Array( [0] => Array ( [0] => 20826 [id] => 20826 [1] => [domain] => [2] => de [lang] => de [3] => upload_67dac37dc9139 [upload] => upload_67dac37dc9139 [4] => lu-2025-007a.pdf [original] => lu-2025-007a.pdf [5] => [name] => [6] => lu-2025-007a.pdf [title] => lu-2025-007a.pdf [7] => [keywords] => [8] => 2025-03-19 13:15:41 [date] => 2025-03-19 13:15:41 [9] => [intranet] => [10] => ja [individuell1] => ja [11] => LU [individuell2] => LU [12] => Anlage zu LU 7/2025A [individuell3] => Anlage zu LU 7/2025A [13] => LU 7A/2025 [individuell4] => LU 7/2025 [14] => - 1 - March 202 5 BRIEFING ReFuelEU Aviation and the Book and Claim System Since the ReFuelEU Aviation Regulation effectively applies from 1 January 2025, mandating that 2% of sustainable aviation fuel (SAF) be supplied at Union airports, some CLECAT members have expressed concerns about the lack of transparency in the SAF market and the uncertainty surrounding the book - and -claim mechanism. Freight forwarders seeking to incorporate SAF into their Scope 3 emissions reporting find themselves unabl e to verify or account for SAF usage adequately, largely due to regulatory constraints. This is particularly problematic given the European Commission’s position that book -and -claim cannot be used to comply with ReFuelE U Aviation (European Commission, 2025 ReFuelEU Aviation SAF Flexibility Report ). While book -and -claim enables companies to purchase SAF credits without requiring physical delivery of the fuel, the system remains disconnected from regulatory compliance. Under current EU rules, only SAF that is physically blended at an EU airport counts towards fuel suppliers’ SAF obligations. This means that aircraft operators can voluntarily report their SAF purchases for internal sustainability purposes, but they cannot use these certificates to meet compliance obligations under ReFuelEU Aviation or the EU Emissions Trading System (EU ETS). As a result, many industry stakehold ers question the value of book -and -claim if it does not provide a regulatory benefit. ReFuelEU Aviation does, however, include a SAF flexibility mechanism that allows aviation fuel suppliers to meet their blending targets as a weighted average across all EU airports from 2025 to 2034. This provision aims to prevent disruptions at airports with limited SAF availability . The absence of a tracking mechanism to link SAF use to individual shipments is an issue for com panies looking to account for their emissions. Challenges for airlines: Uneven SAF supply and high costs Airlines face a dual challenge in adapting to the SAF mandate: the uneven availability of SAF at different Union airports and the high cost of alternative fuels. Because the SAF flexibility mechanism allows suppliers to blend SAF in varying amounts at different locations, some airports will have easier and cheaper access to SAF than others. The cost of SAF presents a n even greater concern. In 2023, conventional jet fuel averaged €816 per tonne, whereas biofuel -based SAF cost €2,768 per tonne, and synthetic SAF prices ranged from €6,600 to €8,700 per tonne (EASA, State of the EU SAF Market , 2024). The price gap is significant, and airlines are wary that fuel suppliers at major SAF hubs may impose higher blending rates or charge disproportionately high prices, creating further cost disparities. Transparency issues for Freight Forwarders: Why SAF usage is difficult to track A key concern for CLECAT members is the lack of transparency in SAF usage for specific flights. Freight forwarders require accurate data to track their Scope 3 emissions (indirect emissions from their customers/suppliers along the supply chain) , yet under ReF uelEU Aviation , airlines are only required- 2 - to report their SAF usage annually and in an aggregated format. This means forwarders cannot determine whether a particular shipment was transported using SAF . Adding to this complexity is the Union Database for Biofuels (UDB), which tracks SAF transactions at the fuel supplier level but not beyond the point of suppl y. The Dat abase provides transparency, accountability, and safety throughout the supply chain until the product is released onto the market , but fails to allow freight forwarders and cargo owners to verify whether their shipments benefitted from SAF use. As noted in the Commission report, a ircraft operators’ customers are therefore entirely reliant on the integrity of the aircraft operators and aviation fuel suppliers with whom they are dealing. The lack of clear regulatory guidance further exacerbates this problem. The European Commission has not provided a verification mechanism for SAF compliance beyond the initial sale from fuel suppliers to airlines. This creates a traceability gap, leaving shi ppers and forwarders unable to track and report their emissions reductions accurately. As a result, businesses willing to invest in SAF to lower their carbon footprint may be discouraged by the absence of transparency and accountability. EU ETS and its link to ReFuelEU Aviation: Who pays and how it affects users The EU ETS applies to aviation by requiring airlines operating flights within the EEA to purchase carbon allowances (EUAs) to cover their CO₂ emissions. The system places the burden of compliance on airlines, which in turn pass these costs on to passengers and cargo shippers through higher ticket prices and freight rates. Airlines are responsible for purchasing and surrendering allowances based on their total emissions, but the fluctuating price of carbon allowances makes it difficult for them to forecast l ong -term compliance costs. An other market -based system exists for extra -EEA flights, named CORSIA ( Carbon Offsetting and Reduction Scheme for International Aviation) where operators must offset the emissions of flights between the EEA and CORSIA countries (see the updated list here ) which are above the 2019 baseline, gradually reduced overtime. Companies can offset their emissions surplus by purchasing eligible emission units generated by projects that reduce emissions in other sectors. ReFuelEU Aviation and EU ETS are interconnected but distinct legislation . While ReFuelEU requires fuel suppliers to deliver an increasing share of SAF at Union airports, increasing SAF usage, EU ETS acts as a financial incentive to reduce overall emissions from air transport. Under EU ETS or any other market -base schemes like CORSIA , airlines can clai m partial reductions in their carbon liability if they use SAF, . Ho wever , the cost reduction in EU ETS obligations may not be enough to offset the high price of SAF itself. Also, t he EU ETS Monitoring, Reporting, and Verification (MRV) system ensures that airlines report their fuel consumption and emissions annually, providing an official framework to verify compliance with emissions obligations. Th Fis system applies directly to airlines, requiring them to track and submit data on fuel use, emissions factors, and reductions associated with SAF use. In theory, this should ensure transparency at the airline level for regulators and policymakers. While the MRV system covers overall airline fuel consumption and emissions at an aggregate level, it does not require airlines to disclose detailed information about SAF usage per flight or shipment. This means that while an airline can report how much SAF it use d in total, it does not have to specify which flights benefited from SAF use or share this data with customers.- 3 - For freight forwarders and cargo shippers, the practical effect is that EU ETS costs are passed through in the form of surcharges on air freight rates. As the phase -out of free EU ETS allowances for aviation continues, these additional costs will likely increase, affecting freight rates and supply chain expenses. Furthermore, SAF purchases und er a book -and -claim mechanism cannot be used to reduce EU ETS costs . This disconnects between different regulatory frameworks adds further complexity to compliance strategies for both airlines and logistics providers . CLECAT’s advocacy and next steps The European Commission’s study on SAF suggested that the industry is not united on the inclusion of book -and -claim within the ReFuelEU Aviation framework. However, this does not reflect the reality of broad industry support for book -and -claim. Over the past year, two joint industry let ters have been co -signed by CLECAT and other key associations, demonstrating a strong and coordinated position on the need for regulatory recognition of book -and -claim . (see recent joint letter dated 17 February). With the upcoming Omnibus legislation, industry stakeholders see an opportunity to push for necessary changes, ensuring that book -and -claim can be integrated into the ReFuelEU framework. In a meeting this week, it was agreed that the coalition , led by the European Exp ress Association , will publish a short and clear public statement outlining why the industry needs book -and -claim to be recogni sed under ReFuelEU. The momentum behind this initiative is growing, and we understand from the European Express Assoc iation (EEA) that the European Commission (Eddy Liégeois , Head of Unit Aviation Policy at DG MOVE ) has indicated that the door remains open for discussions on this issue. CLECAT remains committed to advocating for greater regulatory flexibility in SAF policies and ensuring that logistics and air freight stakeholders have a clear and transparent system for tracking emissions reductions. As part of these efforts, CLECAT intends to have discussions with the Smart Freight Centre to explore ways to enhance SAF reporting methodologies, ensuring that SAF use is properly accounted for across supply chains. The industry coalition will continue to push for policy changes in the coming months, starting with the publication of a joint public statement to reinforce the industry's position. CLECAT’s Sustainable Logistics and Air Freight Logistics institutes will bring this issue up for discussion at their next meetings . [individuell5] => - 1 - March 202 5 BRIEFING ReFuelEU Aviation and the Book and Claim System Since the ReFuelEU Aviation Regulation effectively applies from 1 January 2025, mandating that 2% of sustainable aviation fuel (SAF) be supplied at Union airports, some CLECAT members have expressed concerns about the lack of transparency in the SAF market and the uncertainty surrounding the book - and -claim mechanism. Freight forwarders seeking to incorporate SAF into their Scope 3 emissions reporting find themselves unabl e to verify or account for SAF usage adequately, largely due to regulatory constraints. This is particularly problematic given the European Commission’s position that book -and -claim cannot be used to comply with ReFuelE U Aviation (European Commission, 2025 ReFuelEU Aviation SAF Flexibility Report ). While book -and -claim enables companies to purchase SAF credits without requiring physical delivery of the fuel, the system remains disconnected from regulatory compliance. Under current EU rules, only SAF that is physically blended at an EU airport counts towards fuel suppliers’ SAF obligations. This means that aircraft operators can voluntarily report their SAF purchases for internal sustainability purposes, but they cannot use these certificates to meet compliance obligations under ReFuelEU Aviation or the EU Emissions Trading System (EU ETS). As a result, many industry stakehold ers question the value of book -and -claim if it does not provide a regulatory benefit. ReFuelEU Aviation does, however, include a SAF flexibility mechanism that allows aviation fuel suppliers to meet their blending targets as a weighted average across all EU airports from 2025 to 2034. This provision aims to prevent disruptions at airports with limited SAF availability . The absence of a tracking mechanism to link SAF use to individual shipments is an issue for com panies looking to account for their emissions. Challenges for airlines: Uneven SAF supply and high costs Airlines face a dual challenge in adapting to the SAF mandate: the uneven availability of SAF at different Union airports and the high cost of alternative fuels. Because the SAF flexibility mechanism allows suppliers to blend SAF in varying amounts at different locations, some airports will have easier and cheaper access to SAF than others. The cost of SAF presents a n even greater concern. In 2023, conventional jet fuel averaged €816 per tonne, whereas biofuel -based SAF cost €2,768 per tonne, and synthetic SAF prices ranged from €6,600 to €8,700 per tonne (EASA, State of the EU SAF Market , 2024). The price gap is significant, and airlines are wary that fuel suppliers at major SAF hubs may impose higher blending rates or charge disproportionately high prices, creating further cost disparities. Transparency issues for Freight Forwarders: Why SAF usage is difficult to track A key concern for CLECAT members is the lack of transparency in SAF usage for specific flights. Freight forwarders require accurate data to track their Scope 3 emissions (indirect emissions from their customers/suppliers along the supply chain) , yet under ReF uelEU Aviation , airlines are only required- 2 - to report their SAF usage annually and in an aggregated format. This means forwarders cannot determine whether a particular shipment was transported using SAF . Adding to this complexity is the Union Database for Biofuels (UDB), which tracks SAF transactions at the fuel supplier level but not beyond the point of suppl y. The Dat abase provides transparency, accountability, and safety throughout the supply chain until the product is released onto the market , but fails to allow freight forwarders and cargo owners to verify whether their shipments benefitted from SAF use. As noted in the Commission report, a ircraft operators’ customers are therefore entirely reliant on the integrity of the aircraft operators and aviation fuel suppliers with whom they are dealing. The lack of clear regulatory guidance further exacerbates this problem. The European Commission has not provided a verification mechanism for SAF compliance beyond the initial sale from fuel suppliers to airlines. This creates a traceability gap, leaving shi ppers and forwarders unable to track and report their emissions reductions accurately. As a result, businesses willing to invest in SAF to lower their carbon footprint may be discouraged by the absence of transparency and accountability. EU ETS and its link to ReFuelEU Aviation: Who pays and how it affects users The EU ETS applies to aviation by requiring airlines operating flights within the EEA to purchase carbon allowances (EUAs) to cover their CO₂ emissions. The system places the burden of compliance on airlines, which in turn pass these costs on to passengers and cargo shippers through higher ticket prices and freight rates. Airlines are responsible for purchasing and surrendering allowances based on their total emissions, but the fluctuating price of carbon allowances makes it difficult for them to forecast l ong -term compliance costs. An other market -based system exists for extra -EEA flights, named CORSIA ( Carbon Offsetting and Reduction Scheme for International Aviation) where operators must offset the emissions of flights between the EEA and CORSIA countries (see the updated list here ) which are above the 2019 baseline, gradually reduced overtime. Companies can offset their emissions surplus by purchasing eligible emission units generated by projects that reduce emissions in other sectors. ReFuelEU Aviation and EU ETS are interconnected but distinct legislation . While ReFuelEU requires fuel suppliers to deliver an increasing share of SAF at Union airports, increasing SAF usage, EU ETS acts as a financial incentive to reduce overall emissions from air transport. Under EU ETS or any other market -base schemes like CORSIA , airlines can clai m partial reductions in their carbon liability if they use SAF, . Ho wever , the cost reduction in EU ETS obligations may not be enough to offset the high price of SAF itself. Also, t he EU ETS Monitoring, Reporting, and Verification (MRV) system ensures that airlines report their fuel consumption and emissions annually, providing an official framework to verify compliance with emissions obligations. Th Fis system applies directly to airlines, requiring them to track and submit data on fuel use, emissions factors, and reductions associated with SAF use. In theory, this should ensure transparency at the airline level for regulators and policymakers. While the MRV system covers overall airline fuel consumption and emissions at an aggregate level, it does not require airlines to disclose detailed information about SAF usage per flight or shipment. This means that while an airline can report how much SAF it use d in total, it does not have to specify which flights benefited from SAF use or share this data with customers.- 3 - For freight forwarders and cargo shippers, the practical effect is that EU ETS costs are passed through in the form of surcharges on air freight rates. As the phase -out of free EU ETS allowances for aviation continues, these additional costs will likely increase, affecting freight rates and supply chain expenses. Furthermore, SAF purchases und er a book -and -claim mechanism cannot be used to reduce EU ETS costs . This disconnects between different regulatory frameworks adds further complexity to compliance strategies for both airlines and logistics providers . CLECAT’s advocacy and next steps The European Commission’s study on SAF suggested that the industry is not united on the inclusion of book -and -claim within the ReFuelEU Aviation framework. However, this does not reflect the reality of broad industry support for book -and -claim. Over the past year, two joint industry let ters have been co -signed by CLECAT and other key associations, demonstrating a strong and coordinated position on the need for regulatory recognition of book -and -claim . (see recent joint letter dated 17 February). With the upcoming Omnibus legislation, industry stakeholders see an opportunity to push for necessary changes, ensuring that book -and -claim can be integrated into the ReFuelEU framework. In a meeting this week, it was agreed that the coalition , led by the European Exp ress Association , will publish a short and clear public statement outlining why the industry needs book -and -claim to be recogni sed under ReFuelEU. The momentum behind this initiative is growing, and we understand from the European Express Assoc iation (EEA) that the European Commission (Eddy Liégeois , Head of Unit Aviation Policy at DG MOVE ) has indicated that the door remains open for discussions on this issue. CLECAT remains committed to advocating for greater regulatory flexibility in SAF policies and ensuring that logistics and air freight stakeholders have a clear and transparent system for tracking emissions reductions. As part of these efforts, CLECAT intends to have discussions with the Smart Freight Centre to explore ways to enhance SAF reporting methodologies, ensuring that SAF use is properly accounted for across supply chains. The industry coalition will continue to push for policy changes in the coming months, starting with the publication of a joint public statement to reinforce the industry's position. CLECAT’s Sustainable Logistics and Air Freight Logistics institutes will bring this issue up for discussion at their next meetings . [15] => [individuell6] => [16] => [individuell7] => [17] => [individuell8] => [18] => [individuell9] => [19] => [individuell10] => [multisort] => LU 7/2025 ) [1] => Array ( [0] => 20825 [id] => 20825 [1] => [domain] => [2] => de [lang] => de [3] => upload_67dac37dbfd53 [upload] => upload_67dac37dbfd53 [4] => lu-2025-007.pdf [original] => lu-2025-007.pdf [5] => [name] => [6] => lu-2025-007.pdf [title] => lu-2025-007.pdf [7] => [keywords] => [8] => 2025-03-19 13:15:41 [date] => 2025-03-19 13:15:41 [9] => [intranet] => [10] => ja [individuell1] => ja [11] => LU [individuell2] => LU [12] => Umfassendes CLECAT-Briefing zu ReFuelEU Aviation veröffentlicht [individuell3] => Umfassendes CLECAT-Briefing zu ReFuelEU Aviation veröffentlicht [13] => LU 7/2025 [individuell4] => LU 7/2025 [14] => ___________________ ____________________________________________________________________________________________ ________ Verein Hamburger Spediteure e.V. Vorsitzer: Axel Plaß Geschäftsführer: Stefan Saß Uhlandstraße 68 22087 Hamburg E-Mail: info@vhsp.de Telefon : 040 37 47 64 - 0 Telefax : 040 37 47 64 - 75 Web: www.vhsp.de Sitz der Gesellschaft: Hamburg Amtsgericht Hamburg, VR 3860 Steuer -Nr.: 17/438/01004 HASPA: Kto. 1280 109 800 BLZ 200 505 50 BIC: HASPDEHH XXX IBAN: DE22 2005 0550 1280 1098 00 Rundschreiben LU 00 7/20 25 Hamburg, den 19 . März 20 25 (DSLV -Brück ) ts An unsere Mitglieder! – Geschäftsleitung – Umfassendes CLECAT -Briefing zu ReFuelEU Aviation veröffentlicht Sehr geehrte Damen und Herren, unser europäische r Speditionsverband CLECAT hat ein umfassendes Briefing zu ReFuelEU Aviation und dem Book -and -Claim -System veröffentlicht ( siehe An lage LU 007a/2025 1). Das Briefing hebt mehrere Herausforderungen im Zusammenhang mit Sustainable Aviation Fuels (SAF) hervor. Seit der Einführung der ReFuelEU Aviation -Verordnung (VO (EU) 2023/2405) im Ja- nuar 2025, die einen Mindestanteil von 2 % SAF an EU -Flughäfen vorschreibt, äußert die Luftfahrt - und Energieindustrie starke Bedenken hinsichtlich der mangelnden Transparenz im SAF -Markt und der Unsicherheit um das Book -and -Claim -System. Dieses System ermöglicht Unternehmen, SAF -Gutschriften ohne physische Lieferung zu kaufen, jedoch bleibt es von der regulatorischen Einhaltung getrennt. Nur physisch gemischter SAF an EU -Flughäfe n zählt zu den SAF -Verpflichtungen der Treibstofflie- feranten. Mit Blick auf die CSRD -Berichterstattung sind Speditionen und Logistikdienstleister mit Schwierigkeiten konfrontiert, den Einsatz von SAF für ihre Scope -3-Emissionen zu ver- folgen, da die Berichterstattung nur jährlich und aggregiert erfolgt. Airlines hinge gen stehen vor der Herausforderung, mit der ungleichmäßigen Verfügbarkeit von SAF und den hohen Kosten umzugehen. Der Preisunterschied zwischen konventionellem Treib-stoff und SAF ist derzeit noch erheblich. Laut der IATA 2 lag der Preis pro Tonne Kero- sin in Europa in der vergangenen Woche bei 697,35 US -Dollar. Für SAF gibt es, auch aufgrund der homöopathischen Mengen, derzeit keinen spezifischen Preisindex. Aller-dings wird die Preisspanne für SAF mit einem Multiplikator von drei angegeben, was einem Preis von etwa 2.100 US -Dollar/Tonne SAF entspricht. Obwohl das EU Emissionshandelssystem (EU ETS) und ReFuelEU Aviation als kom-plementäre Instrumente konzipiert wurden, um die Emissionsreduzierung im Luftver-kehr zu fördern, fehlt es an einer ausreichenden Abstimmung zwischen den beiden Regelwerken. Während ReFuelEU Aviation darauf abzielt, den Einsatz von 1 https://www.vhsp.de/rundschreiben/LU/2025/lu -2025 -007a.pdf 2 https://www.iata.org/en/publications/economics/fuel -monitor/2 Sustainable Aviation Fuels zu erhöhen, dient das EU ETS als finanzieller Anreiz zur Reduzierung von Treibhausgasemissionen. CLECAT und der DSLV befürworten die Anerkennung von Book -and -Claim innerhalb des ReFuelEU -Rahmens, um eine transparente Berichterstattung zu ermöglichen. Mit der anstehenden Omnibus -Gesetzgebung zur Anpassung des EU Green Deal (vgl. Rundschreiben SP 031/2025 3) sehen beide Verbände die Chance, notwendige Ände- rungen an der ReFuelEU Aviation Verordnung vorzunehmen. Mit freundlichen Grüßen VEREIN HAMBURGER SPEDITEURE E .V. St. Saß Th. Schröder GESCHÄFTSFÜHRER REFERATSLEITER 3 https://www.vhsp.de/rundschreiben/SP/2025/sp -2025 -031.pdf [individuell5] => ___________________ ____________________________________________________________________________________________ ________ Verein Hamburger Spediteure e.V. Vorsitzer: Axel Plaß Geschäftsführer: Stefan Saß Uhlandstraße 68 22087 Hamburg E-Mail: info@vhsp.de Telefon : 040 37 47 64 - 0 Telefax : 040 37 47 64 - 75 Web: www.vhsp.de Sitz der Gesellschaft: Hamburg Amtsgericht Hamburg, VR 3860 Steuer -Nr.: 17/438/01004 HASPA: Kto. 1280 109 800 BLZ 200 505 50 BIC: HASPDEHH XXX IBAN: DE22 2005 0550 1280 1098 00 Rundschreiben LU 00 7/20 25 Hamburg, den 19 . März 20 25 (DSLV -Brück ) ts An unsere Mitglieder! – Geschäftsleitung – Umfassendes CLECAT -Briefing zu ReFuelEU Aviation veröffentlicht Sehr geehrte Damen und Herren, unser europäische r Speditionsverband CLECAT hat ein umfassendes Briefing zu ReFuelEU Aviation und dem Book -and -Claim -System veröffentlicht ( siehe An lage LU 007a/2025 1). Das Briefing hebt mehrere Herausforderungen im Zusammenhang mit Sustainable Aviation Fuels (SAF) hervor. Seit der Einführung der ReFuelEU Aviation -Verordnung (VO (EU) 2023/2405) im Ja- nuar 2025, die einen Mindestanteil von 2 % SAF an EU -Flughäfen vorschreibt, äußert die Luftfahrt - und Energieindustrie starke Bedenken hinsichtlich der mangelnden Transparenz im SAF -Markt und der Unsicherheit um das Book -and -Claim -System. Dieses System ermöglicht Unternehmen, SAF -Gutschriften ohne physische Lieferung zu kaufen, jedoch bleibt es von der regulatorischen Einhaltung getrennt. Nur physisch gemischter SAF an EU -Flughäfe n zählt zu den SAF -Verpflichtungen der Treibstofflie- feranten. Mit Blick auf die CSRD -Berichterstattung sind Speditionen und Logistikdienstleister mit Schwierigkeiten konfrontiert, den Einsatz von SAF für ihre Scope -3-Emissionen zu ver- folgen, da die Berichterstattung nur jährlich und aggregiert erfolgt. Airlines hinge gen stehen vor der Herausforderung, mit der ungleichmäßigen Verfügbarkeit von SAF und den hohen Kosten umzugehen. Der Preisunterschied zwischen konventionellem Treib-stoff und SAF ist derzeit noch erheblich. Laut der IATA 2 lag der Preis pro Tonne Kero- sin in Europa in der vergangenen Woche bei 697,35 US -Dollar. Für SAF gibt es, auch aufgrund der homöopathischen Mengen, derzeit keinen spezifischen Preisindex. Aller-dings wird die Preisspanne für SAF mit einem Multiplikator von drei angegeben, was einem Preis von etwa 2.100 US -Dollar/Tonne SAF entspricht. Obwohl das EU Emissionshandelssystem (EU ETS) und ReFuelEU Aviation als kom-plementäre Instrumente konzipiert wurden, um die Emissionsreduzierung im Luftver-kehr zu fördern, fehlt es an einer ausreichenden Abstimmung zwischen den beiden Regelwerken. Während ReFuelEU Aviation darauf abzielt, den Einsatz von 1 https://www.vhsp.de/rundschreiben/LU/2025/lu -2025 -007a.pdf 2 https://www.iata.org/en/publications/economics/fuel -monitor/2 Sustainable Aviation Fuels zu erhöhen, dient das EU ETS als finanzieller Anreiz zur Reduzierung von Treibhausgasemissionen. CLECAT und der DSLV befürworten die Anerkennung von Book -and -Claim innerhalb des ReFuelEU -Rahmens, um eine transparente Berichterstattung zu ermöglichen. Mit der anstehenden Omnibus -Gesetzgebung zur Anpassung des EU Green Deal (vgl. Rundschreiben SP 031/2025 3) sehen beide Verbände die Chance, notwendige Ände- rungen an der ReFuelEU Aviation Verordnung vorzunehmen. Mit freundlichen Grüßen VEREIN HAMBURGER SPEDITEURE E .V. St. Saß Th. Schröder GESCHÄFTSFÜHRER REFERATSLEITER 3 https://www.vhsp.de/rundschreiben/SP/2025/sp -2025 -031.pdf [15] => [individuell6] => [16] => [individuell7] => [17] => [individuell8] => [18] => [individuell9] => [19] => [individuell10] => [multisort] => LU 7/2025 ))
LU7/2025
