25 Amendments of Claudia GAMON related to 2021/0205(COD)
Amendment 67 #
Proposal for a regulation
Recital 2 a (new)
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 87 #
Proposal for a regulation
Recital 6 a (new)
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 101 #
Proposal for a regulation
Recital 8 a (new)
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 106 #
Proposal for a regulation
Recital 9 a (new)
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
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 142 #
Proposal for a regulation
Recital 20
Recital 20
(20) It is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to the aviation market without supply shortages. For this purpose, sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity accordingly. The supply of sustainable aviation fuels should become mandatory starting in 2025. Similarly, in order to provide legal certainty and predictability to the market and drive investments durably towards sustainable aviation fuels production capacity, the terms of this Regulation should be stable over a long period of time. However, the feasibility of targets should be reassessed when appropriate depending on feedstock availabilities and production volumes.
Amendment 146 #
Proposal for a regulation
Recital 21
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 151 #
Proposal for a regulation
Recital 22
Recital 22
(22) Airports covered by this Regulation should ensure that all the necessary infrastructure is provided for delivery, storage and refuelling of sustainable aviation fuel, so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. 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 212 #
Proposal for a regulation
Article 3 – paragraph 1 – indent 10 a (new)
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)
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 241 #
Proposal for a regulation
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
Amendment 243 #
Proposal for a regulation
Article 5 a (new)
Article 5 a (new)
Amendment 279 #
Proposal for a regulation
Article 9 – paragraph 1 – point c a (new)
Article 9 – paragraph 1 – point c a (new)
(ca) where applicable, the volume of hydrogen and/or electricity, supplied to each Union airport.
Amendment 325 #
Proposal for a regulation
Article 14 – paragraph 1
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 #
Proposal for a regulation
Article 14 – paragraph 1
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 341 #
Proposal for a regulation
Annex I – point b
Annex I – point b
(b) From 1 January 2030, a minimum share of 5% of SAF, of which a minimum share of 0.72,5% of synthetic aviation fuels;
Amendment 341 #
Proposal for a regulation
Annex I – point b
Annex I – point b
(b) From 1 January 2030, a minimum share of 5% of SAF, of which a minimum share of 0.72,5% of synthetic aviation fuels;
Amendment 348 #
Proposal for a regulation
Annex I – point c
Annex I – point c
(c) From 1 January 2035, a minimum share of 20% of SAF, of which a minimum share of 510% of synthetic aviation fuels;
Amendment 348 #
Proposal for a regulation
Annex I – point c
Annex I – point c
(c) From 1 January 2035, a minimum share of 20% of SAF, of which a minimum share of 510% of synthetic aviation fuels;
Amendment 353 #
Proposal for a regulation
Annex I – point d
Annex I – point d
(d) From 1 January 2040, a minimum share of 32% of SAF, of which a minimum share of 816% of synthetic aviation fuels;
Amendment 353 #
Proposal for a regulation
Annex I – point d
Annex I – point d
(d) From 1 January 2040, a minimum share of 32% of SAF, of which a minimum share of 816% of synthetic aviation fuels;
Amendment 359 #
Proposal for a regulation
Annex I – point e
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 363 #
Proposal for a regulation
Annex I – point f
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
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