Meeting with
Global Business Travel Association (GBTA),
Ref. Ares(2022)2451656 - 01/04/2022
Brussels, 29 November 2021
Scene setter
The Global Business Travel Association (GBTA) has requested that you meet
to discuss the return to safe travel within and into Europe, sustainable
aviation and files such as the European Slots Regulation. In addition, they would also like to
discuss the role of the business travel industry in delivering the European Green Deal.
GBTA is one of the world’s premier business travel and meetings trade organisations. It is
headquartered in the Washington, D.C. area. It has operations on six continents. Its 9,000-
plus members manage more than $345 bil ion in global business travel and meetings
expenditures annually. GBTA delivers education, events, research, advocacy and media to a
global network of over 28,000 travel professionals
GBTA shares the EU ambition to return to safe and sustainable travel for fully vaccinated
travellers, thereby boosting economies and reviving social ties. Further, GBTA appreciates
the ambitious nature of the Fit for 55 package (FF55) and looks forward to contributing to the
reduction targets defined in it.
Objective(s)
• To explain current COM initiatives of interest to GBTA and, where appropriate, to
encourage their involvement.
Key Messages
COVID AND SAFE TRAVEL
• The situation remains extremely fluid, as we just saw with the
existence of the new South African variant. So whatever I may say
today may not be true in few weeks.
• The air traffic situation has been steadily recovering. For mid-
November, Eurocontrol shows traffic at almost 80% of 2019 levels. But
who knows what wil be the situation in few weeks with the new
variant.
• The main tool for recovery remains a successful vaccination
campaign. Almost 65% of the EU population has now been ful y
vaccinated (76% of the adult population).
Unfortunately, levels of vaccination differ significantly between
Member States
[85% are ful y vaccinated in Portugal, but only 19% in Bulgaria].
This constitutes a continuing risk.
• Vaccination should not be a prerequisite for travel. However, travel can
only properly resume if vaccinated passengers are exempt from
quarantine.
EU Digital Covid Certificate (EU DCC)
• Air traffic levels have risen significantly since the July introduction of
the EU-DCC. By now, over 600 mil ion certificates have been
generated – a testimony to the success of the initiative.
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Meeting with
Global Business Travel Association (GBTA),
Brussels, 29 November 2021
• IATA has endorsed the EU DCC, agreeing that it may be a blueprint
for a global solution. Among third countries, there is strong interest in
aligning with our system.
[Today the EU-DCC can be used in 49 countries in
Europe, Africa, the Middle East and the Americas.]
Travel into the EU
(from 3rd Countries)
• Council Recommendation 2020/912 currently regulates travel into the
EU. COM will soon propose a revision on non-essential travel with the
aim of simplifying procedures.
The notification threshold for a third country would be changed.
Ultimately, we seek to move to a person-based approach by removing
country lists and making travel into the EU conditional on immunisation
status or the traveller’s function (e.g. essential travel).
• We welcome US reopening to vaccinated travel ers and acceptance of
the EU DCC as proof of vaccination.
• Your views and feedback?
Travel within the EU
• Last week, COM adopted a proposal for a new Council
Recommendation on facilitating safe free movement within the EU.
This takes account of the success of the EU DCC, vaccination uptake
and the changing epidemiological situation.
• The proposal simplifies travel measures: holders of an EU DCC should
normal y not be subject to additional restrictions, wherever they travel
in the EU.
• The (adapted) traffic light map would serve mainly for information (but
also to coordinate measures for areas where the level of viral
circulation is particularly low or high).
• The proposal also includes a standard validity period of 9 months for
vaccination certificates issued after the primary vaccination series, to
avoid diverging approaches between Member States. The 9 month-
period takes into account the guidance of the European Centre for
Disease Prevention and Control (ECDC) on the administration of
booster doses as of 6 months, and provides for an additional period of
3 months to ensure that national vaccination campaigns can adjust
and citizens can have access to boosters.
• We hope the Member States wil adopt the proposal swiftly. The
Commission proposes that these updates apply as of 10 January
2022.
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Meeting with
Global Business Travel Association (GBTA),
Brussels, 29 November 2021
EU SUPPORT TO TRANSPORT (ESPECIALLY UNDER RRF)
• The transport sector wil be a major beneficiary of the Recovery and
Resilience Facility (RRF).
[Our assessment is that RRF wil almost double the
EU funds allocated to mobility under the next MFF, with more than €93 bil ion from
RRF (16.5% of total).]
• Over 85% of the funds dedicated to transport
[more than €80 bil ion] are
al ocated to the greening and sustainability of transport modes.
[A high
share is dedicated to rail projects (50%). Road investments amount to about 30%
of the transport-related funding and public infrastructure, multi-modal transport and
active mobility amount to about 14%.] RRF funding for transport wil
essential y support investment in infrastructure modernisation.
These investments will also indirectly benefit the business travel
industry.
• The content of the national recovery plans is now set. Twenty two (of
27) national plans have been formal y approved. We are now entering
the implementation phase.
• In some cases, project implementation foresees the launch of cal s for
proposals (for example, to the benefit of local authorities) and the
exact nature or location of the investments remain to be determined.
This might be an opportunity for your organisation.
EMISSION REDUCTIONS – THE GREEN DEAL AND SUSTAINABLE AND
SMART MOBILITY STRATEGY
• The SSMS is a “deliverable” to the European Green Deal. It sets out a
roadmap towards a transport future. It is structured on three key
objectives: making the European transport system (i) sustainable, (i )
smart and (iii) resilient.
• While mobility offers many benefits, it also has costs, not least in terms
of greenhouse gas (GHG) emissions, poor air quality, water pol ution,
congestion, accidents and noise. Today, transport accounts for a
quarter of EU GHG and unlike other sectors, emissions from transport
have risen slightly over recent years.
• Thus, we need a credible path towards the 90% reduction in transport-
related GHG emissions by 2050 set out in the Green Deal. To do this,
we must: (i) make al transport modes more sustainable; (i ) make
sustainable alternatives widely available in a multimodal transport
system; (i i) put in place the right incentives (such as fair and efficient
pricing to drive the transition.
• Greater transport efficiency is part of the answer. To achieve this,
digitalisation and innovation are essential.
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Meeting with
of Global Business Travel Association (GBTA),
Brussels, 29 November 2021
• “Resilience” is important too because COVID-19 has highlighted the
vulnerabilities of the transport system and thus the single market.
Without an effective and efficient single market, we cannot reap the full
benefits of digitalisation and data and the innovations they can bring.
• Having adopted the SSMS in December last year, we are now
translating it into concrete actions, inter alia through Fit for 55 (FF55)
[see below].
• The July FF55 package included initiatives on: (i) AFIR; (i ) ReFuel EU
Aviation ; (iii) FuelEU Maritime.
The next FF55 instalment in December wil focus on Intel igent
Transport Systems, TEN-T, rail freight corridors and passenger rail.
AVIATION
• Meanwhile our coverage of ongoing aviation files continues.
Slots
• Despite overal positive developments in air traffic levels in the EU,
some long-haul intercontinental markets stil lag behind significantly.
[The Chinese market is currently down by 51% due to new flight restrictions
designed to contain Covid-19.]
• Thus, COM may again take action
[adoption of another delegated act] to
extend slot relief.
The industry stil needs to be able to use the exception on the justified
non-use of slots (“force majeure”) in cases where countries have
imposed / retained travel restrictions.
• As to the new use-rate, we believe that clear improvements in traffic
levels justify a higher rate (than the current 50%).
Single European Sky and the Single Market
• As traffic levels recover, we must avoid a repetition of the 2018-2019
capacity crisis. Reform the Single European Sky (SES) is key.
We must both address the issues of the past and ensure an efficient
and resilient European traffic management framework this is scalable,
effective and environmental y sustainable for the future.
• Through SES reform, we can make important savings.
Enabling direct routing remains the most effective of the proposed
network reforms. That is why we seek to strengthening the network
approach.
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Meeting with
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On the environmental front, mandatory modulation of charges at EU
level can help reduce aviation’s carbon footprint. (This is another of
“basket of measures” needed to ensure aviation’s meaningful
contribution to the European Green Deal.)
With reformed economic governance, the performance of air
navigation services, including on climate
[horizontal and vertical flight
efficiency] and environmental
[noise; NOx] performance, should improve.
Digitisation wil help tackle the inflexibility we see today. That is why
SES reform seeks to build a true European market for data services
supporting air traffic service providers and improving efficiency.
• Further, COM has just relaunched its review of the Air Services
Regulation. A legislative proposal is scheduled for the end of 2022.
• Moreover, a study was recently launched to assess the impacts of
Covid-19 on aviation. The study’s findings (due summer 2022) wil
provide a base for COM’s policies (such as the Air Services
Regulation, Airport Charges Directive, Slots Regulation).
FIT FOR 55
• A key sector such as aviation obviously figures prominently in our
sustainability and decarbonisation plans. Aviation in its different
aspects thus also features in FF55.
• We wil extend the EU Emissions Trading System (ETS). Airlines
currently pay for 50% of their emissions. We propose to phase out free
al owances gradually / by end 2026.
• With our ReFuelEU initiative, we propose to boost sustainable aviation
fuels by obliging fuel suppliers to blend at least 2% by 2025, 5% by
2030, and 20% by 2035.
We include sub-targets for e-fuels, with 0.7% by 2030 and 5% by
2035.
The initiative has flanking measures such as the Renewable and Low
Carbon Fuels Al iance and funding mechanisms (on R&D and the
Green Taxonomy).
• Under the Energy Taxation directive (ETD), removing the kerosene tax
exemption on intra-EU flights wil support the uptake of SAF. From
2023 to 2033, fossil kerosene wil be gradual y taxed, but SAF
including e-fuels will enjoy a minimum zero rate during a 10-year
transition period (with very low rates thereafter).
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Meeting with
Global Business Travel Association (GBTA),
Brussels, 29 November 2021
• The EU remains committed to implementing the Carbon Offsetting and
Reduction Scheme for International Aviation (CORSIA – which started
its offsetting phase in January).
However, to reflect EU climate ambitions, we will pay particular
attention to certain aspects of CORSIA such as the need to avoid
double counting of emissions, the need for high levels of state
participation and the compliance requirement.
• On 21 April, COM adopted a package of measures to help improve the
flow of money towards sustainable activities across the EU. This
includes the EU Taxonomy Climate Delegated Act (which already
included certain criteria for aviation i.e. low carbon infrastructure).
Defensive Points
SLOTS
Slot relief merely distorts competition. Why is it still necessary?
• Eurocontrol data show that intra-EEA traffic is progressing to recovery.
Nevertheless, we cannot ignore the fact that some global regions are lagging
behind (because of travel restrictions).
• We must strike a balance between being pro-competitive while also recognising
that, due to Covid, some airlines remain unable to meet the 80% use requirement.
FIT FOR 55
The Fit for 55 proposal on ETS casts doubt on the EU commitment to CORSIA.
Do you still support it?
• Yes, definitely!
• We want CORSIA to succeed in the Carbon Neutral Goal from 2020. This will
require high levels of participation and robust environmental integrity. The COM
proposal should promote both of these (and counter any potential CORSIA
weaknesses).
• The fact that we propose to maintain our current emissions trading system for
intra-EEA flights (and departures to the UK and Switzerland) reflects our higher
climate ambition. It is also in line with the statement we delivered at the last
Assembly. Thus, it should be no surprise.
• In aviation, the EU is a single jurisdiction on many important policy fronts - market
access, ownership and control, single aircraft certification, third country operators,
blacklists, etc.). To avoid double charging under ETS and CORSIA on the same
routes, there possibility of filing a difference to ICAO exists.
Will the EU sign the International Aviation Climate Ambition Declaration
(presented during the COP26 climate summit)?
• The declaration addresses only states. EU Member States may sign, provided the
level of ambition is in line with EU policy and that there is sufficient take-up from
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Meeting with
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Brussels, 29 November 2021
different world regions. (Unless these conditions are met, the initiative could be
counterproductive at this stage.)
EU TRAVEL
Why do you propose a 9-month validity period for vaccination certificates?
This will make travel more complicated again.
• Many Member States have announced or have already started to administer
booster doses. In this context,
more and more Member States are already
adopting rules as to how long vaccination certificates should be accepted.
• This takes into account that the protection from infection with COVID-19 resulting
from vaccination appears to be decreasing over time.
•
Unilateral measures in this area have the potential to cause significant
disruptions to citizens and businesses. In the
absence of a uniform approach
at EU level, citizens would be obliged to verify each Member State’s rules in
order to determine whether their vaccination certificates continue to be accepted.
• These risks are particularly harmful in a situation where the EU economy has
already been significantly affected by the virus.
• Having
a coordinated approach and offering sufficient predictability is also
important for economic reasons in the internal market.
• For these reasons, the Commission considers it necessary to provide for a
standard acceptance period for vaccination certificates issued following the
completion of primary vaccination series. This period should be set at 9months.,
• This takes into account the guidance of ECDC regarding the administration of
booster doses as of 6 months after completion of the primary vaccination series
and providing for an additional period of 3 months to ensure that national
vaccination campaigns can adjust and citizens can have access to the
administration of boosters.
• This means that Member States, in the context of travel, should accept vaccination
certificates for the primary vaccination series as long as not more than 9 months
have passed.
Selective Background
1. Covid and Safe Travel
Council Recommendation 2020/912
On 30 June 2020, the Council adopted Recommendation 2020/912 on the temporary
restriction on non-essential travel into the EU and the possible lifting of such
restriction. According to the recommendation, Member States should gradually lift the
temporary restriction on non-essential travel to the EU from 1 July 2020 in a
coordinated manner. This applies to residents of third countries meeting the required
criteria and listed in Annex I to the Council Recommendation and to those travelling
for essential reasons listed in Annex 2 (e.g. health workers, cross-border workers).
EU citizens and long-term residents in the EU and their family members can always
travel to the EU, possibly subject to testing, quarantine and/or self-isolation.
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Meeting with
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•
Booster shots: As of yet, there are no studies expressly addressing the
effectiveness of boosters on transmission of COVID-19 and therefore it is not
possible to determine an acceptance period for boosters. However, given the
emerging data it can be expected that protection from booster vaccinations
may last longer than that resulting from the primary vaccination series. The
Commission wil closely monitor newly emerging scientific evidence on this
issue. On the basis of such evidence, the Commission may, if needed,
propose an appropriate acceptance period also for vaccination certificates
issued following a booster.
•
The EU traffic light map is maintained in an adapted form, combining new
cases with a region’s vaccine uptake and testing rate. The map would be
mainly for information, but would also serve a coordination function for areas
with particularly low (‘green’) or particularly high level (‘dark red’) of circulation
of the virus. For these areas, specific rules would apply by derogation from the
‘person-based approach’. For travel from ‘green’ areas, that would mean that
no restrictions should be applied. Travel to and from ‘dark red’ areas should be
discouraged, given the high number of new infections there, and persons who
are neither vaccinated nor have recovered from the virus should be required to
test and quarantine.
•
Exemptions for certain travel ers are maintained but are more limited, as many
essential travel ers have had the opportunity to be vaccinated in the meantime.
This should include transport workers, seafarers, patient transports, cross-
border commuters, and children under the age of 12.
• The
emergency procedure intended to delay the spread of possible new
COVID-19 variants of concern or interest or address serious epidemiological
situations (included in the last amendment to the Recommendation) should be
streamlined and more operational.
As the proposal wil be discussed in the Council before being adopted, the proposed
recommendations are stil subject to change. To allow for sufficient time for the
coordinated approach to be implemented, the Commission proposes that these
updates apply as of 10 January 2022.
2. Slots
Winter 21/22: Slot use rate is set at 50%. The possibility for airlines to return slot series prior
to the start of the season whilst retaining grandfather rights for the following season has
removed. The justified non-use of slots exception (“force majeure” exception) wil continue to
apply.
Summer 22: COM continues to monitor the situation. It has proposed adopting another
delegated act to extend slot relief to summer 22. Traffic intra-EEA is recovering well.
However, some regions lag behind due to continuing travel restrictions; this will be covered
by the “force majeure” exception. COM must adopt the delegated act before 31 December.
3. ReFuelEU Aviation
COM adopted its legislative proposal on 14 July. It is based on a SAF blending obligation on
aviation fuel suppliers with increasing targets over time, starting in 2025 (see ramp up
below). An obligation on airlines to uplift aviation fuel prior to departures from EU airports
aims to ensure a level playing field between airlines and airports for intra and extra-EEA
flights.
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Proposed Ramp-up Targets
SAF Flanking Measures
These include -
− Intensifying EU efforts at ICAO to promote establishment of global SAF targets.
− A Renewable and Low Carbon Fuels Value Chain Al iance. Similar to the Batteries
Al iance. Could be the platform to deploy SAF funding mechanisms, notably through an
IPCEI (important project of common European interest). This is stil hypothetical but there
is interest in the Commission.
− Steering funding towards SAF deployment e.g. ETS Innovation Fund, Horizon Europe
(R&D), others.
− Facilitating SAF certification through the establishment of an EU SAF Clearing House
(EASA wil perform an EP Preparatory Action to assess the feasibility)
4. Single European Sky
On 3 June the Transport Council greed a General Approach. In parallel, Parliament’s
TRAN Committee adopted its negotiation position on 17 June.
Trilogues started in July. This may allow agreement on a final text in 2022.
Afterwards, technical regulations wil be updated, so that the reform can enter into
force for the preparation and start of RP4, in 2025.
5. Multimodal Initiatives
In the context of SSMS, we are putting in place an enabling framework to enhance
the multimodal dimension of transport and mobility. For passengers we seeks to
facilitate seamless journeys when using different transport modes and nudge towards
sustainable choices.
To this end, , we are preparing a new legislative proposal for 2022, to facilitate further
the development of Multimodal Digital Mobility Services, such as MaaS services, or
ticket intermediaries. Those intermediaries wil facilitate access to information,
booking and payment within modes (e.g. in rail) but also in a multimodal context. In
parallel, we want to ensure that information (including real time data on disruptions
and information on a journey’s carbon footprint) is accessible to passengers before
and during their trip. This should facilitate planning and enhance the quality of the
journey. As announced in the SSMS, in 2022 we wil revise the specifications for
Multimodal Travel Information Services.
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