Thirdly, additional calculations were carried out to account for fuel consumption associated with the use of the auxiliary power units (APUs). The EU ETS next compliance period (phase 3) runs from 2013-2020. However, you are still welcome to submit a copy of your certificate to EUROCONTROL, who may contact you for additional supporting documents. Exemptions would apply to fights from and to small-island developing states, least developed countries, landlocked developing countries, and countries with low levels of aviation activity. Emissions were then calculated on a flight-by-flight basis using the ANCAT 3 (Abatement of Nuisances Caused by Air Transport) methodology and the CASE (Calculation of Emissions by Selective Equivalence) methodology. It analysed the cost for airlines if Corsia was applied only to outbound flights or if it was applied on outbound and intra-EU flights covered by the ETS as well. The aviation scope of the EU ETS was limited to flights within the EEA until the end of 2016, pending the adoption of a global approach by the International Civil Aviation Organization (ICAO), the said derogation has been currently extended. The remaining 3% will be allocated to a special reserve for later distribution to fast growing airlines and new entrants into the market. the EU ETS for aviation and CORSIA, as well as the key di erences between the two approaches. Aviation is one of the fastest-growing sources of greenhouse gas emissions. If you possess an operating licence from an EU Member State, but in the list you are allocated to a different Member State, please provide a copy of your operating licence to EUROCONTROL. When aviation joins the EU ETS it is forecast to be the second largest sector in terms of emissions, second only to electricity generation. The amount of allowances to be auctioned during 2017 will be proportional to the total number of allowances issued. As such, the operator cannot submit a monitoring plan for approval to its administering Member State. Quick facts The cap. This was to allow for the development by ICAO of emission-reduction measures with a global scope and to avoid conflicts with international trading partners. This is because participation in the first phases is voluntary for states, and there are exemptions for those with low aviation activity. The remaining 3 % go to a special reserve for later distribution to new entrants and fast-growing airlines. The operator submits the verified emissions report to the administering Member State by 31 March of year X+1. The AERO-MS can assess the economic and environmental impacts of a wide range of policy options to reduce All rights reserved. The amount of allowances auctioned between January and December 2016 was approximately 6.0 million. The system will apply to domestic flights within the UK as well as flights between (to and from and vice versa) (1) the UK and Gibraltar, (2) the UK and the European Economic Area, and (3) the UK and Switzerland, if an agreement is reached with the EU. The administering Member State has been determined on the basis of the information available for the operator’s base year as defined by Article 18a(5) of the EU ETS Directive. According to the aforementioned Report of 23 November 2017 (p. 11) volumes for the aviation allowances put into circulation annually for the years 2013-2020 were as follows: Free allocation accounts for 82 % of emission allowances and auctioning for 15 %. The supply and demand for allowances establishes their price under the ETS, and the higher the price, the stronger the incentive to reduce emissions. You may wish to contact EUROCONTROL for further information. The specific obligations which an operator needs to fulfil are explained in FAQs 3.1and 3.2 below. Secondly, the fraction of biomass in the fuel can not be higher than the maximum allowable (certified) percentage of biomass in the fuel. As of September 2018, EU Allowances for CO 2 emissions were being traded at over €20 per tonne. According to the said Report of 23 November 2017 slightly over 500 aircraft operators flying between EEA's airports. The issue of allowances can only be made directly to a registry account held by the aircraft operator. If the identity of the operator cannot be ascertained then the aircraft owner is deemed to be the operator unless the owner identifies the relevant operator. The call sign appears in field 7 of the flight plan. The Commission will update the list from time to time and where appropriate bring inaccuracies to the attention of competent authorities. More information about the types of flight excluded and the associated codes to be inserted in the flight plan can be found in the Annex I Decision1. All about that baseline: Developments in the UK ETS and the CORSIA emissions baseline ... of the EU ETS when the UK leaves the European Union at … The airline industry body has already started discussions with ICAO on changing the CORSIA baseline … The next review should consider how to implement the global measure in Union law through a revision of the EU ETS legislation. Under the EU ETS, airlines operating in the EU / … The European Union (EU) Emissions Trading Scheme, or ETS, is a very important issue for the U.S. Government and the U.S. aviation industry. 5% below the average annual level of aviation emissions in 2004-2006. EU ETS for aviation: activities included. Consequently, flights of subsidiaries operated under the ICAO 3-letter designator of the parent company will have been allocated to the parent company. However, participation in the EU system will also give them other options: buying additional allowances on the market – i.e. The free allowances will be allocated by a benchmarking process which measures the activity of each operator in 2010 in terms of the number of passengers and freight that they carry and the total distance travelled. The EU ETS, the KETS, the regional Chinese ETSs all capture domestic aviation emissions (including positioning flights) and the arrival of CORSIA means that international flights are captured too, but by a … The EU ETS will cover any aircraft operator, whether EU- or foreign-based, operating international flights on routes to, from or between EU airports. In total, 85 citizens and organisations responded. It will only apply to international fights, not domestic ones. 1008/2008 is not available, nor does EUROCONTROL hold this information. it departs or arrives at an aerodrome in the EU. To address this issue, in 2005 the EU proposed including aviation in the EU Emissions Trading Scheme (EU-ETS). For the regulator to change or adapt the 2010 benchmarking year for the allocation of free allowances to aircraft operators, it would require a change in primary EU legislation. This was due, in part, to fewer allowances being allocated for free (reflecting the planned annual reduction in the ETS cap) and the limited use of international offsets that installations can use fo… Information has been sent to the EU Member States administering other operators who are known to be affected by the extension, including a standard letter that can be used to inform these operators. Where the aircraft operator indicates administering Member States; Where the aircraft operator indicates the state that has accredited the verifier; In the domestic flights emissions table under 9 (c) in the annual emissions report; As state of departure and state of arrival in tables 9 (d) and 9 (e) in the annual emissions report. The scope of the scheme covers only CO2 emissions. The approach taken was first to determine the average APU fuel consumption for different aircraft types. The EU was the first to address aviation emissions by way of cap and trade back in 2012 when aircraft operators taking off and landing in the EU were included within the EU ETS. This benchmark decision will be published by 30 September 2011. From 2021, an increasing percentage of the carbon emission growth in international air transport will be subject to offsetting under the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). The amounts of allowances to be auctioned for the years 2013 and 2014 were determined on the basis of an expected annual amount of 5.7 million, following the adjustments made to auction volumes in accordance with Regulation (EU) No 421/2014. After an aircraft operator is reattributed on the basis of Article 18a(1) or transferred on the basis of Article 18a(2) of the EU ETS Directive to a new administering Member State, the monitoring plan will have to be transferred from one administering Member State to another, or resubmitted by an operator to the new administering MS. 10). This process has to be agreed between the Member States on a case by case basis, taking account of the views of the aircraft operator affected and seeking to minimize the financial costs and administrative burden to aircraft operator. Is the average of the annual aviation … This procedure is described in Section 4 of Annex XIV of the Monitoring Decision and involves the use of a calculation tool developed by EUROCONTROL or similar tool developed by other organisations. When this AOC information is missing, the operator is deemed not to be a commercial air transport operator. Those aircraft operators, attributed to Iceland and Norway under the EEA list, which are marked with an asterisk, can request to remain under the administration of its former administering Member State until 2020 the latest, as provided in the Decision of the EEA Joint Committee No 6/2011 of 1st April 2011 amending Annex XX (Environment) to the EEA Agreement. There is also scope for establishing certain common criminal offences and penalties under the new Treaty on the Functioning of the European Union but again this will require a proposal from the Commission or a quarter of the Member States. The EU was the first to address aviation emissions by way of cap and trade back in 2012 when aircraft operators taking off and landing in the EU were included within the EU ETS. Retain EU ETS for aviation + CORSIA for outbound. Once the Swiss ETS covers aviation sector, flights within Switzerland, flights between Switzerland and the EU and flights between EU Member States will be treated similarly. The EU attempted to regulate aviation sector emissions in the cap & trade EU Emissions Trading System (EU ETS) in 2008. By 2020 it is estimated that a total of 183 million tonnes of CO2 will be saved per year on the flights covered, a 46% reduction compared with business as usual. The crucial point for the operation of the EU emissions trading scheme is that the activities of a given aircraft operator can be attributed unequivocally to that operator. Some management companies also provide services related to the ETS obligations of their clients. In preparation for the transition into Phase IV of the EU ETS, baseline exercises are currently underway. The EU is the strongest advocate for global action to reduce climate impacts of aviation. Operators who update their monitoring plans should notify their competent authority without delay of any changes made. The European Court of Justice has confirmed that this approach is compatible with international law. The rules, in principle, apply regardless of whether the aircraft operator is based inside or outside the EEA. More generally, the co-legislators decided that the Member States should adopt rules on penalties for breaches of national legislation which transpose the Directive's requirements and that these penalties should be "effective, proportionate and dissuasive". The large majority of these emissions comes from international flights, i.e. The Agreement on the European Economic Area (EEA), which entered into force in 1994, is an agreement between the 27 EU Member States and three of the Member States of the European Free Trade Association (EFTA). The comprehensive air traffic data contained in Eurocontrol's databases from the Central Route Charges Office (CRCO) and the Central Flow Management Unit (CFMU) were considered the best available data for calculation of the historic emissions. According to EUTL public website verified CO2 emissions from aviation activities carried out between airports located in the EEA amounted to 53.4 million tonnes of CO2 in 2013 and 54.9 million tonnes of CO2 in 2014, which represents an increase of 2.8% in 2014 compared to 2013. Please also notify the European Commission by sending a message to: [email protected]
The EU ETS next compliance period (phase 3) runs from 2013-2020. According to the EU position as set out by the decision, the amended baseline period for the emission values used to calculate growth factors should refer to 2019 emission … Administering Member States are attributed either on the basis of which Member State issued the operating licence or the State with the greatest attributed emissions for that operator. We have set-up a support facility to assist our stakeholders implementing the European Union Emissions Trading System (EU ETS) for aviation. Likewise, the total amount of allowances to be allocated free of charge, the total amount of allowances to be auctioned and the size of the special reserve will increase proportionally. In October 2016, the ICAO adopted a global market-based measure and agreed on a resolution on the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), which would become operational in 2021. There has been no acquisition by share sale of another aircraft operator or acquisition of business assets from another operator; There has been no internal corporate reorganisation or creation of a subsidiary company that involves the transfer of flight activity within the corporate group; There has been no restructuring as a consequence of an insolvency, scheme of arrangement or bankruptcy resulting in the creation of a new operator performing flight activity previously undertaken by another operator or the transfer of significant flight activity to an existing operator; There has been no outsourcing or leasing arrangements whereby existing flight activity of an operator in receipt of free allowances is transferred to a third party who becomes the effective operator of the flights. The definition in Article 3(o) of the EU ETS Directive determines who is an "aircraft operator" for the purposes of the EU ETS. However, management companies are not aircraft operators for the purposes of the EU ETS Directive unless they also operate flights covered by Annex I of the EU ETS Directive. Moreover, a separate information note has been published on the Europa web site on the role of the list whose primary function is to facilitate the good administration of the EU ETS by informing regulators and aircraft operators about who is regulating whom. Home Environment All about that baseline: Developments in the UK ETS and the CORSIA emissions baseline. The cap was thereby set as the equivalent to 95% of the historical emissions … Some of these reductions are likely to be made by airlines themselves. The scheme is designed to be a cost-effective means of tackling the CO2 emissions from aviation, enabling the aviation industry to grow sustainably whilst delivering emission reductions. For new entrants the EU ETS requirements will start from the moment an operator performs an aviation activity laid down in Annex I of the EU ETS Directive i.e. 12 The Swiss ETS linked with the EU ETS on 1 January 2020. Historical Aviation CO2 emissions for 2004, 2005 and 2006 States have not been able to agree on a common global system through either the United Nations Framework Convention on Climate Change (UNFCCC) or the International Civil Aviation Organisation (ICAO). This could be complemented by inspections of the monitoring activities of the operator during the monitoring year as well as supervision of verifiers. €100 per tonne of CO2). Based on information submitted by the Member States, the European Commission will calculate the benchmark that will define how many free allowances aircraft operators will receive. These operators should have already updated their monitoring plans to cover their EEA additional flights. For example, someone flying from London to New York and back generates roughly the same level of emissions as the average person in the EU does by heating their home for a whole year. In addition, Article 18(a) of the EU ETS Directive identifies an administering Member State, in relation to a particular commercial aircraft operator, by reference to the mandatory operating licence issued to that operator by the Member State concerned. This formulation allows the Member States to choose between criminal or administrative penalties and provides flexibility to implement a system of penalties that best fits with their national legal systems whilst respecting the obligation to treat breaches of Community law in a manner that is similar to a breach of a wholly national rule or law. If you consider that all the flights you have operated were flown only with aircraft of less than 5.7 tonnes, please discuss this issue with your competent authority. The system covers ~45% of the EU’s emissions, from the power sector, manufacturing industry, and aviation … US Air Carrier Certificates). Whilst an aircraft operator is defined by Article 3(o) of the EU ETS Directive, in practice the call sign used for Air Traffic Control (ATC) purposes has been used. ICAO is expected to adopt in 2018 the implementing tools and measures needed to start collecting emissions data in 2019 and to make the otfsetting scheme operational in 2021. From 2012, the aviation sector is involved in the EU Emissions Trading Scheme (ETS). Additional studies were done to increase the accuracy of the estimations of historic aviation emissions, in particular in relation to the fuel used by auxiliary power units (APU). Aircraft operators which are already covered by the EU ETS are only be affected by the extension of the system if they perform EEA additional flights (see answer to question 8.2). More precisely, EEA additional flights are: The list of exemptions from the scope of the EU ETS in Annex I of the EU ETS Directive also applies for the EEA additional flights. In the latter case, the aircraft operator is identified by the operator indicated in field 18 of the flight plan or the operator identified by EUROCONTROL’s Central Route Charges Office (CRCO) with alternate sources of information (such as States’ registries or States’ administrations). Article 18a(1) of the EU ETS Directive sets the rules on the initial attribution of an aircraft operator to an administering Member State. The relevant amendments have been introduced into the EU ETS Directive by the Commission Delegated Decision (EU) 2020/1071 of 18 May 2020 amending Directive 2003/87/EC of the European Parliament and of the Council, as regards the exclusion of incoming flights from Switzerland from the EU emissions trading system. The degree of harmonization decided by the co-legislators is arguably sufficient whilst at the same time respecting the principles of subsidiarity and proportionality by which action is to be taken only in so far as it cannot be sufficiently taken by the Member States alone and does not exceed what is absolutely necessary to achieve the desired objective. The Intergovernmental Panel on Climate Change (IPCC) has estimated that aviation’s total impact is about 2 to 4 times higher than the effect of its past CO2 emissions alone. The name of the operator is the name used by EUROCONTROL’s Central Route Charges Office (CRCO) when establishing the invoices for route charges. The European Union Emissions Trading System (EU ETS) is a cornerstone of the EU’s policy to combat climate change and a key tool for cost-effectively reducing GHG emissions from the regulated sectors. The list now contains a unique identification number (code) for each aircraft operator. 2013 EU “stops the clock” on ETS pending ICAO action. Presently, it is still unclear if, and how, the existing EU emissions trading scheme (ETS) for aviation … The relevant test in the EU ETS Directive for an aircraft operator is simply that there is a legal person responsible for flights arriving or departing from EU aerodromes which are not covered by the exemptions in Annex I of the EU ETS Directive. Also, subsidiaries operating flights under their own ICAO 3-letter designator may also have been allocated to the parent company when the parent company took responsibility of the flights for air navigation charges purposes. Greenhouse gas emissions from aviation accounts for approximately 2.1 % of global CO2 emissions. There is a presumption, therefore, that each legal person issued with an operating licence by a Member State should be treated as a distinct and separate aircraft operator. If the former administering Member State has modified the data before submitting to the Commission, it should inform the new administering State about the modifications made. There is no explicit requirement for an aircraft operator to have a unique identifier. Article 3f of the EU ETS Directive permits new operators who commence flight activity after 2010 or operators who experience a growth in tonne-kilometre activity in excess of 18% on average annually between 2010 and 2014 to apply for free allowances from the "special reserve". The EU ETS for aviation will be subject to a new review in the light of the international developments related to the operationalisation of CORSIA. EU states, with the exception of Sweden, agreed a controversial move to change the scheme’s baseline, at least during the three-year pilot phase starting next year, although this effectively removes offsetting … When aviation was included in EU-ETS in 2012, in what is known as Phase 3 of the scheme, the total volume of permits was increased by an amount equivalent to 95% of aggregate annual aviation emissions in the period 2004-06 . Aviation activities were included in the EU ETS by Directive 2008/101/EC of the European Parliament and of the Council of 19 November 2008 amending Directive 2003/87/EC so as to include aviation activities in the scheme for greenhouse gas emission allowance trading within the Community. The aircraft operator will need to deal with two authorities for the changeover period, as it completes it obligations in relation to aviation activities carried out in the previous year to the former administering Member State and progressively develops its relations with the newly attributed authority. We estimate the economic impacts on US airlines that may arise from the inclusion of aviation in the Eu-ropean Union Emissions Trading Scheme (EU-ETS) for the years 2012 to 2020. If you consider that all the flights you have operated are exempted under either of the subparagraphs of Annex I of the EU ETS Directive, please discuss this with your competent authority. 2014. It requires the Commission to report to the European Parliament and the Council on international developments of relevance for the implementation of the GMBM, as well as on the actions taken by third countries to implement the GMBM. The legislation, adopted in 2008, was designed to apply to emissions from flights from, to and within the European Economic Area (EEA) – the EU Member States, plus Iceland, Liechtenstein and Norway. This has been referred to the European Court of Justice, and the European Commission, European Parliament, Council and a number of Member States have submitted observations, in addition to other organisations intervening in the case. The aim of this update is to include new aircraft operators that have undertaken flight activities covered by Annex I of the EU ETS Directive in the previous calendar year. The revision of the EU ETS Directive concerning aviation will serve to implement the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) by the EU in a way that is consistent with the EU’s 2030 climate objectives. In such cases, data used for determining emissions must originate from Eurocontrol. Beneficiaries include different parties such as the competent … This may be accompanied with legislative proposals as appropriate; - Article 28c: also to prepare for the implementation of the GMBM the Commission is empowered to adopt delegated acts to provide for the appropriate monitoring, reporting and verification of emissions applicable to aircraft operators for the purpose of implementing the global market- based measure being elaborated in ICAO; - Annex I to Directive 2003/87/EC is amended by extending the exemption for non-commercial aircraft operators emitting less than 1 000 tonnes CO2 per annum from 2020 until 2030. Commission Delegated Decision (EU) 2020/1071 of 18 May 2020 amending Directive 2003/87/EC of the European Parliament and of the Council, as regards the exclusion of incoming flights from Switzerland from the EU emissions trading system, ICAO Document – CORSIA Eligible Emissions Units, IETA welcomes ICAO's decision on CORSIA eligible emissions units, Technical Advisory Body (TAB) Recommendation on CORSIA eligible emissions units, Regulation (EU) 2017/2392 of the European Parliament and of the Council of 13 December 2017 amending Directive 2003/87/EC to continue current limitations of scope for aviation activities and to prepare to implement a global market-based measure from 2021, European Parliament legislative resolution of 12 December 2017 on the proposal for a regulation of the European Parliament and of the Council amending Directive 2003/87/EC to continue current limitations of scope for aviation activities and to prepare to implement a global market-based measure from 2021 (COM(2017)0054 – C8-0028/2017 – 2017/0017(COD)), Proposal for a regulation of the European Parliament and of the Council amending Directive 2003/87/EC to continue current limitations of scope for aviation activities and to prepare to implement a global market-based measure from 2021, COM(2017) 54, 3.2.2017, 2017/0017(COD), Report from the Commission to the European Parliament and to the Council, Report on the functioning of the European carbon market, 23 November 2017 (COM(2017) 693 final, Report on the functioning of the European carbon market, accompanying the document Report from the Commission to the European Parliament and to the Council, Climate action progress report, including the report on the functioning of the European carbon market and the report on the review of Directive 2009/31/EC on the geological storage of carbon dioxide of 18 November 2015 (COM(2015) 576 final, p. 22, 23, CO2 emissions from aviation, European Parliament Briefing, EU legislation in Progress, The International Civil Aviation Organization, EPRS, October 2016, ICAO Agreement on CO2 emissions from aviation, EPRS, October 2016, Decision-making processes of ICAO and IMO in respect of environmental regulations, Study for the ENVI Committee, European Parliament, September 2016, Emission reduction targets for international aviation and shipping, Study for the ENVI Committee, European Parliament, November 2015, Main options for a GMBM at ICAO during its High-level Meeting in May 2016, Briefng, European Parliament, DG IPOL, April 2016, A comparison between CORSIA and the EU ETS for Aviation, December 2016, CE Delft, First ever global regime for aviation emissions: ICAO adopts Global Market-Based Measure to combat aircraft CO2 emissions, 10 October 2016, Reed Smith, ICAO, Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), EU Emissions Trading System (EU ETS): continuing current limitations of scope for aviation activities and preparing to implement a global market-based measure from 2021, European Parliament, Legislative Observatory (OEIL), European Union Emissions Trading Scheme – legal point of view. 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