لوائح نظام تجارة انبعاثات غازات الدفيئة 2017

لوائح نظام تجارة انبعاثات غازات الاحتباس الحراري 2017
5 ديسمبر 2017.
قدم أمام البرلمان.
6 ديسمبر 2017.
نفاذ.
27 ديسمبر 2017.
ووزير الدولة وزير يعين (1) لأغراض المادة 2 (2) من قانون الجماعات الأوروبية لعام 1972 (2) فيما يتعلق بالبيئة.
ووفقا للمادة 2 (4) من قانون منع التلوث ومكافحته لعام 1999 ("وثيقة 1999") (3)، أجرى وزير الخارجية مشاورات مع وكالة البيئة، وهيئة الموارد الطبيعية في ويلز، والوكالة الاسكتلندية لحماية البيئة، وأن تكون الهيئات أو الأشخاص الذين يمثلون وزير الخارجية ممثلين لمصالح الحكومة المحلية والصناعة والزراعة والأعمال التجارية الصغيرة وغيرها من الهيئات والأشخاص، حسبما يرى وزير الخارجية ذلك مناسبا.
وبناء على ذلك، يقوم وزير الدولة، في إطار ممارسته للسلطات الممنوحة بموجب المادتين 2 و 7 (9) والجدول 1 من وثيقة 1999، والمادة 2 (2) من قانون الجماعات الأوروبية لعام 1972، بوضع اللائحة التالية (4 ):
الاقتباس والبدء.
ويمكن الإشارة إلى هذه اللوائح كأنظمة (تعديل) نظام تجارة انبعاثات غازات الدفيئة لعام 2017، وتصبح سارية المفعول في 27 ديسمبر 2017.
تعديلات على لوائح نظام تداول انبعاثات غازات الدفيئة لعام 2012.
-) 1 (تعدل تعليمات نظام جتارة انبعاثات غازات الدفيئة 2012) 5 (وفقا للفقرات) 2 (اإىل) 6 (.
(2) فيما يتعلق بالمادة 35 (4)
"(4) مع مراعاة الفقرات (6) إلى (8)، يجب تقديم التقرير المعد بموجب الفقرة (3)
(أ) لمخطط سنة 2018، بحلول 11 مارس 2019؛ أو.
(ب) لأي سنة أخرى من الخطط، بحلول 31 مارس / آذار في السنة التي تلي سنة الخطة هذه. "
(3) فيما يتعلق بالمادة 42 ألف (2)
"(2) رهنا بالفقرة (3) والمادة 42 باء، يجب على كل سنة سنة تبدأ في عام 2015 أن تسلم عددا من البدلات أو بدلات الطيران مساوية للانبعاثات السنوية للانبعاثات A في ذلك المخطط،
(أ) للمخطط العام 2018، 15 مارس 2019؛ أو.
(ب) لأي سنة أخرى من الخطط، في 30 نيسان / أبريل التالي ".
(4) فيما يتعلق بالمادة 54 (7) (ب)
"(ب) يعني مصطلح" التاريخ ذي الصلة "
(1) إذا كان العام المخطط المذكور في الفقرة (4) هو المخطط لعام 2018، 15 مارس 2019؛ أو.
(2) إذا كانت سنة الخطة المذكورة في الفقرة (4) هي أي سنة أخرى، 30 أبريل / نيسان في السنة التالية لتلك السنة؛ ".
(5) بالنسبة للفقرة 2 (3) (ب) من الجدول 4،

الحد من الانبعاثات من الطيران.
الطيران هو واحد من أسرع المصادر نموا من انبعاثات غازات الدفيئة. يتخذ الاتحاد الأوروبي إجراءات للحد من انبعاثات الطيران في أوروبا والعمل مع المجتمع الدولي لوضع تدابير ذات مدى عالمي.
انبعاثات الطيران المتنامية بسرعة.
وتمثل الانبعاثات المباشرة من الطيران نحو 3٪ من إجمالي انبعاثات غازات الدفيئة في الاتحاد الأوروبي وأكثر من 2٪ من الانبعاثات العالمية. وإذا كان الطیران العالمي بلدا، فسوف یكون في مرتبة أعلى 10 بواعث.
شخص يرفع من لندن إلى نيويورك والظهر يولد تقريبا نفس المستوى من الانبعاثات كما الشخص العادي في الاتحاد الأوروبي عن طريق تسخين منزلهم لمدة عام كامل.
وبحلول عام 2020، من المتوقع أن تبلغ انبعاثات الطیران الدولي على المستوى العالمي حوالي 70 في المائة عما كانت عليه في عام 2005، وتوقعت منظمة الطيران المدني الدولي (إيساو) أن تنمو بحلول عام 2050 بنسبة 300 - 700 في المائة أخرى.
وإلى جانب القطاعات الأخرى، يسهم الطيران في خفض الانبعاثات داخل الاتحاد الأوروبي من خلال نظام تداول الانبعاثات في الاتحاد الأوروبي.
الطيران في الاتحاد الأوروبي نظام تداول الانبعاثات.
وقد أدرجت انبعاثات ثاني أكسيد الكربون من الطيران في نظام الاتحاد الأوروبي لانبعاثات الانبعاثات (إتس) منذ عام 2012. وبموجب الاتحاد الأوروبي ل إتس، يتعين على جميع شركات الطيران العاملة في أوروبا والأوروبية وغير الأوروبية على السواء رصد انبعاثاتها والإبلاغ عنها والتحقق منها، وتسليم البدلات مقابل تلك الانبعاثات. وهي تتلقى بدلات قابلة للتداول تغطي مستوى معين من الانبعاثات من رحلاتها في السنة.
وقد ساهم النظام حتى الآن في الحد من البصمة الكربونية لقطاع الطيران بأكثر من 17 مليون طن سنويا، مع الامتثال لأكثر من 99.5٪ من الانبعاثات.
بالإضافة إلى التدابير القائمة على السوق مثل إتس، تساهم التدابير التشغيلية - مثل تحديث وتحسين تكنولوجيات إدارة الحركة الجوية والإجراءات والنظم - في الحد من انبعاثات الطيران.
وقد صمم هذا التشريع، الذي اعتمد في عام 2008، ليطبق على الانبعاثات الناجمة عن الرحلات الجوية من المنطقة الاقتصادية الأوروبية وداخلها - وهي الدول الأعضاء في الاتحاد الأوروبي البالغ عددها 28 دولة بالإضافة إلى أيسلندا ولختنشتاين والنرويج. وقد أكدت محكمة العدل الأوروبية أن هذا النهج يتفق مع القانون الدولي.
ومع ذلك، قرر الاتحاد الأوروبي الحد من نطاق إتس للاتحاد الأوروبي للرحلات داخل المنطقة الاقتصادية الأوروبية حتى عام 2016 لدعم وضع تدبير عالمي من قبل منظمة الطيران المدني الدولي (إيساو).
وفي ضوء اتخاذ جمعية الایكاو لعام 2016 قرارا بشأن التدبیر العالمي (انظر أدناه)، قرر الاتحاد الأوروبي الحفاظ على النطاق الجغرافي ل إتس للاتحاد الأوروبي مقتصرا على الرحلات داخل المنطقة الاقتصادیة الأوروبیة اعتبارا من عام 2017 وما بعده. وسوف يخضع الاتحاد الأوروبي لخدمات النقل الجوي للطيران لاستعراض جديد في ضوء التطورات الدولية المتعلقة بتشغيل كورسيا. وينبغي أن ينظر الاستعراض المقبل في كيفية تنفيذ التدبير العالمي في قانون الاتحاد من خلال مراجعة تشريعات الاتحاد الأوروبي بشأن التجارة الإلكترونية. وفي حالة عدم وجود تعديل جديد، سيعود الاتحاد الأوروبي للانبعاثات إلى نطاقه الأصلي الأصلي اعتبارا من عام 2024.
نتائج المشاورات العامة.
وفي عام 2016، عقدت المفوضية الأوروبية مشاورات عامة بشأن التدابير القائمة على السوق للحد من تأثير تغير المناخ على الطيران الدولي. وقد سعت المشاورة إلى الحصول على مدخلات بشأن خيارات السياسات العالمية وخيارات الاتحاد الأوروبي.
وفي المجموع، استجاب 85 ​​مواطنا ومنظمة.
مخطط عالمي لتعويض الانبعاثات.
وفي تشرين الأول / أكتوبر 2016، وافقت منظمة الطيران المدني الدولي على قرار بشأن إجراء عالمي يستند إلى السوق لمعالجة انبعاثات ثاني أكسيد الكربون من الطيران الدولي اعتبارا من عام 2021. ويحدد القرار المتفق عليه الهدف وعناصر التصميم الرئيسية للمخطط العالمي، فضلا عن خارطة طريق لإنجاز العمل المتعلق بتنفيذ الطرائق.
ويهدف نظام تقييس الكربون وتخفيضه للطيران الدولي، أو كورسيا، إلى تثبيت انبعاثات ثاني أكسيد الكربون عند مستويات عام 2020 من خلال مطالبة شركات الطيران بتعويض نمو انبعاثاتها بعد عام 2020.
وسيطلب من الخطوط الجوية.
رصد الانبعاثات على جميع الطرق الدولية؛ تعويض الانبعاثات من الطرق المدرجة في المخطط عن طريق شراء وحدات الانبعاثات المؤهلة الناتجة عن المشاريع التي تقلل الانبعاثات في قطاعات أخرى (مثل الطاقة المتجددة).
وخلال الفترة 2021-2035، واستنادا إلى المشاركة المتوقعة، يقدر أن تعوض الخطة حوالي 80٪ من الانبعاثات فوق مستويات 2020. ويرجع ذلك إلى أن المشاركة في المراحل الأولى هي طوعية للدول، وهناك إعفاءات لمن لديهم نشاط طيران منخفض. وستنضم جميع دول الاتحاد الأوروبي إلى الخطة منذ البداية.
ويلزم إجراء استعراض منتظم للمخطط بموجب أحكام الاتفاق. وينبغي أن يسمح ذلك بالتحسين المستمر، بما في ذلك كيفية مساهمة الخطة في تحقيق أهداف اتفاق باريس.
ویجري العمل في الایكاو على وضع قواعد وأدوات التنفیذ الضروریة لتنفیذ الخطة. وسيتوقف التنفيذ الفعال والملموس وتفعيل كورسيا في نهاية المطاف على التدابير الوطنية التي يتعين وضعها وإنفاذها على المستوى المحلي.
اقتراح اللجنة.
03/02/2017 - كوم (2017) 54 - اقتراح بشأن اللائحة المعدلة للتوجيه 2003/87 / إيك لمواصلة التقييدات الحالية لنطاق أنشطة الطيران والإعداد لتنفيذ تدبير عالمي قائم على السوق من 2021 03/02/2017 - سود (2017) 30 - ملخص تنفيذي لتقييم الأثر 03/02/2017 - سود (2017) 31 - تقييم الأثر.
بناء العمل العالمي.
10 2016 - 2016 قرار الجمعية العمومية لمنظمة الطيران المدني الدولي التحفظات من بلدان ثالثة 30/10/2013 - 2013 قرار الجمعية العمومية لمنظمة الطيران المدني الدولي التحفظات من بلدان ثالثة بيان التحفظ من 42 عضوا في المؤتمر الأوروبي للطيران المدني 10-11 / 2010 - التحفظات على جمعية الايكاو لعام 2010 قرار بشأن تغير المناخ 07/10/2010 - 2010 قرار الجمعية العمومية لمنظمة الطيران المدني الدولي بشأن تغير المناخ.
الاتحاد الأوروبي تطبيق إتس من 2013 إلى 2016.
19/03/2015 - أسئلة وأجوبة. تخصيص مجاني من الاحتياطي الخاص 16/04/2014 - اللائحة التنفيذية للاتحاد الأوروبي رقم 421/2014 للبرلمان الأوروبي والمجلس المعدل للتوجيه 2003/87 / إيك الذي يضع مخططا لتداول بدل انبعاثات غازات الدفيئة داخل الجماعة، في ضوء من تنفيذ اتفاق دولي بحلول عام 2020 يطبق تدبيرا عالميا واحدا يستند إلى السوق لانبعاثات الطيران الدولي. أسئلة وأجوبة بشأن لائحة الفترة 2013-2016 التي تعدل نظام الاتحاد الأوروبي لتداول الانبعاثات في مجال الطيران 16/10/2013 - كوم (2013) 722 - اقتراح بتوجيه من البرلمان الأوروبي والمجلس يعدل التوجيه 2003/87 / إيك الذي ينشئ مخططا لتداول بدل انبعاث غازات الدفيئة داخل الجماعة، في ضوء تنفيذ اتفاق دولي بحلول عام 2020 يطبق نظاما عالميا واحدا قائما على السوق قياس انبعاثات الطيران الدولي. (2013) 430 - تقييم الأثر إدارة الرعاية الاجتماعية (2013) 431 - ملخص تنفيذي لتقييم الأثر ميمو / 13/906 - تقترح اللجنة تطبيق إتس للاتحاد الأوروبي على المجال الجوي الإقليمي الأوروبي اعتبارا من 1 يناير 2014 28/10/2013 - الأسئلة الشائعة: نهج إقلیمي إقلیمي إقلیمي لتداول الانبعاثات في الاتحاد الأوروبي للطیران 23/10/2013 - قائمة مؤقتة بالبلدان التي اقترح / منھا إعفاء المسارات من إتس للاتحاد الأوروبي للفترة من 2014 إلى 2020.
تطبيق إتس للاتحاد الأوروبي لعام 2012.
04/10/2013 - رسالة من اللجنة - توجيهات بشأن تنفيذ القرار رقم 377/2013 / يو الصادر عن البرلمان الأوروبي والمجلس الانتقاص بشكل مؤقت من الأمر التوجيهي 2003/87 / إيك الذي ينشئ خطة لتداول بدل انبعاث غازات الدفيئة في غضون المجتمع 24/04/2013 - قرار رقم 377/2013 / الاتحاد الأوروبي للبرلمان الأوروبي والمجلس الانتقاص مؤقتا من التوجيه 2003/87 / إيك وضع مخطط لتداول بدل انبعاثات غازات الدفيئة داخل المجتمع 16/04/2013 - الرحلات الجوية التي تستفيد من الانتقاص ("الرحلات المعفاة") 18/04/2013 - تعليمات خطوة بخطوة 20/11/2012 - كوم (2012) 697 - اقتراح لقرار من البرلمان الأوروبي والمجلس الانتقاص مؤقتا من التوجيه 2003 / 87 / إيك بوضع مخطط لتداول بدل انبعاث غازات الدفيئة داخل الجماعة.
تشريعات االتحاد األوروبي لالتصاالت وتكنولوجيا الطيران الرئيسية.
19/11/2008 - التوجيه 2008/101 / إيك - تعديل التوجيه 2003/87 / إيك بحيث يشمل أنشطة الطيران في مخطط تداول بدل غازات الدفيئة داخل الجماعة 13/10/2003 - التوجيه 2003/87 / إيك - وضع خطة لتداول بدل انبعاث غازات الدفيئة داخل الجماعة وتعديل توجيه المجلس 96/61 / إيك.
تنفيذ التشريعات.
26/02/2016 - قائمة شركات الطيران على مستوى المنطقة الاقتصادية الأوروبية 20/07/2011 - قرار لجنة البيئة الأوروبية رقم 93/2011 - قد أدرج قرار اللجنة بشأن الكمية على مستوى الاتحاد من البدلات للطيران في اتفاق المنطقة الاقتصادية الأوروبية، وأنشأت EEA - الكميات الواسعة من البدلات للطيران 01/07/2011 - قرار اللجنة الاقتصادية الأوروبية رقم 87/2011 - أدرج قرار اللجنة بشأن انبعاثات الطيران التاريخية على نطاق الاتحاد في اتفاق المنطقة الاقتصادية الأوروبية، وأنشأ رقم على نطاق المنطقة الاقتصادية الأوروبية لانبعاثات الطيران التاريخية 20/04 / 2011 - ريجليمنت 394/2011: قائمة بمشغلي الطائرات زيادة لتوسيع نظام الاتحاد الأوروبي للتبادل من الانبعاثات إلى بلدان المنطقة الاقتصادية الأوروبية والرابطة الأوروبية للتجارة الحرة 07/03/2011 - قرار اللجنة 2011/149 / الاتحاد الأوروبي - انبعاثات الطيران التاريخية عملا بالمادة 3 ج (4 ) من التوجيه 2003/87 / إيك للبرلمان الأوروبي والمجلس الذي ينشئ مخططا لتداول بدل انبعاث غازات الدفيئة داخل الجماعة 08/06/2009 - قرار اللجنة 2009/450 / إيك - تفسير مفصل لأنشطة الطيران ل في المرفق الأول للتوجيه 2003/87 / إيك 16/04/2009 - مقرر اللجنة 2009/339 / إيك - إدراج مبادئ توجيهية للرصد والإبلاغ لانبعاثات الانبعاثات وطول الكيلومتر من أنشطة الطيران.
عملية إدراج الطيران في الاتحاد الأوروبي نظام تداول الانبعاثات.
19/09/2008 - كوم / 2008/0548 - الاتصال بشأن تعديلات البرلمان الأوروبي على الموقف المشترك للمجلس 08/07/2008 - 2006/0304 - قرار البرلمان الأوروبي بشأن الموقف المشترك للمجلس بشأن اقتراح اللجنة 22/04/2008 - كوم / 2008/221 - رسالة من المفوضية الأوروبية بشأن الموقف المشترك للمجلس 18/04/2008 - 2006/0304 - الموقف المشترك للمجلس بشأن الاقتراح 20/12/2007 - سياسي الاتفاق الذي توصل إليه وزراء البيئة بشأن موقف المجلس الأول للقراءة بشأن اقتراح اللجنة 13/11/2007 - موقف أول قراءة من البرلمان الأوروبي بشأن اقتراح اللجنة 10/10/2007 - رأي لجنة الأقاليم التي تنص على أنه يتفق مع على أنه ينبغي إدراج الطيران في إتس 08/06/2007 - استنتاجات المجلس بشأن الموقف الذي ينبغي أن تتخذه الدول الأعضاء في الاتحاد الأوروبي في جمعية الايكاو في سبتمبر 2007 فيما يتعلق بإدراج الطيران في الاتحاد الأوروبي نظام تداول الانبعاثات 31 / 05/2007 - أوب اللجنة الاقتصادية والاجتماعية الأوروبية ترحب باقتراح اللجنة باعتباره "نهجا مدروسا وعمليا بعناية" لمعالجة الانبعاثات من الطيران 20/12/2006 - اقتراح بتوجيه من البرلمان الأوروبي والمجلس يعدل التوجيه 2003/87 / إيك بحيث تشمل أنشطة الطيران في مخطط تداول بدل غازات الدفيئة داخل الجماعة 04/07/2006 - قرار البرلمان الأوروبي ردا على رسالة اللجنة 04/2006 - رأي اللجنة الاقتصادية والاجتماعية الأوروبية بشأن اتصالات اللجنة 16/12/2005 - استنتاجات المجلس الأوروبي 12/2005 - الاستنتاجات الداعمة لمجلس البيئة 27/09/2005 - رسالة من المفوضية الأوروبية تحدد خططا للحد من تأثير الطيران على تغير المناخ.
مجموعات العمل.
04/2006 - التقرير النهائي للفريق العامل المعني بالطيران الذي يضم خبراء من الدول الأعضاء ومنظمات الصناعة والمستهلكين والبيئية 2005-2006 - وثائق معلومات أساسية ومحاضر اجتماعات الفريق العامل.
وثائق مفيدة أخرى.
02/12/2015 - دراسة: الترتيبات القانونية الممكنة لتنفيذ مقاييس السوق العالمية لانبعاثات الطيران الدولي 25/03/2014 - الانبعاثات الصغيرة ل إتس أفياتيون: تقييم تكلفة تطبيق إتس للاتحاد الأوروبي في مجال الانبعاثات الصغيرة للطيران وتحليل إمكانات التحسين من خلال التبسيط ، عتبات بديلة ووسائل بديلة للتنظيم (ملخص) 20/12/2006 - ملخص تقييم الأثر 20/12/2006 - تقييم الأثر الكامل 27/09/2005 - تقييم الأثر الأولي 07/2005 - دراسة بشأن إمكانية إدراج الطيران في النظام الأوروبي لتداول الانبعاثات لعام 2005 - تقرير عن المشاورة العامة بشأن الحد من تأثير تغير المناخ على الطيران من 11 مارس / آذار حتى 6 مايو / أيار 2005.
القضية القانونية آتا ضد إتس الاتحاد الأوروبي.
21/12/2011 - الوثائق المتعلقة بقضية آتا ضد الاتحاد الأوروبي إتس فاق.
افتح جميع الأسئلة.
الأسئلة & أمب؛ الإجابات: اقتراح بشأن لائحة تعديل نظام تداول الانبعاثات في الاتحاد الأوروبي للطيران (فبراير 2017)
أسئلة وأجوبة بشأن لائحة 2013-2016 المعدلة لنظام تداول الانبعاثات في الاتحاد الأوروبي للطيران (مايو 2014)
أسئلة مكررة. تخصيص مجاني من الاحتياطي الخاص (آذار / مارس 2015)
الأسئلة & أمب؛ أجوبة على انبعاثات الطيران التاريخية وإدراج الطيران في نظام تداول الانبعاثات في الاتحاد الأوروبي (الاتحاد الأوروبي إتس)
لماذا تعتبر انبعاثات الطيران التاريخية مهمة لإدراج الطيران في إتس الاتحاد الأوروبي؟
إن انبعاثات الطيران التاريخية هي الأساس لحساب الحد الأقصى لانبعاثات الطيران المطبقة عند إدراج القطاع في إتس الأوروبي اعتبارا من يناير 2012. وينشر قرار المفوضية الأوروبية اليوم متوسط ​​متوسط ​​الانبعاثات السنوية للسنوات 2004 و 2005 و 2006 من جميع الرحلات التي سيتم تغطيتها من قبل الاتحاد الأوروبي إتس التي تقوم بها شركات النقل الجوي من وإلى المطارات الأوروبية. واستنادا إلى هذا المتوسط ​​السنوي لانبعاثات الطيران التاريخي للفترة 2004-2006، فإن عدد بدلات الطيران التي ستنشأ في عام 2012 يبلغ 212،892،052 طنا (97٪ من انبعاثات الطيران التاريخية)، وعدد بدلات الطيران التي سيتم إنشاؤها كل سنة من 2013 فصاعدا تصل إلى 208،502،525 طن (95٪ من انبعاثات الطيران التاريخية).
كيف تم حساب انبعاثات الطيران التاريخية؟
وقد ساعدت اللجنة المنظمة الأوروبية لمراقبة الملاحة الجوية (يوروكونترول) - المنظمة الأوروبية لسلامة الملاحة الجوية. واعتبرت البيانات الشاملة للحركة الجوية الواردة في قواعد بيانات يوروكونترول من مكتب التكاليف المركزية (كركو) ووحدة إدارة التدفق المركزي (كفمو) أفضل البيانات المتاحة لحساب الانبعاثات التاريخية. هذه توفر من بين أمور أخرى حساب طول المسار الفعلي لكل رحلة على حدة. ثم تم حساب الانبعاثات على أساس كل رحلة على حدة باستخدام منهجية أنكات 3 (تخفيف المضايقات الناجمة عن النقل الجوي) ومنهجية (حساب الانبعاثات عن طريق التكافؤ الانتقائي).
وبالإضافة إلى بيانات يوروكونترول، استخدمت اللجنة أيضا معلومات عن الاستهلاك الفعلي للوقود من ما يقرب من 30 من مشغلي الطائرات من مختلف الأنواع والأحجام. وكانت هذه البيانات لأنواع الطائرات التي كانت مسؤولة عن 93٪ من الانبعاثات في سنوات الأساس.
وثالثا، أجريت حسابات إضافية لحساب استهلاك الوقود المرتبط باستخدام وحدات الطاقة المساعدة (أبو). أبو هي المحركات الصغيرة التي تستخدم لتوفير الإضاءة وتكييف الهواء عندما تكون الطائرة ثابتة في المطارات. وهي تستخدم عندما لا يتم توصيل الطائرة إلى مصدر الأرض خدمات الطاقة الكهربائية والتهوية. وكان النهج الذي اتبع هو أولا تحديد متوسط ​​استهلاك الوقود أبو لمختلف أنواع الطائرات. وبعد ذلك تم استنباط معاملات الانبعاث الفردية لاستهلاك وقود أبو من أجل حساب إجمالي انبعاثات أبو باستخدام عملية أخذت في الحسبان الحصة الفعلية لحرق الوقود بالنسبة للرحلات الجوية التي تقوم بها الطائرات الأوروبية في أوروبا من كل نوع من الطائرات واستخدام القوة الأرضية في المطارات. وقد أدرجت الانبعاثات المقابلة لاستهلاك الوقود الكلي الناتج عن ذلك في انبعاثات الطيران التاريخية لكل من السنوات 2004 و 2005 و 2006.
لماذا اختيرت الفترة 2004-2006 كخط أساس لانبعاثات الطيران؟
وتعرف الفترة الأساسیة للفترة 2004 - 2006 في التشریع المتعلق بإدراج الطیران في إتس الأوروبي. وتختلف فترة خط الأساس المخصصة لتخصیص الطیران في إطار إتس للاتحاد الأوروبي عن خط الأساس لعام 1990 لالتزام الاتحاد الأوروبي الإجمالي بالخفض حیث یأخذ في الاعتبار النمو الکبیر في الطیران علی مدى السنوات الخمس عشرة الماضیة.
لماذا كان هناك تأخير في نشر انبعاثات الطيران التاريخية؟
وقد اعتمد هذا القرار في وقت لاحق عما كان متوقعا أصلا من أجل قضاء المزيد من الوقت في تجميع البيانات المتعلقة بالانبعاثات التاريخية. وأجريت دراسات إضافية لزيادة دقة تقديرات انبعاثات الطيران التاريخية، ولا سيما فيما يتعلق بالوقود الذي تستخدمه وحدات الطاقة المساعدة (أبو). وقد تم وضع منهجية لتقييم الاتحاد البرلماني العربي، بالإضافة إلى الدعم المقدم من شركة يوروكونترول والمساهمة من قطاع الطيران، وتم تقدير استشارة الوقود من قبل الاتحاد البرلماني الدولي. ثم أضيف هذا الرقم إلى انبعاثات ثاني أكسيد الكربون المستندة إلى الطيران.
والخطوات اللاحقة المتوخاة في تنفيذ التوجيه هي تحديد المخصصات الحرة لمشغلي الطائرات وحجم البدلات المزاد بها.
كيف سيتم حساب المخصصات لكل مشغل طائرة؟
سيتم منح 82٪ من البدلات مجانا لمشغلي الطائرات و 15٪ من بدلات ثاني أكسيد الكربون يتم توزيعها عن طريق المزاد العلني. وسيتم تخصيص 3٪ المتبقية لاحتياطي خاص لتوزيعها لاحقا على شركات الطيران سريعة النمو والداخلين الجدد إلى السوق.
وستخصص البدلات المجانية عن طريق عملية مرجعية تقيس نشاط كل مشغل في عام 2010 من حيث عدد الركاب والشحن الذي يحملونه والمسافة الإجمالية المقطوعة. وينبغي نشر المعيار المرجعي بحلول 30 أيلول / سبتمبر 2011.
وقد اتفقت الدول الأعضاء على أن جميع الإيرادات من المزاد ينبغي أن تستخدم لمعالجة تغير المناخ بما في ذلك في قطاع النقل.
هل سيتأثر الحد الأقصى لانبعاثات الطيران بسحابة الرماد البركاني الأيسلندي في عام 2010؟
ولن يكون للأحداث التي وقعت في بركان أيسلندا في عام 2010 أي تأثير على الإطلاق على الحجم الكلي لحدود الانبعاثات بالنسبة للطيران في إطار نظام إتس للاتحاد الأوروبي أو العدد الإجمالي للبدلات التي ستخصص مجانا لمشغلي الطائرات.
لم نر بيانات تشير إلى أن تأثير سحابة الرماد سيكون له تأثير مادي على توزيع البدلات المجانية بين مشغلي الطائرات. وقد تحدث إعادة التوزيع إذا اضطرت شركات طيران معينة إلى إلغاء نسبة أكبر من الرحلات الجوية ثم رحلات أخرى، في حين تأثرت الغالبية العظمى من المشغلين بقيود الطيران الناجمة عن سحابة الرماد البركاني. والواقع أن جميع التقديرات التي رأيناها تؤكد أن الآثار التوزيعية صغيرة جدا.
ولكي تقوم الهيئة التنظيمية بتغيير أو تعديل سنة 2010 المرجعية لتخصيص البدلات المجانية لمشغلي الطائرات، فإنها ستحتاج إلى تغيير في تشريعات الاتحاد الأوروبي الأولية. وعادة ما يستغرق اعتماد مثل هذا التشريع سنتين ولا توجد خطط لبدء هذه العملية.
ما هي الخطوط الجوية والطرق التي ستتأثر ب إتس الاتحاد الأوروبي؟
وستغطي إتس الاتحاد الأوروبي أي مشغل للطائرات، سواء كان الاتحاد الأوروبي أو الأجانب، تعمل رحلات دولية على الطرق المؤدية إلى، من أو بين مطارات الاتحاد الأوروبي. وبالتالي فإن جميع شركات الطيران سوف تعامل على قدم المساواة. لن يتم تغطية الطائرات الخفيفة جدا. كما سيتم إعفاء الرحلات العسكرية والشرطة والجمارك والإنقاذ والرحلات الجوية على الشركات الحكومية والحكومية والتدريبات أو رحلات الاختبار.
ولتقليل التكاليف الإدارية، ستدير كل دولة متعاملة من قبل دولة عضو واحدة فيما يتعلق بالانبعاثات من مجموع رحلاتها إلى الاتحاد الأوروبي ومنه وداخله.
وتشمل قائمة مشغلي الطائرات التي يمكن أن يشملها النظام أكثر من 4000 مشغل. وقد تم إنشاء القائمة بدعم من يوروكونترول واستندت على معلومات الطيران الفعلية. تم آخر تحديث لها في فبراير 2011 لمراعاة جميع التغييرات التي حدثت في عام 2010.
الطيران هو عمل دولي - لماذا لا تجري تجارة الانبعاثات على المستوى العالمي؟
والاتحاد الأوروبي هو أقوى المدافعين عن العمل العالمي للحد من الآثار المناخية للطيران. ولم تتمكن الدول من الاتفاق على نظام عالمي مشترك من خلال اتفاقية الأمم المتحدة الإطارية بشأن تغير المناخ (أونفسك) أو منظمة الطيران المدني الدولي (إيساو). وفي القرار المتعلق بتغير المناخ الذي اعتمدته آخر جمعية لها في تشرين الأول / أكتوبر 2010، دعت الدول في منظمة الطيران المدني الدولي إلى بذل المزيد من الجهود لاستكشاف جدوى اتخاذ إجراء عالمي قائم على السوق. واعترف القرار أيضا بأن الدول قد تتخذ إجراءات قبل عام 2020. ويوفر إتس الاتحاد الأوروبي نموذجا جيدا لتطبيق التدابير القائمة على السوق للطيران. ويمثل وضع برامج وطنية أخرى تغطي الطيران الدولي، بما يتفق مع نظام إتس الأوروبي، طريقة عملية يمكن من خلالها تنفيذ الإجراءات العالمية.
ماذا عن التقاضي من قبل بعض شركات الطيران الأمريكية ضد توجيه الاتحاد الأوروبي؟
وفي الوقت الذي يدعم فيه عدد من شركات الطيران الإجراءات التي يتخذها الاتحاد الأوروبي لمعالجة آثار تغير المناخ الناجمة عن الطيران، فقد أطلق عدد من شركات الطيران الأمريكية تحديا لتوجيه الاتحاد الأوروبي. وقد أحيل هذا إلى محكمة العدل الأوروبية، وقدمت اللجنة الأوروبية والبرلمان الأوروبي والمجلس وعدد من الدول الأعضاء ملاحظات، بالإضافة إلى منظمات أخرى تتدخل في القضية. وتلتزم شركات الطيران المعنية بمتطلبات التوجيه بالكامل بانتظار حل هذا التحدي.
ما هو التأثير على انبعاثات الطيران؟
وسيكون الأثر البيئي لضم الطيران في إتس للاتحاد الأوروبي كبيرا لأن انبعاثات الطيران، التي تنمو حاليا بسرعة، سوف تكون أقل من متوسطها في 2004-2006. وبحلول عام 2020، يقدر أنه سيتم توفير ما مجموعه 183 مليون طن من ثاني أكسيد الكربون سنويا على الرحلات المغطاة، وهو ما يمثل انخفاضا بنسبة 46 في المائة مقارنة بالأعمال المعتادة. وهذا يعادل، على سبيل المثال، ضعف انبعاثات غازات الدفيئة السنوية في النمسا من جميع المصادر. ومن المرجح أن تقوم شركات الطيران نفسها ببعض هذه التخفيضات. غير أن المشاركة في نظام الاتحاد الأوروبي ستتيح لهم أيضا خيارات أخرى: شراء بدلات إضافية في السوق - أي دفع مشتركين آخرين لخفض انبعاثاتهم - أو الاستثمار في مشاريع إنقاذ الانبعاثات التي تنفذ في إطار الآليات المرنة لبروتوكول كيوتو. إن توفير الطیران بھذه الخیارات لا یقلل من الأثر البیئي للاقتراح لأن الأثر المناخي لتخفیض الانبعاثات ھو نفسھ بغض النظر عن مکان صنعھا.
هل ستزيد أسعار التذاكر؟
بما في ذلك الطيران في الاتحاد الأوروبي إتس لن تؤثر مباشرة أو تنظيم تذاكر النقل الجوي. ومع ذلك، قد يتعين على مشغلي الطائرات الاستثمار في طائرات أكثر كفاءة أو شراء بدلات الانبعاثات في السوق بالإضافة إلى تلك المخصصة لهم. وربما يكون التأثير على أسعار التذاكر طفيفة. على افتراض أن شركات الطيران تمرر هذه التكاليف الإضافية للعملاء بشكل كامل، بحلول عام 2020 سعر تذكرة رحلة العودة داخل الاتحاد الأوروبي يمكن أن يرتفع ما بين € € و 9 €. نظرا لتأثيرها البيئي العالي، يمكن أن تزيد الرحلات لمسافات طويلة إلى حد ما أكثر اعتمادا على طول الرحلة. فعلى سبيل المثال، قد تكلف رحلة العودة إلى نيويورك بأسعار الكربون الحالية حوالي 15 يورو 12 يورو إضافية. ومع ذلك، يتوقع أن تكون الزيادات في أسعار التذاكر أقل بكثير من التكاليف الإضافية التي دفعتها شركات الطيران إلى المستهلكين بسبب ارتفاع أسعار النفط العالمية في السنوات الأخيرة. كما سيكون لتضمن الطيران في إتس إتحاد الأوروبي تأثير أقل على الأسعار مما لو كان ينبغي تحقيق نفس التحسين البيئي من خلال تدابير أخرى مثل ضريبة الوقود أو رسوم الانبعاثات.
ما مدى مساهمة طيران الاتحاد الأوروبي في تغير المناخ؟
وتمثل الانبعاثات المباشرة من الطیران حوالي 3٪ من إجمالي انبعاثات غازات الدفيئة في الاتحاد الأوروبي. وتأتي الغالبية العظمى من هذه الانبعاثات من الرحلات الدولية، أي الرحلات الجوية بين دولتين عضوين أو بين دولة عضو وبلد غير تابع للاتحاد الأوروبي. ولا يشمل هذا الرقم آثار الاحترار غير المباشر، مثل آثار انبعاثات أكاسيد النيتروجين، والمضاربات، والآثار السحابية الحمضية. ولذلك، يقدر أن الأثر الكلي أعلى. وقد قدر الفريق الحكومي الدولي المعني بتغير المناخ أن الأثر الكلي للطيران يزيد بنحو 2 إلى 4 مرات عن تأثير انبعاثاته السابقة من ثاني أكسيد الكربون وحده. وتشير نتائج أبحاث الاتحاد الأوروبي الأخيرة إلى أن هذه النسبة قد تكون أصغر إلى حد ما (حوالي 2 مرات). ولا يأخذ أي من هذه التقديرات في الحسبان التأثيرات غير المؤكدة التي يمكن أن تكون لها آثار كبيرة على الغيوم الدرقية.
وتزداد انبعاثات الاتحاد الأوروبي من الطيران الدولي بسرعة - حيث تضاعفت منذ عام 1990 - حيث أن السفر الجوي يصبح أرخص من دون معالجة تكاليفه البيئية. على سبيل المثال، شخص يرفع من لندن إلى نيويورك والعودة يولد تقريبا نفس المستوى من الانبعاثات كما الشخص العادي في الاتحاد الأوروبي عن طريق تسخين منزلهم لمدة عام كامل. ومن المتوقع أن تستمر الانبعاثات في النمو في المستقبل المنظور.
الانبعاثات من الطيران أعلى من بعض القطاعات بأكملها التي تغطيها إتس الاتحاد الأوروبي، على سبيل المثال المصافي وإنتاج الصلب. عندما ينضم الطيران إلى إتس الاتحاد الأوروبي فمن المتوقع أن يكون ثاني أكبر قطاع من حيث الانبعاثات، والثانية فقط لتوليد الكهرباء.
ما هي الخطوات التالية؟
وتقوم الخطوط الجوية برصد انبعاثاتها خلال عام 2010، ويتعين عليها التحقق من هذه الانبعاثات والإبلاغ عنها إلى الدول الأعضاء فيها بحلول 31 آذار / مارس 2011. وفي ذلك التاريخ نفسه، يجوز لشركات الطيران أيضا أن تقدم طلبا للحصول على مخصصات مجانية لبدلات الانبعاثات على أساس أنشطتها في 2010. استنادا إلى المعلومات المقدمة من الدول الأعضاء، ستقوم المفوضية الأوروبية بحساب المعيار الذي سيحدد عدد البدلات المجانية التي سيحصل عليها مشغلو الطائرات. وسيصدر هذا القرار المرجعي بحلول 30 أيلول / سبتمبر 2011.
وبحلول نهاية أيلول / سبتمبر ستنشر اللجنة أيضا الحد الأقصى للانبعاثات والنسب المئوية للبدلات التي ينبغي أن تكون: بالمزاد العلني؛ تعطى مجانا؛ وتخصص للاحتياطي الخاص.
مشغلي الطائرات.
من هو مشغل الطائرات؟
ويحدد التعريف الوارد في المادة 3 (س) من توجيه الاتحاد الأوروبي بشأن تكنولوجيا المعلومات والاتصالات من هو "مشغل الطائرات" لأغراض إتس للاتحاد الأوروبي. ويشير هذا التعريف إلى شخص طبيعي أو اعتباري يقوم بتشغيل طائرة وقت قيامها بنشاط طيران محدد في المرفق الأول لتوجيه الاتحاد الأوروبي بشأن التجارة الإلكترونية (أي مغادرة الطائرة أو وصول رحلة جوية إلى مطار في إقليم الاتحاد الأوروبي). وإذا تعذر التحقق من هوية المشغل، فإن مالك الطائرة يعتبر المشغل ما لم يحدد المالك المشغل المعني.
من أي لحظة يجب على مشغلي الطائرات الامتثال لمتطلبات إتس الاتحاد الأوروبي؟
تنطبق المتطلبات القانونية ل إتس إتحاد الأوروبي عندما يقوم مشغل الطائرة أولا بنشاط الطيران في الملحق الأول من توجيه الاتحاد الأوروبي إتس التي لا تغطيها أي من الإعفاءات في ذلك الملحق. الالتزامات المحددة التي يحتاج المشغل إلى الوفاء بها موضحة في الأسئلة الشائعة 3.1 و 3.2 أدناه.
من أي لحظة يتوقف مشغل الطائرة عن الاضطرار إلى الامتثال لمتطلبات إتس في الاتحاد الأوروبي؟
لا یلزم أن یتوافق مشغل الطائرات الذي لا یقوم بأي نشاط طيران في الملحق الأول من توجیھ إتس للاتحاد الأوروبي لسنة تقویمیة كاملة X بالامتثال لمتطلبات إتس للاتحاد الأوروبي لتلك السنة التقویمیة. ومع ذلك، سوف تكون هناك حاجة إلى تقارير الانبعاثات المؤكدة وتسليم البدلات في السنة العاشرة فيما يتعلق بأي نشاط طيران ذي صلة يؤدى في السنة التقويمية X-1.
كيف سيتم تحديد هوية المشغلين وأنشطتهم الجوية؟
وينص المرفق الخامس عشر من قرار الرصد في الجزء 2 على أنه لغرض تحديد مشغل الطائرة المحدد في المادة 3 (س) من توجيه الاتحاد الأوروبي بشأن التجارة الإلكترونية، ينبغي استخدام محدد منظمة الطيران المدني الدولي في الإطار 7 من خطة الطيران أو، غياب مثل هذا التسمية، علامة تسجيل الطائرات هو لاستخدامها. ويبدو أنه لا يوجد نظام موحد أو معايير أو إجراءات لتطبيق وإصدار رموز تسمية منظمة الطيران المدني الدولي. ومن غیر الواضح ما إذا کان جمیع المشغلین سیکون لدیھم مسمى أو ما إذا کان مشغلو الطائرات ضمن نفس المجموعة المؤسسیة سیشترکون في نفس التسمیة أو أن یکون لدیھم مصممو إیكاو منفصلون ومتمیزون. وقد تنشأ تعقيدات أخرى في تحديد مشغل للطائرات بسبب أنواع مختلفة من تأجير الطائرات، أو استخدام شركات الإدارة، أو استخدام مصممي الايكاو المتعددين من قبل نفس مشغل الطائرات. وفي الحالات التي لا يمكن فيها تحديد هوية مشغل الطائرة، ينص التشريع على أن المالك سيكون مسؤولا إلا إذا كان بإمكان المالك أن يحدد المشغل المعني. وبطبيعة الحال، لن تنشأ مضاعفات إذا كان كل مشغل يمتلك ويستخدم محددا مميزا لمنظمة الطيران المدني الدولي.
هل تعتبر الشركات في نفس المجموعة المؤسسية مشغل واحد؟
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. Individual companies that have been duly incorporated each possess their own distinct legal personality. It follows, therefore, that each company responsible for flights covered by Annex I is a different aircraft operator for the purposes of the EU ETS Directive even if they are in the same corporate group of companies.
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. 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.
Can an operator have multiple ICAO designators?
There is no explicit requirement for an aircraft operator to have a unique identifier. Recital 15 of the Aviation Directive states that an aircraft operator may be identified by the use of an ICAO designator or any other recognised designator used in the identification of a flight and that if the identity of the operator is not known, then the owner of the aircraft should be deemed to be the operator unless proven otherwise. 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. As such, and given the absence in Community law any requirement to be identified by a single and unique identifier, it follows that there is no legal obstacle for an aircraft operator to be identified by multiple ICAO designators so long as these are associated with a single aircraft operator. Obviously, it is administratively simpler if an operator uses only a single identifier when filing its flight plans.
Who is the operator under a "wet lease" arrangement?
Under a wet lease arrangement an aircraft is operated by the lessee for the benefit of the lessor who essentially remains responsible for the state and maintenance of the aircraft i. e. the lessor retains effective control of the flight. The presumption, therefore, is that the lessor is the aircraft operator and that the flight plan will contain the ICAO designator of the lessor/owner or the registration marking of the aircraft. However, the lessor and lessee may agree and indicate alternative responsibility for the flight activity by, for example, using the ICAO designator of the lessee in the flight plan.
Who is the operator under a "dry lease" arrangement?
Under a "dry lease agreement" an aircraft is operated by the lessee under the AOC of the lessees and control of the aircraft effectively passes to the lessee. The presumption, therefore, is that the lessee is the operator and the ICAO designator of the lessee should appear in the flight plan.
Can a management company be an aircraft operator?
Some aircraft operators employ the services of management companies to file flight plans and pay route charges on their behalf. Some management companies also provide services related to the ETS obligations of their clients. 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.
Can a management company represent an aircraft operator regarding the EU ETS?
It is entirely possible for a service company to be empowered to represent an aircraft operator before the competent authorities of the administrating Member State in relation to EU ETS matters. The extent of the powers of the service company will depend upon what is agreed between the operator and the service company.
It is possible, therefore, for a management company to file monitoring reports, and applications for free allowances on behalf of a particular aircraft operator if the management company is duly empowered. The issue of allowances can only be made directly to a registry account held by the aircraft operator. However, the Registries Regulation permits an aircraft operator to nominate an "additional authorised representative" who has limited rights on the account (the exact scope of these limited rights can be set by the account holder). Naturally, administering Member States will wish to be certain about the identity of the aircraft operator represented by a management company.
The Commission also has a duty to ensure the efficient operation of the EU ETS and so it will continue to identify and to include in the list of aircraft operators it publishes those operators who may nonetheless be represented by service companies for the matters relating to the EU ETS.
Are any flights exempted from the EU ETS?
There are several categories of flight which are exempt from the EU ETS. These are contained in Annex I of the EU ETS Directive and include activities such as search & rescue, state flights transporting third countries' Heads of State, Head of Government and Government ministers, police flights amongst others. There are special codes to designate these types of flight which should be inserted into the flight plan which is filed by the operator in order that the flight can be correctly excluded. 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.
Which flights of a commercial operator are considered for the de minimis exemption?
There is a de minimis exemption in subparagraph (j) of Annex I to the EU ETS Directive below which an entity ceases to be an aircraft operator covered by the provisions of the EU ETS. This exemption only applies to commercial air transport operators. Flights may also be provided by commercial operators without remuneration but this factor is not relevant when determining whether the de minimis threshold is exceeded.
In summary, all flights of a commercial operator which are not covered by any of the other exemptions in Annex I of the EU ETS Directive must be considered when assessing whether the de minimis threshold is exceeded.
The aircraft operators list.
What is the role of the list of aircraft operators published by the Commission?
The primary function of the list of aircraft operators published by the Commission is to facilitate the good administration of the EU ETS by providing information on which Member State will be regulating a particular operator. This prevents double regulation.
It must be emphasised that inclusion on the list of aircraft operators published by the Commission is not determinative as to whether a natural or legal person is an aircraft operator. This is clearly spelled out in Part 1 paragraph (3) of the Annex to the Annex I Decision. 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. Conversely, aircraft operators that are on the list do not fall under the EU ETS if they only perform aviation activities that are exempt under Annex I to Directive 2003/87/EC.
It is possible that the list published by the Commission contains inaccuracies or does not reflect the most up to date information about aircraft operators' activities. The Commission will update the list from time to time and where appropriate bring inaccuracies to the attention of competent authorities. Member States are not bound only to regulate those entities contained in the list published by the Commission but have some flexibility to regulate "off-list", for example, where a Member State issues an operating licence to a new operator.
What changes will be made to the list when the Commission updates annually?
The Commission intends to publish an updated list each year around the beginning of February on the basis of the best available information. 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. In addition, this represents an opportunity to correct manifest errors in the designation of operators or administering Member States.
It is not so important to remove operators that cease their activities given that obligations arise under the ETS from performing relevant flight activities in Annex I of the EU ETS Directive rather than from inclusion on the list. However, to keep the list manageable administratively, where operators have clearly ceased to be covered by the ETS and will not return to it because, for example, they are no longer in existence or because they have rescinded their operating licence, then the Commission will remove such operators from the list at the time of its update. It should be remembered that the activities of some operators may be such that in one year they are not covered by the ETS but activity levels may increase so that in subsequent years they are covered. It does not make sense to amend the list in such circumstances.
I use a service company to file flight plans and pay route charges and I am not on the list – how do I get assigned to a Member State?
Airspace users using services companies for flight planning and payment of route charges may not necessarily be included in the list.
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. The call sign appears in field 7 of the flight plan. The call sign either starts with the 3-letter ICAO designator of the operator or, if not available, represents the registration marking of the aircraft. 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).
An airspace user may not appear as a distinct aircraft operator in the current list if all of its flights have been (a) operated under the ICAO designator of a service company; or (b) identified by the aircraft registration marking and the service company has indicated to the CRCO that it is responsible for the payment of route charges. In such cases, all the flights of the airspace user have been attributed to the service company.
I use service companies for air navigation services. How do I ensure that future flights are not attributed to a service company?
If an aircraft operator has a 3-letter ICAO designator, the aircraft operator should ensure that this code is used in its flight plans or that box 18 of the flight plan indicates its ICAO designator as the operator of that flight. Alternatively, the operator can place the registration marking of the aircraft in field 18 of the flight plan and submit to EUROCONTROL an annual declaration, including information on the composition of their fleet.
Subsidiaries of my company are not on the list, why is this?
The aircraft operator responsible for a flight has been identified on the basis of the information inserted in field 7 of the flight plan. Consequently, flights of subsidiaries operated under the ICAO 3-letter designator of the parent company will have been allocated to the parent company. 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.
If the parent company has been identified as the aircraft operator for all the flights of a subsidiary, the latter will not appear as a distinct aircraft operator in the current list as there are no flights attributed to it. Aircraft operators which are subsidiary companies should ensure that they identify their flights using a separate ICAO designator and/or that they include all aircraft under their company in the fleet declaration submitted to EUROCONTROL’s Central Route Charges Office (CRCO).
I should not be on the list because I am a commercial operator and should be exempt under point (j) of the Annex 1 of the EU ETS Directive ("de minimis")
Two conditions need to be fulfilled in order for an aircraft operator to benefit from the de minimis exemption under subparagraph (j) of Annex I to the EU ETS Directive:
the operator is a commercial air transport operator; AND the aircraft operator operated less than 243 flights per consecutive period of four months (Jan-Apr, May-Aug, Sep-Dec) or emitted less than 10,000 tonnes of CO2 annually.
If these conditions are met, the most probable reason for inclusion in the list is that for its present functions EUROCONTROL does not retain comprehensive records about AOCs for all operators flying in the EU region. As a result, EUROCONTROL may not be aware of the commercial status of particular operators (as defined in Article 3 of the EU ETS Directive). When this AOC information is missing, the operator is deemed not to be a commercial air transport operator.
An operator may also be included in the list because the last condition above is not satisfied. This means that according to the air traffic information held by EUROCONTROL and the CO2 emissions estimations produced by EUROCONTROL, in any of the years since 2006 both of the following conditions were fulfilled:
in one of these years, the annual CO2 emissions were estimated to be above 10,000 tonnes and in at least one of the four month periods Jan-Apr, May-Aug, or Sep-Dec of the same year you operated at least 243 flights;
If your AOC contains information confirming that you are a commercial air transport operator, please provide a copy of it to EUROCONTROL. Please also keep your competent authority informed that you have sent your AOC to EUROCONTROL.
For non EU operators it may not be possible in all cases to determine your commercial status from your national certificate that is equivalent to the AOC (e. g. US Air Carrier Certificates). This is due to differences in the types of information that is contained in these certificates. However, you are still welcome to submit a copy of your certificate to EUROCONTROL, who may contact you for additional supporting documents.
Why am I on the list when I operate aircraft of less than 5.7 tonnes maximum take-off mass?
The maximum take-off mass that has been used to determine whether flights should be exempted under subparagraph (h) of Annex I to the EU ETS Directive was that held by EUROCONTROL for the calculation of route charges. 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 Commission is not in a position to decide whether an operator is exempt from the EU ETS. You may also wish to contact EUROCONTROL for further information.
I am on the list but I only operate flights that are exempted under subparagraphs (a) to (i) of Annex I to Directive 2003/87/EC, e. g. training or circular flights.
If you are on the list it means that you have been identified as the aircraft operator of at least one flight since 2006 that was not considered exempted according to Annex I of the EU ETS Directive.
This situation could be the case for ferrying flights operated, for instance, during the delivery of the aircraft or for bringing it to or back from maintenance facilities. Such ferrying and positioning flights are not exempt from EU ETS. 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. The Commission is not in a position to decide whether an operator is exempt from the EU ETS. You may wish to contact EUROCONTROL for further information.
I am on the list but I have never flown to, from or within the EU.
If you are on the list it means that you have been identified as the aircraft operator of at least one flight since 2006 that was flown to, from, or within the EU and that was not considered exempted according to Annex I of the EU ETS Directive.
This can be the case for ferrying flights operated, for instance, during the delivery of the aircraft or when bringing it to or back from maintenance facilities. If you consider that you have never operated any flight to, from or within the EU, or you do not plan to have any flights in the future, please discuss this with your competent authority. You may also wish to contact EUROCONTROL for further information.
The name of the operator is not correct.
The name of the operator is the name used by EUROCONTROL’s Central Route Charges Office (CRCO) when establishing the invoices for route charges. If you wish to correct the name of the operator on the list, please notify EUROCONTROL about the name change, providing sufficient evidence as to the correct name of the aircraft operator.
The operator is no longer in operation.
The list has been defined on the air traffic information since 2006. An operator has been included in the list as long as it had operated at least one eligible flight in those years.
EUROCONTROL can determine when the most recent flight was flown by a given operator but does not hold comprehensive information on whether such operator is still in operation. If you consider that an operator should NOT be on the list because it does not exist any longer or because it has ceased or suspended its aviation actives in the EU, please inform the competent authority about this. Please also notify the European Commission by sending a message to:
You may wish to contact EUROCONTROL for further information (e. g. the date of the most recent flight in the EU).
The administering Member State is incorrect according to the EU operating licence.
The EU ETS Directive stipulates the administering Member State for any given operator in receipt of an operating licence in the EU is the Member State that issued the operating licence. Unfortunately, a complete and comprehensive database of all the operating licences granted by Member States in accordance with the provisions of Council Regulation (EC) No. 1008/2008 is not available, nor does EUROCONTROL hold this information. There is no definitive way, therefore, for the Commission or EUROCONTROL to check which Member State has issued AOCs and operating licences to particular operators and so there may be discrepancies in the list.
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.
The administering Member State is incorrect as the operator does not fly (any more) from (or to) such State.
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. The fact that an operator no longer operates or does not fly mainly from (or to) aerodromes located in such a State does not change the designation of the administering Member State.
Subsidiaries companies are allocated to different EU Member States, how can I avoid this?
Different companies operating flights covered by Annex I of the EU ETS Directive are considered as separate aircraft operators (see question 1.5). 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. It is for the parent company to decide how to organise its corporate structure and flight activities in relation to the administration of the EU ETS and the allocation of administering Member States.
Can an operator on the list be reattributed to a different administering Member State within the same trading period?
Article 18a(1) of the EU ETS Directive sets the rules on the initial attribution of an aircraft operator to an administering Member State. Attribution is done on the basis of which Member State has issued the operating licence or which is the Member State with the greatest attributed emissions from flights performed by that operator in the base year (2006).
However reattribution of an operator to a new Member State may be necessary if it turns out that the initial attribution does not meet the conditions set under Art 18a(1) of the EU ETS Directive.
Reattribution may be necessary where:
the Commission together with EUROCONTROL changes the methodology used for the generation of the list of aircraft operators in order to improve the list's accuracy and better reflect the requirements of the Directive (such reattribution will not occur frequently after the initial set up of the scheme); there is an error in the list as a result of incomplete or inaccurate information held by the Commission or EUROCONTROL; the scope of the EU ETS is expanded to other countries, for instance the full integration of the EEA-EFTA countries (Iceland, Liechtenstein and Norway) into the EU ETS.
Reattribution is different from the transfer of aircraft operators based on Article 18a(2) of the EU ETS Directive. Such transfer occurs where in the first two years of any trading period, none of the attributed aviation emissions from flights performed by an aircraft operator without an operating licence granted by a Member State are attributed to its administering Member State. That aircraft operator must be transferred to another administering Member State in respect of the next period. The new administering Member State will be the Member State with the greatest estimated attributed aviation emissions from flights performed by that aircraft operator during the first two years of the previous period.
When an aircraft operator's administering Member State changes, can monitoring plans of an aircraft operator be transferred to a new administering Member State?
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. 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.
The timing of the transfer or resubmission of the monitoring plan should also be agreed between the Member States and the operator.
What does the aircraft operator identification number signify?
The list now contains a unique identification number (code) for each aircraft operator. This code will be used for compliance purposes. The code coincides with the number used by EUROCONTROL’s Central Route Charges Office (CRCO) for identifying airspace users in the route charges system. This identification number is shown in the reference of air navigation charges bills.
Why am I identified only by my ICAO designator or aircraft tail number?
In the list, a number of aircraft operators may be indentified only by their ICAO designator or the registration mark of the plane. The majority of such aircraft operators are associated with flights operated entirely outside of the region for which EUROCONTROL provides the Central Route Charges Office function, such as flights from the French overseas territories to the Americas. In these cases EUROCONTROL does not have full information about the identity of the operator at this stage. In future versions of the list, the intention is to replace these notations with a complete company name.
Obligations and procedures for new entrants.
What does a new operator with an EU operator's licence have to do under the EU ETS?
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. it departs or arrives at an aerodrome in the EU. The Administering Member State responsible for all aspects of administering the ETS in respect of the operator is the Member State that issued the operating licence. The following steps will need to be followed by the new aircraft operator and administering Member State for an activity which commences in Year X:
Operators will have to submit a monitoring plan to the administering Member State as soon as possible. The administering Member State should approve the monitoring plan and the operator should monitor its emissions according the methods in the monitoring plan, the Monitoring Decision and relevant aspects of the Member States national rules and procedures. The operator should draft an emissions report for the calendar year X and have it verified by a verifier at the beginning of year X+1. The operator submits the verified emissions report to the administering Member State by 31 March of year X+1.
The operator must surrender sufficient emissions allowances to cover its emissions in calendar year X.
What does a new operator without an EU operator's licence have to do under the EU ETS?
The same basic procedure in 3.1 above should be followed. However, the administering Member State is determined according to the greatest attributed emissions in the first year of operation which may not be immediately clear and may not be established definitively until the operator is included in a revised list published by the Commission. As such, the operator cannot submit a monitoring plan for approval to its administering Member State.
In such circumstances, the operator is required to determine its emissions with retrospective effect for the time it falls under the scope of EU ETS. For the period when it has not been attributed to an administering Member State, the operator can determine its emissions according to the approach in section 5 of Annex XIV of the Monitoring Decision to fill "data gaps". This allows an operator to determine its emissions which are missing for reasons beyond its control by a simplified method.
Where the administering Member State is clear from the nature of the operator's flight activity, operators can submit monitoring plans on an informal basis to the administering Member State before formal inclusion on a revised list of operators published the Commission.
Allocation of emissions allowances.
Do competent authorities need to assess the applications made by aircraft operators for free allowances?
An operator could apply to its administering Member State by 31 March 2011 for free allowances and provide verified tonne-kilometre activity reports to support the application. Before forwarding the applications to the Commission by 30 June 2011, the Member State should assess the admissibility of the reports and check for potential irregularities. This could be complemented by inspections of the monitoring activities of the operator during the monitoring year as well as supervision of verifiers. Nonetheless, the Member States should also be able to rely upon the verification process to establish the reliability and correctness of the activity data submitted by the operator.
Special reserve.
Should the administering Member State check the eligibility of any application for the allocation of allowances from the special reserve?
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". Any application must be made by 30 June 2015 and be supported by verified tonne-kilometre activity data and documentary proof that the operator meets the either of the two eligibility criteria. Before forwarding the application to the Commission (within 6 months) the administering Member State should assess compliance with the eligibility criteria using the material provided by the operator in support of the application as required by Article 3f(3) of the EU ETS Directive. The Commission may provide further guidance on how to perform this assessment at a later date.
Allowances from the special reserve will not allocated for the continuation of activities carried out in whole or in part by another aircraft operator. ماذا يعني هذا؟
Article 3f(1) states that allowances in the special reserve will not be allocated in respect of the flight activities of a new operator or the sharply increased growth of an existing operator if this new activity or increase in activity is a continuation of the activity (either in part or in whole) of another aircraft operator.
The above provision is designed to prevent the free allocation of allowances for flight activities that have already been the subject of a free allowance allocation albeit to a different operator. As such the competent authorities in the administering Member States will need information to establish that:
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.
Small emitters.
What is a small emitter and why is there a distinction?
A small emitter is a non-commercial air transport operator (i) whose flights in aggregate emit less than 25 000 tonnes of CO2 per annum; or (ii) which operates fewer than 243 flights per period for 3 consecutive 4-month periods. A small emitter can take advantage of a simplified procedure to monitor its emissions of CO2 from its flight activity. 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.
Aircraft operators emitting less than 25 000 tonnes of CO2 per year, both commercial and non-commercial, can choose an alternative to verification by an independent verifier. The alternative involves determining their emissions by using the small emitters tool approved under Commission Regulation No 606/2010. In such cases, data used for determining emissions must originate from Eurocontrol. As a result, aircraft operators taking advantage of this simpler method need to use data from the ETS Support Facility, without any modification, Of the two types of small emitters defined by Article 54 of Regulation No 601/2012, this simplification only applies to aircraft operators operating flights with total annual emissions lower than 25 000 tonnes CO2 per year. It should be noted that the exemption threshold of 25 000 tonnes CO2 per year is based on the full scope of the EU ETS as defined in Annex I to the EU ETS Directive.
Penalties & enforcement of the EU ETS - Aviation legislation.
Why are penalties applied in the Member States not harmonised?
Article 16 of the EU ETS Directive establishes a limited harmonisation of the financial penalties that will be paid by operators that fail to surrender the necessary number of emissions allowances (i. e. €100 per tonne of CO2). 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 ". 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. 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.
Further harmonisation of administrative penalties could be envisaged under the EU ETS Directive but that would have to be decided by the co-legislators following a proposal from the Commission. 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.
Is there mutual recognition of financial penalties in the Member States?
The Council has put into a place a framework for the mutual recognition of financial penalties in the form of Framework Decision 2005/214/JHA. This means that financial penalties due to offences arising from breaches of instruments adopted to comply with Community law that are committed in one Member State (the issuing State) can be recognised and enforced in another Member State (the executing State). A central authority is responsible in each Member State for the administration of the scheme. Monies obtained from the enforcement go the executing Member State unless there is a contrary agreement between the two Member States concerned.
Extension of the EU ETS to the EEA EFTA states (Iceland, Liechtenstein and Norway)
Why was the scope of the EU ETS extended to the EEA-EFTA countries (Iceland, Liechtenstein and Norway)?
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 latter states, which are Iceland, Liechtenstein and Norway, are collectively called the 'EEA-EFTA countries'. The EEA Agreement provides for the extension of selected EU legislation to the EEA-EFTA countries.
The EEA-EFTA countries have been part of the EU ETS since October 2007, when the EU ETS Directive was incorporated into the EEA Agreement. The aviation part of the EU ETS was incorporated into the EEA Agreement by EEA Joint Committee Decision 6/2011.
What additional flights are covered by the EU ETS following the extension?
The extension of the scheme entails that in addition to the 27 EU Member States the EU ETS covers also the 3 EEA-EFTA countries (Iceland, Liechtenstein and Norway). As a result, flights which depart from or arrive in an aerodrome situated in the territory of an EEA-EFTA country, collectively called 'EEA additional flights', are subject to EU ETS rules. More precisely, EEA additional flights are:
Domestic flights within the EEA-EFTA countries; Flights between the EEA-EFTA countries; Flights between the EEA-EFTA countries and third countries outside the EEA.
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.
Will same rules be applied for the EEA additional flights as for other flights covered by the EU ETS?
Equal treatment of aircraft operators is a fundamental element of the EU ETS for aviation. The EU and the EEA-EFTA countries therefore have ensured that the design of the scheme is not altered by the extension to the EEA-EFTA countries. In particular, the same benchmark and harmonized allocation rules are applied for the EEA additional flights as for other flights covered by the scheme.
How does the extension impact aircraft operators which are already covered by the scope of the EU ETS?
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). These operators have to include their EEA additional flights into their monitoring and reporting activities.
These operators should have already updated their monitoring plans to cover their EEA additional flights.
Operators who update their monitoring plans should notify their competent authority without delay of any changes made. In case of substantial changes to the monitoring methodology, the operators need to submit their updated plans for re-approval. Substantial changes are described in the EU ETS monitoring and reporting guidelines and include:
Change of the average reported annual emissions which causes the operator to exceed the threshold for applying tier 1 uncertainty for the determination of fuel consumption; Change in the number of flights or in the total annual emissions which cause the aircraft operator to exceed the threshold for small emitters, so that the operator is no longer eligible to benefit from the simplified monitoring procedures; Substantial changes to the type of fuels used.
How does the extension affect aircraft operators that are exempt from the EU ETS Directive under point (j) of Annex I (de minimis) so far?
If a commercial aircraft operator is exempted from the scope on grounds of point (j) of Annex I of the EU ETS Directive, ( i. e. because it operates either fewer than 243 flights per period for three consecutive four-month periods or flights with total annual emissions lower than 10 000 tonnes per year ( de minimis rule)), the exemption could cease to apply if EEA additional flights cause the aircraft operator to exceed the aforementioned limits. Those aircraft operator should submit monitoring plans as soon as possible to the competent authority in its administering state.
Has the Commission's list of aircraft operators been updated in light of the extension of the EU ETS to the EEA-EFTA countries?
An EEA-wide list of aircraft operators was adopted by the Commission on 20 April 2011. This list:
includes a number of new aircraft operators, which performed EEA-EFTA related flights (see point 8.2) and reattributes certain aircraft operators, previously allocated to one of the 27 EU Member States to an EEA-EFTA country for administration.
How should the change of administrative responsibility between the former administering Member State and an EEA-EFTA country take place?
The criteria set under Article 18a (1) of Directive 2003/87/EC to determine aircraft operator's administering Member State must take into account the extension of the aviation part of the EU emission trading scheme to EEA-EFTA countries (Iceland, Liechtenstein and Norway). Thus, certain aircraft operators, previously allocated to one of EU 27 Member States, are allocated to the EEA-EFTA countries for administration. Regulation (EC) No 748/2009 has therefore been amended.
To facilitate a smooth changeover of the affected aircraft operators, the former administering Member State should complete all its obligations related to the aviation activities carried out during the calendar year before the reattribution of an aircraft operator to an EEA-EFTA country took place. The new administering State (Norway or Iceland) will take over the obligations related to the calendar year in which the reattribution took place and for the following calendar years.
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.
The key steps are as follows:
The EEA-wide list of aircraft operators reallocates some aircraft operators to Norway and Iceland. Each affected aircraft operator should submit without delay to the new administering State the monitoring plan for annual emissions, the approval of the monitoring plan by the previous administering Member State and the verified emissions report for the year 2010. This should enable the new administering State to administer the aircraft operator relating to its aviation activities performed during the year 2011. Calculating the benchmarks and the auctioning share:
The former administering Member State should submit to the Commission by 30th June 2011 the data from the emissions report for the year 2010 and the verified 2010 report for tonne-kilometre data (the applications for free allowances for the periods 2012 and 2013-2020). Allocation of allowances:
If applicable, each concerned aircraft operator should submit to the new administering State the approved monitoring plan for tonne-kilometre data and the verified report for tonne-kilometre data, accepted by the former administering Member State.
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.
The new administering State should:
calculate and publish the allocation of allowances for each aircraft operator whose application was submitted to the Commission; and issue by 28 February 2012 and by 28 February of each subsequent year the number of allowances allocated to the respective aircraft operator for that year.
Who can request a postponed timeline for a change of administrative responsibility?
The change of administrative responsibility, from a EU 27 Member State to Iceland or Norway, of those aircraft operators which are marked with an asterisk in the EEA list of operators may be subject to a specific timeline. This is to be agreed in conformity with Decision of the EEA Joint Committee n° 6/2011 of 1 st April 2011 amending Annex XX (Environment) to the EEA Agreement, (published at the OJ L 93 7.04.2011 page 35).
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 1 st April 2011 amending Annex XX (Environment) to the EEA Agreement.
Such a request can be made by an affected aircraft operator to its former administering Member State within six months from the adoption by the Commission of the EEA-wide list of aircraft operators. The Member State concerned may agree to administer that operator for another year or longer, but only until the end of the trading period in 2020. The EEA-wide list was adopted on 20 th April 2011, thus the requests can be made until 20 th October 2011.
If the former administering Member State agrees to continue administering the aircraft operator concerned, it should inform the Commission about this agreement and indicate the date from which the aircraft operator will be administered by the new administering State.
How will the extension of the EU ETS to the EEA-EFTA countries affect the calculation of historical aviation emissions and total quantity of allowances?
Data from the EEA-EFTA countries will be taken into account when calculating the EEA historical aviation emissions The EU 27 historical aviation emissions will thus increase to reflect the extended scope of the EU ETS. 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.
How are EEA-EFTA countries included in the existing templates?
The following note was added on the Commission's website on aviation:
'Please note that all references to Member States on the templates should be interpreted as including all 30 EEA States. The EEA comprises the 27 EU Member States, Iceland, Liechtenstein and Norway.'
In addition to this, references to the EEA-EFTA countries have been added to the list of Member States in several places in the templates:
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.
Have relevant operators been informed about the extension of the EU ETS to the EEA - EFTA countries?
All commercial aircraft operators registered in Iceland and Norway have been informed about the extension. 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. In addition the EEA-EFTA countries, the EFTA Secretariat and the European Commission hosted an information meeting with European and international aviation associations on 11 December 2009 to inform them of the changes.
For further information about the extension, inquiries can be sent to the Environment Agency of Iceland (flugust. is) or the Norwegian Pollution Control Authority (ETSaviationsft. no).
Monitoring and reporting.
How can the biomass fraction of a blended aviation fuel be determined?
In advance of biofuels becoming more commonly used in aviation, the following approach proposes a solution to monitoring and reporting biofuel used in relation to an EU ETS aviation activity. This approach is based on the understanding that it is currently technically not feasible or within reasonable costs to determine biofuel content at the point of uptake to an aircraft.
The monitoring and reporting guidelines (Commission Decision 2007/589/EC as amended) provide possibility in Annex I Section 13.4 for the aircraft operator to propose an estimation method for approval by the competent authority, where it is technically not feasible or disproportionately expensive to determine the biomass fraction of certain aviation biomass fuels.
In addition, Section 2.3 of the Annex XIV of the monitoring and reporting guidelines provides for the possibility to use fuel purchasing records for the purpose of determination of the biomass content in the fuel.
Therefore, the following type of methodology could be proposed to the competent authority:
The biomass fraction of all biomass based fuel used in an Annex I EU ETS aviation activity will be calculated from the fuel purchase records, which indicate the biomass fraction and net calorific value of the fuel.
It will be important to demonstrate two important criteria in the proposed methodology:
Firstly, the total amount of biomass based fuel claimed for cannot exceed total fuel usage for that operator for Annex I EU ETS aviation activities originating from the airports at which the biofuel is supplied. Secondly, the fraction of biomass in the fuel can not be higher than the maximum allowable (certified) percentage of biomass in the fuel.
The calculation of biofuel use shall be independently verified. In particular the verifier must be satisfied that the percentage of fuel purchased by the aircraft operator which was used in EU ETS Annex I aviation activities has been correctly calculated.

The Greenhouse Gas Emissions Trading Scheme (Amendment) Regulations 2017.
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2017 No. 1207 Table of Contents.
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The EU Emissions Trading System (EU ETS)
The EU Emissions Trading System explained.
The EU emissions trading system (EU ETS) is a cornerstone of the EU's policy to combat climate change and its key tool for reducing greenhouse gas emissions cost-effectively. It is the world's first major carbon market and remains the biggest one.
operates in 31 countries (all 28 EU countries plus Iceland, Liechtenstein and Norway) limits emissions from more than 11,000 heavy energy-using installations (power stations & industrial plants) and airlines operating between these countries covers around 45% of the EU's greenhouse gas emissions.
For a detailed overview, see:
A 'cap and trade' system.
The EU ETS works on the 'cap and trade' principle.
A cap is set on the total amount of certain greenhouse gases that can be emitted by installations covered by the system. The cap is reduced over time so that total emissions fall .
Within the cap, companies receive or buy emission allowances which they can trade with one another as needed. They can also buy limited amounts of international credits from emission-saving projects around the world. The limit on the total number of allowances available ensures that they have a value.
After each year a company must surrender enough allowances to cover all its emissions, otherwise heavy fines are imposed. If a company reduces its emissions, it can keep the spare allowances to cover its future needs or else sell them to another company that is short of allowances.
Trading brings flexibility that ensures emissions are cut where it costs least to do so . A robust carbon price also promotes investment in clean, low-carbon technologies .
Key features of phase 3 (2013-2020)
The EU ETS is now in its third phase – significantly different from phases 1 and 2.
The main changes are:
A single, EU-wide cap on emissions applies in place of the previous system of national caps Auctioning is the default method for allocating allowances (instead of free allocation), and harmonised allocation rules apply to the allowances still given away for free More sectors and gases included 300 million allowances set aside in the New Entrants Reserve to fund the deployment of innovative renewable energy technologies and carbon capture and storage through the NER 300 programme.
Sectors and gases covered.
The system covers the following sectors and gases with the focus on emissions that can be measured, reported and verified with a high level of accuracy:
carbon dioxide (CO 2 ) from power and heat generation energy-intensive industry sectors including oil refineries, steel works and production of iron, aluminium, metals, cement, lime, glass, ceramics, pulp, paper, cardboard, acids and bulk organic chemicals commercial aviation nitrous oxide (N 2 O) from production of nitric, adipic and glyoxylic acids and glyoxal perfluorocarbons (PFCs) from aluminium production.
Participation in the EU ETS is mandatory for companies in these sectors , but.
in some sectors only plants above a certain size are included certain small installations can be excluded if governments put in place fiscal or other measures that will cut their emissions by an equivalent amount in the aviation sector, until 2016 the EU ETS applies only to flights between airports located in the European Economic Area (EEA).
Delivering emissions reductions.
The EU ETS has proved that putting a price on carbon and trading in it can work. Emissions from installations in the scheme are falling as intended – by around 5% compared to the beginning of phase 3 (2013) (see 2015 figures).
In 2020 , emissions from sectors covered by the system will be 21% lower than in 2005 .
Developing the carbon market.
Set up in 2005, the EU ETS is the world's first and biggest international emissions trading system, accounting for over three-quarters of international carbon trading.
The EU ETS is also inspiring the development of emissions trading in other countries and regions. The EU aims to link the EU ETS with other compatible systems.
Main EU ETS legislation.
30/04/2014 - Consolidated version of Directive 2003/87/EC of the European Parliament and of the Council establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC 23/04/2009 - Directive 2009/29/EC of the European Parliament and of the Council amending Directive 2003/87/EC so as to improve and extend the greenhouse gas emission allowance trading scheme of the Community 19/11/2008 - Directive 2008/101/EC of the European Parliament and of the Council amending Directive 2003/87/EC so as to include aviation activities in the scheme for greenhouse gas emission allowance trading within the Community 27/10/2004 - Directive 2004/101/EC of the European Parliament and of the Council amending Directive 2003/87/EC establishing a scheme for greenhouse gas emission allowance trading within the Community, in respect of the Kyoto Protocol's project mechanisms 13/10/2003 - Directive 2003/87/EC of the European Parliament and of the Council establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC.
Carbon market reports.
23/11/2017 – COM(2017) 693 – Report on the functioning of the European carbon market 01/02/2017 - COM(2017) 48 - Report on the functioning of the European carbon market 18/11/2015 - COM(2015) 576 - Report on the functioning of the European carbon market 14/11/2012 - COM(2012) 652 - The state of the European carbon market in 2012.
Revision of the EU ETS for phase 3.
04/02/2011 - European Council conclusions of 4 February 2011 (see conclusions 23 and 24) 18/03/2010 - Guidance on interpretation of Annex I of the EU ETS Directive (excl. aviation activities) 18/03/2010 - Guidance paper to identify electricity generators 06/04/2009 - Council press release on the adoption of the climate and energy package 12/12/2008 - Presidency conclusions of the European Council (11 and 12 December 2008) 12/12/2008 - European Council Statement on the use of auction revenues 23/01/2008 - Proposal for a Directive of the European Parliament and of the Council amending Directive 2003/87/EC so as to improve and extend the greenhouse gas emission allowance trading system of the Community 23/01/2008 - Commission staff working document - Accompanying document to the Proposal for a Directive of the European Parliament and of the Council amending Directive 2003/87/EC so as to improve and extend the EU greenhouse gas emission allowance trading system - Impact assessment.
التنفيذ.
04/07/2013 - Amended Draft Regulation on determining international credit entitlements 05/06/2013 - Draft regulation on determining international credit entitlements 05/05/2013 Commission Regulation (EU) No 389/2013 of 2 May 2013 establishing a Union Registry pursuant to Directive 2003/87/EC of the European Parliament and of the Council, Decisions No 280/2004/EC and No 406/2009/EC of the European Parliament and of the Council and repealing Commission Regulations (EU) No 920/2010 and No 1193/2011 Text with EEA relevance 18/11/2011 - Commission Regulation establishing a Union Registry for the trading period commencing on 1 January 2013, and subsequent trading periods, of the Union emissions trading scheme pursuant to Directive 2003/87/EC of the European Parliament and of the Council and Decision 280/2004/EC of the European Parliament and of the Council and amending Regulations (EC) No 2216/2004 and (EU) No 920/2010 - not yet published in the Official Journal 07/10/2010 - Commission Regulation (EU) No 920/2010 for a standardised and secured system of registries pursuant to Directive 2003/87/EC of the European Parliament and of the Council and Decision No 280/2004/EC of the European Parliament and of the Council - version not including changes brought by Regulation of 18 November 2011 08/10/2008 - Commission Regulation (EC) No 994/2008 for a standardised and secured system of registries pursuant to Directive 2003/87/EC of the European Parliament and of the Council and Decision No 280/2004/EC of the European Parliament and of the Council - version applicable until 31 December 2011 26/10/2007 - EEA Joint Committee Decision No 146/2007 linking the EU ETS with Norway, Iceland and Liechtenstein 13/11/2006 - Commission Decision 2006/780/EC on avoiding DOUBLE COUNTING of greenhouse gas emission reductions under the Community emissions trading scheme for project activities under the Kyoto Protocol pursuant to Directive 2003/87/EC of the European Parliament and of the Council (notified under document number C(2006) 5362) 21/12/2004 - Consolidated version of Commission Regulation (EC) No 2216/2004 for a standardised and secured system of registries amended by Commission Regulation (EC) No 916/2007 of 31 July 2007, Commission Regulation (EC) No 994/2008 of 8 October 2008 and Commission Regulation (EU) No 920/2010 of 7 October 2010 - version not including changes brought by Regulation of 18 November 2011.
Application of VAT.
Legislative History of Directive 2003/87/EC.
Work prior to the Commission proposal.
08/02/2000 - COM(2000) 87 - Green Paper on greenhouse gas emissions trading within the European Union Mandate and results of ECCP Working Group 1 : Flexible mechanisms 04/09/2001 - Chairman's Summary Record of Stakeholder consultation meeting (with Industry and Environmental NGOs) 19/05/1999 - COM(1999) 230 - Preparing for Implementation of the Kyoto Protocol 03/06/1998 - COM(1998) 353 - Climate Change - Towards an EU Post-Kyoto Strategy Scope of the EU ETS: 07/2007 - Small Installations within the EU Emissions Trading System 10/2006 - Inclusion of additional activities and gases into the EU Emissions Trading System Further harmonisation and increased predictability: 12/2006 - The approach to new entrants and closures 10/2006 - Auctioning of CO2 emission allowances in the EU ETS 10/2006 - Harmonisation of allocation methodologies 12/2006 - Report on international competitiveness ECCP working group on emissions trading on the review of the EU ETS 15/06/2007 - Final report of the 4th meeting on Linking with Emission Trading Systems in Third Countries 22/05/2007 - Final report of the 3rd meeting on Further Harmonisation and Increased Predictability 26/04/2007 - Final Report of the 2nd meeting on Robust Compliance and Enforcement 09/03/2007 - Final Report of the 1st meeting on The Scope of the Directive.
Commission proposal of October 2001.
22/01/2002 - Non-paper on synergies between the EC emissions trading proposal (COM(2001)581) and the IPPC Directive 23/10/2001 - COM(2001) 581 - Proposal for a framework Directive for greenhouse gas emissions trading within the European Community.
Commission's reaction to reading of the proposal in Council and Parliament (including Council's common position)
18/07/2003 - COM(2003) 463 - Opinion of the Commission on the European Parliament's amendments to the Council's common position regarding the proposal for a Directive of the European Parliament and of the Council 20/06/2003 - COM(2003) 364 - Commission Communication to the European Parliament concerning the Council's Common Position on the adoption of a Directive establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC 18/03/2003 - Common Position (EC) No 28/2003 - Council's Common Position on the adoption of a Directive establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC 27/11/2002 - COM(2002) 680 - Amended proposal for a directive of the European Parliament and of the Council establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC Faq.
Open all questions.
Questions and Answers on the revised EU Emissions Trading System (December 2008)
What is the aim of emissions trading?
The aim of the EU Emissions Trading System (EU ETS) is to help EU Member States achieve their commitments to limit or reduce greenhouse gas emissions in a cost-effective way. Allowing participating companies to buy or sell emission allowances means that emission cuts can be achieved at least cost.
The EU ETS is the cornerstone of the EU's strategy for fighting climate change. It is the first international trading system for CO 2 emissions in the world and has been in operation since 2005. As of I January 2008 it applies not only to the 27 EU Member States, but also to the other three members of the European Economic Area – Norway, Iceland and Liechtenstein. It currently covers over 10,000 installations in the energy and industrial sectors which are collectively responsible for close to half of the EU's emissions of CO 2 and 40% of its total greenhouse gas emissions. An amendment to the EU ETS Directive agreed in July 2008 will bring the aviation sector into the system from 2012.
How does emissions trading work?
The EU ETS is a 'cap and trade' system, that is to say it caps the overall level of emissions allowed but, within that limit, allows participants in the system to buy and sell allowances as they require. These allowances are the common trading 'currency' at the heart of the system. One allowance gives the holder the right to emit one tonne of CO 2 or the equivalent amount of another greenhouse gas. The cap on the total number of allowances creates scarcity in the market.
In the first and second trading period under the scheme, Member States had to draw up national allocation plans (NAPs) which determine their total level of ETS emissions and how many emission allowances each installation in their country receives. At the end of each year installations must surrender allowances equivalent to their emissions. Companies that keep their emissions below the level of their allowances can sell their excess allowances. Those facing difficulty in keeping their emissions in line with their allowances have a choice between taking measures to reduce their own emissions – such as investing in more efficient technology or using less carbon-intensive energy sources – or buying the extra allowances they need on the market, or a combination of the two. Such choices are likely to be determined by relative costs. In this way, emissions are reduced wherever it is most cost-effective to do so.
How long has the EU ETS been operating?
The EU ETS was launched on 1 January 2005. The first trading period ran for three years to the end of 2007 and was a 'learning by doing' phase to prepare for the crucial second trading period. The second trading period began on 1 January 2008 and runs for five years until the end of 2012. The importance of the second trading period stems from the fact that it coincides with the first commitment period of the Kyoto Protocol, during which the EU and other industrialised countries must meet their targets to limit or reduce greenhouse gas emissions. For the second trading period EU ETS emissions have been capped at around 6.5% below 2005 levels to help ensure that the EU as a whole, and Member States individually, deliver on their Kyoto commitments.
What are the main lessons learned from experience so far?
The EU ETS has put a price on carbon and proved that trading in greenhouse gas emissions works. The first trading period successfully established the free trading of emission allowances across the EU, put in place the necessary infrastructure and developed a dynamic carbon market. The environmental benefit of the first phase may be limited due to excessive allocation of allowances in some Member States and some sectors, due mainly to a reliance on emission projections before verified emissions data became available under the EU ETS. When the publication of verified emissions data for 2005 highlighted this “over-allocation”, the market reacted as would be expected by lowering the market price of allowances. The availability of verified emissions data has allowed the Commission to ensure that the cap on national allocations under the second phase is set at a level that results in real emission reductions.
Besides underlining the need for verified data, experience so far has shown that greater harmonisation within the EU ETS is imperative to ensure that the EU achieves its emissions reductions objectives at least cost and with minimal competitive distortions. The need for more harmonisation is clearest with respect to how the cap on overall emission allowances is set.
The first two trading periods also show that widely differing national methods for allocating allowances to installations threaten fair competition in the internal market. Furthermore, greater harmonisation, clarification and refinement are needed with respect to the scope of the system, the access to credits from emission-reduction projects outside the EU, the conditions for linking the EU ETS to emissions trading systems elsewhere and the monitoring, verification and reporting requirements.
What are the main changes to the EU ETS and as of when will they apply?
The agreed design changes will apply as of the third trading period, i. e. January 2013. While preparatory work will be initiated immediately, the applicable rules will not change until January 2013 to ensure that regulatory stability is maintained.
The EU ETS in the third period will be a more efficient, more harmonised and fairer system.
Increased efficiency is achieved by means of a longer trading period (8 years instead of 5 years), a robust and annually declining emissions cap (21% reduction in 2020 compared to 2005) and a substantial increase in the amount of auctioning (from less than 4% in phase 2 to more than half in phase 3).
More harmonisation has been agreed in many areas, including with respect to the cap-setting (an EU-wide cap instead of the national caps in phases 1 and 2) and the rules for transitional free allocation.
The fairness of the system has been substantially increased by the move towards EU-wide free allocation rules for industrial installations and by the introduction of a redistribution mechanism that entitles new Member States to auction more allowances.
How does the final text compare to the initial Commission proposal?
The climate and energy targets agreed by the 2007 Spring European Council have been maintained and the overall architecture of the Commission's proposal on the EU ETS remains intact. That is to say that there will be one EU-wide cap on the number of emission allowances and this cap will decrease annually along a linear trend line, which will continue beyond the end of the third trading period (2013-2020). The main difference as compared to the proposal is that auctioning of allowances will be phased in more slowly.
What are the main changes compared to the Commission's proposal?
In summary, the main changes that have been made to the proposal are as follows:
Certain Member States are allowed an optional and temporary derogation from the rule that no allowances are to be allocated free of charge to electricity generators as of 2013. This option to derogate is available to Member States which fulfil certain conditions related to the interconnectivity of their electricity grid, share of a single fossil fuel in electricity production, and GDP/capita in relation to the EU-27 average. In addition, the amount of free allowances that a Member State can allocate to power plants is limited to 70% of carbon dioxide emissions of relevant plants in phase 1 and declines in the years thereafter. Furthermore free allocation in phase 3 can only be given to power plants that are operational or under construction no later than end 2008. See reply to question 15 below. There will be more details in the Directive on the criteria to be used to determine the sectors or sub-sectors deemed to be exposed to a significant risk of carbon leakage , and an earlier date of publication of the Commission's list of such sectors (31 December 2009). Moreover, subject to review when a satisfactory international agreement is reached, installations in all exposed industries will receive 100% free allowances to the extent that they use the most efficient technology. The free allocation to industry is limited to the share of these industries' emissions in total emissions in 2005 to 2007. The total number of allowances allocated for free to installations in industry sectors will decline annually in line with the decline of the emissions cap. Member States may also compensate certain installations for CO 2 costs passed on in electricity prices if the CO 2 costs might otherwise expose them to the risk of carbon leakage. The Commission has undertaken to modify the Community guidelines on state aid for environmental protection in this respect. See reply to question 15 below. The level of auctioning of allowances for non-exposed industry will increase in a linear manner as proposed by the Commission, but rather than reaching 100% by 2020 it will reach 70%, with a view to reaching 100% by 2027. As foreseen in the Commission's proposal, 10% of the allowances for auctioning will be redistributed from Member States with high per capita income to those with low per capita income in order to strengthen the financial capacity of the latter to invest in climate friendly technologies. A provision has been added for another redistributive mechanism of 2% of auctioned allowances to take into account Member States which in 2005 had achieved a reduction of at least 20% in greenhouse gas emissions compared with the reference year set by the Kyoto Protocol. The share of auctioning revenues that Member States are recommended to use to fight and adapt to climate change mainly within the EU, but also in developing countries, is raised from 20% to 50%. The text provides for a top-up to the proposed permitted level of use of JI/CDM credits in the 20% scenario for existing operators that received the lowest budgets to import and use such credits in relation to allocations and access to credits in the period 2008-2012. New sectors, new entrants in the periods 2013-2020 and 2008-2012 will also be able to use credits. The total amount of credits that may be used will, however, not exceed 50% of the reduction between 2008 and 2020. Based on a stricter emissions reduction in the context of a satisfactory international agreement, the Commission could allow additional access to CERs and ERUs for operators in the Community scheme. See reply to question 20 below. The proceeds from auctioning 300 million allowances from the new entrants reserve will be used to support up to 12 carbon capture and storage demonstration projects and projects demonstrating innovative renewable energy technologies. A number of conditions are attached to this financing mechanism. See reply to question 30 below. The possibility to opt-out small combustion installations provided they are subject to equivalent measures has been extended to cover all small installations irrespective of activity, the emission threshold has been raised from 10,000 to 25,000 tonnes of CO 2 per year, and the capacity threshold that combustion installations have to fulfil in addition has been raised from 25MW to 35MW. With these increased thresholds, the share of covered emissions that would potentially be excluded from the emissions trading system becomes significant, and consequently a provision has been added to allow for a corresponding reduction of the EU-wide cap on allowances.
Will there still be national allocation plans (NAPs)?
No. In their NAPs for the first (2005-2007) and the second (2008-2012) trading periods, Member States determined the total quantity of allowances to be issued – the cap – and how these would be allocated to the installations concerned. This approach has generated significant differences in allocation rules, creating an incentive for each Member State to favour its own industry, and has led to great complexity.
As from the third trading period, there will be a single EU-wide cap and allowances will be allocated on the basis of harmonised rules. National allocation plans will therefore not be needed any more.
How will the emission cap in phase 3 be determined?
The rules for calculating the EU-wide cap are as follows:
From 2013, the total number of allowances will decrease annually in a linear manner. The starting point of this line is the average total quantity of allowances (phase 2 cap) to be issued by Member States for the 2008-12 period, adjusted to reflect the broadened scope of the system from 2013 as well as any small installations that Member States have chosen to exclude. The linear factor by which the annual amount shall decrease is 1.74% in relation to the phase 2 cap.
The starting point for determining the linear factor of 1.74% is the 20% overall reduction of greenhouse gases compared to 1990, which is equivalent to a 14% reduction compared to 2005. However, a larger reduction is required of the EU ETS because it is cheaper to reduce emissions in the ETS sectors. The division that minimises overall reduction cost amounts to:
a 21% reduction in EU ETS sector emissions compared to 2005 by 2020; a reduction of around 10% compared to 2005 for the sectors that are not covered by the EU ETS.
The 21% reduction in 2020 results in an ETS cap in 2020 of a maximum of 1720 million allowances and implies an average phase 3 cap (2013 to 2020) of some 1846 million allowances and a reduction of 11% compared to the phase 2 cap.
All absolute figures indicated correspond to the coverage at the start of the second trading period and therefore don't take account of aviation, which will be added in 2012, and other sectors that will be added in phase 3.
The final figures for the annual emission caps in phase 3 will be determined and published by the Commission by 30 September 2010.
How will the emission cap beyond phase 3 be determined?
The linear factor of 1.74% used to determine the phase 3 cap will continue to apply beyond the end of the trading period in 2020 and will determine the cap for the fourth trading period (2021 to 2028) and beyond. It may be revised by 2025 at the latest. In fact, significant emission reductions of 60%-80% compared to 1990 will be necessary by 2050 to reach the strategic objective of limiting the global average temperature increase to not more than 2°C above pre-industrial levels.
An EU-wide cap on emission allowances will be determined for each individual year. Will this reduce flexibility for the installations concerned?
No, flexibility for installations will not be reduced at all. In any year, the allowances to be auctioned and distributed have to be issued by the competent authorities by 28 February. The last date for operators to surrender allowances is 30 April of the year following the year in which the emissions took place. So operators receive allowances for the current year before they have to surrender allowances to cover their emissions for the previous year. Allowances remain valid throughout the trading period and any surplus allowances can now be "banked" for use in subsequent trading periods. In this respect nothing will change.
The system will remain based on trading periods, but the third trading period will last eight years, from 2013 to 2020, as opposed to five years for the second phase from 2008 to 2012.
For the second trading period Member States generally decided to allocate equal total quantities of allowances for each year. The linear decrease each year from 2013 will correspond better to expected emissions trends over the period.
What are the tentative annual ETS cap figures for the period 2013 to 2020?
The tentative annual cap figures are as follows:
These figures are based on the scope of the ETS as applicable in phase 2 (2008 to 2012), and the Commission's decisions on the national allocation plans for phase 2, amounting to 2083 million tonnes. These figures will be adjusted for several reasons. Firstly, adjustment will be made to take into account the extensions of the scope in phase 2, provided that Member States substantiate and verify their emissions accruing from these extensions. Secondly, adjustment will be made with respect to further extensions of the scope of the ETS in the third trading period. Thirdly, any opt-out of small installations will lead to a corresponding reduction of the cap. Fourthly, the figures do not take account of the inclusion of aviation, nor of emissions from Norway, Iceland and Liechtenstein.
Will allowances still be allocated for free?
نعم فعلا. Industrial installations will receive transitional free allocation. And in those Member States that are eligible for the optional derogation, power plants may, if the Member State so decides, also receive free allowances. It is estimated that at least half of the available allowances as of 2013 will be auctioned.
While the great majority of allowances has been allocated free of charge to installations in the first and second trading periods, the Commission proposed that auctioning of allowances should become the basic principle for allocation. This is because auctioning best ensures the efficiency, transparency and simplicity of the system and creates the greatest incentive for investments in a low-carbon economy. It best complies with the “polluter pays principle” and avoids giving windfall profits to certain sectors that have passed on the notional cost of allowances to their customers despite receiving them for free.
How will allowances be handed out for free?
By 31 December 2010, the Commission will adopt EU-wide rules, which will be developed under a committee procedure (“Comitology”). These rules will fully harmonise allocations and thus all firms across the EU with the same or similar activities will be subject to the same rules. The rules will ensure as far as possible that the allocation promotes carbon-efficient technologies. The adopted rules provide that to the extent feasible, allocations are to be based on so-called benchmarks, e. g. a number of allowances per quantity of historical output. Such rules reward operators that have taken early action to reduce greenhouse gases, better reflect the polluter pays principle and give stronger incentives to reduce emissions, as allocations would no longer depend on historical emissions. All allocations are to be determined before the start of the third trading period and no ex-post adjustments will be allowed.
Which installations will receive free allocations and which will not? How will negative impacts on competitiveness be avoided?
Taking into account their ability to pass on the increased cost of emission allowances, full auctioning is the rule from 2013 onwards for electricity generators. However, Member States who fulfil certain conditions relating to their interconnectivity or their share of fossil fuels in electricity production and GDP per capita in relation to the EU-27 average, have the option to temporarily deviate from this rule with respect to existing power plants. The auctioning rate in 2013 is to be at least 30% in relation to emissions in the first period and has to increase progressively to 100% no later than 2020. If the option is applied, the Member State has to undertake to invest in improving and upgrading of the infrastructure, in clean technologies and in diversification of their energy mix and sources of supply for an amount to the extent possible equal to the market value of the free allocation.
In other sectors, allocations for free will be phased out progressively from 2013, with Member States agreeing to start at 20% auctioning in 2013, increasing to 70% auctioning in 2020 with a view to reaching 100% in 2027. However, an exception will be made for installations in sectors that are found to be exposed to a significant risk of 'carbon leakage'. This risk could occur if the EU ETS increased production costs so much that companies decided to relocate production to areas outside the EU that are not subject to comparable emission constraints. The Commission will determine the sectors concerned by 31 December 2009. To do this, the Commission will assess inter alia whether the direct and indirect additional production costs induced by the implementation of the ETS Directive as a proportion of gross value added exceed 5% and whether the total value of its exports and imports divided by the total value of its turnover and imports exceeds 10%. If the result for either of these criteria exceeds 30%, the sector would also be considered to be exposed to a significant risk of carbon leakage. Installations in these sectors would receive 100% of their share in the annually declining total quantity of allowances for free. The share of these industries' emissions is determined in relation to total ETS emissions in 2005 to 2007.
CO 2 costs passed on in electricity prices could also expose certain installations to the risk of carbon leakage. In order to avoid such risk, Member States may grant a compensation with respect to such costs. In the absence of an international agreement on climate change, the Commission has undertaken to modify the Community guidelines on state aid for environmental protection in this respect.
Under an international agreement which ensures that competitors in other parts of the world bear a comparable cost, the risk of carbon leakage may well be negligible. Therefore, by 30 June 2010, the Commission will carry out an in-depth assessment of the situation of energy-intensive industry and the risk of carbon leakage, in the light of the outcome of the international negotiations and also taking into account any binding sectoral agreements that may have been concluded. The report will be accompanied by any proposals considered appropriate. These could potentially include maintaining or adjusting the proportion of allowances received free of charge to industrial installations that are particularly exposed to global competition or including importers of the products concerned in the ETS.
Who will organise the auctions and how will they be carried out?
Member States will be responsible for ensuring that the allowances given to them are auctioned. Each Member State has to decide whether it wants to develop its own auctioning infrastructure and platform or whether it wants to cooperate with other Member States to develop regional or EU-wide solutions. The distribution of the auctioning rights to Member States is largely based on emissions in phase 1 of the EU ETS, but a part of the rights will be redistributed from richer Member States to poorer ones to take account of the lower GDP per head and higher prospects for growth and emissions among the latter. It is still the case that 10% of the rights to auction allowances will be redistributed from Member States with high per capita income to those with low per capita income in order to strengthen the financial capacity of the latter to invest in climate friendly technologies. However, a provision has been added for another redistributive mechanism of 2% to take into account Member States which in 2005 had achieved a reduction of at least 20% in greenhouse gas emissions compared with the reference year set by the Kyoto Protocol. Nine Member States benefit from this provision.
Any auctioning must respect the rules of the internal market and must therefore be open to any potential buyer under non-discriminatory conditions. By 30 June 2010, the Commission will adopt a Regulation (through the comitology procedure) that will provide the appropriate rules and conditions for ensuring efficient, coordinated auctions without disturbing the allowance market.
How many allowances will each Member State auction and how is this amount determined?
All allowances which are not allocated free of charge will be auctioned. A total of 88% of allowances to be auctioned by each Member State is distributed on the basis of the Member State's share of historic emissions under the EU ETS. For purposes of solidarity and growth, 12% of the total quantity is distributed in a way that takes into account GDP per capita and the achievements under the Kyoto-Protocol.
Which sectors and gases are covered as of 2013?
The ETS covers installations performing specified activities. Since the start it has covered, above certain capacity thresholds, power stations and other combustion plants, oil refineries, coke ovens, iron and steel plants and factories making cement, glass, lime, bricks, ceramics, pulp, paper and board. As for greenhouse gases, it currently only covers carbon dioxide emissions, with the exception of the Netherlands, which has opted in emissions from nitrous oxide.
As from 2013, the scope of the ETS will be extended to also include other sectors and greenhouse gases. CO 2 emissions from petrochemicals, ammonia and aluminium will be included, as will N2O emissions from the production of nitric, adipic and glyocalic acid production and perfluorocarbons from the aluminium sector. The capture, transport and geological storage of all greenhouse gas emissions will also be covered. These sectors will receive allowances free of charge according to EU-wide rules, in the same way as other industrial sectors already covered.
As of 2012, aviation will also be included in the EU ETS.
Will small installations be excluded from the scope?
A large number of installations emitting relatively low amounts of CO 2 are currently covered by the ETS and concerns have been raised over the cost-effectiveness of their inclusion. As from 2013, Member States will be allowed to remove these installations from the ETS under certain conditions. The installations concerned are those whose reported emissions were lower than 25 000 tonnes of CO 2 equivalent in each of the 3 years preceding the year of application. For combustion installations, an additional capacity threshold of 35MW applies. In addition Member States are given the possibility to exclude installations operated by hospitals. The installations may be excluded from the ETS only if they will be covered by measures that will achieve an equivalent contribution to emission reductions.
How many emission credits from third countries will be allowed?
For the second trading period, Member States allowed their operators to use significant quantities of credits generated by emission-saving projects undertaken in third countries to cover part of their emissions in the same way as they use ETS allowances. The revised Directive extends the rights to use these credits for the third trading period and allows a limited additional quantity to be used in such a way that the overall use of credits is limited to 50% of the EU-wide reductions over the period 2008-2020. For existing installations, and excluding new sectors within the scope, this will represent a total level of access of approximately 1.6 billion credits over the period 2008-2020. In practice, this means that existing operators will be able to use credits up to a minimum of 11% of their allocation during the period 2008-2012, while a top-up is foreseen for operators with the lowest sum of free allocation and allowed use of credits in the 2008-2012 period. New sectors and new entrants in the third trading period will have a guaranteed minimum access of 4.5% of their verified emissions during the period 2013-2020. For the aviation sector, the minimum access will be 1.5%. The precise percentages will be determined through comitology.
These projects must be officially recognised under the Kyoto Protocol’s Joint Implementation (JI) mechanism (covering projects carried out in countries with an emissions reduction target under the Protocol) or Clean Development Mechanism (CDM) (for projects undertaken in developing countries). Credits from JI projects are known as Emission Reduction Units (ERUs) while those from CDM projects are called Certified Emission Reductions (CERs).
On the quality side only credits from project types eligible for use in the EU trading scheme during the period 2008-2012 will be accepted in the period 2013-2020. Furthermore, from 1 January 2013 measures may be applied to restrict the use of specific credits from project types. Such a quality control mechanism is needed to assure the environmental and economic integrity of future project types.
To create greater flexibility, and in the absence of an international agreement being concluded by 31 December 2009, credits could be used in accordance with agreements concluded with third countries. The use of these credits should however not increase the overall number beyond 50% of the required reductions. Such agreements would not be required for new projects that started from 2013 onwards in Least Developed Countries.
Based on a stricter emissions reduction in the context of a satisfactory international agreement , additional access to credits could be allowed, as well as the use of additional types of project credits or other mechanisms created under the international agreement. However, once an international agreement has been reached, from January 2013 onwards only credits from projects in third countries that have ratified the agreement or from additional types of project approved by the Commission will be eligible for use in the Community scheme.
Will it be possible to use credits from carbon ‘sinks’ like forests?
No. Before making its proposal, the Commission analysed the possibility of allowing credits from certain types of land use, land-use change and forestry (‘LULUCF’) projects which absorb carbon from the atmosphere. It concluded that doing so could undermine the environmental integrity of the EU ETS, for the following reasons:
LULUCF projects cannot physically deliver permanent emissions reductions. Insufficient solutions have been developed to deal with the uncertainties, non-permanence of carbon storage and potential emissions 'leakage' problems arising from such projects. The temporary and reversible nature of such activities would pose considerable risks in a company-based trading system and impose great liability risks on Member States. The inclusion of LULUCF projects in the ETS would require a quality of monitoring and reporting comparable to the monitoring and reporting of emissions from installations currently covered by the system. This is not available at present and is likely to incur costs which would substantially reduce the attractiveness of including such projects. The simplicity, transparency and predictability of the ETS would be considerably reduced. Moreover, the sheer quantity of potential credits entering the system could undermine the functioning of the carbon market unless their role were limited, in which case their potential benefits would become marginal.
The Commission, the Council and the European Parliament believe that global deforestation can be better addressed through other instruments. For example, using part of the proceeds from auctioning allowances in the EU ETS could generate additional means to invest in LULUCF activities both inside and outside the EU, and may provide a model for future expansion. In this respect the Commission has proposed to set up the Global Forest Carbon Mechanism that would be a performance-based system for financing reductions in deforestation levels in developing countries.
Besides those already mentioned, are there other credits that could be used in the revised ETS?
نعم فعلا. Projects in EU Member States which reduce greenhouse gas emissions not covered by the ETS could issue credits. These Community projects would need to be managed according to common EU provisions set up by the Commission in order to be tradable throughout the system. Such provisions would be adopted only for projects that cannot be realised through inclusion in the ETS. The provisions will seek to ensure that credits from Community projects do not result in double-counting of emission reductions nor impede other policy measures to reduce emissions not covered by the ETS, and that they are based on simple, easily administered rules.
Are there measures in place to ensure that the price of allowances won't fall sharply during the third trading period?
A stable and predictable regulatory framework is vital for market stability. The revised Directive makes the regulatory framework as predictable as possible in order to boost stability and rule out policy-induced volatility. Important elements in this respect are the determination of the cap on emissions in the Directive well in advance of the start of the trading period, a linear reduction factor for the cap on emissions which continues to apply also beyond 2020 and the extension of the trading period from 5 to 8 years. The sharp fall in the allowance price during the first trading period was due to over-allocation of allowances which could not be “banked” for use in the second trading period. For the second and subsequent trading periods, Member States are obliged to allow the banking of allowances from one period to the next and therefore the end of one trading period is not expected to have any impact on the price.
A new provision will apply as of 2013 in case of excessive price fluctuations in the allowance market. If, for more than six consecutive months, the allowance price is more than three times the average price of allowances during the two preceding years on the European market, the Commission will convene a meeting with Member States. If it is found that the price evolution does not correspond to market fundamentals, the Commission may either allow Member States to bring forward the auctioning of a part of the quantity to be auctioned, or allow them to auction up to 25% of the remaining allowances in the new entrant reserve.
The price of allowances is determined by supply and demand and reflects fundamental factors like economic growth, fuel prices, rainfall and wind (availability of renewable energy) and temperature (demand for heating and cooling) etc. A degree of uncertainty is inevitable for such factors. The markets, however, allow participants to hedge the risks that may result from changes in allowances prices.
Are there any provisions for linking the EU ETS to other emissions trading systems?
نعم فعلا. One of the key means to reduce emissions more cost-effectively is to enhance and further develop the global carbon market. The Commission sees the EU ETS as an important building block for the development of a global network of emission trading systems. Linking other national or regional cap-and-trade emissions trading systems to the EU ETS can create a bigger market, potentially lowering the aggregate cost of reducing greenhouse gas emissions. The increased liquidity and reduced price volatility that this would entail would improve the functioning of markets for emission allowances. This may lead to a global network of trading systems in which participants, including legal entities, can buy emission allowances to fulfil their respective reduction commitments.
The EU is keen to work with the new US Administration to build a transatlantic and indeed global carbon market to act as the motor of a concerted international push to combat climate change.
While the original Directive allows for linking the EU ETS with other industrialised countries that have ratified the Kyoto Protocol, the new rules allow for linking with any country or administrative entity (such as a state or group of states under a federal system) which has established a compatible mandatory cap-and-trade system whose design elements would not undermine the environmental integrity of the EU ETS. Where such systems cap absolute emissions, there would be mutual recognition of allowances issued by them and the EU ETS.
What is a Community registry and how does it work?
Registries are standardised electronic databases ensuring the accurate accounting of the issuance, holding, transfer and cancellation of emission allowances. As a signatory to the Kyoto Protocol in its own right, the Community is also obliged to maintain a registry. This is the Community Registry, which is distinct from the registries of Member States. Allowances issued from 1 January 2013 onwards will be held in the Community registry instead of in national registries.
Will there be any changes to monitoring, reporting and verification requirements?
The Commission will adopt a new Regulation (through the comitology procedure) by 31 December 2011 governing the monitoring and reporting of emissions from the activities listed in Annex I of the Directive. A separate Regulation on the verification of emission reports and the accreditation of verifiers should specify conditions for accreditation, mutual recognition and cancellation of accreditation for verifiers, and for supervision and peer review as appropriate.
What provision will be made for new entrants into the market?
Five percent of the total quantity of allowances will be put into a reserve for new installations or airlines that enter the system after 2013 (“new entrants”). The allocations from this reserve should mirror the allocations to corresponding existing installations.
A part of the new entrant reserve, amounting to 300 million allowances, will be made available to support the investments in up to 12 demonstration projects using the carbon capture and storage technology and demonstration projects using innovative renewable energy technologies. There should be a fair geographical distribution of the projects.
In principle, any allowances remaining in the reserve shall be distributed to Member States for auctioning. The distribution key shall take into account the level to which installations in Member States have benefited from this reserve.
What has been agreed with respect to the financing of the 12 carbon capture and storage demonstration projects requested by a previous European Council?
The European Parliament's Environment Committee tabled an amendment to the EU ETS Directive requiring allowances in the new entrant reserve to be set aside in order to co-finance up to 12 demonstration projects as requested by the European Council in spring 2007. This amendment has later been extended to include also innovative renewable energy technologies that are not commercially viable yet. Projects shall be selected on the basis of objective and transparent criteria that include requirements for knowledge sharing. Support shall be given from the proceeds of these allowances via Member States and shall be complementary to substantial co-financing by the operator of the installation. No project shall receive support via this mechanism that exceeds 15% of the total number of allowances (i. e. 45 million allowances) available for this purpose. The Member State may choose to co-finance the project as well, but will in any case transfer the market value of the attributed allowances to the operator, who will not receive any allowances.
A total of 300 million allowances will therefore be set aside until 2015 for this purpose.
What is the role of an international agreement and its potential impact on EU ETS?
When an international agreement is reached, the Commission shall submit a report to the European Parliament and the Council assessing the nature of the measures agreed upon in the international agreement and their implications, in particular with respect to the risk of carbon leakage. On the basis of this report, the Commission shall then adopt a legislative proposal amending the present Directive as appropriate.
For the effects on the use of credits from Joint Implementation and Clean Development Mechanism projects, please see the reply to question 20.
ما هي الخطوات التالية؟
Member States have to bring into force the legal instruments necessary to comply with certain provisions of the revised Directive by 31 December 2009. This concerns the collection of duly substantiated and verified emissions data from installations that will only be covered by the EU ETS as from 2013, and the national lists of installations and the allocation to each one. For the remaining provisions, the national laws, regulations and administrative provisions only have to be ready by 31 December 2012.
The Commission has already started the work on implementation. For example, the collection and analysis of data for use in relation to carbon leakage is ongoing (list of sectors due end 2009). Work is also ongoing to prepare the Regulation on timing, administration and other aspects of auctioning (due by June 2010), the harmonised allocation rules (due end 2010) and the two Regulations on monitoring and reporting of emissions and verification of emissions and accreditation of verifiers (due end 2011).