Activities of Mick WALLACE related to 2021/0207(COD)
Plenary speeches (1)
Revision of the EU Emissions Trading System - Monitoring, reporting and verification of greenhouse gas emissions from maritime transport - Carbon border adjustment mechanism - Social Climate Fund - Revision of the EU Emissions Trading System for aviation (debate)
Amendments (34)
Amendment 20 #
Proposal for a directive
Recital 1 a (new)
Recital 1 a (new)
(1a) Unlike the other sectors currently included in the EU-ETS, which saw their emissions fall in 2019, those of the aviation sector increased by 1,5%
Amendment 26 #
Proposal for a directive
Recital 3 a (new)
Recital 3 a (new)
(3a) In 2013, the European Commission suspended the obligation to surrender emission allowances imposed by its emissions trading scheme for flights between EEA Member States and third countries (i.e. non-EEA states).
Amendment 27 #
Proposal for a directive
Recital 3 b (new)
Recital 3 b (new)
(3b) In 2020, more than half of the CO2 emissions from European aviation came from long-haul flights travelling more than 4000 km, which accounted for 6.2%.
Amendment 28 #
Proposal for a directive
Recital 3 c (new)
Recital 3 c (new)
(3c) Globally, the pre-COVID forecast between 2017 and 2037 predicted a doubling of annual passenger numbers from 3.5 to 7-9 billion. If the growth rate were to resume its pre-COVID rate, it is estimated that CO2 emissions would triple in 25 to 30 years. EUROCONTROL's 7- year forecast for Europe between 2021 and 2028 shows in the baseline scenario a recovery of traffic to 2019 levels in 2024, followed by an increase of 2% per year. Traffic figures refer to the number of flights, both passenger and freight. Recent experience shows that the recovery in passenger numbers lags behind the increase in the number of flights. With a lower load factor, GHG emissions per passenger increase, which affects the energy efficiency of air transport.
Amendment 31 #
Proposal for a directive
Recital 8 a (new)
Recital 8 a (new)
(8a) Between 2019 and 2020, as a result of the pandemic, CO2 emissions decreased by 57%, with large variations between Member States. In Belgium, the number of flights decreased by 50% compared to 2019, but CO2 emissions were only reduced by 30% due to increased freight traffic.
Amendment 32 #
Proposal for a directive
Recital 9
Recital 9
(9) Aviation should contribute tomust take its fair share of the emission reduction efforts necessary foreded to achieve the Union’'s 2030 climate target. Therefore, the total quantity of allowances for aviation should be consolidated and subject to the linear reduction factor. Due to the increase in aviation emissions in the pre-COVID period, the effectiveness of the current linear reduction factor and its appropriateness for the aviation sector needs to be assessed and discussed.
Amendment 36 #
Proposal for a directive
Recital 10
Recital 10
(10) Achieving the increased climate ambition will require channelling as many resources as possible to the climate transition. As a result, all auction revenues that are not attributed to the Union budget should be used for climate-related purposes. These measures should facilitate the development of alternative technologies for the aviation sector, but also enable the development of a European multimodal transport network and social protection for transport workers affected by the transition of the aviation sector.
Amendment 45 #
Proposal for a directive
Recital 11
Recital 11
(11) In accordance with Article 28b(3) of Directive 2003/87/EC, the Union is to assess the ICAO’s CORSIA scheme and implement it as appropriate, and in a manner that is consistent with the Union’s economy-wide emission reduction commitment for 2030. It is therefore necessary to implement a 50/50 solution for extra-EU flights, with outbound flights covered by the ETS and inbound flights by CORSIA.
Amendment 53 #
Proposal for a directive
Recital 13
Recital 13
(13) Increased and accelerated auctioning from the year after the entry into force of this amendment to Directive 2003/87/EC should be the rule for the aviation sector allocation of allowances, taking into account the sector’s ability to pass on the increased cost of CO2.
Amendment 56 #
Proposal for a directive
Recital 14
Recital 14
(14) Directive 2003/87/EC should also be amended with regard to acceptable compliance units, to take into account the Unit Eligibility Criteria adopted by the ICAO Council at its 216th session in March 2019 as an essential element of CORSIA. Airlines based in the Union should be able to use international credits for compliance for flights to or from third countries that are considered to be participating in CORSIA. To ensure that the Union’s CORSIA implementation supports the Paris Agreement goals and gives incentives for broad participation to CORSIA, the credits should originate from states that are parties to the Paris Agreement and that participate in CORSIA, and double counting of credits should be avoided.
Amendment 58 #
Proposal for a directive
Recital 14 a (new)
Recital 14 a (new)
(14a) Limiting emissions to the 2019 level is largely insufficient and the vast majority of carbon credits allocated to the aviation sector are currently free. Furthermore, there is no incentive to reduce the bulk of European aviation's carbon emissions due to the low exclusive carbon price set by the stakeholders themselves under CORSIA.
Amendment 61 #
Proposal for a directive
Recital 17
Recital 17
(17) For CORSIA implementation on flights other than flights departing fromarriving flights to an aerodrome located in the EEA and arriving atdeparting from an aerodrome located inoutside the EEA, in Switzerland or in the United Kingdom, surrender obligations should be decreased for Union- based aircraft operators operating these flights. Aircraft operators’ surrender obligations for these flights should be decreased to only their share of collective international aviation emissions above collective 2019 levels, in respect of emissions during 2021-23, and above collective 2019-20 levels for subsequent years of CORSIA application.
Amendment 67 #
Proposal for a directive
Recital 19
Recital 19
(19) As CORSIA implementation and enforcement for aircraft operators based outside the Union is meant to belong solely to the home country of these aircraft operators, implementing CORSIA for flights other than flights departing fromarriving flights to an aerodrome located in the EEA and arriving atdeparting from an aerodrome locatedoutside in the EEA, in Switzerland or in the United Kingdom means exempting aircraft operators based outside the Union from the EU ETS obligations for these flights.
Amendment 68 #
Proposal for a directive
Recital 20
Recital 20
Amendment 74 #
Proposal for a directive
Recital 22
Recital 22
(22) In order to ensure uniform conditions for exempting aircraft operators from surrender requirements as laid down in Article 12(8) of Directive 2003/87/EC in respect of emissions from flights to and from countries applying CORSIA in a less stringent manner in its domestic law, or failing to enforce CORSIA provisions in a manner equal to all aircraft operators pursuant to Article 25a(7) of that Directive, implementing powers should be conferred on the Commission to exempt airlines based in the Union from surrender requirements in respect of emissions from flights where a significant distortion of competition to the detriment of airlines based in the Union occurs due to a less stringent implementation or enforcement of CORSIA in the third country. The Commission should be allowed to apply EU ETS to aircraft operators from a third country applying CORSIA provisions in a less stringent manner in its domestic law, or failing to enforce CORSIA provisions in respect of emissions from flights to the EEA. The distortion of competition could be caused by a less stringent approach to eligible offset credits or double counting provisions. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council.
Amendment 80 #
Proposal for a directive
Recital 23
Recital 23
(23) In order to ensure uniform conditions for the establishment of a level playing field on routes between two different countries applying CORSIA where those countries allow aircraft operators to use other units than those on the list adopted pursuant to Article 11a(8) of Directive 2003/87/EC, pursuant to Article 25a(8) of that Directive, implementing powers should be conferred on the Commission to allow aircraft operators based in a Member State to use unit types additional to the list adopted pursuant to Article 11a(8) or not to be bound by the conditions of Article 11a(2) and (3). Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council. The Commission must notify such practices at ICAO level and ensure that the units used comply with the expected sustainability principles.
Amendment 82 #
Proposal for a directive
Recital 24 a (new)
Recital 24 a (new)
(24a) The integration of CORSIA hinders the improvement of aviation integration within the ETS and the achievement of its objectives. Without increasing the price of CORSIA credits, it creates a de facto asymmetry between EU and non-EU operators and potentially incentivising to the growth of non-EU hubs. The emission reduction targets to which the EU Member States have committed themselves, however, require the application of its ETS to the highest emitting routes. In order to preserve its businesses, and to achieve its environmental objectives, it is necessary to consider discriminatory measures in favour of European long haul companies. This is to reduce the incentives for hub- and-spoke systems outside the EU, and to ensure that travellers from Europe are guaranteed the most optimal and lowest emission route.
Amendment 90 #
Proposal for a directive
Recital 26 a (new)
Recital 26 a (new)
(26a) However, relying on technological progress alone would put the aviation sector at great risk if emission reduction targets are not met within the next decade. It is therefore important to contain aviation emissions by favouring other modes of transport where possible, optimising capacity, raising public awareness through various communication tools and enabling a debate on prioritisation of use. Regulatory avenues are also possible to help contain traffic until a sustainable solution for air transport is found.
Amendment 96 #
Proposal for a directive
Recital 27 a (new)
Recital 27 a (new)
(27a) Military aviation emits significant amounts of GHGs during its production and operation. The specific military fuel used contains a number of pollutants that are particularly harmful at the high altitudes at which military aircraft fly. There remains secrecy surrounding the share of military aviation contributions to total aviation emissions. It is therefore crucial to ensure that military flights are monitored and subject to GHG emission reduction standards.
Amendment 98 #
Proposal for a directive
Recital 27 b (new)
Recital 27 b (new)
(27b) In accordance with Article 30(4) of the Directive, the Commission has presented an updated analysis of the non- CO2 effects of aviation. It recalls the potential unintended consequences of its early inclusion in the EU ETS. Nevertheless, it is essential to systematically ensure that all decarbonisation measures are accompanied by verification that they result in a reduction of non-CO2 effects. Therefore, the Commission should update its analysis by 2026 with a view to including non-CO2 gases in the EU ETS.
Amendment 100 #
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 5
Article 3 c – paragraph 5
5. The Commission shall determine the total quantity of allowances to be allocated in respect of aircraft operators for the year 2024 on the basis of the total allocation of allowances in respect of aircraft operators that were performing aviation activities falling within Annex I in the year 2023, reduced by the linear reduction factor specified in Article 9, and shall publish that quantity, as well as the quantity of free allocation which would have taken place in 2024 if the rules for free allocation were not updated. The linear reduction factor requires an assessment of its effectiveness in meeting aviation-specific emission reduction targets. This assessment needs to be correlated with traffic forecasts and the impacts of other regulations introduced, such as the implementation of mandates for sustainable aviation fuels.
Amendment 105 #
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 6
Article 3 c – paragraph 6
6. In respect of flights departing from an aerodrome located in the EEA which arrive at an aerodrome located in the EEA, in Switzerland or in the United Kingdom, or flights arriving at an aerodrome outside the EEA, which were not covered by the EU ETS in 2023, the total quantity of allowances to be allocated to aircraft operators shall be increased by the levels of allocations, including free allocation and auctioning, which would have been made if they were covered by the EU ETS in that year, reduced by the linear reduction factor specified in Article 9.
Amendment 113 #
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a
Article 1 – paragraph 1 – point 2 – point a
Directive 2003/87/EC
Article 3 d – paragraph 1
Article 3 d – paragraph 1
1. In 2024, 250% of the quantity of allowances in respect of which free allocation would have taken place as published in accordance with Article 3c shall be auctioned.’,
Amendment 119 #
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 a
Article 3 d – paragraph 1 a
1a. In 2025, 750% of the quantity of allowances in respect of which free allocation would have taken place in that year, calculated from the publication in accordance with Article 3c shall be auctioned.
Amendment 121 #
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d
Article 3 d
Amendment 124 #
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 c
Article 3 d – paragraph 1 c
1c. As from 1 January 20276, all of the quantity of allowances in respect of which free allocation would have taken place in that year shall be auctioned. ’,
Amendment 129 #
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point e
Article 1 – paragraph 1 – point 2 – point e
Directive 2003/87/EC
Article 3 d – paragraph 4
Article 3 d – paragraph 4
4. Member States shall determine the use of revenues generated from the auctioning of allowances covered by this Chapter, except for the revenues established as own resources in accordance with Article 311(3) of the Treaty and entered in the general budget of the Union. Member States shall use the revenues generated from the auctioning of allowances in accordance with Article 10(3).; The revenues generated by the auctioning of allowances to aircraft operators will be used to advance research and development of decarbonisation solutions and the environmental performance of the aviation sector. The revenues will also be invested in improving the European multimodal network and social protection for transport workers affected by the transition of the aviation sector.
Amendment 136 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2003/87/EC
Article 3 e
Article 3 e
(3) Articles 3e and 3f are deleted; 3e is replaced by the following : Article 3e Analysis of the non-CO2 effects of aviation By 1 January 2026, the Commission shall publish an updated analysis of the integration of non-CO2 effects into the EU ETS, taking into account the latest scientific work. Failing to find a unit of measurement that does not pose a real risk to the integrity of the EU ETS, the Commission shall forward to the Council and the Parliament a set of measures to initiate a rapid reduction in the intensity of non-CO2 effects. In order to best accomplish these tasks, the Commission is invited to actively support ongoing research aimed at refining knowledge on non-CO2 effects, while ensuring the independence of its funding.
Amendment 144 #
Proposal for a directive
Article 1 – paragraph 1 – point 3 a (new)
Article 1 – paragraph 1 – point 3 a (new)
Directive 2003/87/EC
Article 3 f
Article 3 f
Amendment 162 #
Proposal for a directive
Article 1 – paragraph 1 – point 6 – point a
Article 1 – paragraph 1 – point 6 – point a
Directive 2003/87/EC
Article 12 – paragraph 6 – subparagraph 1 – introductory part
Article 12 – paragraph 6 – subparagraph 1 – introductory part
6. In accordance with the methodology laid down in the delegated act referred to in paragraph 7, Member States shall calculate the offsetting each year for the preceding calendar year within the meaning of ICAO’s International Standards and Recommended Practices on Environmental Protection for Carbon Offsetting and Reduction Scheme for International Aviation, other than those which apply in respect of flights departing from an aerodrome located in the EEA which arrive at an aerodrome located in the EEA, in Switzerland or in the United Kingdom, and for flights arriving from an aerodrome outside the EEA, and by 30 November each year inform the aircraft operators that fulfil all of the following conditions of the level of offsetting:
Amendment 164 #
Proposal for a directive
Article 1 – paragraph 1 – point 6 – point a
Article 1 – paragraph 1 – point 6 – point a
Directive 2003/87/EC
Article 12 – paragraph 6 – subparagraph 2 – point iv
Article 12 – paragraph 6 – subparagraph 2 – point iv
Amendment 178 #
Proposal for a directive
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
7. Where the Commission determines that there is a significant distortion of competition which is detrimental to aircraft operators that hold an air operator certificate issued by a Member State or is registered in a Member State, including in the outermost regions, dependencies and territories of that Member State, the Commission shall be empowered to adopt implementing acts to exempt those aircraft operators from surrender requirements as laid down in Article 12(8) in respect of emissions from flights to and from such countries. The distortion of competition may be caused by a third country applying CORSIA in a less stringent manner in its domestic law, or failing to enforce CORSIA provisions in a manner equal to all aircraft operators. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 22a(2).
Amendment 185 #
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive 2003/87/EC
Annex I
Annex I
(b) they produce annual CO2 emissions greater than 10 000 tonnes from the use of aircrafts with a maximum certified take-off mass greater than 5 700 kg conducting flights covered by Annex I, other than those departing and arriving in the same Member State (including outermost regions of the same Member State), from 1 January 2019. For the purposes of this point, emissions from the following types of flights shall not be taken into account: (i) state flights; (ii) humanitarian flights; (iii) medical flights; (iv) military flights; (v) firefighting flights..
Amendment 188 #
Proposal for a directive
Article 1 – paragraph 1 – point 10 a (new) Directive 2003/87/EC
Article 1 – paragraph 1 – point 10 a (new) Directive 2003/87/EC
(10a) In Annex I, in the table, paragraph (b) of the entry ‘Aviation’ of the column ‘Activities’ is replaced as follows: (b) military flights performed by customs and police flights