### the commission shall , by 31 december 2025 and on the basis of integrated national energy and climate plans submitted by each member state pursuant to article 14 of regulation (eu) 2018/1999 by 30 june 2024 , make proposals for the contribution of each member state to the net emissions reduction.’; ### the commission shall , by 31 december 2025 and on the basis of integrated national energy and climate plans submitted by each member state pursuant to article 14 of regulation (eu) 2018/1999 by 30 june 2024 , make proposals for the contribution of each member state to the net emissions reduction. for each ten year period , the regulation requires member states to produce integrated national energy and climate plans established with the goal of reducing greenhouse gas emissions in order to contribute to broader sustainable development goals.’;


### 2. the commission shall adopt delegated acts in accordance with article 16 in order to amend paragraph 1 of this article and annex v by adding new categories of carbon storage products , including harvested wood products , that have a carbon sequestration effect , based on ipcc guidelines as adopted by the conference of the parties to the unfccc or the conference of the parties serving as the meeting of the parties to the paris agreement , and ensuring environmental integrity.; ### 2. the commission shall adopt delegated acts by 2023 in accordance with article 16 in order to amend paragraph 1 of this article and annex v by adding new categories of carbon storage products , all relevant wood-based product categories , including innovative bio-based products substituting fossil raw materials that have a carbon sequestration effect , based on ipcc guidelines as adopted by the conference of the parties to the unfccc or the conference of the parties serving as the meeting of the parties to the paris agreement , and ensuring environmental integrity.;


### 2. the commission shall adopt delegated acts in accordance with article 16 in order to amend paragraph 1 of this article and annex v by adding new categories of carbon storage products , including harvested wood products , that have a carbon sequestration effect , based on ipcc guidelines as adopted by the conference of the parties to the unfccc or the conference of the parties serving as the meeting of the parties to the paris agreement , and ensuring environmental integrity.; ### 2. the commission shall adopt delegated acts in accordance with article 16 in order to amend paragraph 1 of this article and annex v by adding new categories of sustainable long-term carbon storage products , including harvested wood products , that have a carbon sequestration effect , based on ipcc guidelines as adopted by the conference of the parties to the unfccc or the conference of the parties serving as the meeting of the parties to the paris agreement , and ensuring environmental integrity.;


### member state ### value of the net greenhouse gas emissions reduction in kt of co2 equivalent in 2030


### carbon storage products; ### sustainable long-term carbon storage products;


### 5. member states may use revenues generated by transfers pursuant to paragraph 2 to tackle climate change in the union or in third countries and shall inform the commission of any such actions taken. ### 5. member states shall use revenues generated by transfers pursuant to paragraph 2 to tackle climate change , to ensure the conservation or enhancement , as appropriate , of all land sinks and reservoirs , and to reduce the vulnerability of the land to natural disturbances in the union or in third countries and shall inform the commission of any such actions taken.


### a. whereas social inequalities are at the heart of the challenges facing the outermost regions (ors) of the eu; whereas the ors collectively are disproportionately affected by high poverty , unemployment and school dropout rates and these issues are exacerbated by the particularities that are common to these regions; ### a. whereas inequalities are one of the greatest social challenges facing the outermost regions (ors) of the eu; whereas the ors collectively are disproportionately affected by high poverty , unemployment and school dropout rates and a gross domestic product (gdp) , which is significantly below eu and national averages (60% in the ors if the eu-27 average is put at 100%)1a; whereas these issues are exacerbated by the particularities that are common to these regions;


### a. whereas the ors represent major assets , but also face permanent difficulties as a result of their insularity (except for french guiana) , geographical dispersion , remoteness , small size , rough terrain and harsh climate , and economic dependence on a few products; ### a. whereas the outermost regions (ors) represent major geostrategic assets to the european union (eu) and their member states , but face also permanent structural constraints as a result of their insularity (except for french guiana) , geographical dispersion , remoteness , small size , rough terrain and harsh climate , and economic dependence on a few products;


### b. whereas the outermost regions are highly dependent on transport , especially air and maritime connections; ### b. whereas the outermost regions are highly dependent on transport , especially air and maritime connections , with additional costs with regard to the import and export of goods and the transport of passengers , and that , in the case of archipelagos , double insularity exacerbates these challenges;


### b. whereas the outermost regions are highly dependent on transport , especially air and maritime connections; ### b. whereas the outermost regions are highly dependent on transport , especially air and maritime connections for accessing to basic goods and services , as well as for their regional economic development;


### c. whereas the number of young people who are not in employment , education or training is at an alarming level in the ors; ### c. whereas the number of young people who are not in employment , education or training is at an alarming level in the ors (22% compared to 11% in the eu-27)2a;


### d. whereas the outermost regions have great potential to develop key sectors such as ecotourism; ### d. whereas the outermost regions , in the climate and energy transition , have great potential to develop key sectors such as sustainable mobility , renewable energy , and ecotourism;


### d. whereas women in the ors too often face unstable and short-term employment; ### d. whereas the employment rate of women in the ors is significantly below the eu and national averages (47% compared to 62% in the eu-27)3a;


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


### 2. points out that , taking into account the dependence of the outermost regions on air connections , flights from those regions to the mainland of their respective member states should be exempt from the eu emissions trading system until 2030 , and calls on the commission to take into account the regions’ specific characteristics in the revision of all relevant legal acts; ### 2. highlights that , due to their particularities and needs , outermost regions need additional support to guarantee a just green transition , especially in the policies of the fit for 55 package; points out that , taking into account the dependence of the outermost regions on air connections , flights between an aerodrome located in an outermost region of a member state and an aerodrome located in another region of the eea and flights performed between two aerodromes located within the same outermost region should be exempt from the eu emissions trading system until 2030; points out that , due to the dependence of these regions on maritime transport , a similar exemption until 2030 should apply to all voyages between a port located in an outermost region of a member state and a port located in the same member state , including ports within and between the outermost regions of the same member state; and calls on the commission to take into account the regions’ specific characteristics in the revision of all relevant legal acts , including the impacts of lifting such exemptions;


### 2. points out that , taking into account the dependence of the outermost regions on air connections , flights from those regions to the mainland of their respective member states should be exempt from the eu emissions trading system until 2030 , and calls on the commission to take into account the regions’ specific characteristics in the revision of all relevant legal acts; ### 2. points out that , taking into account the dependence of the outermost regions on air and maritime connections , flights from those regions to the mainland of their respective member states should be exempt from the eu emissions trading system (eu ets) until 2030 and that the exemptions for maritime transport connections until 2030 in the parliament's position on ets should be respected; calls on the commission to take into account the regions’ specific characteristics in the revision of all relevant legal acts;


### 2. calls on the commission to support youth employment in the ors by working with local stakeholders , including within the private sector , universities and local authorities , to establish a digital one-stop shop in order to help young people who are seeking their first job or looking to establish or take over businesses; ### 2. calls on the commission and the member states to support youth employment in the ors by working with local stakeholders , including within the private sector , universities and local authorities , to establish a digital one-stop shop in order to help young jobseekers who are looking for their first job or want to establish or take over a business;


### 2. underlines the key role of cohesion policy in unlocking ors’ potential and offsetting the impact of their permanent constraints; stresses the need to better account for ors’ specific features in cohesion fund programming , while ensuring they can fully benefit from provisions enabling greater flexibility , namely higher co-financing rates and access to pre-financing; stresses the need to factor ors’ specific circumstances fully in to delivery of the green deal and to tap into their potential to achieve self-sufficiency from renewables by providing adequate support; ### 2. underlines the key role of cohesion policy in unlocking ors’ potential and offsetting the impact of their permanent constraints; stresses the need to better account for ors’ specific features in cohesion fund programming , while ensuring they can fully benefit from provisions enabling greater flexibility , namely higher co-financing rates and access to pre-financing; stresses the need to factor ors’ specific circumstances fully in to delivery of the green deal and to tap into their potential to develop their strategic autonomy by diversifying supply chains and to achieve self-sufficiency from renewables by providing adequate support;


### 3. stresses the need to ensure the empowerment of women in the ors by promoting access to stable , high-quality jobs; ### 3. stresses the need to ensure the empowerment of women in the ors by promoting access to stable , high-quality jobs , including equal pay and fair remuneration;


### 4. encourages the commission to support investments in tourism , to ensure eu funding for its recovery and sustainable development and to provide the sector with information on funding opportunities; ### 4. calls on the commission to consider the special characteristics and additional constraints of the outermost regions when formulating and assessing the impact of tourism legislation , in accordance with article 349 of the tfeu , as these regions rely heavily on tourism for their economic , social and cultural development; recalls the need to ensure proper funding to safeguard the accessibility of the outermost regions and the need to ensure eu funding to support the recovery and the sustainable development of the tourism sector and to provide information on eu funding opportunities;


### 4. encourages the commission to support investments in tourism , to ensure eu funding for its recovery and sustainable development and to provide the sector with information on funding opportunities; ### 4. encourages the commission to support investments in tourism , to ensure eu funding for its recovery and sustainable development and to provide the sector with information on funding opportunities; recognises , in particular , the potential of ecotourism to reduce the environmental footprint of the sector , ensuring the protection of our climate and biodiversity , while contributing to the socioeconomic development of local communities in the outermost regions;


### 4. highlights the success of the programme of options specifically relating to remoteness and insularity (posei) and calls on the commission to replicate this instrument for other sectors , such as transport , in the post-2027 mff; reiterates the importance of increasing allocations for posei agriculture in the future; ### 4. highlights the success of the programme of options specifically relating to remoteness and insularity (posei) and calls on the commission to replicate this instrument for other sectors , such as transport , with additional financial allocations in the post-2027 mff; reiterates the importance of increasing allocations for posei agriculture in the future;


### 5. calls on the member states to unlock the potential of the outermost regions through appropriate investments and reforms and by supporting the green and digital transitions. ### 5. calls on the member states to unlock the potential of the outermost regions through appropriate investments and reforms and by supporting the green and digital transitions; highlights that the outermost regions can be important players in these transitions , with the potential of being hubs for green and digital projects , towards an economic model that values sustainability and innovation;


### 5. calls on the commission to facilitate the establishment of special economic zones in order to promote economic and social recovery , job creation and skills development in the ors , and to support the member states in the evaluation , renewal and adaptation of existing special economic zones; ### deleted


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


### — having regard to article 349 of the treaty on the functioning of the european union (tfeu) , which grants the outermost regions (ors) of the eu their status , ### — having regard to articles 174 , 349 and 355 of the treaty on the functioning of the european union (tfeu) , which grants the outermost regions (ors) of the eu their status ,


### (2) from 2020 , air transport has been one of the hardest hit sector by the covid-19 crisis. with the perspective of an end to the pandemic in sight , it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. at the same time , emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. therefore , it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the union’s climate goals , with high levels of connectivity , safety and security. ### (2) from 2020 , air transport has been one of the hardest hit sector by the covid-19 crisis. with the perspective of an end to the pandemic in sight , it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. at the same time , emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. therefore , it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the union’s climate goals , in particular achieving climate-neutrality by 2050 at the latest , with high levels of connectivity , safety and security.


### (4) the air transport market is subject to strong competition between economic actors across the union , for which a level playing field is indispensable. the stability and prosperity of the air transport market and its economic actors relies on a clear and harmonised policy framework where aircraft operators , airports and other aviation actors can operate on the basis of equal opportunities. where market distortions occur , they risk putting aircraft operators or airports at a disadvantage with internal or external competitors. in turn , this can result in a loss of competitiveness of the air transport industry , and a loss of air connectivity for citizens and businesses. ### (4) the air transport market is subject to increasingly strong competition between economic actors across the union , whether public or private , for which a level playing field is indispensable. the stability and prosperity of the air transport market and its economic actors relies on a clear and harmonised policy framework where aircraft operators , airports and other aviation actors can operate on the basis of equal opportunities. where market distortions occur , they risk putting aircraft operators or airports at a disadvantage with internal or external competitors. in turn , this can result in a loss of competitiveness of the air transport industry , and a loss of air connectivity for citizens and businesses.


### (5) in particular , it is essential to ensure a level playing field across the union air transport market regarding aviation fuel , which account for a substantial share of aircraft operators’ costs. variations in fuel prices can affect significantly aircraft operators’ economic performance and negatively impact competition on the market. where differences in aviation fuel prices exist between union airports or between union and non-union airports , this can lead aircraft operators to adapt their refuelling strategies for economic reasons. fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. fuel tankering by aircraft operators accordingly undermines of the union’s efforts towards environmental protection. some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. this can have detrimental effects on the competitiveness of the sector and be harmful to air connectivity. this regulation should set up measures to prevent such practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market. ### (5) in particular , it is essential to ensure a level playing field across the union air transport market regarding aviation fuel , which account for a substantial share of aircraft operators’ costs. variations in fuel prices can affect significantly aircraft operators’ economic performance , negatively impact competition on the market and disrupt air connectivity for citizens with the burden that this entails for the right of freedom of movement for citizens relying on air transport. where differences in aviation fuel prices exist between union airports or between union and non-union airports , this can lead aircraft operators to adapt their refuelling strategies for economic reasons. fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions , and it's also a risk of loss of competitiveness of union airports vis-à-vis third country airports. fuel tankering by aircraft operators accordingly undermines of the union’s efforts towards environmental protection. some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. this can have detrimental effects on the competitiveness of the sector and be harmful to air connectivity. this regulation should set up measures to prevent such practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market.


### (6) a key objective of the common transport policy is sustainable development. this requires an integrated approach aimed at ensuring both the effective functioning of union transport systems and protection of the environment. sustainable development of air transport requires the introduction of measures aimed at reducing the carbon emissions from aircraft flying from union airports. such measures should contribute to meeting the union’s climate objectives by 2030 and 2050. ### (6) a key objective of the common transport policy is sustainable development. this requires an integrated approach aimed at ensuring both the effective functioning of union transport systems and protection of the environment. sustainable development of air transport requires the introduction of joint measures , decided by mutual agreement at european and international levels , aimed at reducing the carbon emissions from aircraft flying from union airports. such measures should contribute to meeting the union’s climate objectives by 2030 and 2050.


### (6) a key objective of the common transport policy is sustainable development. this requires an integrated approach aimed at ensuring both the effective functioning of union transport systems and protection of the environment. sustainable development of air transport requires the introduction of measures aimed at reducing the carbon emissions from aircraft flying from union airports. such measures should contribute to meeting the union’s climate objectives by 2030 and 2050. ### (6) a key objective of the common transport policy is sustainable development. this requires an integrated approach aimed at ensuring both the effective functioning of union transport systems and protection of the environment. sustainable development of air transport requires the introduction of measures aimed at reducing the greenhouse gas emissions from aircraft flying from union airports , including addressing the non-co2 climate impacts of aviation. such measures should contribute to meeting the union’s climate objectives by 2030 and 2050.


### (7) the communication on a sustainable and smart mobility strategy10 adopted by the commission in december 2020 sets a course of action for the eu transport system to achieve its green and digital transformation and become more resilient. the decarbonisation of the air transport sector is a necessary and challenging process , especially in the short term. technological advancements , pursued in european and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. however , the global growth of air traffic has outpaced the sector’s emissions reductions. whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades , sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped. ### (7) the communication on a sustainable and smart mobility strategy10 adopted by the commission in december 2020 sets a course of action for the eu transport system to achieve its green and digital transformation and become more resilient. the decarbonisation of the air transport sector is a necessary and challenging process , especially in the short term. technological advancements , pursued in european and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. however , the constant , global growth of air traffic and the increase in the number of airports and destinations have outpaced the sector’s emissions reductions. whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades , sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped.


### (7) the communication on a sustainable and smart mobility strategy10 adopted by the commission in december 2020 sets a course of action for the eu transport system to achieve its green and digital transformation and become more resilient. the decarbonisation of the air transport sector is a necessary and challenging process , especially in the short term. technological advancements , pursued in european and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. however , the global growth of air traffic has outpaced the sector’s emissions reductions. whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades , sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped. ### (7) the communication on a sustainable and smart mobility strategy10 adopted by the commission in december 2020 sets a course of action for the eu transport system to achieve its green and digital transformation and become more resilient. the decarbonisation of the air transport sector is a necessary and challenging process , especially in the short term. technological advancements , pursued in european and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. however , the global growth of air traffic has outpaced the sector’s emissions reductions. whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades , and new zero-emission aircraft technologies , such as electric- or hydrogen-powered aircraft can play an important role in commercial aviation in the medium and long term , sustainable aviation fuels offer the main solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped.


### (8) sustainable aviation fuels are liquid , drop-in fuels , fully fungible with conventional aviation fuel and compatible with existing aircraft engines. several production pathways of sustainable aviation fuels have been certified at global level for use in civil or military aviation. sustainable aviation fuels are technologically ready to play an important role in reducing emissions from air transport already in the very short term. they are expected to account for a major part of the aviation fuel mix in the medium and long term. further , with the support of appropriate international fuel standards , sustainable aviation fuels might contribute to lowering the aromatic content of the final fuel used by an operator , thus helping to reduce other non-co2 emissions. other alternatives to power aircraft , such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport , beginning with short-haul flights. ### (8) this regulation aims at establishing a common definition of sustainable aviation fuels as fuels from renewable sources. currently , the most common sustainable aviation fuels are liquid , drop-in fuels , fully fungible with conventional aviation fuel and compatible with existing aircraft engines. several production pathways of sustainable aviation fuels have been certified at global level for use in civil or military aviation. they are technologically ready to play an important role in reducing emissions from air transport already in the very short term. they are expected to account for a major part of the aviation fuel mix in the medium and long term. further , with the support of appropriate international fuel standards , sustainable aviation fuels might contribute to lowering the aromatic content of the final fuel used by an operator , thus helping to reduce other non-co2 emissions. other alternatives to power aircraft , such as electricity or liquid hydrogen from renewable sources are expected to progressively contribute to the decarbonisation of air transport , beginning with short-haul flights. this regulation should also take into account these energy carriers , promoting their acceleration and incentivising technological innovation. sustainable aviation fuels are expected to account for a major part of the aviation fuel mix in the medium term and they should replace the conventional fossil aviation fuels in the long term.


### (9) the gradual introduction of sustainable aviation fuels on the air transport market will represent an additional fuel cost for airlines , as such fuel technologies are currently more expensive to produce than conventional aviation fuel. this is expected to exacerbate the pre-existing issues of level playing field on the air transport market as regards aviation fuel , and to cause further distortions among aircraft operators and airports. this regulation should take measures to prevent that the introduction of sustainable aviation fuels affects negatively the competitiveness of the aviation sector by defining harmonised requirements across the union. ### (9) the gradual introduction of sustainable aviation fuels on the air transport market will represent an additional fuel cost for airlines , as such fuel technologies are currently more expensive to produce than conventional aviation fuel. this is expected to exacerbate the pre-existing issues of level playing field on the air transport market as regards aviation fuel , and to cause further distortions among aircraft operators and airports , because there is a danger that new sustainable aviation fuel production technologies will not be accessible to all. this regulation should take measures to prevent that the introduction of sustainable aviation fuels affects negatively the competitiveness of the aviation sector by defining harmonised requirements across the union.


### (11) at eu level , general rules on renewable energy for the transport sector are set out in directive (eu) 2018/2001 of the european parliament and of the council11. in the past , such horizontal cross-sectoral regulatory frameworks have not proven effective to operate a transition from fossil fuels to sustainable aviation fuel in air transport. directive (eu) 2018/2001 and its predecessor set out overarching targets across all transport modes to be supplied with renewable fuels. as aviation is a small fuels market for which renewable fuels are more costly to produce while a fully integrated european transport market , in comparison to other transport modes , such regulatory frameworks should be complemented with aviation-specific measures to effectively boost the deployment of sustainable aviation fuels. further , national transpositions of directive (eu) 2018/2001 risks creating significant fragmentation in the air transport market , where national rules on sustainable aviation fuels would set out widely differing targets. this would be expected to further exacerbate the issues of level playing field in air transport. ### (11) at eu level , general rules on renewable energy for the transport sector are set out in directive (eu) 2018/2001 of the european parliament and of the council11. in the past , such horizontal cross-sectoral regulatory frameworks have not proven effective to operate a transition from fossil fuels to sustainable aviation fuel in air transport , with important repercussions for air transport beneficiaries. directive (eu) 2018/2001 and its predecessor set out overarching targets across all transport modes to be supplied with renewable fuels. as aviation is a small fuels market for which renewable fuels are more costly to produce while a fully integrated european transport market , in comparison to other transport modes , such regulatory frameworks should be complemented with aviation-specific measures to effectively boost the deployment of sustainable aviation fuels. further , national transpositions of directive (eu) 2018/2001 risks creating significant fragmentation in the air transport market , where national rules on sustainable aviation fuels would set out widely differing targets. this would be expected to further exacerbate the issues of level playing field in air transport.


### (12) therefore , uniform rules need to be laid down for the aviation internal market to complement directive (eu) 2018/2001 and to deliver on its overall objectives by addressing the specific needs and requirements arising from the eu aviation internal market. in particular , the present regulation aims to avoid a fragmentation of the aviation market , prevent possible competitive distortions between economic actors , or unfair practices of cost avoidance as regards the refuelling of aircraft operators. ### (12) therefore , uniform rules need to be laid down for the aviation internal market to complement directive (eu) 2018/2001 and to deliver on its overall objectives by addressing the specific needs and requirements arising from the eu aviation internal market. in particular , the present regulation aims to avoid a fragmentation of the aviation market , prevent possible competitive distortions between economic actors , or unfair practices of cost avoidance as regards the refuelling of aircraft operators , with significant effects on the prices paid by air transport beneficiaries.


### (12) therefore , uniform rules need to be laid down for the aviation internal market to complement directive (eu) 2018/2001 and to deliver on its overall objectives by addressing the specific needs and requirements arising from the eu aviation internal market. in particular , the present regulation aims to avoid a fragmentation of the aviation market , prevent possible competitive distortions between economic actors , or unfair practices of cost avoidance as regards the refuelling of aircraft operators. ### (12) therefore , uniform rules need to be laid down for the aviation internal market to complement directive (eu) 2018/2001 and to deliver on its overall objectives by addressing the specific needs and requirements arising from the eu aviation internal market and promoting sustainable renewable fuels in aviation. in particular , the present regulation aims to avoid a fragmentation of the aviation market , prevent possible competitive distortions between economic actors , or unfair practices of cost avoidance as regards the refuelling of aircraft operators. all this said , this regulation should pay special attention to those air routes connecting islands with the continent. affordable air transport is a condition for the right of freedom of movement within the union for the citizens from insular regions.


### (13) this regulation aims in the first instance to set out a framework restoring and preserving a level playing field on the air transport market as regards the use of aviation fuels. such a framework should prevent divergent requirements across the union that would exacerbate refuelling practices distorting competition between aircraft operators or putting some airports at competitive disadvantage with others. in a second instance , it aims to gear the eu aviation market with robust rules to ensure that gradually increasing shares of sustainable aviation fuels can be introduced at eu airports without detrimental effects on the competitiveness of the eu aviation internal market. ### (13) this regulation aims in the first instance to set out a framework restoring and preserving a level playing field on the air transport market as regards the use of aviation fuels. such a framework should prevent divergent requirements across the union that would exacerbate refuelling practices distorting competition between aircraft operators or putting some airports at competitive disadvantage with others. in a second instance , it aims to gear the eu aviation market with robust rules to ensure that gradually increasing shares of sustainable aviation fuels can be introduced at eu airports without detrimental effects on the final prices charged to beneficiaries or the competitiveness of the eu aviation internal market.


### (15) the present regulation should apply to aircraft engaged in civil aviation , carrying out commercial air transport flights. it should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian , search , rescue , disaster relief or medical purposes , as well as customs , police and fire-fighting operations. indeed , flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. due to the nature of their operations , they may not always be in a position to fulfil obligations under this regulation , as it may represent unnecessary burden. in order to cater for a level playing field across the eu aviation single market , this regulation should cover the largest possible share of commercial air traffic operated from airports located on eu territory. at the same time , in order to safeguard air connectivity for the benefits of eu citizens , businesses and regions , it is important to avoid imposing undue burden on air transport operations at small airports. a threshold of yearly passenger air traffic and freight traffic should be defined , below which airports would not be covered by this regulation; however , the scope of the regulation should cover at least 95% of total traffic departing from airports in the union. for the same reasons , a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on eu territory. ### (15) the present regulation should apply to aircraft engaged in civil aviation , carrying out commercial air transport flights. it should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian , search , rescue , disaster relief or medical purposes , as well as customs , police and fire-fighting operations. indeed , flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. due to the nature of their operations , they may not always be in a position to fulfil obligations under this regulation , as it may represent unnecessary burden. in order to cater for a level playing field across the eu aviation single market , this regulation should cover the largest possible share of commercial air traffic operated from airports located on eu territory. at the same time , in order to safeguard air connectivity for the benefits of eu citizens , businesses and regions , it is important to avoid imposing undue burden on air transport operations at small airports. a threshold of yearly passenger air traffic and freight traffic should be defined , below which airports would not be covered by this regulation; however , the scope of the regulation should cover at least 95% of total traffic departing from airports in the union. for the same reasons , a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on eu territory , especially those airports that have only recently begun operating and have not had time to consolidate their business.


### (15) the present regulation should apply to aircraft engaged in civil aviation , carrying out commercial air transport flights. it should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian , search , rescue , disaster relief or medical purposes , as well as customs , police and fire-fighting operations. indeed , flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. due to the nature of their operations , they may not always be in a position to fulfil obligations under this regulation , as it may represent unnecessary burden. in order to cater for a level playing field across the eu aviation single market , this regulation should cover the largest possible share of commercial air traffic operated from airports located on eu territory. at the same time , in order to safeguard air connectivity for the benefits of eu citizens , businesses and regions , it is important to avoid imposing undue burden on air transport operations at small airports. a threshold of yearly passenger air traffic and freight traffic should be defined , below which airports would not be covered by this regulation; however , the scope of the regulation should cover at least 95% of total traffic departing from airports in the union. for the same reasons , a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on eu territory. ### (15) the present regulation should apply to aircraft engaged in civil aviation , carrying out commercial air transport flights. it should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian , search , rescue , disaster relief or medical purposes , as well as customs , police and fire-fighting operations. indeed , flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. due to the nature of their operations , they may not always be in a position to fulfil obligations under this regulation , as it may represent unnecessary burden. in order to cater for a level playing field across the eu aviation single market , this regulation should cover the largest possible share of commercial air traffic operated from airports located on eu territory. at the same time , in order to safeguard air connectivity for the benefit of eu citizens , businesses and regions , it is important to avoid imposing undue burdens on air transport operations at small airports and in regions that are dependent on air transport , such as the outermost regions. a threshold of yearly passenger air traffic and freight traffic should be defined , below which airports would not be covered by this regulation; however , the scope of the regulation should cover at least 95% of total traffic departing from airports in the union. for the same reasons , a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on eu territory.


### (15) the present regulation should apply to aircraft engaged in civil aviation , carrying out commercial air transport flights. it should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian , search , rescue , disaster relief or medical purposes , as well as customs , police and fire-fighting operations. indeed , flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. due to the nature of their operations , they may not always be in a position to fulfil obligations under this regulation , as it may represent unnecessary burden. in order to cater for a level playing field across the eu aviation single market , this regulation should cover the largest possible share of commercial air traffic operated from airports located on eu territory. at the same time , in order to safeguard air connectivity for the benefits of eu citizens , businesses and regions , it is important to avoid imposing undue burden on air transport operations at small airports. a threshold of yearly passenger air traffic and freight traffic should be defined , below which airports would not be covered by this regulation; however , the scope of the regulation should cover at least 95% of total traffic departing from airports in the union. for the same reasons , a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on eu territory. ### (15) the present regulation should apply to aircraft engaged in civil aviation , carrying out commercial air transport flights , to business aviation and to pleasure flights. it should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian , search , rescue , disaster relief or medical purposes , as well as customs , police and fire-fighting operations. indeed , flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. due to the nature of their operations , they may not always be in a position to fulfil obligations under this regulation , as it may represent unnecessary burden. in order to cater for a level playing field across the union aviation single market , this regulation should cover the largest possible share of commercial air traffic operated from airports located on union territory. at the same time , in order to safeguard air connectivity for the benefits of union citizens , businesses and regions , it is important to avoid imposing undue burden on air transport operations at small airports. however , air transport operations at airports not covered by this regulation could be encouraged to comply with the obligations of this regulation on a voluntary basis. a threshold of yearly passenger air traffic and freight traffic should be defined , below which airports would not be covered by this regulation; however , the scope of the regulation should cover at least 95 % of total traffic departing from airports in the union. for the same reasons , a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on union territory.


### (16) development and deployment of sustainable aviation fuels with a high potential for sustainability , commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. this should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to union transport decarbonisation ambitions , while strengthening union’s efforts towards a high level of environmental protection. for this purpose , sustainable aviation fuels produced from feedstock listed in parts a and b of annex ix of directive (eu) 2018/2001 , as well as synthetic aviation fuels should be eligible. in particular , sustainable aviation fuels produced from feedstock listed in part b of annex ix of directive (eu) 2018/2001 are essential , as currently the most commercially mature technology to decarbonise air transport already in the short term. ### (16) development and deployment of sustainable aviation fuels with commercial maturity and a high potential for innovation and growth to meet future needs should be promoted , prioritising those with the highest potential for sustainability. this should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to union transport decarbonisation ambitions , while strengthening union’s efforts towards a high level of environmental protection. for this purpose , sustainable aviation fuels produced from feedstock listed in parts a and b of annex ix of directive (eu) 2018/2001 , as well as synthetic aviation fuels should be eligible. in particular , sustainable aviation fuels produced from feedstock listed in part b of annex ix of directive (eu) 2018/2001 are essential , as currently the most commercially mature technology to decarbonise air transport already in the short term.


### (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 , in strict proportion to the traffic at the airport concerned. 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 and take into account the traffic at the airports concerned. 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. 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. moreover , in order to take into account the criticality of air routes connecting islands with the continent , the access to sustainable fuel should be prioritised for island airports in face of significant price disruptions. this regulation 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.


### (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 , and also the storage capacity in order to meet demand. 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.


### (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 , and may also have undesirable effects on flight safety in the case of a heavier aircraft. 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.


### — ‘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 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;


### — ‘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 , as defined in article 2 , second paragraph , point 36 of directive (eu) 2018/2001 , or electricity from renewable sources used in aviation;


### 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 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. to meet these minimum shares , the biofuels produced from the feedstock listed in part b of annex ix of directive (eu) 2018/2001 shall not count more than 1 ,7 % of the total aviation fuel supplied.


### 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 and labour force necessary for the delivery , storage and uplifting of such fuels , as well as for hydrogen and electric recharging/refuelling of aircrafts , in accordance with [article 13 of regulation on the deployment of alternative fuels infrastructure].


### 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 shall without undue delay 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.


### (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 aviation fuel per tonne and of the total yearly non-tanked quantity , and may be increased for repeat violations;


### (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) 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 , and may be increased for repeat violations;


### (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 should prepare themselves in good time to 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 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.


### 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 1 january 2026 and every five years thereafter , the commission services shall present a report to the european parliament and the council , on the application of this regulation , evolution of the aviation fuels market and the impact of this regulation on the aviation internal market of the union , including the impact on air routes connecting islands with the continent , the social impacts as well as the related employment and training needs , 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 , and the development of technologies such as electric- powered or hydrogen-powered aircraft.


### from 1 january 2025 , a minimum share of 2% of saf; ### from 1 january 2025 , a minimum share of 2 % of saf of which a minimum share of 0 ,03 % of synthetic aviation fuels;


### from 1 january 2030 , a minimum share of 5% of saf , of which a minimum share of 0.7% of synthetic aviation fuels; ### from 1 january 2030 , a minimum share of 8 % of saf , of which a minimum share of 2 % of synthetic aviation fuels;


### from 1 january 2035 , a minimum share of 20% of saf , of which a minimum share of 5% of synthetic aviation fuels; ### from 1 january 2035 , a minimum share of 21 % of saf , of which a minimum share of 6 % of synthetic aviation fuels;


### from 1 january 2040 , a minimum share of 32% of saf , of which a minimum share of 8% of synthetic aviation fuels; ### from 1 january 2040 , a minimum share of 45 % of saf , of which a minimum share of 20 % of synthetic aviation fuels;


### from 1 january 2045 , a minimum volume share of 38% of saf , of which a minimum share of 11% of synthetic aviation fuels. ### from 1 january 2045 , a minimum volume share of 63 % of saf , of which a minimum share of 30 % of synthetic aviation fuels.


### from 1 january 2050 , a minimum volume share of 63% of saf , of which a minimum share of 28% of synthetic aviation fuels ### from 1 january 2050 , a minimum volume share of 100 % of saf , of which a minimum share of 65 % of synthetic aviation fuels


### this regulation lays down harmonised rules on the uptake and supply of sustainable aviation fuels. ### this regulation lays down harmonised rules on the uptake and supply of sustainable aviation fuels , including through establishing obligations for aviation fuel suppliers to provide a share of sustainable aviation fuel , a refuelling obligation for aircraft operators , and obligations for union airports to provide the necessary infrastructure.


### 1. points to the economic recovery in 2021 and expected further growth in 2022; notes nonetheless uncertainty in the economic outlook , in the light of factors such as supply chain disruption , high energy prices , rising inflation and the continuing covid-19 pandemic; recalls therefore that the 2023 union budget will play an important role in strengthening the union economy , ensuring that no one is left behind , and in fostering economic , social and territorial cohesion; ### 1. points to the economic recovery in 2021 and expected further growth in 2022; notes nonetheless uncertainty in the economic outlook , in the light of factors such as supply chain disruption , high energy prices , rising inflation and the continuing covid-19 pandemic; recalls therefore that the 2023 union budget must play an important role in strengthening the union economy , ensuring that no one is left behind , and in fostering economic , social and territorial cohesion; neither must it rely on the assumption that in the long term , inflation will remain within the 2 per cent bounds forecasted by the monetary authorities but must be buffered against any slippage in this expectation;


### 1. points to the economic recovery in 2021 and expected further growth in 2022; notes nonetheless uncertainty in the economic outlook , in the light of factors such as supply chain disruption , high energy prices , rising inflation and the continuing covid-19 pandemic; recalls therefore that the 2023 union budget will play an important role in strengthening the union economy , ensuring that no one is left behind , and in fostering economic , social and territorial cohesion; ### 1. notes that despite the encouraging signals pointing to expected further growth in 2022 uncertainty in the economic and social outlook persists , in the light of factors such as supply chain disruption , high energy prices , rising inflation and the continuing covid-19 pandemic; considers therefore that the 2023 union budget will play an important role in strengthening the union economy and building our common resilience , ensuring that no one is left behind , and in fostering economic , social and territorial cohesion;


### 1. is deeply concerned by the persistent impact of the covid-19 pandemic on education , the cultural and creative sectors and industries , and sports; urges the commission to take all necessary measures to continue facilitating the digital transition of these sectors and supporting the beneficiaries of the erasmus+ , creative europe and european solidarity corps programmes; ### 1. is deeply concerned by the persistent impact of the covid-19 pandemic on education , the cultural and creative sectors and industries , and sports; urges the commission to take all necessary measures to mitigate those effects and continue facilitating the digital transition of these sectors and supporting the beneficiaries of the erasmus+ , creative europe and european solidarity corps programmes; in particular , considering the fact that cultural and creative sectors and industries are largely made up of micro , small and medium-sized enterprises; calls for significant budgetary efforts at eu level and in national recovery plans to protect them from cash-flow shortages , job losses and insolvency , and to help them make the most of the digital transformation; points out that online tools can be a valuable addition in times of contact restrictions , but not an equivalent substitute for face-to-face activities; urges member states to invest at least 10% of their gdp in education and training as a long-term investment to build more resilient and inclusive education and training systems and to adequately support the goal of achieving a european education area by 2025;


### 1. is deeply concerned by the persistent impact of the covid-19 pandemic on education , the cultural and creative sectors and industries , and sports; urges the commission to take all necessary measures to continue facilitating the digital transition of these sectors and supporting the beneficiaries of the erasmus+ , creative europe and european solidarity corps programmes; ### 1. is deeply concerned by the persistent impact of the covid-19 pandemic on education , the cultural and creative sectors and industries , youth , media and sports; urges the commission to take all necessary measures to continue facilitating the digital transition of these sectors and , in particular , access to quality digital education; to support access to quality education in the context of the pandemic; develop a specific strategy for wellbeing in education and tackling mental issues generated by the pandemic; to make sustained efforts to implement the european education area by 2025 and supporting the beneficiaries of the erasmus+ , creative europe the recovery and resilience facility , invest eu and european solidarity corps programmes;


### 1. underlines that a gender perspective should be integrated in the budgetary cycle and in all eu programmes; ### 1. underlines that a gender perspective should be integrated in the budgetary cycle and in all eu programmes , particularly in light of the gendered impact of the covid-19 pandemic and the increasing backlash against women’s rights in several eu member states;


### 1. underlines the importance of ensuring sufficient funding to contribute to the twin transitions towards climate neutrality by 2050 and to shape europe’s digital decade; recalls that 2023 will be the last year of next generation eu (ngeu); emphasises that the commission should ensure that the entire amount earmarked under ngeu for the digital and green transitions is put to use; ### 1. underlines the importance of ensuring sufficient funding to contribute to the twin transitions towards climate neutrality by 2050 and to shape europe’s digital decade; recalls that 2023 will be the last year of next generation eu (ngeu); emphasises that the commission should ensure that the entire amount earmarked under ngeu for the digital and green transitions is put to use; in this context , reiterates the need to strengthen the resilience of eu economy and competitiveness of eu industries; reminds of the crucial role of strategic foresight and importance of evidence based and anticipatory policy making and insists on the importance of addressing social , economic , energy and environmental impacts of the transition on workers , sectors and communities adversely affected by the transition whilst maintaining and expanding employment opportunities in the affected territories in order to avoid social exclusion , secure workers’ rights and avoid deepening of inequalities;


### 1. recalls the need to encourage generational renewal in the agricultural sector by facilitating the takeover of farms by young people and women; ### 1. recalls the need to encourage generational renewal in the agricultural sector by facilitating the takeover of farms by young people and women; in this regard , calls on national and regional authorities to take steps , where applicable , and at the latest by the start of the 2023-2027 cap period , to establish , in the member state concerned , land funds for providing land , be this in return for payment or free of charge , to new farmers and young farmers who have no access to land and no possibility of purchasing it.


### 1. recalls the need to encourage generational renewal in the agricultural sector by facilitating the takeover of farms by young people and women; ### 1. recalls the need to encourage generational renewal in the agricultural sector by facilitating the takeover of farms by young people and women as this is one of the main challenges for european agriculture;


### budget 2023: keeping the recovery on track ### budget 2023: keeping the recovery on track for all


### 2. commits therefore to working to adopt a future-oriented budget that matches the union’s political priorities , ensuring a stronger health union , making a success of the green and digital transitions and fostering the recovery , including increased support for smes , promoting the rule of law and its application , contributing to greater opportunities for young people throughout the union , and ensuring a stronger europe; ### 2. commits therefore to working to adopt a future-oriented budget that matches the union’s political priorities , ensuring a stronger health union , promoting the european education area , making a success of the green and digital transitions and fostering the recovery , including increased support for socially disadvantaged groups and citizens , smes and start-ups , promoting fundamental rights , eu values , the rule of law and their application , contributing to greater opportunities for all and notably the young people throughout the union , ensuring a global europe and , more generally , pushing forward the implementation of the union’s programmes;


### 2. recalls the possible synergies and complementarities between erasmus+ , creative europe and the european solidarity corps on the one hand , and other eu programmes and funding sources on the other , such as the european social fund+ and the recovery and resilience facility; regrets the fact that in practice , these synergies and complementarities are not being fully coordinated in most member states; ### 2. recalls the possible synergies and complementarities between erasmus+ , creative europe and the european solidarity corps on the one hand , and other eu programmes and funding sources on the other , such as the european social fund+ , horizon europe , the citizenship , equality , rights and values (cerv) programme and the recovery and resilience facility; regrets the fact that in practice , these synergies and complementarities are not being fully coordinated in most member states; notes , however , that it is not only the lack of coordination that is decisive , but that many projects cannot be fully implemented due to the insufficient budgets of the programmes mentioned;


### 2. recalls the possible synergies and complementarities between erasmus+ , creative europe and the european solidarity corps on the one hand , and other eu programmes and funding sources on the other , such as the european social fund+ and the recovery and resilience facility; regrets the fact that in practice , these synergies and complementarities are not being fully coordinated in most member states; ### 2. recalls the possible synergies and complementarities between erasmus+ , creative europe and the european solidarity corps on the one hand , and other eu programmes and funding sources on the other , such as the european social fund+ and the recovery and resilience facility; regrets the fact that in practice , these synergies and complementarities are not being fully coordinated in most member states and urges the commission to make further efforts; calls upon the commission and members states to actively involve social partners and the civil society in the development and implementation of eu programmes and to adapt the programs to the conditions of the pandemic;


### 2. stresses the need for systematic collection , reporting and evaluation of gender-disaggregated data; calls for the inclusion of requirements to systematically collect and report this data in upcoming legislative proposals for eu funding programmes; ### 2. stresses the need for systematic collection , reporting and evaluation of gender-disaggregated data , which until now has been underused; calls for the inclusion of requirements to systematically collect and report this data in upcoming legislative proposals for eu funding programmes;


### 2. stresses the importance of funding research and innovation in the agri-food sector through the horizon europe budget , european innovation partnerships (eips) , pilot projects , preparatory actions and the introduction of assisted evolution technologies; ### 2. stresses the importance of funding research and innovation in the agri-food and rural development sectors through the horizon europe budget , european innovation partnerships (eips) , pilot projects , preparatory actions and the introduction of assisted evolution technologies in order to improve competitiveness and stimulate smart solutions;


### 3. welcomes the priority given to union health policy and highlights in that connection the eu4health programme and cluster health in horizon europe; notes that the budget for preparedness activities by the health emergency response authority is drawn from those programmes and from the union civil protection mechanism , and expresses deep concern that this could compromise the attainment of other important health objectives; stresses the need to ensure adequate funding for the beating cancer plan; ### 3. welcomes the priority given to union health policy and highlights in that connection the eu4health programme and cluster health in horizon europe; notes that the budget for preparedness activities by the health emergency preparedness and response authority (hera) is drawn from those programmes and from the union civil protection mechanism , and expresses deep concern that this could compromise the attainment of other important health objectives that have been agreed by the legislator; stresses the need to ensure adequate funding for the beating cancer plan;


### 3. is convinced that the capacity for building synergies across eu programmes is essential to achieve a european education area by 2025 and a successful new european bauhaus initiative; urges the commission and the member states , in this regard , to step up their efforts to maximise the complementary nature of their investments and actions and ensure they are supported across all eu funding sources; ### 3. is convinced that the capacity for building synergies across eu programmes is essential to achieve a european education area by 2025 and a successful new european bauhaus initiative; urges the commission and the member states , in this regard , to step up their efforts to maximise the complementary nature of their investments and actions and ensure they are supported across all eu funding sources; calls on the member states to follow the recommendations of the european union and to allocate 10% of the recovery and resilience facility (rff) to support education; calls upon the commission to present a full report on how the rrf is contributing to education; urges the commission and the member states to contribute to the improvement of digital skills across europe; calls for the creation of an european education plan , widely supported on the conference for the future of europe platform , designed to finance the european education area from 2027; calls for new fresh resources to be allocate to the european bauhaus initiative; calls for the rapid and open implementation of the teachers’academies across europe by involving also non-governmental actors , universities and stakeholders;


### 3. is convinced that the capacity for building synergies across eu programmes is essential to achieve a european education area by 2025 and a successful new european bauhaus initiative; urges the commission and the member states , in this regard , to step up their efforts to maximise the complementary nature of their investments and actions and ensure they are supported across all eu funding sources; ### 3. is convinced that the capacity for building synergies across eu programmes is essential to achieve a european education area by 2025 , to implement the digital education action plan and a successful new european bauhaus initiative; urges the commission and the member states , in this regard , to step up their efforts to maximise the complementary nature of their investments and actions and ensure they are supported across all eu funding sources; underlines that the implementation of the above-mentioned initiatives must neither burden the budgetary resources allocated to the erasmus+ , creative europe and european solidarity corps programmes nor have a negative impact on the core activities of the programmes concerned;


### 3. recalls the inclusion of gender mainstreaming as a horizontal principle within the 2021-2027 multiannual financial framework (mff); welcomes the commission’s commitment to develop a methodology to measure gender-relevant expenditure and its ongoing assessment of gender-related data collection; expects parliament to be consulted before the publication of this assessment in the commission’s annual management and performance report; recalls that the gender action plan (gap) iii and the citizens , equality , rights and values programme (cerv) have gender-related spending targets; expects the commission to fully implement its commitments and to report specifically on this to the budgetary authority; ### 3. regrets that until now the european commission has not adequately applied gender mainstreaming despite the fact that it has been horizontal principle within the 2021-2027 multiannual financial framework (mff); welcomes the commission’s commitment to develop a methodology to measure gender-relevant expenditure and its ongoing assessment of gender-related data collection; expects parliament to be consulted before the publication of this assessment in the commission’s annual management and performance report; recalls that the gender action plan (gap) iii and the citizens , equality , rights and values programme (cerv) have gender-related spending targets; expects the commission to fully implement its commitments and to report specifically on this to the budgetary authority;


### 3. welcomes the european union’s efforts to accelerate the digital transformation in agriculture and rural areas; ### 3. welcomes the european union’s efforts to accelerate the digital transformation in agriculture and rural areas but points out that significant differences remain at regional , national and eu level concerning the digital transformation in agriculture;


### 4. welcomes the inclusion measures put forward by the commission with the aim of reinforcing the erasmus+ and european solidarity corps programmes until 2027; ### 4. welcomes the inclusion measures put forward by the commission with the aim of reinforcing the erasmus+ and european solidarity corps programmes until 2027 , calls for their urgent deployment and a transparent assessment designed to be presented to the european parliament; underlines the need for particular measures to support beneficiaries and people from rural , remote and mountain areas , from disadvantaged social backgrounds or with disabilities;


### 4. welcomes the inclusion measures put forward by the commission with the aim of reinforcing the erasmus+ and european solidarity corps programmes until 2027; ### 4. welcomes the inclusion measures put forward by the commission with the aim of reinforcing the erasmus+ , creative europe and european solidarity corps programmes until 2027;


### 4. urges the member states to facilitate access to credit for farms , especially small and micro farms; ### 4. urges the member states to facilitate , or help to improve , access to credit and other financial instruments for farms , especially small and micro farms;


### making a success of the green and digital transitions and fostering the recovery ### making a success of the green and digital transitions and fostering the social and economic recovery


### 5. acknowledges that implementing the green deal and achieving the union’s emission reduction goals will require massive investment , whilst stressing that the cost of inaction would be much higher; emphasises that the union budget is at the heart of efforts to make a just transition towards a greener and more resilient union in which no one is left behind; in that regard , highlights the need to fully implement the just transition mechanism; ### 5. acknowledges that implementing the green deal and achieving the union’s emission reduction goals will require massive investment , whilst stressing that the cost of inaction would be much higher; emphasises that the union budget is at the heart of efforts to make a just transition towards a greener , sustainable , more resilient , and socially inclusive union in which no one is left behind; in that regard , highlights the need to accelerate and fully implement the just transition mechanism , including by providing further technical assistance to support the member states in this task , to support member states in preparing their plan for the social climate fund , and to develop the necessary eu instruments to support citizens and sectors affected by this transition; calls upon the commission to have an integrated approach on the green fund prioritising a just transition and taking into account the special needs of member states , regions and sectors that are heavily affected by the green transition;


### 5. acknowledges that implementing the green deal and achieving the union’s emission reduction goals will require massive investment , whilst stressing that the cost of inaction would be much higher; emphasises that the union budget is at the heart of efforts to make a just transition towards a greener and more resilient union in which no one is left behind; in that regard , highlights the need to fully implement the just transition mechanism; ### 5. acknowledges that implementing the green deal and achieving the union’s emission reduction goals will require massive investment , whilst stressing that the cost of inaction would be much higher; emphasises that the union budget is at the heart of efforts to make a socially just transition towards a greener and more resilient union in which no one is left behind; in that regard , highlights the need to fully implement the just transition mechanism;


### 5. notes with concern that , according to the commission’s financial programming , the overall creative europe envelope is expected to drop by 20 % between 2022 and 2023 , even after taking into account the estimated 2023 top-up resulting from the programme-specific adjustment provided for in article 5 of the mff regulation; considers that , because a full recovery of the cultural and creative sectors is not expected before 2024 , additional funds need to be allocated to this programme in 2023; ### 5. notes with concern that , according to the commission’s financial programming , the overall creative europe envelope is expected to drop by 20 % between 2022 and 2023 , even after taking into account the estimated 2023 top-up resulting from the programme-specific adjustment provided for in article 5 of the mff regulation; considers that , because a full recovery of the cultural and creative sectors is not expected before 2024 , additional funds need to be allocated to this programme in 2023; underlines the important role of creative europe as the european union's only explicit cultural support programme for the recovery of the cultural and creative sectors , especially in view of the fact that many member states have not even earmarked 2 % of the total budget for culture in their national recovery and resilience plans;


### 5. notes with concern that , according to the commission’s financial programming , the overall creative europe envelope is expected to drop by 20 % between 2022 and 2023 , even after taking into account the estimated 2023 top-up resulting from the programme-specific adjustment provided for in article 5 of the mff regulation; considers that , because a full recovery of the cultural and creative sectors is not expected before 2024 , additional funds need to be allocated to this programme in 2023; ### 5. notes with concern that , according to the commission’s financial programming , the overall creative europe envelope is expected to drop by 20 % between 2022 and 2023 , even after taking into account the estimated 2023 top-up resulting from the programme-specific adjustment provided for in article 5 of the mff regulation; considers that , because a full recovery of the cultural and creative sectors is not expected before 2024 , additional funds need to be allocated to this programme in 2023; calls on the member states to follow the recommendations of the european union and to allocate 2% of the recovery and resilience facility (rff) to support the cultural and creative sector; call upon the commission to present a full report on how the rrf is contributing to the ccs;


### 5. recalls the important role of the european institute for gender equality (eige) in collecting data and providing expertise on gender inequality in the eu; calls for the eige to be sufficiently resourced , both in terms of budget and staff , to perform its essential duties; ### 5. recalls the important role of the european institute for gender equality (eige) in collecting data and providing expertise on gender inequality in the eu; calls on the commission to increase the resources for the eige to be sufficiently resourced , both in terms of budget and staff , to perform its essential duties , especially in the context of the covid-19 pandemic’s impact on gender equality;