### (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. such additional demand increases the pressure on land and can lead to the extension of agricultural land into areas with high-carbon stock , such as forests , wetlands and peatland , causing additional greenhouse gas emissions and , with a high probability , further loss of biodiversity. 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 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. 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 the safeguards provided for in directive (eu) 2018/2001 , feed and food crop-based fuels should be eligible. proper enforcement of that directive with an appropriate track and trace system in place combined with establishing market conditions with tailored incentives should lead to ramping up alternative fuels market in the union. in addition , annex v of that directive addresses the greenhouse gas savings of each crop for each production way. 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 should be recommended to use the fuels where the feedstock is harvested under the sustainability criteria laid down in article 29 and 29(a) of that directive in particular during the green transition. furthermore , directive (eu) 2018/2001 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 decarbonisation.


### (18) a single , clear and robust sustainability framework is necessary to provide certainty for the aviation and fuels industries actors , on the eligibility of sustainable aviation fuels under this regulation. to ensure consistency with other related eu policies , the eligibility of sustainable aviation fuels should be determined according to compliance with the sustainability criteria established in article 29 of directive 2018/200112 . ### (18) a single , clear and robust sustainability framework is necessary to provide legal certainty and continuity for the aviation and fuels industries actors , on the eligibility of sustainable aviation fuels under this regulation. to ensure consistency with other related eu policies , the eligibility of sustainable aviation fuels should be determined according to compliance with the sustainability criteria established in article 29 of directive 2018/200112 .


### (18) a single , clear and robust sustainability framework is necessary to provide certainty for the aviation and fuels industries actors , on the eligibility of sustainable aviation fuels under this regulation. to ensure consistency with other related eu policies , the eligibility of sustainable aviation fuels should be determined according to compliance with the sustainability criteria established in article 29 of directive 2018/200112 . ### (18) a single , clear and robust sustainability framework is necessary to provide legal certainty for the aviation and fuels industries actors , on the eligibility of sustainable aviation fuels under this regulation. to ensure consistency with other related eu policies , the eligibility of sustainable aviation fuels should be determined according to compliance with the sustainability criteria established in article 29 of directive 2018/200112 .


### (19) the present regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. to avoid any distortions on the air services market , all union airports covered by this regulation should be supplied with uniform minimum shares of sustainable aviation fuels. whereas the market is free to supply and use larger quantities of sustainable fuel , this regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. it supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this regulation. in order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies , this regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. setting out a dedicated sub-obligation on synthetic aviation fuels is necessary in view of the significant decarbonisation potential of such fuels , and in view of their current estimated production costs. when produced from renewable electricity and carbon captured directly from the air , synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. they also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. however , synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. therefore , this regulation should establish a dedicated sub-obligation for this technology. other types of synthetic fuels , such as low carbon synthetic fuels achieving high greenhouse gas reductions , could be considered for inclusion in the scope of this regulation in the course of future revisions , where such fuels become defined under the renewable energy directive. ### (19) the present regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. to avoid any distortions on the air services market , all union airports covered by this regulation should be supplied with uniform minimum shares of sustainable aviation fuels. whereas the market is free to supply and use larger quantities of sustainable fuel , this regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. it supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this regulation. in order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies , this regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. setting out a dedicated sub-obligation on synthetic aviation fuels is necessary in view of the significant decarbonisation potential of such fuels , and in view of their current estimated production costs. when produced from renewable electricity and carbon captured directly from the air , synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. they also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. however , synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. therefore , this regulation should establish a dedicated sub-obligation for this technology which must be re-assessed in 2038 and adjusted according to the market development. other types of synthetic fuels , such as low carbon synthetic fuels achieving high greenhouse gas reductions , could be considered for inclusion in the scope of this regulation in the course of future revisions , where such fuels become defined under the renewable energy directive.


### (19) the present regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. to avoid any distortions on the air services market , all union airports covered by this regulation should be supplied with uniform minimum shares of sustainable aviation fuels. whereas the market is free to supply and use larger quantities of sustainable fuel , this regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. it supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this regulation. in order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies , this regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. setting out a dedicated sub-obligation on synthetic aviation fuels is necessary in view of the significant decarbonisation potential of such fuels , and in view of their current estimated production costs. when produced from renewable electricity and carbon captured directly from the air , synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. they also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. however , synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. therefore , this regulation should establish a dedicated sub-obligation for this technology. other types of synthetic fuels , such as low carbon synthetic fuels achieving high greenhouse gas reductions , could be considered for inclusion in the scope of this regulation in the course of future revisions , where such fuels become defined under the renewable energy directive. ### (19) the present regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. to avoid any distortions on the air services market , all union airports covered by this regulation should be supplied with uniform minimum shares of sustainable aviation fuels. whereas the market is free to supply and use larger quantities of sustainable fuel , this regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. it supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this regulation. in order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies , this regulation should set out gradually increasing minimum shares of sustainable aviation fuels over time. the commission should propose measures incentivising development and uptake of sustainable aviation fuels necessary in view of the significant decarbonisation potential of such fuels , and in view of their current estimated production costs. when produced from renewable electricity and carbon captured directly from the air , synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. they also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. however , synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. other types of synthetic fuels , such as low carbon synthetic fuels achieving high greenhouse gas reductions , are covered by the scope of this regulation.


### (19) the present regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. to avoid any distortions on the air services market , all union airports covered by this regulation should be supplied with uniform minimum shares of sustainable aviation fuels. whereas the market is free to supply and use larger quantities of sustainable fuel , this regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. it supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this regulation. in order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies , this regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. setting out a dedicated sub-obligation on synthetic aviation fuels is necessary in view of the significant decarbonisation potential of such fuels , and in view of their current estimated production costs. when produced from renewable electricity and carbon captured directly from the air , synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. they also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. however , synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. therefore , this regulation should establish a dedicated sub-obligation for this technology. other types of synthetic fuels , such as low carbon synthetic fuels achieving high greenhouse gas reductions , could be considered for inclusion in the scope of this regulation in the course of future revisions , where such fuels become defined under the renewable energy directive. ### (19) the present regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. to avoid any distortions on the air services market , all union airports covered by this regulation should be supplied with uniform minimum shares of sustainable aviation fuels. whereas the market is free to supply and use larger quantities of sustainable fuel , this regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. it supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this regulation. in order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies , this regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. the commission should propose measures in view of the significant decarbonisation potential of such fuels , and in view of their current estimated production costs. when produced from renewable electricity and carbon captured directly from the air , synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. they also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. however , synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. other types of synthetic fuels , such as low carbon synthetic fuels achieving high greenhouse gas reductions are covered by this regulation.


### (20) it is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to the aviation market without supply shortages. for this purpose , sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity accordingly. the supply of sustainable aviation fuels should become mandatory starting in 2025. similarly , in order to provide legal certainty and predictability to the market and drive investments durably towards sustainable aviation fuels production capacity , the terms of this regulation should be stable over a long period of time. ### (20) it is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to all the airports in the aviation market without supply shortages. for this purpose , sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity accordingly. the supply of sustainable aviation fuels should become mandatory starting in 2025. similarly , in order to provide legal certainty and predictability to the market and drive investments durably towards sustainable aviation fuels production capacity , the terms of this regulation should be stable over a long period of time.


### (20) it is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to the aviation market without supply shortages. for this purpose , sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity accordingly. the supply of sustainable aviation fuels should become mandatory starting in 2025. similarly , in order to provide legal certainty and predictability to the market and drive investments durably towards sustainable aviation fuels production capacity , the terms of this regulation should be stable over a long period of time. ### (20) it is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to the aviation market without supply shortages. for this purpose , sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity accordingly. the supply of sustainable aviation fuels should start in 2025. similarly , in order to provide legal certainty and predictability to the market and drive investments durably towards sustainable aviation fuels production capacity , the terms of this regulation should be stable over a long period of time.


### (21) with the introduction and ramp-up of sustainable aviation fuels at union airports , practices of fuel tankering may be exacerbated as a consequence of aviation fuel costs increases. tankering practices are unstainable and should be avoided as they undermine the union’s efforts to reduce environmental impacts from transport. those would be contrary to the aviation decarbonisation objectives as increased aircraft weight would increase fuel consumption and related emissions on a given flight. tankering practices also put at risk the level playing field in the union between aircraft operators , and also between airports. this regulation should therefore require aircraft operators to refuel prior to departure from a given union airport. the amount of fuel uplifted prior to departures from a given union airport should be commensurate with the amount of fuel necessary to operate the flights departing from that airport , taking into account the necessary compliance with fuel safety rules. the requirement ensures that equal conditions for operations in the union applying equally to union and foreign operators , while ensuring high level of environmental protection. as the regulation does not define a maximum share of sustainable aviation fuels in all aviation fuels , airlines and fuel suppliers may pursue more ambitious environmental policies with higher sustainable aviation fuels uptake and supply in their overall network of operations , while avoiding fuel tankering. ### (21) with the introduction and ramp-up of sustainable aviation fuels at union airports , practices of fuel tankering may be exacerbated as a consequence of aviation fuel costs increases. tankering practices are unstainable and should be avoided as they undermine the union’s efforts to reduce environmental impacts from transport. those would be contrary to the aviation decarbonisation objectives as increased aircraft weight would increase fuel consumption and related emissions on a given flight. tankering practices also put at risk the level playing field in the union between aircraft operators , and also between airports. this regulation should therefore require aircraft operators to refuel prior to departure from a given union airport. the amount of fuel uplifted prior to departures from a given union airport should be commensurate with the amount of fuel necessary to operate the flights departing from that airport , taking into account the necessary compliance with fuel safety rules and operation standards. the requirement ensures that equal conditions for operations in the union applying equally to union and foreign operators , at least for part of their flights , while ensuring high level of environmental protection. for a level playing field between intra-eu and extra-eu flights , the commission should regularly monitor , evaluate and report on fuel tankering cases and present to the parliament and the council 3 years after the entry into force of this regulation compensatory measures , if needed.


### (22) airports covered by this regulation should ensure that all the necessary infrastructure is provided for delivery , storage and refuelling of sustainable aviation fuel , so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. if necessary , the agency should be able to require a union airport to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. the role of the agency should allow airports and airlines to have a common focal point , in the event where technical clarification is necessary on the availability of fuel infrastructure. ### (22) airports and the relevant parties involved in fuel supply covered by this regulation should ensure that all the necessary infrastructure is provided for delivery , storage and refuelling of sustainable aviation fuel , so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. if necessary , the agency should be able to require a union airport and the relevant parties involved in fuel supply to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. the role of the agency should allow airports and airlines to have a common focal point , in the event where technical clarification is necessary on the availability of fuel infrastructure.


### (22) airports covered by this regulation should ensure that all the necessary infrastructure is provided for delivery , storage and refuelling of sustainable aviation fuel , so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. if necessary , the agency should be able to require a union airport to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. the role of the agency should allow airports and airlines to have a common focal point , in the event where technical clarification is necessary on the availability of fuel infrastructure. ### (22) airports covered by this regulation should ensure that all the necessary infrastructure is provided for delivery , storage and refuelling of sustainable aviation fuel , so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. if necessary , the european union aviation safety agency (easa) should be able to require a union airport to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. the role of the agency should allow airports and airlines to have a common focal point , in the event where technical clarification is necessary on the availability of fuel infrastructure.


### (22) airports covered by this regulation should ensure that all the necessary infrastructure is provided for delivery , storage and refuelling of sustainable aviation fuel , so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. if necessary , the agency should be able to require a union airport to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. the role of the agency should allow airports and airlines to have a common focal point , in the event where technical clarification is necessary on the availability of fuel infrastructure. ### (22) the relevant parties in fuel supply covered by this regulation should ensure that all the necessary infrastructure is provided for delivery , storage and refuelling of sustainable aviation fuel , so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. if necessary , the agency should be able to require to the relevant parties in fuel supply at union airports to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. the role of the agency should allow airports and airlines to have a common focal point , in the event where technical clarification is necessary on the availability of fuel infrastructure.


### (27) it is essential that aircraft operators can claim the use of sustainable aviation fuels under greenhouse gas schemes such as the eu emissions trading system or corsia , depending on the route of their flights. however , it is essential that this regulation should not lead to a double counting of emissions reductions. aircraft operators should only be allowed to claim benefits for the use of an identical batch of sustainable aviation fuels once. fuel suppliers should be requested to provide free of charge to aircraft operators any information pertaining to the properties of the sustainable aviation fuel sold to that aircraft operator and that is relevant for reporting purposes by the aircraft operator under this regulation or greenhouse gas schemes. ### (27) it is essential that aircraft operators can claim the use of sustainable aviation fuels under greenhouse gas schemes such as the eu emissions trading system or corsia , depending on the route of their flights. at the same time , however , it must be ensured that this regulation should not lead to a double counting of emissions reductions. aircraft operators should only be allowed to claim benefits for the use of an identical batch of sustainable aviation fuels once. fuel suppliers should be requested to provide free of charge to aircraft operators any information pertaining to the properties of the sustainable aviation fuel sold to that aircraft operator and that is relevant for reporting purposes by the aircraft operator under this regulation or greenhouse gas schemes.


### (28) in order to ensure a level playing field of the aviation internal market and the adherence to the climate ambitions of the union , this regulation should introduce effective , proportionate and dissuasive penalties on aviation fuel suppliers and aircraft operators in case of non-compliance. the level of the penalties needs to be proportionate to the environmental damage and to the prejudice to the level-playing field of the internal market inflicted by the non-compliance. when imposing administrative fines , the authorities should take into account the evolution of the price of aviation fuel and sustainable aviation fuel in the reporting year; ### (28) in order to ensure a level playing field of the aviation internal market and the adherence to the climate ambitions of the union , this regulation should introduce effective , proportionate and dissuasive penalties on drop-in aviation fuel suppliers and aircraft operators in case of non-compliance. the level of the penalties needs to be proportionate to the environmental damage and to the prejudice to the level-playing field of the internal market inflicted by the non-compliance. when imposing administrative fines , the authorities should take into account the evolution of the price of aviation fuel and sustainable aviation fuel in the reporting year; penalties might only be imposed on drop-in aviation fuel suppliers and aircraft operators.


### (28) in order to ensure a level playing field of the aviation internal market and the adherence to the climate ambitions of the union , this regulation should introduce effective , proportionate and dissuasive penalties on aviation fuel suppliers and aircraft operators in case of non-compliance. the level of the penalties needs to be proportionate to the environmental damage and to the prejudice to the level-playing field of the internal market inflicted by the non-compliance. when imposing administrative fines , the authorities should take into account the evolution of the price of aviation fuel and sustainable aviation fuel in the reporting year; ### (28) in order to ensure a level playing field of the aviation internal market and the adherence to the climate ambitions of the union , member states should introduce effective , proportionate and dissuasive penalties on aviation fuel suppliers and aircraft operators in case of non-compliance. the level of the penalties needs to be proportionate to the negative impacts on the environment and to the prejudice to the level-playing field of the internal market inflicted by the non-compliance. when imposing administrative fines , the authorities should take into account the evolution of the price of aviation fuel and sustainable aviation fuel in the reporting year;


### (29) the penalties for the suppliers who fail to meet the targets set in this regulation should be complemented by the obligation to supply the market with the shortfall of meeting the quota in the subsequent year; ### (29) the penalties for the suppliers who fail to meet the targets set in this regulation should be complemented by the obligation to supply the market with the shortfall of meeting the quota in the subsequent year , under the condition of availability of feedstock and provided that such an obligation does not constitute a dual penalty.


### (29) the penalties for the suppliers who fail to meet the targets set in this regulation should be complemented by the obligation to supply the market with the shortfall of meeting the quota in the subsequent year; ### (29) the penalties for the suppliers of drop-in saf who fail to meet the targets set in this regulation should be complemented by the obligation to supply the market with the shortfall of meeting the quota in the subsequent year;


### (30) this regulation should include provisions for periodic reports to the european parliament and the council on the evolution of the aviation and fuels markets , the effectiveness of key features of the regulation such as the minimum shares of sustainable aviation fuels , the level of administrative fines or policy developments on sustainable aviation fuels uptake at international level. such elements are key to provide a clear state of play of the sustainable aviation fuels market and should be taken into account when considering a revision of the regulation. ### (30) this regulation should include provisions for periodic reports to the european parliament and the council on the evolution of the aviation and fuels markets , the effectiveness of key features of the regulation such as the minimum shares of sustainable aviation fuels , the level of administrative fines or policy developments on sustainable aviation fuels uptake at international level. such elements are key to provide a clear state of play of the sustainable aviation fuels market and should be taken into account when considering a revision of the regulation , and set new targets , where appropriate. in addition , the commission should conduct a comprehensive impact assessment on the effect of the entire 'fit for 55' legislative package , including in-depth analysis on union competitiveness , carbon leakage , potential risk of mobility reduction and cost effectiveness of greenhouse gas emissions reductions.


### (30) this regulation should include provisions for periodic reports to the european parliament and the council on the evolution of the aviation and fuels markets , the effectiveness of key features of the regulation such as the minimum shares of sustainable aviation fuels , the level of administrative fines or policy developments on sustainable aviation fuels uptake at international level. such elements are key to provide a clear state of play of the sustainable aviation fuels market and should be taken into account when considering a revision of the regulation. ### (30) this regulation should include provisions for periodic reports to the european parliament and the council on the evolution of the aviation and fuels markets , the effectiveness of key features of the regulation such as the minimum shares of sustainable aviation fuels , the level of administrative fines or policy developments on sustainable aviation fuels uptake at international level , impact on union and international competitiveness , consumer price evolution , fuel tankering cases , and pre-routing by non-eu airlines. such elements are key to provide a clear state of play of the sustainable aviation fuels market and should be taken into account when considering a revision of the regulation or additional support mechanisms for affected industries.


### (31) a transitional period of 5 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers , union airports and aircraft operators to make the necessary technological and logistical investments. during this phase , aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports. ### (31) a transitional period of 5 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers , union airports and the relevant parties involved in fuel supply , and aircraft operators to make the necessary technological and logistical investments. during this phase , aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports.


### (31) a transitional period of 5 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers , union airports and aircraft operators to make the necessary technological and logistical investments. during this phase , aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports. ### (31) a transitional period of 4 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers , union airports and aircraft operators to make the necessary technological and logistical investments. during this phase , aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports.


### (31) a transitional period of 5 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers , union airports and aircraft operators to make the necessary technological and logistical investments. during this phase , aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports. ### (31) a transitional period of 5 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers , union airports and aircraft operators to make the necessary technological and logistical investments. during this phase , aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports. in addition , the commission should conduct an impact assessment investigating the effect of all fit for 55 proposals , including in-depth analysis on the union's competitiveness , potential risk of mobility reduction and cost effectiveness of greenhouse gas emissions reductions.


### this regulation shall apply to aircraft operators , union airports , and to aviation fuel suppliers. ### this regulation shall apply to aircraft operators , union airports and the relevant parties in fuel supply and to aviation fuel suppliers.


### — ‘union airport’ means an airport as defined in article 2(2) of directive 2009/12/ec of the european parliament and of the council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period , and is not situated in an outermost region , as listed in article 349 of the treaty on the functioning of the european union; ### — ‘union airport’ means an airport as defined in article 2(2) of directive 2009/12/ec of the european parliament and of the council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period , and is not situated in an outermost region , as listed in article 349 of the treaty on the functioning of the european union. if any union airport meets the exemption requirements , it may still opt to be covered by this regulation. the member state shall report that information to the commission.


### — ‘union airport’ means an airport as defined in article 2(2) of directive 2009/12/ec of the european parliament and of the council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period , and is not situated in an outermost region , as listed in article 349 of the treaty on the functioning of the european union; ### — ‘union airport’ means an airport as defined in article 2(1) of directive 2009/12/ec of the european parliament and of the council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period , and is not situated in an outermost region , as listed in article 349 of the treaty on the functioning of the european union;


### — ‘union airport’ means an airport as defined in article 2(2) of directive 2009/12/ec of the european parliament and of the council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period , and is not situated in an outermost region , as listed in article 349 of the treaty on the functioning of the european union; ### — ‘union airport’ means an airport as defined in article 2(2) of directive 2009/12/ec of the european parliament and of the council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100 000 tons in the reporting period , and is not situated in an outermost region , as listed in article 349 of the treaty on the functioning of the european union; where a union airport meets the exemption requirements , it may still opt to be covered by this regulation; the member state on the territory of which the airport in question is located shall report that information to the commission;


### — ‘union airport’ means an airport as defined in article 2(2) of directive 2009/12/ec of the european parliament and of the council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period , and is not situated in an outermost region , as listed in article 349 of the treaty on the functioning of the european union; ### — ‘union airport’ ‘means an airport as defined in article 2(1) of directive 2009/12/ec of the european parliament and of the council provided that it is primarily used for commercial air’;


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


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


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


### — ‘sustainable aviation fuels’ (‘saf’) means drop-in aviation fuels that are either synthetic aviation fuels , advanced biofuels as defined in article 2 , second paragraph , point 34 of directive (eu) 2018/2001 , or biofuels produced from the feedstock listed in part b of annex ix to that directive , which comply with the sustainability and greenhouse gas emissions criteria laid down in article 29(2) to (7) of that directive and are certified in accordance with article 30 of this directive; ### — ‘sustainable aviation fuels’ (‘saf’) means drop-in aviation fuels that are either synthetic aviation fuels or biofuels with the exception of biofuels produced from ‘food and feed crops’ as defined in article 2 , second paragraph , point 40 of directive (eu) 2018/2001 and which comply with sustainability and greenhouse gas emissions criteria laid down in article 29 of that directive and are certified in accordance with article 30 of this directive;


### — ‘sustainable aviation fuels’ (‘saf’) means drop-in aviation fuels that are either synthetic aviation fuels , advanced biofuels as defined in article 2 , second paragraph , point 34 of directive (eu) 2018/2001 , or biofuels produced from the feedstock listed in part b of annex ix to that directive , which comply with the sustainability and greenhouse gas emissions criteria laid down in article 29(2) to (7) of that directive and are certified in accordance with article 30 of this directive; ### — ‘sustainable aviation fuels’ (‘saf’) means fuels which save 70% of greenhouse gases as compared with fossil fuels , in line with directive (eu) 2018/2001 and complying with the sustainability and greenhouse gas emissions criteria laid down in article 29 of that directive and are certified in accordance with article 30 of this directive;


### — ‘sustainable aviation fuels’ (‘saf’) means drop-in aviation fuels that are either synthetic aviation fuels , advanced biofuels as defined in article 2 , second paragraph , point 34 of directive (eu) 2018/2001 , or biofuels produced from the feedstock listed in part b of annex ix to that directive , which comply with the sustainability and greenhouse gas emissions criteria laid down in article 29(2) to (7) of that directive and are certified in accordance with article 30 of this directive; ### — ‘sustainable aviation fuels’ (‘saf’) means drop-in aviation fuels that are either synthetic aviation fuels or biofuels in aviation produced respecting the sustainability criteria set in directive (eu) 2018/2001 , which comply with the sustainability and greenhouse gas emissions criteria laid down in article 29(2) to (7) of that directive and are certified in accordance with article 30 of this directive;


### — ‘sustainable aviation fuels’ (‘saf’) means drop-in aviation fuels that are either synthetic aviation fuels , advanced biofuels as defined in article 2 , second paragraph , point 34 of directive (eu) 2018/2001 , or biofuels produced from the feedstock listed in part b of annex ix to that directive , which comply with the sustainability and greenhouse gas emissions criteria laid down in article 29(2) to (7) of that directive and are certified in accordance with article 30 of this directive; ### — ‘sustainable aviation fuels’ (‘saf’) means fuels which save at least 70 % of greenhouse gases as compared with fossil fuels , in line with directive (eu) 2018/2001 , complying with the sustainability and greenhouse gas emissions criteria laid down in that directive and are certified in accordance with article 30 of this directive;


### — ‘sustainable aviation fuels’ (‘saf’) means drop-in aviation fuels that are either synthetic aviation fuels , advanced biofuels as defined in article 2 , second paragraph , point 34 of directive (eu) 2018/2001 , or biofuels produced from the feedstock listed in part b of annex ix to that directive , which comply with the sustainability and greenhouse gas emissions criteria laid down in article 29(2) to (7) of that directive and are certified in accordance with article 30 of this directive; ### — ‘sustainable aviation fuels’ (‘saf’) means drop-in and non-drop in aviation fuels that are either hydrogen , synthetic aviation fuels or biofuels of low iluc risk , which comply with the sustainability and greenhouse gas emissions criteria laid down in article 29(2) to (7) of that directive and are certified in accordance with article 30 of this directive;


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


### — ‘synthetic aviation fuels’ means fuels that are renewable fuels of non-biological origin , as defined in article 2 , second paragraph , point 36 of directive (eu) 2018/2001 , used in aviation; ### — deletion


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


### — ‘reporting year’ means a period of one year in which the reports referred to in articles 7 and 9 are to be submitted starting 1 january and ending 31 december; ### — (does not affect english version.)


### — ‘reporting period’ means a period from 1 january until 31 december of the year preceding the reporting year; ### — (does not affect english version.)


### — ‘yearly aviation fuel required’ means the amount of aviation fuel necessary to operate the totality of commercial air transport flights operated by an aircraft operator , departing from a given union airport , over the course of a reporting period; ### — ‘yearly aviation fuel required’ means the amount of aviation fuel defined as trip fuel and taxi fuel in accordance with easa fuel policy , necessary to operate the totality of commercial air transport flights operated by an aircraft operator , departing from a given union airport , over the course of a reporting period , taking into account operational restrictions and supply shortages;


### — ‘yearly aviation fuel required’ means the amount of aviation fuel necessary to operate the totality of commercial air transport flights operated by an aircraft operator , departing from a given union airport , over the course of a reporting period; ### — ‘yearly aviation fuel required’ means the amount of aviation fuel defined as trip fuel and taxi fuel in accordance with easa fuel policy ,necessary to operate the totality of commercial air transport flights operated by an aircraft operator , departing from a given union airport , over the course of a reporting period. the amount includes operational restrictions and supply shortages;


### — ‘yearly non-tanked quantity’ means the difference between the yearly aviation fuel required and the actual fuel uplifted by an aircraft operator prior to flights departing from a given union airport , over the course of a reporting period; ### — ‘yearly non-tanked quantity’ means the difference between the yearly aviation fuel required as defined as trip fuel and taxi fuel in accordance with easa fuel policy and the actual fuel uplifted by an aircraft operator prior to flights departing from a given union airport , over the course of a reporting period;


### — ‘yearly non-tanked quantity’ means the difference between the yearly aviation fuel required and the actual fuel uplifted by an aircraft operator prior to flights departing from a given union airport , over the course of a reporting period; ### — ‘yearly non-tanked quantity’ means the difference between the yearly aviation fuel and the actual fuel uplifted by an aircraft operator prior to flights departing from a given union airport , over the course of a reporting period , as defined as trip fuel and taxi fuel in accordance with easa fuel policy;


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


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


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


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


### aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each union airport contains a minimum share of sustainable aviation fuel , including a minimum share of synthetic aviation fuel in accordance with the values and dates of application set out in annex i. ### aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at union airports covered by this regulation contain a minimum share of sustainable aviation fuel in accordance with the values and dates of application set out in annex i.


### aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each union airport contains a minimum share of sustainable aviation fuel , including a minimum share of synthetic aviation fuel in accordance with the values and dates of application set out in annex i. ### aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at union airports , covered by this regulation , contain a minimum share of sustainable aviation fuel , in accordance with the values and dates of application set out in annex i.


### without prejudice to the application of article 11(3) and (4) , where an aviation fuel supplier fails to supply the minimum shares set out in annex i for a given reporting period , it shall at least complement that shortfall in the subsequent reporting period. ### without prejudice to the application of article 11(3) and (4) , where an aviation fuel supplier fails to supply the minimum shares set out in annex i for a given reporting period , it shall increase its supply by at least those undelivered shares in the subsequent reporting period.


### without prejudice to the application of article 11(3) and (4) , where an aviation fuel supplier fails to supply the minimum shares set out in annex i for a given reporting period , it shall at least complement that shortfall in the subsequent reporting period. ### without prejudice to the application of article 11(3) and (4) , where an aviation fuel supplier fails to supply the minimum shares set out in annex i for a given reporting period , it shall report the reasons for saf shortage to the european union aviation safety agency. the commission may request that the aviation fuel supplier complement that short fall in the subsequent reporting period , where possible , subject to availability of feedstock.


### without prejudice to the application of article 11(3) and (4) , where an aviation fuel supplier fails to supply the minimum shares set out in annex i for a given reporting period , it shall at least complement that shortfall in the subsequent reporting period. ### without prejudice to the application of article 11(3) and (4) , where an aviation fuel supplier fails to supply the minimum shares set out in annex i for a given reporting period , it shall report the reasons for saf shortage to the european union aviation safety agency. the commission may request that the aviation fuel supplier complement that shortfall in the subsequent reporting period , if the causes are not related with aviation fuel unavailability.


### the yearly quantity of aviation fuel uplifted by a given aircraft operator at a given union airport shall be at least 90% of the yearly aviation fuel required. ### the yearly quantity of aviation fuel uplifted by a given aircraft operator at a given union airport shall be at least 90% of the yearly aviation fuel required , taking into account the necessary compliance with fuel safety rules.


### the yearly quantity of aviation fuel uplifted by a given aircraft operator at a given union airport shall be at least 90% of the yearly aviation fuel required. ### the yearly quantity of aviation fuel uplifted by a given aircraft operator at a given union airport shall be at least 70% of the yearly aviation fuel required.


### the yearly quantity of aviation fuel uplifted by a given aircraft operator at a given union airport shall be at least 90% of the yearly aviation fuel required. ### the yearly quantity of aviation fuel uplifted by a given aircraft operator purchased from an aviation fuel supplier at a given union airport shall be at least 90% of the yearly aviation fuel required.


### the yearly quantity of aviation fuel uplifted by a given aircraft operator at a given union airport shall be at least 90% of the yearly aviation fuel required. ### the yearly quantity of aviation fuel uplifted by a given aircraft operator at a given union airport shall be at least 70 % of the yearly aviation fuel required.


### obligations of union airports to provide the infrastructure ### obligations of union airports and the relevant parties involved in fuel supply to provide the infrastructure


### obligations of union airports to provide the infrastructure ### obligations of stakeholders to provide the infrastructure to union airports


### obligations of union airports to provide the infrastructure ### obligations of the relevant parties in fuel supply to provide the infrastructure


### union airports shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with annex i and , shall provide the infrastructure necessary for the delivery , storage and uplifting of such fuels. ### union airports and ground-handling service providers shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with annex i and , shall provide the infrastructure necessary for the delivery , storage and uplifting of such fuels.


### union airports shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with annex i and , shall provide the infrastructure necessary for the delivery , storage and uplifting of such fuels. ### union airports and the relevant parties involved in fuel supply shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with annex i and , shall provide the infrastructure necessary for the delivery , storage and uplifting of such fuels.


### union airports shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with annex i and , shall provide the infrastructure necessary for the delivery , storage and uplifting of such fuels. ### parties involved in fuel supply at union airports shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with annex i and , shall provide the infrastructure necessary for the delivery , storage and uplifting of such fuels.


### union airports shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with annex i and , shall provide the infrastructure necessary for the delivery , storage and uplifting of such fuels. ### union airports or responsible fuel suppliers shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with annex i and , shall provide the infrastructure necessary for the delivery , storage and uplifting of such fuels.


### where aircraft operators report difficulties to the european union aviation safety agency (‘the agency’) in accessing aviation fuels containing sustainable aviation fuels at a given union airport for lack of adequate airport infrastructure , the agency may request the union airport to provide the information necessary to prove compliance with paragraph 1. the union airport concerned shall provide the information without undue delay. ### where aircraft operators report difficulties to the european union aviation safety agency (‘the agency’) in accessing aviation fuels containing sustainable aviation fuels at a given union airport for lack of adequate infrastructure , the agency may request the union airport and the relevant parties involved in fuel supply to provide the information necessary to prove compliance with paragraph 1. the union airport and the relevant parties involved in fuel supply shall provide the information without undue delay.


### where aircraft operators report difficulties to the european union aviation safety agency (‘the agency’) in accessing aviation fuels containing sustainable aviation fuels at a given union airport for lack of adequate airport infrastructure , the agency may request the union airport to provide the information necessary to prove compliance with paragraph 1. the union airport concerned shall provide the information without undue delay. ### where aircraft operators report difficulties to the european union aviation safety agency (‘the agency’) in accessing aviation fuels containing sustainable aviation fuels at a given union airport for lack of adequate infrastructure , the agency may request that stakeholders involved in supplying this airport with fuel provide the information necessary to prove compliance with paragraph 1. the union airport concerned shall provide the information without undue delay.


### where aircraft operators report difficulties to the european union aviation safety agency (‘the agency’) in accessing aviation fuels containing sustainable aviation fuels at a given union airport for lack of adequate airport infrastructure , the agency may request the union airport to provide the information necessary to prove compliance with paragraph 1. the union airport concerned shall provide the information without undue delay. ### where aircraft operators report difficulties to the european union aviation safety agency (‘the agency’) in accessing aviation fuels containing sustainable aviation fuels at a given union airport for lack of adequate airport infrastructure , the agency may request the parties involved in fuel supply at union airports to provide the information necessary to prove compliance with paragraph 1. the parties concerned shall provide the information without undue delay.


### the agency shall assess the information received and inform the commission if such information allows to conclude that the union airport does not fulfil its obligations. union airports shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the regulation or after the year when they exceed one of the thresholds in article 3(a). ### the agency shall assess the information received and inform the commission if such information allows to conclude that the union airport does not fulfil its obligations. union airports shall take action pursuant to the first subparagraph of this article up to 5 years from entry into force of the regulation. where , in the year preceding the year of entry into force of the regulation , passenger traffic at an airport was less than 1 million passengers or freight traffic was less than 100 000 tonnes , the airport shall adopt the measure referred to in the first subparagraph within 10 years of the entry into force of the regulation.


### the agency shall assess the information received and inform the commission if such information allows to conclude that the union airport does not fulfil its obligations. union airports shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the regulation or after the year when they exceed one of the thresholds in article 3(a). ### the agency shall assess the information received and inform the commission if such information allows to conclude that the stakeholders are not fulfilling their obligations. stakeholders involved in fuel supply shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the regulation or after the year when they exceed one of the thresholds in article 3(a).


### the agency shall assess the information received and inform the commission if such information allows to conclude that the union airport does not fulfil its obligations. union airports shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the regulation or after the year when they exceed one of the thresholds in article 3(a). ### the agency shall assess the information received and inform the commission if such information allows to conclude that the union airport and the relevant parties involved in fuel supply does not fulfil its obligations. union airports and the relevant parties involved in fuel supply shall take the necessary measures to identify and address the lack of adequate infrastructure in 5 years after the entry into force of the regulation.


### the agency shall assess the information received and inform the commission if such information allows to conclude that the union airport does not fulfil its obligations. union airports shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the regulation or after the year when they exceed one of the thresholds in article 3(a). ### the agency shall assess the information received and inform the commission if such information allows to conclude that the parties involved in fuel supply at union airports do not fulfil their obligations. the parties involved in fuel supply at union airports shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the regulation.


### by 31 march of each reporting year , aircraft operators shall report the following information to the agency: ### by 31 march of each reporting year , aircraft operators shall report the following information to the agency , if provided by the fuel supplier:


### by 31 march of each reporting year , aircraft operators shall report the following information to the agency: ### by 31 march of each reporting year , aircraft operators shall report the following information to the agency , where such information is provided by the fuel supplier:


### the total amount of sustainable aviation fuel purchased from aviation fuel suppliers , for the purpose of operating their flights departing from union airports , expressed in tonnes. ### deleted


### for each purchase of sustainable aviation fuel , the name of the aviation fuel supplier , the amount purchased expressed in tonnes , the conversion technology , the characteristics and origin of the feedstock used for production , and the lifecycle emissions of the sustainable aviation fuel. where one purchase includes sustainable aviation fuels with differing characteristics , the report shall provide this information for each type of sustainable aviation fuel. ### for each purchase of sustainable aviation fuel , the name of the aviation fuel supplier , the total amount purchased expressed in tonnes , the conversion technology , the characteristics and origin of the feedstock used for production , and the lifecycle emissions of the sustainable aviation fuel. where one purchase includes sustainable aviation fuels with differing characteristics , the report shall provide this information for each type of sustainable aviation fuel.


### aircraft operators shall not claim benefits for the use of an identical batch of sustainable aviation fuels under more than one greenhouse gas scheme. together with the report referred to in article 7 , aircraft operators shall provide the agency with: ### aircraft operators shall not be required to surrender allowances under the eu ets scheme for the uplifting of sustainable aviation fuels in accordance with directive 2003/87/ec. until 1 january 2030 aircraft operators shall be temporarily able to claim free allowances for the sustainable aviation fuels especially for the uptake of synthetic aviation fuels in accordance with article [3c (new)] directive 2003/87/ec. aircraft operators shall not claim benefits for the use of an identical batch of sustainable aviation fuels under more than one greenhouse gas scheme. together with the report referred to in article 7 , aircraft operators shall provide the agency with:


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


### a declaration of greenhouse gas schemes they participate in and in which the use of sustainable aviation fuels may be reported; ### (does not affect english version.)


### for the purpose of reporting sustainable aviation fuels use under the provisions of article 7 of this regulation , or under a greenhouse gas scheme , aviation fuel suppliers shall provide aircraft operators with the relevant information free of charge. ### for the purpose of reporting sustainable aviation fuels use under the provisions of article 7 of this regulation , or under a greenhouse gas scheme , aviation fuel suppliers shall provide aircraft operators with the relevant information free of charge , not later than 31 january of each reporting year.


### for the purpose of reporting sustainable aviation fuels use under the provisions of article 7 of this regulation , or under a greenhouse gas scheme , aviation fuel suppliers shall provide aircraft operators with the relevant information free of charge. ### for the purpose of reporting sustainable aviation fuels use under the provisions of article 7 of this regulation , or under a greenhouse gas scheme , aviation fuel suppliers shall provide aircraft operators with the relevant information free of charge , no later than 31 january.


### for the purpose of reporting sustainable aviation fuels use under the provisions of article 7 of this regulation , or under a greenhouse gas scheme , aviation fuel suppliers shall provide aircraft operators with the relevant information free of charge. ### (does not affect english version.)


### by 31 march of each reporting year , aviation fuel suppliers shall report in the union database referred to in article 28 of directive (eu) 2018/2001 , the following information relative to the reporting period: ### by 31 january of each reporting year , aviation fuel suppliers shall report in the union database referred to in article 28 of directive (eu) 2018/2001 , the following information relative to the reporting period:


### by 31 march of each reporting year , aviation fuel suppliers shall report in the union database referred to in article 28 of directive (eu) 2018/2001 , the following information relative to the reporting period: ### by 31 march of each year , aviation fuel suppliers shall report in the union database referred to in article 28 of directive (eu) 2018/2001 , the following information relative to the reporting period:


### the volume of sustainable aviation fuel supplied at each union airport , and for each type of sustainable aviation fuel , as detailed in point c); ### the volume of sustainable aviation fuel supplied at each union airport , and for each type of sustainable aviation fuel , as laid down in point c);


### the lifecycle emissions , origin of feedstock and conversion process of each sustainable aviation fuel type supplied at union airports. ### the lifecycle emissions of sustainable aviation fuel , the characteristics and origin of feedstock and conversion process of each sustainable aviation fuel type supplied at union airports.


### (1) member states shall designate the competent authority or authorities responsible for enforcing the application of this regulation and for imposing the fines for aircraft operators , union airports and fuel suppliers. member states shall inform the commission thereof. ### (1) member states shall designate the competent authority or authorities responsible for enforcing the application of this regulation and for imposing the fines for aircraft operators , union airports and the relevant parties involved in fuel supply , and fuel suppliers. member states shall inform the commission thereof.


### (1) member states shall designate the competent authority or authorities responsible for enforcing the application of this regulation and for imposing the fines for aircraft operators , union airports and fuel suppliers. member states shall inform the commission thereof. ### (1) member states shall designate the competent authority or authorities responsible for enforcing the application of this regulation and for imposing the fines for aircraft operators , union airports and the relevant parties in fuel supply and fuel suppliers. member states shall inform the commission thereof.


### (3) the competent authorities in respect of an aircraft operator shall be determined pursuant to commission regulation (ec) no 748/200916 . ### (3) the competent authority or authorities , depending on the particular situation of a member state , in respect of an aircraft operator shall be determined pursuant to commission regulation (ec) no 748/200916 .


### (3) the competent authorities in respect of an aircraft operator shall be determined pursuant to commission regulation (ec) no 748/200916 . ### (3) the competent authority or authorities , depending on particular situation of a member state , in respect of an aircraft operator shall be determined pursuant to commission regulation (ec) no 748/200916 .


### (4) the competent authorities in respect of union airports shall be determined on the basis of the respective territorial jurisdiction. ### (4) the competent authority or authorities , depending on the particular situation of a member state , in respect of union airports shall be determined on the basis of the respective territorial jurisdiction.


### (4) the competent authorities in respect of union airports shall be determined on the basis of the respective territorial jurisdiction. ### (4) the competent authority or authorities , depending on particular situation of a member state , in respect of union airports shall be determined on the basis of the respective territorial jurisdiction.


### (5) the competent authorities in respect of aviation fuel suppliers shall be determined pursuant to their member state of establishment. ### (5) the competent authority or authorities , depending on the particular situation of a member state , in respect of aviation fuel suppliers shall be determined pursuant to their member state of establishment.


### (5) the competent authorities in respect of aviation fuel suppliers shall be determined pursuant to their member state of establishment. ### (5) the competent authority or authorities , depending on particular situation of a member state , in respect of aviation fuel suppliers shall be determined pursuant to their member state of establishment.


### (1) member states shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this regulation and shall take all measures necessary to ensure that they are implemented. the penalties provided for must be effective , proportionate and dissuasive. member states shall notify these provisions to the commission by 31 december 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them. ### (1) member states shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this regulation and shall take all measures necessary to ensure that they are implemented. the penalties provided for must be effective , proportionate and dissuasive and must be applied only to drop-in sustainable aviation fuels and not to other types of alternative fuels or technologies. member states shall notify these provisions to the commission by 31 december 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them.


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


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


### (2) member states shall ensure that any aircraft operator failing to comply with the obligations laid down in article 5 is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the yearly average price of aviation fuel per tonne and of the total yearly non-tanked quantity; ### (2) any aircraft operator failing to comply with the obligations laid down in article 5 is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the yearly average price of aviation fuel per tonne and of the total yearly non-tanked quantity;


### (2) member states shall ensure that any aircraft operator failing to comply with the obligations laid down in article 5 is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the yearly average price of aviation fuel per tonne and of the total yearly non-tanked quantity; ### (2) member states shall ensure that any aircraft operator failing to comply with the obligations laid down in article 5 is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the yearly average price of sustainable aviation fuel per tonne and of the total yearly non-tanked quantity;


### (3) member states shall ensure that any aviation fuel supplier failing to comply with the obligations laid down in article 4 relative to the minimum share of sustainable aviation fuels is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the difference between the yearly average price of conventional aviation fuel and sustainable aviation fuel per tonne and of the quantity of aviation fuels not complying with the minimum share referred to in article 4 and annex i; ### (3) any aviation fuel supplier failing to comply with the obligations laid down in article 4 relative to the minimum share of sustainable aviation fuels is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the difference between the yearly average price of conventional aviation fuel and sustainable aviation fuel per tonne and of the quantity of aviation fuels not complying with the minimum share referred to in article 4 and annex i;


### (4) member states shall ensure that any aviation fuel supplier failing to comply with the obligations laid down in article 4 relative to the minimum share of synthetic aviation fuels is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the difference between the yearly average price of synthetic aviation fuel and conventional aviation fuel per tonne and of the quantity of the aviation fuel not complying with the minimum share referred to in article 4 and annex i; ### deleted


### (5) in the decision imposing the administrative fines referred to in paragraphs 3 and 4 , the competent authority shall explain the methodology applied for the determination of the price of aviation fuel , sustainable aviation fuel and synthetic aviation fuel on the union market , based on verifiable and objective criteria; ### (5) in the decision imposing the administrative fines referred to in paragraphs 2 and 3 , the competent authority shall explain the methodology applied for the determination of the price of aviation fuel and sustainable aviation fuel on the union market , based on verifiable and objective criteria;


### (5) in the decision imposing the administrative fines referred to in paragraphs 3 and 4 , the competent authority shall explain the methodology applied for the determination of the price of aviation fuel , sustainable aviation fuel and synthetic aviation fuel on the union market , based on verifiable and objective criteria; ### (5) in the decision imposing the administrative fines referred to in paragraphs 2 , 3 and 4 , the competent authority shall explain the methodology applied for the determination of the price of aviation fuel , sustainable aviation fuel and synthetic aviation fuel on the union market , based on verifiable and objective criteria;


### (6) member states shall ensure that any aviation fuel supplier which has accumulated a shortfall from the obligation laid down in article 4 relative to the minimum share of sustainable aviation fuels or of synthetic fuels in a given reporting period , shall supply the market in the subsequent reporting period with a quantity of that respective fuel equal to that shortfall , additional to their reporting period obligation. fulfilling this obligation shall not exonerate the fuel supplier from the obligation to pay the penalties laid out in paragraphs 3 and 4 of this article; ### (6) member states shall ensure that any aviation fuel supplier which has accumulated a shortfall from the obligation laid down in article 4 relative to the minimum share of sustainable aviation fuels in a given reporting period , shall undertake all possible efforts to supply the market , if the reasons for saf shortage are not related with unavailability of the feedstock in the union , in the subsequent reporting period with a quantity of that respective fuel equal to that shortfall , additional to their reporting period obligation. fulfilling this obligation may exonerate the fuel supplier from the obligation to pay the penalties laid out in paragraph 3 of this article;


### (7) member states shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. member states shall transfer the amount collected through those administrative fines as contribution to the investeu green transition investment facility , as a top-up to the eu guarantee. ### (7) member states shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. member states shall transfer the amount collected through those administrative fines as contribution to the innovation fund with a focus on investment to support cross-border projects in a geographically non-discriminatory way aimed at the rapid production and deployment of sustainable aviation fuels in the aviation sector.


### (7) member states shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. member states shall transfer the amount collected through those administrative fines as contribution to the investeu green transition investment facility , as a top-up to the eu guarantee. ### (7) member states shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. member states shall transfer the amount collected through those administrative fines as contribution to the aviation fund.


### (7) member states shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. member states shall transfer the amount collected through those administrative fines as contribution to the investeu green transition investment facility , as a top-up to the eu guarantee. ### (7) member states shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. member states shall transfer the amount collected through those administrative fines as contribution to the investeu green transition investment facility , as a top-up to the union guarantee , for the purpose of exclusively supporting projects that will help the industry to develop and deploy sustainable and synthetic aviation fuels and innovative technologies in the aviation sector.


### (7) member states shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. member states shall transfer the amount collected through those administrative fines as contribution to the investeu green transition investment facility , as a top-up to the eu guarantee. ### (7) member states shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. member states shall transfer the amount collected through those administrative fines as contribution to the investeu green transition investment programme , over and above the guaranteed eu contribution.


### the amount of sustainable aviation fuel and of synthetic aviation fuel supplied at union level in aggregate and by union airport; ### the amount of sustainable aviation fuel per type of fuel feedstock supplied at union level in aggregate and by union airport;


### the status of compliance of airports regarding obligations set out in article 6; ### the status of compliance of airports and the relevant parties involved in fuel supply regarding obligations set out in article 6;


### the status of compliance of airports regarding obligations set out in article 6; ### the status of compliance of each individual airport regarding obligations set out in article 6;


### the status of compliance of airports regarding obligations set out in article 6; ### the status of compliance of parties involved in fuel supply at union airports regarding obligations set out in article 6;


### the origin and the characteristics of all sustainable aviation fuels purchased by aircraft operators for use on flights departing from union airports. ### the origin , the characteristics and the conversion technology of all sustainable aviation fuels purchased by aircraft operators for use on flights departing from union airports , covered by this regulation;


### the origin and the characteristics of all sustainable aviation fuels purchased by aircraft operators for use on flights departing from union airports. ### the origin and the characteristics and the conversion technology of all sustainable aviation fuels purchased by aircraft operators for use on flights departing from union airports.


### by way of derogation from article 4 , from 1 january 2025 until 31 december 2029 , for each reporting period , an aviation fuel supplier may supply the minimum share of sustainable aviation fuel defined in annex i as a weighted average over all the aviation fuel it supplied across union airports for that reporting period. ### by way of derogation from article 4 , from 1 january 2025 until 31 december 2028 , for each reporting period , an aviation fuel supplier may supply the minimum share of sustainable aviation fuel defined in annex i as a weighted average over all the aviation fuel it supplied across union airports for that reporting period.


### by 1 january 2028 and every five years thereafter , the commission services shall present a report to the european parliament and the council , on the evolution of the aviation fuels market and its impact on the aviation internal market of the union , including regarding the possible extension of the scope of this regulation to other energy sources , and other types of synthetic fuels defined under the renewable energy directive , the possible revision of the minimum shares in article 4 and annex i , and the level of administrative fines. the report shall include information , where available , on development of a potential policy framework for uptake of sustainable aviation fuels at icao level. the report shall also inform on technological advancements in the area of research and innovation in the aviation industry which are relevant to sustainable aviation fuels , including with regards to the reduction of non-co2 emissions. the report may consider if this regulation should be amended and , options for amendments , where appropriate , in line with a potential policy framework on sustainable aviation fuels uptake at icao level. ### by 31 december 2025 , the commission shall conduct a comprehensive impact assessment on the effect of the entire 'fit for 55' legislative package , where this regulation is an integral part of , including analysis on union competitiveness , including hub transfer , risk of mobility reduction , cost effectiveness of greenhouse gas emissions reductions , total rise of costs , investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.following its result , the commission shall determine whether it is justified to revise this directive , and , where appropriate , it shall submit a legislative proposal for that purpose in order to reach global greenhouse gas emissions reduction and preserve a level-playing field.