23 Amendments of Nikolaj VILLUMSEN related to 2021/0205(COD)
Amendment 57 #
Proposal for a regulation
Recital 1
Recital 1
(1) Over the past decades, air transport has played a crucial role in the Union's economygrown to be and in the everyday lives of Union citizens, as one of the best performing and most dynamiccreasingly 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 60 #
Proposal for a regulation
Recital 1 a (new)
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)
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 93 #
Proposal for a regulation
Recital 7
Recital 7
(7) The Communication on a Sustainable and Smart Mobility Strategy10 adopted by the Commission in December 2020 sets a course of action for the EU transport system to achieve its green and digital transformation and become more resilient. The 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 onlymain 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 123 #
Proposal for a regulation
Recital 15
Recital 15
(15) The present Regulation should apply to aircraft engaged in civil aviation, carrying out commercial air transport flights. It should not apply to aircraft such as military aircraft and 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 125 #
Proposal for a regulation
Recital 16
Recital 16
(16) Development and deployment of sustainable aviation fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted, 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 essentialimportant, 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 137 #
Proposal for a regulation
Recital 17 a (new)
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 187 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 1
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 million300 000 passengers or where the freight traffic was higher than 10030 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 192 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 2
Article 3 – paragraph 1 – indent 2
— ‘aircraft operator’ means a person that operated at least 729450 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 237 #
Proposal for a regulation
Article 4 a (new)
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 306 #
(7) Member States shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. 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 336 #
Proposal for a regulation
Annex I – point a
Annex I – point a
(a) From 1 January 2025, a minimum share of 2% of SAF of which a minimum share of 0,03% of synthetic aviation fuels;
Amendment 336 #
Proposal for a regulation
Annex I – point a
Annex I – point a
(a) From 1 January 2025, a minimum share of 2% of SAF of which a minimum share of 0,03% of synthetic aviation fuels;
Amendment 342 #
Proposal for a regulation
Annex I – point b
Annex I – point b
(b) From 1 January 2030, a minimum share of 58% of SAF, of which a minimum share of 0.72,4% of synthetic aviation fuels;
Amendment 342 #
Proposal for a regulation
Annex I – point b
Annex I – point b
(b) From 1 January 2030, a minimum share of 58% of SAF, of which a minimum share of 0.72,4% of synthetic aviation fuels;
Amendment 349 #
Proposal for a regulation
Annex I – point c
Annex I – point c
(c) From 1 January 2035, a minimum share of 203% of SAF, of which a minimum share of 513% of synthetic aviation fuels;
Amendment 349 #
Proposal for a regulation
Annex I – point c
Annex I – point c
(c) From 1 January 2035, a minimum share of 203% of SAF, of which a minimum share of 513% of synthetic aviation fuels;
Amendment 355 #
Proposal for a regulation
Annex I – point d
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
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 360 #
Proposal for a regulation
Annex I – point e
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
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 364 #
Proposal for a regulation
Annex I – point f
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
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