On Thursday 3 March, MEPs on the European Parliament’s Transport Committee (TRAN) debated the proposal for a regulation on the deployment of alternative fuels in the aviation sector (‘ReFuelEU Aviation’) (see EUROPE 12898/23).
While there is a general consensus among TRAN Committee members, a number of points continue to divide MEPs, who will have to find a balance between maintaining the sector’s competitiveness and meeting environmental objectives, as rapporteur Søren Gade (Renew Europe, Denmark) reminded them.
The MEPs’ discussions focused in particular on the definition of sustainable aviation fuels (SAF). On this point, Søren Gade’s report does not contain any changes to the European Commission’s proposal. “We are relying on the maturity of the technologies available”, the rapporteur said.
However, this approach is not bringing all MEPs on board. “For sustainable fuels, a broader and more inclusive definition is needed. We should not only stick to the current sources, but look to those of tomorrow”, said Cláudia Monteiro de Aguiar (EPP, Portugal).
Similarly, some MEPs - like Ciarán Cuffe (Greens/EFA, Ireland) - called for more ambition on synthetic fuels and direct air capture, which is the capture of CO2 from the ambient air rather than at the source.
In response to these different approaches, the European Commission has summarised: “Some want more, some want less; this means that the proposal is balanced, that it is a middle ground”.
Low availability and fines
In addition, the issue of the availability of SAF also came up several times in the discussions.
“We are not sure that the manufacturing market will live up to the demands. Traders and customers could face a production failure. In this case, it would be difficult to sanction people who can’t do anything about it”, said Dominique Riquet (Renew Europe, France).
This approach is also the reason why, the European Commission explained, “there is no need to set the bar too high”. Adding: “There is a risk of supply shortages if the targets are too high, and therefore of fines, since it is a binding text”.
In addition, the issue of ‘tankering’, the practice of transporting tonnes of surplus fuel to avoid refuelling at European airports, where legislation may be stricter than in some third countries, was also raised. All agreed that discussions should be held on this issue and that the problem should be resolved. “Climate knows no borders”, summarised Mr Gade.
The timeframe for implementation and the application of the thresholds for the incorporation of SAF into the aircraft fuel mix were also discussed.
On this point, the rapporteur believes that it would be beneficial to extend the implementation period to 2033, which would allow some airports to adapt. On the other hand, Mr Gade said, suppliers would be required to meet the targets.
Others, such as Kosma Złotowski (ECR, Poland), argue for a longer timeframe for the incorporation of SAF.
“The airline industry is going through the biggest crisis in recent years. We suggest that the thresholds should be 1% SAF from 1 January 2030, and 5% 5 years later. We must not forget the competitiveness of the sector”, he argued.
The European Commission’s proposal is for a threshold of 5% in 2030 and 25% in 2035. The deployment of alternative fuels in the aviation sector is part of the ‘Fit for 55’ package presented by the European Commission on 14 July 2021 (see EUROPE 12764/10). (Original version in French by Thomas Mangin)