training needs, 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. 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, wh~~ and the development of technologies such as electric- or hydrogen-powered a~~ppropriate, in l~~ircraft, includineg with ~~a potential policy framework on sustainable aviation fuels uptake at ICAO level~~regards to the reduction of non-CO2 emissions.

Amendment 427 #

Proposal for a regulation
Article 14 – paragraph 1

By 1 January 20285 and every ~~fiv~~three 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. 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 428 #

Proposal for a regulation
Article 14 – paragraph 1 a (new)

For the purpose of this Article, the Commission shall report on (a) the evolution of the aviation technology and fuels market, in particular the evolution of sustainable aviation fuels, and its impact on the internal aviation market of the Union; (b) the evolution of aviation activities, including aviation fuels and power supply facilities at airports in relation to their impact on both greenhouse gas and non- CO2 emissions, as well as air quality and noise pollution in and around airports; (c) the possible upwards revision of the minimum shares referred to in Article 4 and Annex I, and the level of fines, as well as the minimum shares in Articles 5b and 5c; (d) the possible revision downwards of the maximum levels of aromatics and sulphur in Article 4a; (e) the possible revision downwards of the maximum shares referred to in Annex I, taking into consideration breaches of the total permitted volumes referred to in Annex Ia.

Amendment 429 #

Proposal for a regulation
Article 14 – paragraph 1 a (new)

Where the report referred to in paragraph 1 identifies shortfalls of this Regulation, the Commission shall present legislative proposals amending such provisions to, among other, address: (a) any disruptions to air routes of remote regions, including island Member States. (b) possible loss of competitiveness of the sector. (c) eventual rerouting through non-EU airports. (d) aligning this regulation with new ICAO rules on sustainable aviation fuels.

Amendment 43 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, Alicia HOMS GINEL

Proposal for a regulation
Recital 1 a (new)

(1 a) To fulfil its commitments under the Paris Agreement, adopted under the United Nations Framework Convention on Climate Change (the ‘Paris Agreement’), in June 2021 the Union adopted Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘European Climate Law’). This Regulation establishes a binding objective on the Union to achieve climate neutrality by 2050 at the latest anda target of reducing net domestic greenhouse gas emissions by at least 55 % compared to 1990 levels by 2030. At the 26th UN Climate Change Conference in November2021, the Union signed the Glasgow Climate Pact, whereby Parties recognise that keeping the increase in the average global temperature to 1.5°C above pre-industrial levels would significantly reduce the risks and impacts of climate change, while also committing to strengthen their 2030 targets by the end of 2022 in order to close the ambition gap for the 1.5°C target. As a consequence, the Union should aim to overshoot its established greenhouse gas emissions reduction targets through sector-specific legislation in order to accelerate climate action in this critical decade.

Amendment 430 #

Proposal for a regulation
Article 14 – paragraph 1 a (new)

The Commission shall accompany the reports laid down 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 alignment 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 the Union climate action and targets.

Amendment 431 #

Jan-Christoph OETJEN, Caroline NAGTEGAAL, Elsi KATAINEN

Proposal for a regulation
Article 14 – paragraph 1 a (new)

In addition, by the end of 2023 the Commission shall present a report exploring the potential to mitigate aviation contrail climate impact and air pollution around airports through a combination of SAF blending and jet fuel quality standards accompanied, if appropriate, by a proposal to introduce such standards.

Amendment 432 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 14 – paragraph 1 a (new)

By 1 January 2029, the Commission shall reassess the 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 the green transition and reach the climate goals.

Amendment 433 #

Proposal for a regulation
Article 14 – paragraph 1 b (new)

The report referred to in this Article shall also include information on: (a) the development of a potential policy framework for the uptake of sustainable aviation fuels at ICAO level and work on updating existing aviation agreements to incorporate equivalence in sustainable aviation fuel mandates; (b) the technological developments in the aviation industry which are relevant to this Regulation, including with regards to the reduction of the impact of the aviation sector on both CO2 and non-CO2 emissions; (c) the nature of Member State spending of the revenues generated from the penalties referred to in Article 11(1) and pursuant to Article 11a; (d) Potential regulatory changes required to ensure adequate safety training for aircraft operator, aviation fuel supplier or Union airport staff brought about as a result of the increased uptake of sustainable aviation fuel; (d a) an assessment of multipliers based on the Energy Efficiency Ratio (EER) and greenhouse gas savings potential.

Amendment 434 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Article 14 – paragraph 1 c (new)

The Commission shall be empowered, through delegated acts as from 1 January 2023, to establish multipliers for the accounting of the different types of sustainable aviation fuels, based on the Energy Efficiency Ratio and further scientific evidence on average greenhouse gas savings potential.

Amendment 435 #

Proposal for a regulation
Article 14 a (new)

Article 14 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 EU 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 436 #

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO

Proposal for a regulation
Article 14 a (new)

Article 14 a Contribution towards EU environmental objectives 1. The Commission in cooperation with the Agency and the European Environment Agency shall report annually on the increase or decrease in total greenhouse gas emissions and the non-CO2 impacts of aviation due to air transport, as well as the lifecycle environmental impact of sustainable aviation fuel production 2. If growth in these aspects is found to be stronger than the climate-mitigating impact of the use of sustainable aviation fuels required under this Regulation, the Commission shall come forward with legislative proposals to increase the requirements on the use of sustainable aviation fuels and propose demand management measures in order to reduce overall fuel demand for aviation fuel.

Amendment 437 #

Proposal for a regulation
Article 15 – paragraph 2

It shall apply from 1st January 20233.

Amendment 438 #

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO

Proposal for a regulation
Article 15 – paragraph 3

However, Article 4 and 5 shall apply from 1 January 20235 and Articles 7 and Article 9 shall apply from 1st April 20234 for the reporting period of the year 20233.

Amendment 439 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Annex I – title

Annex I (shares in tonnes of kerosene equivalent)

Amendment 44 #

Proposal for a regulation
Recital 1 a (new)

(1 a) In line with the Union’s climate commitments under the Paris Agreement, the European Union has established legal obligations through the Regulation (EU) 2021/1119 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 transport sector. Taking into consideration that currently aviation relies exclusively on fossil jet fuel to operate, targeted financing and policy measures at EU and national level are needed to reverse this trend and to ramp up the uptake and supply of sustainable fuels, in order to advance in the decarbonisation of the sector.

Amendment 440 #

Proposal for a regulation
Annex I – point a

~~(a) From 1 January 2025, a minimum share of 2% of SAF;~~deleted

Amendment 441 #

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 0.75% of advanced biofuels, ii) a maximum of 1.20% of biofuels produced from RED Annex IX, part B feedstocks, iii) a minimum share of 0.1% of synthetic aviation fuels;

Amendment 442 #

Jan-Christoph OETJEN, Caroline NAGTEGAAL

Proposal for a regulation
Annex I – point a

(a) From 1 January 2025, a minimum share of 2% of SAF;, of which a maximum share of 1.3% biofuels produced from RED Annex IX, part B feedstocks

Amendment 443 #

Hildegard BENTELE, Markus PIEPER, Christian EHLER, Tom BERENDSEN, Jens GIESEKE

Proposal for a regulation
Annex I – point a

(a) From 1 January 2025, a minimum share of 2% of SAF of which a maximum of 0.325 Mtoe of biofuels produced from Part B, Annex IX of Directive (EU)2018/2001 and a minimum share of 0.04% of synthetic aviation fuels;

Amendment 444 #

Proposal for a regulation
Annex I – point a

(a) From 1 January 2025, a minimum share of 23,5% of SAF, of which a minimum share of 0.1% of synthetic fuels;

Amendment 445 #

Proposal for a regulation
Annex I – point a

(a) From 1 January 2025, a minimum share of 25% of SAF, of which a minimum share of 0.03 % of synthetic fuels;

Amendment 446 #

(a) From 1 January 2025, a minimum share of 25% of SAF;

Amendment 447 #

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 58% of SAF, ~~of which~~consisting of: i) a maximum of 5.50% of advanced biofuels, ii) a maximum of 1.20% of biofuels produced from RED Annex IX, part B feedstocks, iii) a minimum share of ~~0.7~~2.5% of synthetic aviation fuels; where these are produced with a carbon feedstock, 30% of that carbon feedstock must be produced by direct air carbon capture;

Amendment 448 #

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 5.7% of SAF, of which ~~a minimum share of 0.7% of synthetic aviation fuels~~: i) a maximum share of 2.5% advanced biofuels, ii) a maximum share of 1.2% biofuels produced from RED Annex IX, part B feedstocks iii) a minimum share of 2% of synthetic aviation fuels. Where these are produced with a carbon feedstock, 10% of that carbon feedstock must be produced by direct air carbon capture;

Amendment 449 #

Hildegard BENTELE, Markus PIEPER, Christian EHLER, Tom BERENDSEN, Jens GIESEKE

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 5% of SAF, of which a maximum of 0.325 Mtoe of biofuels produced from Part B, Annex IX of the Directive (EU) 2018/2001 and a minimum share of 0.7% of synthetic aviation fuels;

Amendment 45 #

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~~Nevertheless, 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 quickly return as we overcome the pandemic. Under current trends and adopted policies - that is without further EU-level intervention - aviation is projected to remain almost entirely reliant on fossil jet fuel in 2050, while CO2 emissions from the air transport sector relative to 2015 levels are projected to increase by 17% by 2030 and slightly more than 20% by 2050. Allowing the air transport sector to expand without safeguards may also thus negate the climate-mitigating impact of this Regulation. Even accounting for the impact of Covid-19, the International Civil Aviation Organisation estimates per annum growth in Europe of up to 3% a year until 2050 for passenger traffic, and 2.4% for freight traffic, with higher rates of growth expected in many parts of the world where the aviation sector is less developed1a. This growth will undermine 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. Therefore, it is necessary to prepare for the future and make the necessary adjustments ~~ensuring~~to put in place a well- functioning transport sector, including an air transport market that contributes fully to achieving the Union’s climate goals, with high levels of connectivity, safety and security. _________________ 1a Traffic Forecasts, International Civil Aviation Organisation, https://www.icao.int/sustainability/Docum ents/Post-COVID- 19%20forecasts%20scenarios%20tables.p df

Amendment 450 #

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 52% of SAF~~, of which a minimum share of 0.7% of synthetic aviation fuels~~;

Amendment 451 #

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 15% of SAF~~, of which a minimum share of 0.7% of synthetic aviation fuels~~;

Amendment 452 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 510% of SAF, of which a minimum share of 0.7% of synthetic aviation fuels;

Amendment 453 #

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 510% of SAF, of which a minimum share of 0.7% of synthetic aviation fuels;

Amendment 454 #

Jan-Christoph OETJEN, Caroline NAGTEGAAL

Proposal for a regulation
Annex I – point b

(b) From 1 January 2030, a minimum share of 58% of SAF, of which a minimum share of ~~0.7~~1.5% of synthetic aviation fuels;

Amendment 455 #

Proposal for a regulation
Annex I – point c

(c) From 1 January 2035, a minimum share of 202.6% of SAF, of which ~~a minimum share of 5% of synthetic aviation fuels;~~ : - i) a maximum share of 8.2% advanced biofuels, - ii) a maximum share of 1.2% biofuels produced from RED Annex IX, part B feedstocks - iii) a minimum share of 13.2% of synthetic aviation fuels. Where these are produced with a carbon feedstock, 20% of that carbon feedstock must be produced by direct air carbon capture;

Amendment 456 #

Proposal for a regulation
Annex I – point c

(c) From 1 January 2035, a minimum share of 2057% of SAF, ~~of which~~consisting of: i) a maximum of 11% of advanced biofuels, ii) a maximum of 1.20% of biofuels produced from RED Annex IX, part B feedstocks, iii) a minimum share of 45% of synthetic aviation fuels; where these are produced with a carbon feedstock, 65% of that carbon feedstock must be produced by direct air carbon capture.

Amendment 457 #

Hildegard BENTELE, Markus PIEPER, Christian EHLER, Tom BERENDSEN, Jens GIESEKE

Proposal for a regulation
Annex I – point c

(c) From 1 January 2035, a minimum share of 20% of SAF, of which a maximum of 0.325Mtoe of biofuels produced from Part B, Annex IX of Directive (EU)2018/2001 and a minimum share of 5% of synthetic aviation fuels;

Amendment 458 #

Proposal for a regulation
Annex I – point c

Amendment 459 #

Proposal for a regulation
Annex I – point c

Amendment 46 #

Proposal for a regulation
Recital 2

Amendment 460 #

Proposal for a regulation
Annex I – point d

(d) From 1 January 2040, a minimum share of 3251.8% of SAF, of which ~~a minimum share of 8% of synthetic aviation fuels~~: - i) a maximum share of 10.2% advanced biofuels, - ii) a maximum share of 1.2% biofuels produced from RED Annex IX, part B feedstocks - iii) a minimum share of 40.4% of synthetic aviation fuels. Where these are produced with a carbon feedstock, 40% of that carbon feedstock must be produced by direct air carbon capture;

Amendment 461 #

Proposal for a regulation
Annex I – point d

(d) From 1 January 2040, a minimum share of 32100% of SAF, ~~of which~~consisting of: i) a maximum of 13% of advanced biofuels, ii) a maximum of 1.20% of biofuels produced from RED Annex IX, part B feedstocks, iii) a minimum share of 86% of synthetic aviation fuels; where these are produced with a carbon feedstock, 100% of that carbon feedstock must be produced by direct air carbon capture;

Amendment 462 #

(d) From 1 January 2040, a minimum share of 3250% of SAF~~, of which a minimum share of 8% of synthetic aviation fuels~~;

Amendment 463 #

Proposal for a regulation
Annex I – point d

(d) From 1 January 2040, a minimum share of 320% of SAF, of which a minimum share of 8% of synthetic aviation fuels;

Amendment 464 #

Proposal for a regulation
Annex I – point e

(e) From 1 January 2045, a minimum volume share of 77.38% of SAF, of which ~~a minimum share of 11% of synthetic aviation fuels.~~ : - i) a maximum share of 10.4% advanced biofuels, - ii) a maximum share of 1.2% biofuels produced from RED Annex IX, part B feedstocks - iii) a minimum share of 65.8% of synthetic aviation fuels. Where these are produced with a carbon feedstock, 80% of that carbon feedstock must be produced by direct air carbon capture;

Amendment 465 #

Proposal for a regulation
Annex I – point e

(e) From 1 January 2045, a minimum volume share of 38100% of SAF, ~~of which~~consisting of: i) a maximum of 5% of advanced biofuels, ii) a maximum of 0.1% of biofuels produced from RED Annex IX, part B feedstocks, iii) a minimum share of 1195% of synthetic aviation fuels.; where these are produced with a carbon feedstock, 100% of that carbon feedstock must be produced by direct air carbon capture;

Amendment 466 #

Proposal for a regulation
Annex I – point e

(e) From 1 January 2045, a minimum volume share of 3875% of SAF~~, of which a minimum share of 11% of synthetic aviation fuels~~.

Amendment 467 #

Proposal for a regulation
Annex I – point f

(f) From 1 January 2050, a minimum volume share of 63100% of SAF, ~~of which a minimum~~consisting of: i) a share of 28100% of synthetic aviation fuels; where these are produced with a carbon feedstock, 100% of that carbon feedstock must be produced by direct air carbon capture;

Amendment 468 #

Proposal for a regulation
Annex I – point f

(f) From 1 January 2050, a minimum volume share of 63100% of SAF, of which: - i) a minimum share of 28% of synthetic aviation fuels , - ii) a maximum share of 1.1% biofuels produced from RED Annex IX, part B feedstocks;

Amendment 469 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Annex I – point f

(f) From 1 January 2050, a ~~minimum~~ volume share of 63100% of SAF~~, of which a minimum share of 28% of synthetic aviation fuels~~.

Amendment 47 #

Proposal for a regulation
Recital 2

Amendment 470 #

Proposal for a regulation
Annex II a (new)

Annex III – Template for aircraft operator reporting 1 tonne of H2 = 2.8 tke (tonnes of kerosene equivalent) 1 kWh = 8.4 x 10^-5 tke 1 tke = energy released when 1 tonne of kerosene is burned =42.8 GJ (gigajoules) = 42.8 x 10^9 J (joules)

Amendment 48 #

Erik BERGKVIST, Isabel GARCÍA MUÑOZ, Vera TAX, István UJHELYI, Marianne VIND, Maria GRAPINI

Proposal for a regulation
Recital 2

Amendment 49 #

Proposal for a regulation
Recital 2 a (new)

(2 a) The overarching principle of energy efficiency first should be implemented across all sectors, going beyond the energy system to include the transport sector, including aviation. In particular, it should be integral to policy, planning and investment decisions related to the deployment of more energy efficient engines and sustainable alternative fuels and technologies, including as regards the rapid development of planes propelled by renewable electricity or green hydrogen.

Amendment 50 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Recital 2 b (new)

(2 b) In addition to its climate warming effects, aviation also negatively impacts 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 pollutants1a. While more research is needed on the health effects of ultrafine particles, several studies have demonstrated short-term and long-term effects of exposure to ultrafine particles, including mortality, cardiovascular, ischemic heart disease and pulmonary morbidity1b. Air pollution also contributes to biodiversity loss through damage to ecosystems. _________________ 1a EASA, aviation and air pollution: https://www.easa.europa.eu/eaer/topics/ad apting-changing-climate/air-quality 1b WHO Global Air Quality Guidelines 2021: https://apps.who.int/iris/bitstream/handle/ 10665/345329/9789240034228- eng.pdf?sequence=1&isAllowed=y

Amendment 51 #

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 convergence on the use of sustainable aviation fuels and, if appropriate, should establish specific provisions on the use of sustainable aviation fuels within the comprehensive multilateral and bilateral air transport agreements between the EU or its Member States ;

Amendment 52 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

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. In consequence, it is important that the Union pushes forward changes at ICAO level regarding fiscal and regulatory frameworks in aviation, including in the uptake of SAF, with the same level of ambition as at EU level in order to ensure a fair international level playing field in the sector.

Amendment 53 #

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 rul~~Union's external air transport policy needs to take into account processes established at global level at the International Civil Aviation Organisation (ICAO), a~~s well as by~~nd in comprehensive multilateral or bilateral agreements between the Union or its Member States, and third countries. The climate crisis is equally global in nature and requires urgent action. The Union should therefore lead by example to reduce the cost of climate inaction and adaptation which will otherwise only increase over time.

Amendment 54 #

Proposal for a regulation
Recital 3 a (new)

(3 a) Reducing overall aviation fuel demand constitutes an effective means of reducing the environmental impact of aviation. With the right mechanism design, this 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, the elimination of direct and indirect subsidies to the sector, a phase out of flights on routes where viable sustainable alternatives exist, and mandatory training for pilots.

Amendment 55 #

Proposal for a regulation
Recital 4

(4) The air transport market is subject to strong competition between economic actors across the Union and worldwide, for which a level playing field is indispensable. The stability and prosperity of the air transport market and its economic actors relies on a clear and harmonised policy framework where aircraft operators, airports and other aviation actors can operate on the basis of equal opportunities. It has to be acknowledged that to a large extend intra-EU flights are part of global itineraries set in a global competition and market. The same is valid for itineraries from non-EU to non-EU destinations through European airports. A shift of these itineraries to non-EU hubs would be a major market distortion and would possibly have negative environmental impacts. Where market distortions occur, ~~they risk putting~~ aircraft operators or airports atre put at risk for a disadvantage with internal or external competitors. In turn, this can result in a loss of competitiveness of the air transport industry, and a loss of air connectivity for citizens and businesses.

Amendment 56 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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 of the air transport industry, and a loss of air connectivity for citizens and businesses. However, given the long timelines and high number of variables involved, the potential loss of competitiveness to the air transport industry remains very difficult and complex to quantify, and is far outweighed by the threat to the industry posed by climate change and the industry’s exclusive reliance on fossil jet fuel.

Amendment 57 #

Erik BERGKVIST, Isabel GARCÍA MUÑOZ, Vera TAX, István UJHELYI, Marianne VIND, Maria GRAPINI, Josianne CUTAJAR

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 opportunities. It is essential to ensure air connectivity within the Union by stakeholders from the Union. This to avoid dependence on third country stakeholders and safeguard air transport business and jobs, but also to retain an air transport and infrastructure security in line with the Union security. 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, job opportunities for workers, and a loss of air connectivity for citizens and businesses.

Amendment 58 #

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 59 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

Proposal for a regulation
Recital 4 a (new)

(4 a) To combat carbon leakage and to avoid distortions of competition in the international aviation market, a global measure for a blending mandate on international flights should be the preferred solution. The EU should advocate to start negotiations for a mandatory international quota in global aviation at the ICAO General Assembly as soon as possible. Along the way, the EU will initially introduce an ambitious blending obligation for intra-EU traffic in order to avoid carbon leakage.

Amendment 60 #

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 ~~for economic reasons~~in order to remain competitive. Fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. SOn the other hand, refuelling obligations are costly for aircraft operators as they prolong the turn-around times and reduces operational capacity of the airports, especially in peak hours. The tankering on short haul flights has rather limited impact on fuel consumption and fuel burn. Nevertheless, some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector, leading to market distortions and be harmful to air connectivity. This Regulation should set up balanced measures to prevent ~~such~~all possible adverse practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market.

Amendment 61 #

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. The majority of fuel tankering is for operational and safety reasons. 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 for economic reasons by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. Some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector and be harmful to air connectivity. TWhile fuel tankering for economic reasons could be justified to avoid exposure to monopolistic or excessive fuel prices at some airports, this Regulation should set up measures to prevent ~~such~~unjustifiable practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market.

Amendment 62 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, Alicia HOMS GINEL

Proposal for a regulation
Recital 5

Amendment 63 #

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 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 for economic reasons by aircraft operators ~~accordingly~~could undermine~~s of~~ the Union’s efforts towards environmental protection. ~~Some aircraft operators are able to use favourable aviation fuel prices at their ho~~Nevertheless, fuel tankering may at times b~~ase as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector and be harmful to air connectivity~~e justified for safety and operational reasons. This Regulation should set up measures to prevent ~~such~~unjustifiable practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market.

Amendment 64 #

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 bothe carbon and non- CO2 emissions from aircraft flying from Union airports and the development of effective economic instruments that ensure the true cost of emissions from the sector is fully internalised. Such measures should contribute to meeting the Union’s climate objectives by 2030 and 2050.

Amendment 65 #

Proposal for a regulation
Recital 6

(6) A key objective of the common transport policy is sustainable development, which must not come at the expense of workers' social rights or the competitiveness of airlines. 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 carbon emissions from aircraft flying from Union airports. Such measures should contribute to meeting the Union’s reasonable climate objectives by 2030 and 2050.

Amendment 66 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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, compliance with labour and social regulations, and protection of the environment. 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.

Amendment 67 #

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, 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 but also in the medium and long term. However, this potential is currently largely untapped and needs support over time for the development and deployment of mature and new sustainable aviation fuels and on research for new aircraft engines and technologies. _________________ 10 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.

Amendment 68 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

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~~reduction of CO2 and non- CO2 emissions from 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~~However, the global growth of air traffic has outpaced the sector’s emissions reductions ~~in the past decades. However, the global growth of air traffic has outpaced the sector’s emissions redu~~and without safeguards this risks completely undermining the Union’s environmental objectionves. Whereas new technologies are expected to help reduc~~ing~~e short-haul aviation’s reliance on fossil energy infrom the next decades, sustainable advanced biofuel or synthetic aviation fuels offer ~~the only~~a promising solution for ~~significant decarbonisation~~reducing the environmental impact ofn all flight ranges, already in the short term. However, this potential is currently largely untapped. To achieve climate neutrality, the European Green Deal sets out the need to reduce transport emissions by 90% by 2050 (compared to 1990-levels) and with such developments a 100% decarbonisation of the transport sector remains possible and necessary. _________________ 10 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.

Amendment 69 #

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, including new zero-emission electric- or hydrogen- powered aircrafts, 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. _________________ 10 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.

Amendment 70 #

Erik BERGKVIST, Isabel GARCÍA MUÑOZ, Vera TAX, István UJHELYI, Marianne VIND, Maria GRAPINI

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, such as electric- or hydrogen powered aircrafts, 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. _________________ 10 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.

Amendment 71 #

Mario FURORE

Proposal for a regulation
Recital 7

Amendment 72 #

Proposal for a regulation
Recital 7 a (new)

(7 a) The Smart Sustainable Mobility Strategy stresses that in order for such transformation to leave no one behind, mobility must remain available and affordable to all. To ensure this, among other, connectivity of islands, rural and remote regions, must be maintained and improved, while the sector must offer appropriate social conditions, allowing for reskilling of workers and providing attractive jobs.

Amendment 73 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

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~~For the purpose of this Regulation, the definition of sustainable aviation fuels (SAF) should also extend to renewable liquid and gaseous fuels of non-biological origin, including renewable hydrogen, and to electricity from renewable sources. This will enable energy sources for new propulsion pathways such as renewable hydrogen and electricity to count towards the SAF mandate, thus creating incentives for technological and industrial innovation in the EU. Sustainable aviation fuels are therefore renewable alternative fuels for powering aircraft that can replace fossil aviation fuels, and are expected to entirely replace these fossil fuels by 2040 at the very latest. While renewable electricity or renewable hydrogen-powered aircraft are expected to become commercially available in the medium term, drop-in alternative fuels, fully fungible with conventional aviation fuel and compatible with existing aircraft engines are already available. Certain drop-in fuels, in particular those using the hydro processed esters and fatty acids (HEFA) processing technology, are completely mature and use waste lipid feedstocks with a more efficient use in the maritime sector. In order to avoid additional carbon emissions in the EU transport system as a whole and direct investment towards developing technologies using more abundant feedstocks, the contribution of SAF from HEFA should be limited across parts A and B of Annex IX of Directive (EU) 2018/2001 (“Renewable Energy Directive”).. Several production pathways of sustainable drop-in aviation fuels have been certified at global level for use in civil or military aviation. Sustainable drop-in aviation fuels are technologically ready to play a~~n important~~ role in reducing emissions from air transport already in the very short term. They are expected to account for a ~~major~~significant part of the aviation fuel mix in the medium ~~and long~~ term. Furthermore, with the support of appropriate international fuel standards, sustainable aviation fuels ~~might~~should contribute to lowering the aromatic content of the final fuel used by an operator, thus helping to reduce other non-CO2 emissions. ~~Other alternatives to power aircraft, such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights~~To promote the market uptake of sustainable aviation fuels, ICAO and EASA should ensure there are no delays in the adaptation and development of fuel and engine certification, in particular for engines compatible with 100% sustainable aviation fuels, and for engines propelled by renewable hydrogen and electricity.

Amendment 74 #

Proposal for a regulation
Recital 8

(8) SThis Regulation aims at establishing a common definition of sustainable aviation fuels as fuels from renewable sources. Currently, the most common 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~~Other alternatives to power aircraft, such as electricity or liquid hydrogen from renewable sources are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights. This Regulation should also take into account these energy carriers, promoting their acceleration and incentivising technological innovation. Sustainable aviation fuels are expected to account for a major part of the aviation fuel mix in the medium and long term and they should replace the conventional fossil aviation fuels in the long term. Further, with the support of appropriate international fuel standards, sustainable aviation fuels might contribute to lowering the aromatic content of the final fuel used by an operator, thus helping to reduce other non-CO2 emissions. ~~Other alternatives to power aircraft, such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.~~

Amendment 75 #

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. In view of the fact that they currently only make up less than 0.1% of the fuel used by aircraft, that the feedstocks needed for their production are limited and that there is a high demand for biofuels in other transport sectors, provisions should be made for situations where the specified volumes of sustainable aviation fuels are not available. 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.

Amendment 76 #

Proposal for a regulation
Recital 8

(8) SThis Regulation aims at establishing a common definition of sustainable aviation fuels as fuels from renewable sources. Currently, the most common 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. Su~~stainable aviation~~ch 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. This Regulation shall promote the investment in and uptake of all renewable energy fuel sources that can contribute to the decarbonisation objectives set by the EU’s Climate Law.

Amendment 77 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI

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, as well as hydrogen (from renewable electricity or from waste or from biomethane) and electricity. 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.

Amendment 78 #

Proposal for a regulation
Recital 8

(8) Sustainable aviation fuels are ~~liquid, drop-in fuels, fully fungible with conventional aviation~~fuels which save 55% of greenhouse gases as compared with fossil fuels and are 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. SAmong sustainable aviation fuels some 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, which should also be supported and covered by this Regulation, such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.

Amendment 79 #

Erik BERGKVIST, Isabel GARCÍA MUÑOZ, Vera TAX, István UJHELYI, Maria GRAPINI, Marianne VIND

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 promising technologies that are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.

Amendment 80 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

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 EU aviation sector and its associated industries (e.g. manufacturing) by defining harmonised requirements across the Union.

Amendment 81 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI, Henna VIRKKUNEN

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., avoiding different blending mandates at national level;

Amendment 82 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

Proposal for a regulation
Recital 9 a (new)

(9 a) For the purpose of this Regulation, the definition of sustainable aviation fuels should extend to renewable liquid and gaseous fuels of non-biological origin, including green hydrogen, and to electricity from renewable sources. This will enable energy sources for new propulsion pathways such as hydrogen and electricity to count towards the synthetic aviation fuels sub-mandate, thus creating incentives for technological innovation.

Amendment 83 #

Proposal for a regulation
Recital 9 a (new)

(9 a) To create a global market of sustainable aviation fuels, the EU should engage in establishing and implementing a global policy framework at ICAO level. This should prevent distortions of competition in the international aviation market and the loss of traffic flows connecting through the EU airports and should prevent carbon leakage.

Amendment 84 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

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. In order to ensure the long- term competitiveness of traffic flows connecting through EU airports, the Union should do its utmost to ensure the adoption of a global scheme on the use of sustainable aviation fuels, while safeguarding the Union's competence regarding this matter.

Amendment 85 #

Cláudia MONTEIRO DE AGUIAR, Marian-Jean MARINESCU, Pablo ARIAS ECHEVERRÍA, Gheorghe FALCĂ, Barbara THALER, Jörgen WARBORN, Massimiliano SALINI

Proposal for a regulation
Recital 10

(10) At the global level, sustainable aviation fuels are regulated at ICAO. In particular, ICAO establishes detailed requirements on the sustainability, traceability and accounting of sustainable aviation fuels for use on flights covered bycountries engage diplomatically on certification pathways and other sustainable aviation fuel requirements and objectives through ICAO. These include the sustainability criteria which the ICAO Council adopted in 2021 for SAF to be eligible for consideration under the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). While incentives are set in CORSIA and sustainable aviation fuels are considered an integral pillar of the work on the feasibility of a Long-Term Aspiration Goal for international aviation, there is currently no mandatory scheme on the use of sustainable aviation fuels for international flights. Comprehensive multilateral or bilateral air transport agreements between the EU or its Member States, and third countries generally include provisions on environmental protection. ~~However,~~While for the time being, such provisions do not impose on contracting parties any binding requirements on the use of sustainable aviation fuels, the Commission should seek to update these agreements to seek equivalence in sustainable aviation fuel mandates, which would help the global air transport sector increase its sustainability and grow the market for SAFs.

Amendment 86 #

Mario FURORE

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. The EU and Member States must therefore implement an international policy that promotes the use of sustainable fuels with agreements that ensure a level playing field with regard to emissions targets.

Amendment 87 #

Proposal for a regulation
Recital 10

(10) At global level, sustainable aviation fuels are regulated a~~t ICAO~~nd defined at ICAO and the Union should follow similar approach to align Union aviation framework with those international standards with the aim of promoting sustainable aviation fuels at global level. 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.

Amendment 88 #

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~~for the 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. Furthermore, 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. _________________ 11 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).

Amendment 89 #

Isabel GARCÍA MUÑOZ, Inma RODRÍGUEZ-PIÑERO, César LUENA, Nicolás GONZÁLEZ CASARES, Alicia HOMS GINEL

(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~~issues that impede the uptake of sustainable aviation fuels in the EU’s 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. For these reasons, this Regulation shall focus on preserving the affordability and competitiveness of air routes affected by new provisions that connect remote regions with both EU and non-EU airports. Remote regions shall be defined as in Regulation (EU) No 651/20141a. Specifically for islands and island Member States air routes connecting such territories to the continent must be protected to ensure the freedom of movement of island citizens within the Union. _________________ 1a Commission Regulation (EU) No 651/2014 of 17 June 2014 declaring certain categories of aid compatible with the internal market in application of Articles 107 and 108 of the Treaty

Amendment 90 #

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. Targeted support and financing is required from EU and national levels, as well as incentivising public and private partnerships to accelerate the uptake of sustainable aviation fuels.

Amendment 91 #

Proposal for a regulation
Recital 12

(12) Therefore, uniform rules excluding any unfair competitive practice 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~~of airlines. 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.

Amendment 92 #

Proposal for a regulation
Recital 12 a (new)

(12a) To avoid distortions of competition in the international aviation market and tackle carbon leakage, the most ambitious solution would be to adopt a global regulation that would implement a blending mandate for international flights. The EU shall push for the opening of negotiations on a mandatory international quota in global aviation at the ICAO General Assembly in 2022.

Amendment 93 #

Proposal for a regulation
Recital 12 a (new)

(12 a) To combat carbon leakage and to avoid distortions of competition in the international aviation market, a global measure for a blending mandate on international flights would be the preferred solution. The EU will advocate starting negotiations for a mandatory international quota in global aviation at the ICAO General Assembly in 2022.

Amendment 94 #

Proposal for a regulation
Recital 12 b (new)

(12b) Although the blending mandate shall apply to all departures from EU airports, including to journeys via airports outside the EU, it shall only apply to the first flight to an airport outside the EU, not to the rest of the journey to the final destination. This will create an incentive to take routes via non-EU airports, thus distorting competition to the detriment of European companies and to the advantage of non-European companies. It will also lead to carbon leakage, making this Regulation less effective.

Amendment 95 #

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 a competitive disadvantage with others. In athe second instance, it aims to ~~gea~~put in place robust rules for the EU’s 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 96 #

Proposal for a regulation
Recital 13 a (new)

(13 a) Although the blending mandate applies to all flights from Union airports, including routings via airports outside of the EU, the mandate will only apply for traffic on the first leg to a non-EU- airport, but not for the following leg to the final destination. The result is an incentive for itineraries connecting through non-EU hub airports. This effect causes distortion of competition at the expense of EU-companies and in favour of non-EU-companies. Additionally, this will cause carbon leakage, reducing the effectiveness of the Regulation. This Regulation shall provide adequate solutions to prevent carbon leakage.

Amendment 97 #

Proposal for a regulation
Recital 13 b (new)

(13 b) To prevent carbon leakage and distortions of competition in international aviation, a destination- and passenger- related "SAF levy" is introduced that finances the costs of SAF, required by the mandate.

Amendment 98 #

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 by Directive (EU) 2018/2001 should be complemented with a lex specialis applying to air transport. It should include gradually increasing targets for the supply of sustainable aviation fuels. Such targets should be carefully defined, taking into account the objectives of a well- functioning air transport market, the need to ~~decarbonise~~reduce the climate and environmental impact of the aviation sector and the current status of the sustainable aviation fuels industry.

Amendment 99 #