### following the report , the commission shall make legislative proposals where it deems it appropriate. in particular , the proposals shall set out annual targets and governance aiming towards the 2035 climate-neutrality target as laid down in article 4(4) , additional union policies and measures , and a post-2035 framework , including in the scope of the regulation greenhouse gas emissions and removals from additional sectors , such as the marine and freshwater environment.; ### following the report , the commission shall make legislative proposals where it deems it appropriate. in particular , the proposals shall set out annual targets and governance aiming towards the 2035 member state level climate-neutrality target as laid down in article 4(4) , additional union policies and measures , and a post-2035 framework;


### (ii) the member state’s commitments and national targets for net greenhouse gas removals pursuant to article 4(1) and (2) of regulation (eu) 2018/841 and its contributions aim towards reaching the union objective of reducing greenhouse gas emissions to net zero by 2035 and achieving negative emissions thereafter pursuant to article 4(4) of that regulation;; ### (ii) the member state’s commitments and national targets for net greenhouse gas removals pursuant to article 4(1) and (2) of regulation (eu) 2018/841 and its contributions aim towards reaching the member state level objective of reducing greenhouse gas emissions to net zero by 2035 and achieving negative emissions thereafter pursuant to article 4(4) of that regulation;;


### (4) annex v is amended in accordance with annex iii to this regulation. ### deleted


### part 3 of annex v to regulation (eu) 2018/1999 is replaced by the following: ### deleted


### (14) in order to ensure uniform conditions for the implementation of the provisions of regulation (eu) 2018/841 concerning the setting out of the annual target allocations for member states , implementing powers should be conferred on the commission. those powers should be exercised in accordance with regulation (eu) no 182/2011 of the european parliament and of the council37 . ### deleted


### carbon storage products; ### fossil substitution products;


### a. whereas the outermost regions are an integral part of the eu and should have access to eu funding instruments and programmes supporting mobility , transport and tourism; ### a. whereas the outermost regions are an integral part of the eu and their inhabitants suffer from natural constraints impacting their mobility , accessibility and connectivity and should have access to eu funding instruments and programmes supporting mobility , transport and tourism;


### b. whereas the scourge of drug addiction contributes to social and economic exclusion and disengagement from the labour market in the ors; ### b. whereas the scourge of drug addiction contributes to social and economic exclusion , disengagement from the labour market in the ors and poses a risk to young people’s health and public safety;


### c. whereas tourism contributes to a significant share of the outermost regions’ economies and whereas the sector has suffered greatly from the covid-19 crisis; ### c. whereas tourism contributes to a significant share of the outermost regions’ economies and whereas the sector has suffered greatly from the covid-19 crisis , rising energy and food prices , and has to respond to the twin transition;


### d. whereas the outermost regions have great potential to develop key sectors such as ecotourism; ### d. whereas the outermost regions have great potential to develop key sectors such as ecotourism and other subsectors of tourism;


### d. whereas women in the ors too often face unstable and short-term employment; ### d. whereas women in the ors too often face unstable and short-term employment; whereas female unemployment is higher than male unemployment in all ors except réunion;


### 1. welcomes the commission’s proposal to revise the trans-european transport network (ten-t) regulation to reflect outermost regions’ connectivity needs , and to make them eligible for support from the connecting europe facility; ### 1. welcomes the commission’s proposal to revise the trans-european transport network (ten-t) regulation , which identifies the outermost regions’ connectivity needs and cohesion and user accessibility as objectives and priorities of this proposal , so that they become eligible for support from the connecting europe facility; to this end , calls on the member states and the commission to include the infrastructure of these regions in the core or extended network , where it is in the interest of their region , in order to gain access to the cef , with the corresponding co-financing rates of 70 % , and to the european transport corridors , in order to offer support for , inter alia , alternative fuel supply infrastructure in ports and the extension and maintenance thereof , urban mobility , aviation and the road network;


### 1. stresses that the social situation of young people is a central concern for the ors; calls , in this regard , for the reinforced youth guarantee to be fully deployed in the ors; believes that an evaluation of the guarantee’s implementation is necessary in these territories , including an assessment of the existing barriers for young people; ### 1. stresses that the social situation of young people is a central concern for the ors; calls , in this regard , for the reinforced youth guarantee to be fully deployed in the ors; believes that an evaluation of the guarantee’s implementation is necessary in these territories , including an assessment of the existing barriers for young people , especially as regards access to education and employment;


### 1. stresses that the social situation of young people is a central concern for the ors; calls , in this regard , for the reinforced youth guarantee to be fully deployed in the ors; believes that an evaluation of the guarantee’s implementation is necessary in these territories , including an assessment of the existing barriers for young people; ### 1. stresses that the social situation of young people is a central concern for the ors; calls , in this regard , for the reinforced youth guarantee to be fully and properly deployed in the ors; believes that an evaluation of the guarantee’s implementation is necessary in these territories , including an assessment of the existing barriers for young people;


### 1. considers that the programme of options specifically relating to remoteness and insularity (posei) should be strengthened; calls , in this regard , for an increase in the budget of posei from 2027; ### 1. considers that the programme of options specifically relating to remoteness and insularity (posei) should be strengthened , in order to reduce the dependency of the ors on agricultural and agri-food supplies , ensure food security and the ability of these regions to access their markets , be it internal to their territory or to the union; calls , in this regard , for an increase in the budget of posei from 2027 to meet the growing needs and sustainable development of local production in these regions , which have significant additional production costs;


### 2. points out that , taking into account the dependence of the outermost regions on air connections , flights from those regions to the mainland of their respective member states should be exempt from the eu emissions trading system until 2030 , and calls on the commission to take into account the regions’ specific characteristics in the revision of all relevant legal acts; ### 2. points out that , taking into account the dependence of the outermost regions on air connections , flights from those regions to the mainland of their respective member states , as well as within and between the regions , should be exempt from the eu emissions trading system until an impact assessment by the european commission regarding the inclusion of ors in this scheme is presented , this derogation being equally applicable to the maritime ets; calls on the commission to take into account the regions' specific characteristics in the revision of all relevant legal acts by presenting assessments of the impact on the ors , providing the necessary information on the economic , social and environmental consequences , in accordance with the commission’s better legislation agenda; regrets that the fit for 55 package and its legislative proposals have not been accompanied by an impact assessment for the ors;


### 2. calls on the commission to support youth employment in the ors by working with local stakeholders , including within the private sector , universities and local authorities , to establish a digital one-stop shop in order to help young people who are seeking their first job or looking to establish or take over businesses; ### 2. calls on the commission to support youth employment in the ors by working with local stakeholders , including within the private sector , universities and local authorities , to establish a digital one-stop shop in order to help young people who are seeking their first job or looking to establish or take over businesses; stresses the need to ensure these areas are attractive , to offer employment opportunities in the different sectors of the economy of the ors to avoid young people leaving and the depopulation of these areas;


### 2. calls on the commission to support youth employment in the ors by working with local stakeholders , including within the private sector , universities and local authorities , to establish a digital one-stop shop in order to help young people who are seeking their first job or looking to establish or take over businesses; ### 2. calls on the commission to support youth employment in the ors by working with local stakeholders , including within the private sector , universities and local authorities , to establish a digital one-stop shop in order to help young people who are seeking their first job or looking to establish or take over businesses; calls on the commission to periodically assess the implementation of these measures and their impact on reducing unemployment among young people;


### 3. encourages the commission to facilitate the uptake of eu tools dedicated to connectivity and mobility , and calls on the member states to use these funding opportunities to ensure that all european regions enjoy a high level of connectivity by 2050; ### 3. encourages the commission to facilitate the uptake of eu tools dedicated to connectivity and mobility , to this end , considers it important to present specific calls for the ors within the european programmes managed by the commission , as well as to carry out info days regarding the opportunities available to the ors , and calls on the member states to use these funding opportunities , such as calls for projects to replace undersea cables , to ensure that the ors enjoy a high level of connectivity by 2050;


### 3. stresses the need to ensure the empowerment of women in the ors by promoting access to stable , high-quality jobs; ### 3. stresses the need to ensure the empowerment of women in the ors by promoting access to stable , high-quality jobs; supports , in this regard , the need for measures for the ors that improve gender equity and ensure the social , economic and political empowerment of women in these regions;


### 3. stresses the importance of mainstreaming support for ors across eu programmes and instruments , in particular the european structural and investment funds (esif) , the recovery and resilience facility (rrf) and the recovery assistance for cohesion and the territories of europe (react-eu) programme; highlights the need to extend the execution deadlines of the rrf to boost economic recovery in ors; underlines the need to revise the eu solidarity fund (eusf) so that it can better respond to regional disasters; ### 3. stresses the importance of mainstreaming support for ors across eu programmes and instruments , in particular the european structural and investment funds (esif) , the recovery and resilience facility (rrf) and the recovery assistance for cohesion and the territories of europe (react-eu) programme; highlights the need to extend the execution deadlines of the rrf to boost economic recovery in ors; underlines the need to revise the eu solidarity fund (eusf) , including by adapting the current provisions applicable to the ors in an appropriate manner , so that it can better respond to regional disasters;


### 4. encourages the commission to support investments in tourism , to ensure eu funding for its recovery and sustainable development and to provide the sector with information on funding opportunities; ### 4. encourages the commission to support investments in tourism , to ensure eu funding for its recovery and sustainable development and to provide the sector with information on funding opportunities; considers it crucial to create a funding line for tourism in the next multiannual financial framework and to provide funds for the ecosystem in the union’s annual budgets , and to set up a european agency for tourism;


### 4. calls on the commission to focus on prevention , social reintegration and the return to employment in the implementation of the eu drugs strategy; ### deleted


### 4. calls on the commission to focus on prevention , social reintegration and the return to employment in the implementation of the eu drugs strategy; ### 4. calls on the commission to focus on prevention , social reintegration and the return to employment in the implementation of the eu drugs strategy; warns of new addictions found in the ors , particularly the rise in synthetic drug use , which poses serious risks to young people’s mental health and causes crime to soar in these regions and which merits special attention from the eu;


### 5. calls on the member states to unlock the potential of the outermost regions through appropriate investments and reforms and by supporting the green and digital transitions. ### 5. calls on the member states to unlock the potential of the outermost regions with the proper distribution of structural and investment funds , through investments and the submission of proposals for the respective european funding , which is the responsibility of the member states and not of the regions , and appropriate reforms and by supporting the green and digital transitions;


### 5. calls on the commission to facilitate the establishment of special economic zones in order to promote economic and social recovery , job creation and skills development in the ors , and to support the member states in the evaluation , renewal and adaptation of existing special economic zones; ### 5. calls on the commission to support member states in the evaluation , renewal and adaptation of existing special economic zones , and to further assess whether the other ors could fall into the criteria of special economic zones;


### 6. calls on the commission to improve access to the european social fund plus in the ors by setting up mass information campaigns aimed at institutional and associative partners , providing a support service for project leaders and financing training for managing authorities. ### 6. calls on the commission to improve access to the european social fund plus in the ors by setting up information campaigns aimed at institutional and associative partners , providing a support service for project leaders and financing training for managing authorities;


### (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 with third countries , and has been a significant enabler of the union economy. ### (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 , and 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.


### (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 with third countries , and has been a significant enabler of the union economy. ### (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 , 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.


### (2) from 2020 , air transport has been one of the hardest hit sector by the covid-19 crisis. with the perspective of an end to the pandemic in sight , it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. at the same time , emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. therefore , it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the union’s climate goals , with high levels of connectivity , safety and security. ### (2) from 2020 , air transport has been one of the hardest hit sector by the covid-19 crisis. with the perspective of an end to the pandemic in sight , it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. at the same time , emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. therefore , it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the union’s climate goals , with high levels of connectivity , safety and security , avoiding a possible raise of air fares and a reduction of flight frequencies;


### (2) from 2020 , air transport has been one of the hardest hit sector by the covid-19 crisis. with the perspective of an end to the pandemic in sight , it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. at the same time , emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. therefore , it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the union’s climate goals , with high levels of connectivity , safety and security. ### (2) from 2020 , air transport has been one of the hardest hit sector by the covid-19 crisis. with the perspective of an end to the pandemic in sight , it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. at the same time , emissions of greenhouse gases from the sector have been increasing since 1990 and the trend of increasing emissions would most likely return without appropriate action being taken as we overcome the pandemic. therefore , it is necessary to prepare for the future and adopt the necessary measures ensuring a well-functioning air transport market that contributes to achieving the union’s climate goals , with high levels of connectivity , safety and protection.


### (2) from 2020 , air transport has been one of the hardest hit sector by the covid-19 crisis. with the perspective of an end to the pandemic in sight , it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. at the same time , emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. therefore , it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the union’s climate goals , with high levels of connectivity , safety and security. ### (2) from 2020 , air transport has been one of the hardest hit sector by the covid-19 crisis. with the perspective of an end to the pandemic in sight , it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. at the same time , emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. therefore , it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the union’s climate goals , with high levels of connectivity , safety and security , and affordability.


### (2) from 2020 , air transport has been one of the hardest hit sector by the covid-19 crisis. with the perspective of an end to the pandemic in sight , it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. at the same time , emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. therefore , it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the union’s climate goals , with high levels of connectivity , safety and security. ### (2) from 2020 , air transport has been one of the hardest hit sector by the covid-19 crisis. with the perspective of an end to the pandemic in sight , it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. at the same time , emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. therefore , it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the union’s climate goals , with high levels of connectivity , safety and security , reducing at the minimum the impacts on changes to air fares and flight frequency;


### (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. ### (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.


### (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. 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. ### (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.


### (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. 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. ### (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.


### (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. 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. ### (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.


### (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. 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. ### (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 , aircraft operators or airports are 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.


### (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 as well as to restore and preserve the conditions for fair competition on the air transport market. ### (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 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. on 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 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.


### (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 as well as to restore and preserve the conditions for fair competition on the air transport market. ### (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 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.


### (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 as well as to restore and preserve the conditions for fair competition on the air transport market. ### (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 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. on 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 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.


### (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. such measures should contribute to meeting the union’s climate objectives by 2030 and 2050. ### (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.


### (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 solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped. ### (7) the communication on a sustainable and smart mobility strategy 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 for research on new aircraft engines and technologies.


### (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 solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped. ### (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 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.


### (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 solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped. ### (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 solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped and needs to be boosted at the union level.


### (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 solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped. ### (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 immediate emission reductions in the past decades. however , the global growth of air traffic has outpaced the sector’s emissions intensity 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.


### (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 solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped. ### (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.


### (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. ### (8) sustainable aviation fuels are 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. among 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.


### (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. ### (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.


### (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. ### (8) sustainable aviation fuels are 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. among 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.


### (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. ### (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.


### (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. ### (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;


### (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. ### (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 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.


### (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. ### (10) at global level , sustainable aviation fuels are regulated and 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.


### (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. ### (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.


### (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. ### (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.


### (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. ### (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.


### (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. ### (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.


### (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. ### (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 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.


### (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. ### (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.


### (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. ### (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.


### (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. ### (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 provided by directive (eu) 2018/2001 and 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.


### (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. ### (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 with 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.


### (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. ### (16) (does not affect english version.)


### (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. ### (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 , synthetic aviation fuels 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 and 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 environmental benefits in terms of greenhouse gas emission reduction and greenhouse gas intensity.


### (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. ### (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 provided for in directive (eu) 2018/2001 and 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.


### (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. ### (17) for sustainability reasons , only sustainable feed and food crop-based fuels should be eligible. concerns with indirect land-use change , which can occur when the cultivation of crops for biofuels displaces traditional production of crops for food and feed purposes , 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.


### (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. ### (17) given safeguards provided by articles 29 and 30 of directive (eu) 2018/2001 , feed and food crop-based fuels should be eligible. proper enforcement of this 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 this directive addresses the greenhouse gas savings of each crop for each production pathway. even if some feedstock does not reduce as much emissions as others , but is available in europe , produces also protein for livestock or is 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 article 29 of the directive (eu) 2018/2001 in 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.


### (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. ### (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. 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.