유럽 연합 배출권 거래 시스템 항공

유럽 ​​연합 배출권 거래 시스템의 항공.
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환경과 시골.
유럽 ​​연합 배출권 거래 시스템의 항공.
최종 업데이트 : 2013 년 10 월 30 일
유럽 ​​연합 (EU)은 EU 배출권 거래 시스템 (EU ETS)에 항공기를 포함하는 법안을 도입했습니다. 이것은 항공기가 기후에 미치는 영향을 줄이기 위해 수행되었습니다.
2012 년 1 월 1 일부터 EU 공항에 도착하거나 출발하는 모든 항공편이이 계획에 포함되었습니다. 따라서 EU를 기반으로하든 아니든 상관없이 해당 항공편을 제공하는 모든 주에서 온 항공사가 포함됩니다.
Aviation ETS Directive는 2009 년 2 월 2 일 발효되었습니다.
우리는 EU ETS에 항공기를 포함시키고 지침을 영국 법령에 포함시키기 위해 영국 정부 부처 및 다른 권한있는 행정부와 협력했습니다.
EU 배출권 거래 시스템의 항공에 대한 자세한 내용은 유럽 집행위원회 웹 사이트 # 160;에서 확인할 수 있습니다 (외부 링크).

EU는 항공 배출량을 증가시키고 있습니다.
브뤼셀, 2017 년 2 월 3 일
위원회는 EU 배출권 거래 시스템 (ETS)을 개정하여 항공기에서 발생하는 CO2 배출량을 처리 할 수 ​​있습니다. 이것은 국제 민간 항공기구 (ICAO)의 국제 항공 배출량 안정을위한 합의에 따른 것입니다.
유럽 ​​연합은 급속히 증가하는 항공기 배출량을 처리하기위한 선도적 인 지지자입니다. 2016 년 ICAO 총회에서 유럽 연합과 회원국은 국제 항공 배출량을 안정화하기위한 세계 시장 기반 조치에 관한 협약을 확보하는데 중요한 역할을 수행했다. 이 시스템은 항공사들이 국제 노선에서 연간 CO2 배출량을 모니터링하고보고하고 2020 년을 초과하는 것을 상쇄하도록 요구할 것입니다.
국제 수준에서의이 협약에 따라 유럽 지역의 기후 목표에 대한 항공 부문의 기여를 유지하고 ICAO 세계 시장 기반 조치의 원활한 이행을 위해 EU 배출권 거래 시스템 개정이 필요하다. 위원회는 유럽 경제 지역의 공항 간 비행을 다루는 항공에 대한 EU 배출권 거래 시스템의 현재 지리적 범위를 계속할 것을 제안하고 있습니다. 이것은 유럽에서 비행하는 모든 항공사들의 평등 한 경쟁과 평등 한 대우를 보장 할 것입니다.
기후 변화 및 에너지 담당 위원 Miguel Arias Ca et al은 다음과 같이 말했습니다 : "이 제안을 통해 우리는 항공 부문이 기후 목표에도 기여할 수 있도록 노력하고 있습니다. 이제 우리는 전 세계 국가들이 처음부터 글로벌 체제에 참여할 것을 촉구합니다 우리가 항공 부문에서 실질적인 배출량 감축을 달성 할 수있는 건전한 환경 기준을 확립하고 실행하는 데 도움이 될 것입니다. "
운송 담당 국장 Violeta Bulc는 "ICAO의 획기적인 협약에 따라 유럽 연합은 이제 글로벌 체제를 가동시키는 데 중점을두고 있으며 항공 분야에서 탄소 중립 성장을 진지하게 고려하고 있으며이를 위해 기술 및 재정 지원을 제공 할 것입니다 항공은 글로벌 비즈니스이며 아무 나라도 뒤질 수 없습니다! "
오늘 EU의 배출권 거래 시스템 (EU Emission Trading System) 개정안은 연말까지 공동 결정 과정을 마무리 할 것으로 예상되는 유럽 의회와 협의회 (European Parliament and Council)에서 논의 될 예정이다.
유럽 ​​항공 운송 부문의 미래 경쟁력과 환경 적 지속 가능성이 함께합니다. 따라서 유럽의 항공 전략의 목표 중 하나는 2015 년 12 월에 유럽 집행위원회가 채택하여 높은 환경 기준을 유지하고 강화하는 것입니다.
2013 년에서 2016 년 사이 EU 배출권 거래 시스템 (EU Emissions Trading System)이 적용되는 상용 항공사는 6 천 5 백만 톤 이상의 이산화탄소 배출량 감축에 기여했습니다. 이러한 감소는 부문 내에서 또는 경제의 다른 부문에서 발생했다. 컴플라이언스 수준은 커버 된 배출량의 99.5 % 이상입니다.
세계 시장 기반 조치의 세부 규칙은 2017 년에 준비 될 것이며 2018 년에 ICAO에 의해 승인 될 것이다. 위원회는이 과정에 기여하고 필요한 경우 기술 지원을 제공 할 것이다. 계획이 2021 년부터 시작 되더라도, 배출 자료는 2019 년부터 수집되어야한다.
세계 시장 기반 조치의 이행에 대한 명확성이 높아지면 EU 집행위원회는 EU 배출권 거래 시스템에 대한 추가 평가를 제시하고 필요에 따라 계획을 운영하기위한 제안을한다. 이는 1990 년 수준에 비해 2030 년까지 국내 경제 전체 온실 가스 배출량을 적어도 40 % 줄이겠다는 EU의 공약을 적절하게 고려할 것이다.
질의 응답 : 항공기의 배출 가스를 줄입니다.
사실 자료 : 국제 민간 항공기구의 39 차 총회

항공기 배출량 감소.
항공은 가장 빠르게 성장하는 온실 가스 배출원 중 하나입니다. EU는 유럽의 항공 배출을 줄이고 국제 사회와 협력하여 전 지구 적 차원의 조치를 개발하기위한 조치를 취하고있다.
항공 배출은 빠르게 증가하고 있습니다.
항공기에서 배출되는 직접 배출은 EU의 총 온실 가스 배출량의 약 3 %를 차지하고 전세계 배출량의 2 % 이상을 차지합니다. 세계 항공이 국가라면 상위 10 개 에미리트에 위치 할 것입니다.
런던에서 뉴욕까지 비행하는 사람은 유럽 연합의 평균적인 사람이 1 년 동안 집을 난방하는 것과 거의 같은 수준의 배출 가스를 배출합니다.
2020 년까지 전세계 국제 항공 배출량은 2005 년보다 약 70 % 증가 할 것으로 예상되며 국제 민간 항공기구 (ICAO)는 2050 년까지 300 ~ 700 % 더 성장할 것으로 전망했다.
다른 부문과 함께, 항공은 EU 배출 거래 시스템을 통해 EU 내 배출 감소에 기여하고 있습니다.
EU 배출권 거래 시스템에서의 항공.
2012 년부터 항공기의 CO2 배출량이 EU 배출권 거래 시스템 (EU ETS)에 포함되었습니다. EU ETS 하에서 유럽, 유럽 및 비 유럽 국가에서 운영되는 모든 항공사는 배출량을 모니터링, 보고 및 확인해야하며, 그러한 배출량에 대한 허용량을 포기할 것을 요구합니다. 그들은 일년에 비행에서 일정 수준의 배출량을 다루는 교환 가능한 허용치를받습니다.
이 시스템은 지금까지 항공 부문의 탄소 배출량을 연간 1,700 만 톤 이상 줄이는 데 기여했으며, 준수는 99.5 % 이상의 배출량을 처리했습니다.
ETS와 같은 시장 기반 조치 외에도 항공 교통 관리 기술, 절차 및 시스템을 현대화하고 개선하는 것과 같은 운영 조치는 항공 배출량 저감에 기여합니다.
항공 ETS의 범위.
2008 년에 채택 된이 법안은 유럽 경제 지역 (EEA)에서 출발하는 28 개 EU 회원국과 아이슬란드, 리히텐슈타인 및 노르웨이 항공편의 배출량에 적용하도록 설계되었습니다. 유럽 ​​법무부 (European Court of Justice)는이 접근법이 국제법과 양립 할 수 있음을 확인했습니다.
그러나 EU는 국제 민간 항공기구 (ICAO)에 의한 국제적 조치의 개발을 지원하기 위해 2016 년까지 EU ETS의 범위를 EEA 내의 비행으로 제한하기로 결정했다.
2017 년부터 항공 ETS에 대한 제안.
전지구 적 조치의 진전 (아래 참조)에 비추어, 유럽 집행위원회는 2016 년 이후의 현행 접근법을 계속 제안했다.
이 제안은 이제 유럽 의회와 유럽 연합 협의회에 의해 고려 될 것입니다.
일반 대중은 입법안이 유럽 집행위원회에 채택 된 후 입법안에 대한 피드백을 제공 할 수있었습니다. 의견이 접수되었고 요약본이 유럽 의회와 협의회에 제출되었습니다.
공개 상담 결과.
2016 년에 유럽위원회는 국제 항공의 기후 변화 영향을 줄이기위한 시장 기반 조치에 관한 공개 협의를 개최했습니다. 자문단은 글로벌 및 EU 정책 옵션에 대한 의견을 구했다.
총 85 명의 시민과 조직이 응답했습니다.
온실 가스 배출량을 상쇄하기위한 글로벌 체계.
2016 년 10 월 국제 민간 항공기구 (ICAO)는 2021 년 국제 항공 운송에서 발생하는 CO 2 배출량을 처리하기위한 세계 시장 기반 조치에 대한 결의안에 합의했습니다. 합의 된 결의안은 글로벌 방식의 목표 및 핵심 설계 요소뿐만 아니라 양식 구현 작업 완료를위한 로드맵을 제시합니다.
국제 항공에 대한 탄소 오프셋 및 감축 계획 (CORSIA)은 2020 년 이후에 항공사들이 배출량 증가를 상쇄하도록 요구함으로써 2020 년 수준의 CO2 배출량을 안정화시키는 것을 목표로합니다.
항공사가 요구됩니다.
모든 국제 노선에서 배출량을 감시한다. 다른 분야 (예 : 재생 가능 에너지)에서 배출량을 줄이는 프로젝트에 의해 생성 된 적격 배출 단위를 구매하여 계획에 포함 된 노선에서 배출량을 상쇄합니다.
2021-2035 년 기간 동안, 그리고 예상되는 참여에 기초하여, 이 계획은 2020 년 이상의 배출량의 약 80 %를 상쇄하는 것으로 추정된다. 이것은 첫 번째 단계에 참여하는 것이 주정부에 자발적이며, 낮은 항공 활동을하는 사람들에게는 면제가 있기 때문입니다. 모든 EU 국가들이 처음부터이 계획에 동참 할 것이다.
계약 조건에 따라 계획을 정기적으로 검토해야합니다. 이는 계획이 파리 협약의 목표에 어떻게 기여 하는지를 포함하여 지속적인 개선을 허용해야합니다.
계획을 운영하기 위해 필요한 구현 규칙과 도구를 개발하기위한 작업이 ICAO에서 진행 중이다. CORSIA의 효과적이고 구체적인 이행 및 운영은 궁극적으로 국내 차원에서 개발되고 집행되는 국가 차원의 조치에 달려있다.
위원회 제안.
2011 년 3 월 2 일 - COM (2017) 54 - 항공 활동 범위의 현재 제한을 지속하고 2021 년 3 월 2 일부터 세계 시장 기반 조치를 준비하기위한 지침 2003 / 87 / EC를 개정하는 규정 제안 - SWD (2017) 30 - 영향 평가의 임원 요약 03/02/2017 - SWD (2017) 31 - 영향 평가.
글로벌 액션 구축.
10/2016 - 2016 ICAO 총회 결의안 제 3 국별 예약 30/10/2013 - 2013 ICAO 총회 결의안 제 3 국에서의 예약 유럽 시민 회의 42 개국으로부터의 성명서 10-11 / 2010 - 2010 ICAO 총회에 대한 예약 기후 변화에 대한 해결책 2010 년 7 월 10 일 - 2010 ICAO 기후 변화 협의회 결의안.
EU ETS 신청서는 2013 년부터 2016 년까지 적용됩니다.
2015 년 3 월 19 일 - 자주 묻는 질문 특별 준비에서 자유 할당 2011 년 4 월 16 일 - EU 내에서의 온실 가스 배출 허용 거래 계획을 수립하는 지침 2003 / 87 / EC를 개정하는 유럽 의회와 이사회의 Regulation (EU) No 421/2014 2020 년까지 국제 항공 시장 배출량에 대한 단일 시장 기반 측정을 적용한 국제 협약 이행 2013-2016 년에 대한 자주하는 질문 항공 용 EU 배출권 거래 시스템 개정 규정 16/10/2013 - COM (2013) 722 - 단일 세계 시장 기반의 국제 협약을 2020 년까지 이행 할 것을 고려하여 EU 내에서 온실 가스 배출 허용 거래에 관한 계획을 수립하는 지침 2003 / 87 / EC을 개정하는 유럽 의회와 이사회의 지침에 대한 제안 국제 항공 배출량을 측정합니다. SWD (2013) 430 - 영향 평가 SWD (2013) 431 - 영향 평가의 요약서 MEMO / 13 / 906 - 위원회는 2014 년 1 월 1 일부터 유럽 지역 영공에 EU ETS를 적용 할 것을 제안 함 28/10/2013 - 자주 묻는 질문 : 항공에 대한 EU 배출권 거래를위한 유럽 지역 영공 접근법 23/10/2013 - 2014 년에서 2020 년까지 EU ETS로부터 노선이 면제 될 것으로 제안되는 국가의 잠정 목록.
2012 년 EU ETS 신청.
2012 년 4 월 10 일 - 유럽위원회의 의사 소통 - 온실 가스 배출 허용 거래를위한 계획을 수립하는 지침 2003 / 87 / EC에서 일시적으로 훼손된 유럽 의회와 이사회의 결정 377 / 2013 / EU 시행에 관한 지침 커뮤니티 2012 년 4 월 24 일 - 유럽 의회와 이사회의 결정 377 / 2013 / EU는 유럽 공동체 내에서 온실 가스 배출 허용 거래를위한 계획을 수립하는 지침 2003 / 87 / EC를 일시적으로 철회 16/04/2013 - ( "면제 비행"혜택을받는 항공편) 2011 년 4 월 18 일 - 단계별 지침 20/11/2012 - COM (2012) 697 - 유럽 의회와 이사회의 결정에 관한 제안 2003 / 87 / EC는 공동체 내에서 온실 가스 배출 허용 거래를위한 계획을 수립했다.
주요 EU ETS 및 항공법.
2008 년 11 월 19 일 - 지침 2008 / 101 / EC - EU 내에서 온실 가스 배출 허용 거래를위한 계획에 항공 활동을 포함하도록 지침 2003 / 87 / EC 개정 13/10/2003 - 지침 2003 / 87 / EC - 공동체 내 온실 가스 배출 허용 거래 계획 수립 및 이사회 지침 96 / 61 / EC 개정
법률 시행.
26/02/2016 - 항공기 운영 업체의 EEA 전체 목록 20/07/2011 - EEA JC 결정 93/2011 - EEA 협정에 항공에 대한 연방 전체 허용량에 대한위원회 결정을 통합하고 EEA - 2011 년 7 월 1 일 - EEA JC 결정 87/2011 - EEA 협약에 연방 차원의 역사적 항공 배출량에 대한위원회 결정을 포함 시켰으며 역사적인 항공 배출량에 대한 EEA 전체 수치를 확정했습니다. / 2011 - Reglement 394/2011 : EEA-EFTA 국가들에 대한 연합 배출권 거래 제도의 확장에 대한 항공기 운영자 목록 07/03/2011 - 위원회 결정 2011 / 149 / EU - 제 3 조 c 항 (4)에 따른 역사적인 항공 배출량 ) 유럽 의회와 온실 가스 배출 허용 거래에 관한 계획을 수립 한 유럽 의회의 2003 / 87 / EC 지침 08/06/2009 - 위원회 결정 2009 / 450 / EC - 항공 활동의 상세한 해석 l Directive 2003 / 87 / EC 16/04/2009 Annex I에있다. - Commission Decision 2009 / 339 / EC - 항공 활동으로부터의 배출량 및 톤 킬로미터 데이터에 대한 모니터링 및보고 지침 포함.
EU 배출권 거래 시스템에 항공을 포함시키는 과정.
19/09/2008 - COM / 2008 / 0548 - 유럽 의회의 평의회의 개정안에 대한 의사 소통 08/07/2008 - 2006/0304 (COD) - 위원회의 제안에 대한 유럽 의회 평의회 결의안 22/04/2008 - COM / 2008 / 221 - 유럽 공동체위원회의 유럽 공동체의 의견 교환 18/04/2008 - 2006/0304 (COD) - 제안에 관한 이사회의 공통 입장 20/12/2007 - Political 위원회의 제안에 대한 유럽 공동체의 첫 번째 독서 입장에 관한 환경 장관의 합의 13/11/2007 - 위원회의 제안에 관한 유럽 의회의 첫 번째 열독 위치 10/10/2007 - 지역위원회의 의견에 동의 함 유럽 ​​연합 (EU) 배출권 거래 시스템에 대한 항공의 포함과 관련하여 2007 년 9 월에 ICAO 총회에서 EU 회원국이 취할 입장에 대한 결론 결론 ETS에 항공이 포함되어야 함 2007/06/06 - 05/2007 - 작곡 유럽 ​​배출권 문제를 다루기위한 "신중하게 고려되고 실용적인 접근법"으로 EU 집행위원회의 제안을 환영하는 유럽 경제 사회위원회 (European Economic and Social Committee)의 2006 년 20/12 일 - 유럽 의회와 이사회의 지침 2003 / 87 / EC는 공동체 내에서 온실 가스 배출 허용 거래를위한 계획에 항공 활동을 포함 시킴 2006 년 4 월 7 일 - 위원회 통신에 대한 유럽 의회 의결 2006 년 4 월 - 유럽 경제 사회위원회 위원회의 의사 소통 16/12/2005 - 유럽 이사회 결론 12/2005 - 환경 협의회의지지 결론 27/09/2005 - 기후 변화에 대한 항공의 영향을 줄이기위한 계획을 간략히 설명하는 유럽 집행위원회의 의사 소통.
워킹 그룹.
04/2006 - 회원국 및 산업, 소비자 및 환경 단체의 전문가들을 모으는 Aviation Working Group 최종 보고서 2005-2006 - 워킹 그룹 회의의 배경 문서 및 회의록.
기타 유용한 문서.
2011 년 2 월 12 일 - 연구 : 국제 항공 배출량 측정을위한 국제 시장 기반 법안을 구현하기위한 법적 준비 가능 25/03/2014 - ETS Aviation 소규모 배출 업체 : EU ETS를 항공 소형 이미 터에 적용하는 비용 평가 및 단순화를 통한 개선 잠재력 분석 , 대체 임계치 및 대체 법규 (요약) 20/12/2006 - 요약 영향 평가 20/12/2006 - 전 영향 평가 27/09/2005 - 예비 영향 평가 07/2005 - 항공을 포함시킬 가능성에 대한 연구 EU 배출권 거래 시스템 2005 - 2005 년 3 월 11 일부터 5 월 6 일까지 항공의 기후 변화 영향 감소에 관한 공개 협의에 관한 보고서.
EU ETS에 대한 ATA의 법적 소송.
21/12/2011 - EU ETS Faq에 대한 ATA 케이스 관련 문서
모든 질문을 엽니 다.
질문 & amp; 답변 : 항공에 대한 EU 배출권 거래 시스템을 개정하는 규정 제안 (2017 년 2 월)
항공에 대한 EU 배출권 거래 시스템을 개정하는 2013-2016 규정에 대한 자주 묻는 질문 (2014 년 5 월)
자주 묻는 질문. 특별 준비금 무료 할당 (2015 년 3 월)
질문 & amp; 역사적인 항공 배출량 및 EU 배출권 거래 시스템 (EU ETS)에 항공 포함 여부에 대한 답변
역사적인 항공 배출 가스가 EU ETS에 항공을 포함시키는 데 중요한 이유는 무엇입니까?
역사적인 항공 배출은 2012 년 1 월부터 해당 부문이 EU ETS에 포함될 때 적용되는 항공 배출에 대한 상한선을 계산하는 기초가됩니다. 유럽 집행위원회의 오늘 결정은 2004 년, 2005 년 및 2006 년의 연간 배출량의 평균 평균 EU ETS의 적용을받는 모든 항공편은 유럽 항공사와의 항공 운송 업체가 수행합니다. 2004-2006 년 동안의 연평균 역사적 항공 배출량을 기반으로 2012 년에 창출 될 항공 수당의 수는 212,892,052 톤 (역사적인 항공 배출량의 97 %)이며, 매년 발생하는 항공 수당의 수는 2013 년 이후에는 208,502,525 톤 (역사적인 항공 배출량의 95 %)이됩니다.
역사적인 항공 배출량은 어떻게 계산 되었습니까?
위원회는 유럽 항행 안전기구 인 Eurocontrol에 의해 지원을 받았다. Central Route Charges Office (CRCO) 및 Central Flow Management Unit (CFMU)의 Eurocontrol 데이터베이스에 포함 된 포괄적 인 항공 교통 데이터는 역사적인 배출량을 계산할 때 가장 유용한 데이터로 간주되었습니다. 이들은 각 개별 비행에 대한 실제 경로 길이의 계산을 제공합니다. 그런 다음 ANCAT 3 (항공 운송으로 인한 불필요한 교통 사고의 감소) 방법론과 CASE (선택적 동등성에 의한 배출량 계산) 방법론을 사용하여 비행 별 기준으로 배출량을 계산했습니다.
위원회는 Eurocontrol의 데이터 외에도 다른 유형과 크기의 거의 30 개 항공기 운영 업체의 실제 연료 소비에 대한 정보도 사용했습니다. 이 데이터는 기본 연도에 배출량의 93 %를 담당 한 항공기 유형에 대한 데이터입니다.
셋째, 보조 동력 장치 (APU)의 사용과 관련된 연료 소비를 설명하기 위해 추가 계산이 수행되었습니다. APU는 항공기가 공항에 고정되어있을 때 조명 및 냉방을 제공하는 데 사용되는 소형 엔진입니다. 항공기가 지상 근원 전력 및 환기 서비스에 연결되어 있지 않을 때 사용됩니다. 취해진 접근법은 다양한 항공기 유형에 대한 평균 APU 연료 소비량을 먼저 결정하는 것이 었습니다. APU 연료 소비의 개별 배출 계수는 각 항공기 유형의 EU ETS 하에서의 비행에 대한 연료 연소의 실제 점유율과 공항에서 지상 전력의 사용을 고려한 프로세스를 적용하여 총 APU 배출량을 계산하기 위해 추정되었습니다. 총 APU 연료 소비량에 해당하는 배출량은 2004 년, 2005 년 및 2006 년 각각의 과거 항공 배출량에 포함되었습니다.
2004-2006 기간이 항공 배출량의 기준선으로 선택된 이유는 무엇입니까?
2004-06 년 기준 기간은 EU ETS에 항공을 포함시키는 법안에 정의되어 있습니다. EU ETS 하에서의 항공 배분의 기준선 기간은 지난 15 년 동안의 항공 산업의 상당한 성장을 감안할 때 EU 전체 감축 노력에 대한 1990 년 기준선과 다르다.
역사적인 항공 배출량을 게시하는 데 지연이 있었던 이유는 무엇입니까?
이 결정은 역사적인 배출물에 대한 데이터를보다 많은 시간을 소비하기 위해 원래 예상보다 늦게 채택되었습니다. 특히 보조 동력 장치 (APU)에서 사용되는 연료와 관련하여 역사적인 항공 배출량의 추정 정확도를 높이기위한 추가 연구가 수행되었습니다. Eurocontrol의 지원과 항공 분야의 기여와 함께 APU를 평가하는 방법론이 개발되었고 APU의 연료 자문이 추산되었습니다. 이 숫자는 비행에 근거한 CO2 배출량에 더해졌습니다.
이 지침의 시행에서 예상되는 후속 단계는 항공기 운영자에게 무료 할당 및 경매 될 수당의 양을 결정하는 것이다.
항공기 운영자 당 할당은 어떻게 계산됩니까?
허용치의 82 %는 항공기 운영자에게 무료로 제공되며 15 %의 CO2 허용량은 경매에 의해 할당됩니다. 나머지 3 %는 빠른 성장세를 보이는 항공사 및 신규 진입자에게 나중에 배포 할 수 있도록 특별 준비금에 할당됩니다.
무료 수당은 2010 년 각 항공사의 승객 수 및화물 운송 건수 및 총 이동 거리를 기준으로 벤치마킹 프로세스를 통해 할당됩니다. 벤치 마크는 2011 년 9 월 30 일까지 게시되어야합니다.
회원국은 경매로 인한 모든 수입이 운송 부문을 포함하여 기후 변화를 해결하는 데 사용되어야한다는 점에 동의했습니다.
2010 년에 아이슬란드 화산재 구름에 의해 항공 배출량 상한이 영향을받을 것인가?
2010 년 아이슬란드 화산에서 발생한 사건은 EU ETS에 따른 항공기 배출 총량의 크기 또는 항공기 운영자에게 무료로 할당 될 수당의 총 수에 아무런 영향을주지 않습니다.
우리는 화산재 구름의 영향이 항공기 운영자들 사이의 자유 허용치 분포에 중대한 영향을 미칠 것이라는 데이터를 보지 못했습니다. 대다수의 사업자가 화산재 구름으로 인한 비행 제한의 영향을받은 반면 특정 항공사가 다른 항공사보다 더 많은 항공편을 취소해야하는 경우 재배포가 발생할 수 있습니다. 실제로 우리가 본 모든 추정은 분포 영향이 매우 작다는 것을 확인합니다.
항공기 운영자에게 무료 수당을 할당하기 위해 2010 년 벤치마킹 연도를 변경하거나 조정하기 위해 규제 기관이 기본 EU 법안을 변경해야합니다. 그러한 입법을 채택하는 데에는 일반적으로 2 년이 소요되며이 과정을 시작할 계획이 없습니다.
EU ETS의 영향을받을 항공사 및 노선은 무엇입니까?
EU ETS는 유럽 연합 (EU) 또는 외국 기반의 모든 항공기 운영 업체를 대상으로 EU 공항 간, 국제선 공항 간 또는 국제선 간 운항을 지원합니다. 따라서 모든 항공사는 동등하게 취급됩니다. 매우 가벼운 항공기는 커버되지 않습니다. 군대, 경찰, 세관 및 구조 비행, 주 및 정부 사업에 대한 항공편, 훈련 또는 시험 비행도 면제됩니다.
관리 비용을 줄이기 위해 각 사업자는 단일 회원국에 의해 EU 역내, 역내 및 EU 역내에서의 총 배출량과 관련하여 관리됩니다.
시스템에 포함될 수있는 항공기 운영자 목록에는 4000 명이 넘는 운영자가 포함됩니다. 목록은 Eurocontrol의 지원을 받아 만들어졌으며 실제 비행 정보를 기반으로했습니다. 2010 년에 일어난 모든 변화를 고려하기 위해 2011 년 2 월에 마지막으로 업데이트되었습니다.
항공은 국제 비즈니스입니다 - 왜 지구 적 차원에서 배출권 거래를하지 않습니까?
EU는 항공기의 기후 영향을 줄이기위한 국제 행동을지지하는 가장 강력한 단체입니다. 각국은 유엔 기후 변화 기본 협약 (UNFCCC)이나 국제 민간 항공기구 (ICAO)를 통해 공동 글로벌 시스템에 동의하지 못했습니다. 2010 년 10 월에 있었던 최근 의회에서 채택 된 기후 변화에 관한 결의안에 따르면, ICAO의 주정부는 세계 시장 기반 조치의 타당성을 모색하기위한 추가 연구를 촉구했습니다. 결의안은 또한 주정부가 2020 년 이전에 조치를 취할 수 있음을 인정했습니다. EU ETS는 시장 기반 조치를 항공에 적용하기위한 좋은 모델을 제공합니다. EU ETS와 호환되는 국제 항공을 다루는 다른 국가 프로그램의 개발은 지구 적 행동이 실현 될 수있는 실용적인 방법이다.
일부 미국 항공사의 EU 지침에 대한 소송은 어떻게됩니까?
많은 항공사들이 항공기로 인한 기후 변화 영향을 다루기 위해 유럽 연합 (EU)의 조치를지지하지만, 많은 미국 항공사들에 의해 EU 지침에 대한 도전이 시작되었습니다. 이것은 유럽의 사법 재판소에 회부되었으며, 유럽 집행위원회, 유럽 의회, 이사회 및 다수의 회원국이이 사건에 개입하는 다른 단체들과 함께 관찰 자료를 제출했다. 관련된 항공사는이 과제의 해결을 기다리고있는 Directive의 요구 사항을 준수하고 있습니다.
항공 배출에 어떤 영향이 있을까요?
현재 EU ETS에 항공기를 포함하는 것이 환경에 미치는 영향은 중요 할 것이다. 왜냐하면 현재 빠르게 증가하고있는 항공기 배출량은 2004-2006 년 평균 수준 이하로 제한되기 때문이다. 2020 년까지 총 1 억 8,300 만 톤의 이산화탄소가 연간 운항 비용 절감으로 평년 대비 46 % 감소 할 것으로 예상됩니다. 이는 모든 배출원에서 발생한 오스트리아의 연간 온실 가스 배출량의 두 배에 해당합니다. 이러한 삭감 중 일부는 항공사 자체에서 가능할 수 있습니다. 그러나 EU 체제에 참여하는 것은 다른 옵션을 제공 할 것이다. 즉, 시장에서의 추가 수당 구매 - 즉, 배출량을 줄이기 위해 다른 참가자들에게 지불 - 또는 교토 의정서의 유연한 메커니즘에 따라 수행되는 배출 저감 프로젝트에 투자하는 것이다. 이러한 옵션을 항공에 제공한다고해서 배출량 감축의 기후 영향이 어디에서 발생했는지에 관계없이 동일하기 때문에 제안의 환경 영향을 감소시키지 않습니다.
티켓 가격이 인상 될까요?
EU에 항공편 포함 ETS는 항공 운송 티켓에 직접적으로 영향을 주거나 규제하지 않습니다. 그러나 항공기 운영자는 할당 된 것 외에도 시장에서 더 효율적인 비행기에 투자하거나 배출권을 구매해야 할 수도 있습니다. 티켓 가격에 미치는 영향은 미미할 것입니다. 항공사가 이러한 추가 비용을 고객에게 전적으로 전 달한다고 가정하면 2020 년까지 EU 역내 항공권 가격이 € 1.8 ~ € 9 상승 할 수 있습니다. 환경 영향이 높기 때문에 장거리 여행은 여행 길이에 따라 다소 증가 할 수 있습니다. 예를 들어 현재의 탄소 가격이 € 15 인 뉴욕 행 항공편의 경우 추가로 € 12가 부과 될 수 있습니다. 그러나 티켓 가격 인상은 최근 몇 년간 세계 유가 상승으로 항공사가 소비자에게 전달한 추가 비용보다 현저히 낮을 것으로 예상됩니다. 유럽 ​​연합에 항공 포함 ETS는 연료 세금이나 배출료 같은 다른 방법을 통해 동일한 환경 개선을 달성하는 경우보다 가격에 미치는 영향이 적습니다.
EU 항공의 기후 변화 기여도는 어느 정도입니까?
항공기의 직접 배출은 EU의 총 온실 가스 (GHG) 배출량의 약 3 %를 차지합니다. 이러한 배출량의 대부분은 국제선, 즉 두 회원국 간 또는 회원국과 비 EU 국가 간의 비행에 기인합니다. 이 수치에는 NOx 배출, 구름 및 구름 구름 효과와 같은 간접 온난화 효과는 포함되어 있지 않습니다. 따라서 전반적인 영향은 더 높을 것으로 추정됩니다. 기후 변화에 관한 정부 간 패널 (IPCC)은 항공의 총 영향이 과거 CO2 배출량의 효과보다 약 2 ~ 4 배 더 높을 것으로 추정했습니다. 최근 EU 연구 결과에 따르면이 비율은 다소 작을 수 있습니다 (약 2 배). 이 추정치 중 권운 구름의 불확실하지만 잠재적으로 매우 중요한 영향을 고려하지 않았습니다.
국제 항공의 EU 배출량은 1990 년 이래로 두 배가 빠른 속도로 증가하고 있습니다. 환경 비용이 처리되지 않고 항공 여행이 더 저렴 해짐에 따라. 예를 들어, 런던에서 뉴욕까지 비행하는 사람은 유럽 연합의 평균적인 사람이 1 년 동안 집을 난방하면 배출량과 거의 같은 수준을 생성합니다. 가까운 미래에 배출량은 계속 증가 할 것으로 예측됩니다.
항공기로부터의 배출량은 예를 들어 정제소 및 철강 생산과 같은 EU ETS가 적용되는 특정 전체 부문보다 높습니다. 항공이 EU ETS에 가입하면 배출량 측면에서 전기 생산량에 이어 두 번째로 큰 부문으로 예측됩니다.
다음 단계는 무엇입니까?
항공사는 2010 년 동안 배출량을 모니터링했으며, 2011 년 3 월 31 일까지이 배출량을 관리 회원국에 확인하고보고해야합니다. 동일한 날짜에 항공사는 배출량 할당을 무료로 할당 할 수 있습니다. 유럽 ​​연합 집행위원회는 회원국이 제출 한 정보를 바탕으로 항공기 운영자에게 얼마나 많은 무료 수당을 수여 할 것인지를 결정하는 기준을 계산합니다. 이 벤치 마크 결정은 2011 년 9 월 30 일까지 게시됩니다.
By end September the Commission will also publish the emissions cap and the percentages of allowances to be: auctioned; given for free; and allocated to the special reserve.
Aircraft operators.
Who is an aircraft operator?
The definition in Article 3(o) of the EU ETS Directive determines who is an "aircraft operator" for the purposes of the EU ETS. This definition refers to a natural or legal person which operates an aircraft at the time it performs an aviation activity specified in Annex I to the EU ETS Directive (i. e. a flight departure or a flight arrival at an aerodrome in the territory of the EU). If the identity of the operator cannot be ascertained then the aircraft owner is deemed to be the operator unless the owner identifies the relevant operator.
From what moment do aircraft operators have to comply with EU ETS requirements?
The legal requirements of the EU ETS apply when an aircraft operator first performs an aviation activity in Annex I of the EU ETS Directive which is not covered by any of the exemptions in that Annex. The specific obligations which an operator needs to fulfil are explained in FAQs 3.1and 3.2 below.
From what moment does an aircraft operator cease having to comply with EU ETS requirements?
An aircraft operator that does not perform any flight activity in Annex I of the EU ETS Directive for a complete calendar Year X is not required to comply with EU ETS requirements for that calendar year. However, verified emissions reports and the surrender of allowances will be required in Year X in respect of any relevant flight activity performed in the calendar year X-1.
How will operators and their flight activities be identified?
Annex XV of the Monitoring Decision states in Part 2 that for the purpose of identifying the aircraft operator defined by Article 3(o) of the EU ETS Directive, the ICAO designator in box 7 of a flight plan is to be used or, in the absence of such a designator, the aircraft registration marking is to be used. It appears that there is no uniform system, criteria or procedure for the application and issue of ICAO designator codes. So that it is unclear whether all operators will have a designator or whether aircraft operators within the same corporate group will share the same designator or have separate and distinct ICAO designators. Further complications may arise in identifying an aircraft operator due to the various types of aircraft leasing, the use of management companies, or the use of multiple ICAO designators by the same aircraft operator. Where the aircraft operator cannot be identified then the legislation stipulates that the owner will be responsible unless the owner can identify the relevant operator. Naturally, complications will not arise if each operator possesses and uses its own distinct ICAO designator.
Are companies in the same corporate group to be considered as a single operator?
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. 이것은 무엇을 의미 하는가?
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.

European union emissions trading system aviation

쿠키를 사용하여 당사 웹 사이트에서 최상의 경험을 제공합니다. 설정을 변경하지 않고 계속 진행하면이 웹 사이트에서 모든 쿠키를 수신하는 데 동의하는 것으로 간주합니다. 자세히 알아보고 개인 정보 보호 정책을 참조하십시오. 더 많은 것을 읽으십시오.
European Union Emissions Trading System (EU ETS) is the cornerstone of the European Union's policy to tackle climate change and its key tool for cost-effective reduction of emissions of carbon dioxide (CO2) and other greenhouse gases (GHG) in the power, aviation and industrial sectors.
The EU ETS was launched in 2005 and is t he first - and still by far the largest - international system for trading greenhouse gas emission allowances covering over three-quarters of the allowances traded on the international carbon market.
The EU ETS operates in the 31 countries of the European Economic Area (EEA).
It limits emissions from nearly 11,000 power plants and manufacturing installations as well as slightly over 500 aircraft operators flying between EEA's airports (Report from the Commission to the European Parliament and to the Council, Report on the functioning of the European carbon market, 23 November 2017 (COM(2017) 693 final, p. 7).
From the start of phase 3 (2013 - 2020), the system covers around 45% of the EU's GHG emissions.
EU Member States may add more sectors and greenhouse gas emissions to the EU ETS (opt-in procedure).
The EU ETS works on the 'cap and trade' principle and is a market-based measure where participants are required to monitor and report their emissions and surrender sufficient emission allowances to cover their reported emissions in each year.
Emission allowances can be traded to enable abatement to occur where it is most cost effective to do, thereby lowering the overall cost of tackling climate change.
A 'cap' is an absolute quantity of greenhouse gases which can be emitted by the factories, power plants and other installations in the system, to ensure the emission reduction target is met.
The cap corresponds to number of allowances put in circulation over a trading phase.
In phases 1 and 2 (2005 - 2012) the EU-wide cap was determined in a bottom-up manner from the aggregated total quantity of allowances laid down by Member States in their National Allocation Plans (NAPs).
As from the start of the phase 3, an EU-wide cap is determined by the EU ETS Directive.
The 2013 cap for emissions from stationary installations was set at 2 084 301 856 allowances.
This cap decreases each year by a linear reduction factor of 1.74% of the average total quantity of allowances issued annually in 2008-2012, thus ensuring that the number of allowances that can be used by stationary installations will be 21% lower in 2020 than in 2005.
The inherent assumptions are that in 2020, emissions from sectors covered by the EU ETS will be 21% lower than in 2005 and by 2030 the decrease will reach the level of 43%.
Improvements of the EU ETS in the third phase.
A major revision of the EU ETS system was agreed in 2009, for the implementation in the third trading phase to run from 2013 until 2020.
The overall driver for the 2009 EU ETS reform was to streamline its operating rules through increased harmonisation of its pre-existing parts fragmented by national borders of the EU Member States.
This tendency has been expressed, in particular, in the following EU ETS features in the period 2013-2020:
- For the purposes of enhanced predictability and stability, a single, EU-wide cap on has been imposed na the allowances' volume, the cap is decreasing by 1.74% annually (in line with the Linear Reduction Factor - LRF), and replaces the previous system of the EU Member States' national caps;
- Open, transparent, harmonised and non-discriminatory auctioning has replaced the free allocation as the default method for allocating emission allowances (the detailed rules are stipulated in the EU ETS Auctioning Regulation;
- The procedures for the free allocation of emission allowances have also been harmonised across the EU and ambitious EU-wide ex-ante performance benchmarks have been introduced (Benchmarking Decision);
- Stricter rules and conditions for the use of international carbon credits in the EU ETS with harmonised limits for their use by operators (for details see here);
- Central electronic Union Registry has replaced the emissions allowances registries run previously individually by the EU Member States. The Central Union Emissions Allowances Registry is governed by a Registry Regulation applying directly in all EU Member States.
Another reform under implementation is to change the emission allowances legal status into financial instruments and subject them (along with being already in scope derivative financial instruments or auctioned products based on them) to financial market supervisory system, mainly to the Markets in Financial Instruments Directive and Regulation under the MiFID II package and the Market Abuse Regulation.
The European Commission in November 2012 proposed a short-term measure to postpone (back-load) auctioning of 900 million emission allowances until 2019 and 2020. The European Parliament and the Council agreed on the proposal in December 2013 and the implementation of back-loading started in March 2014 (more on the EU ETS allowances backloading read here).
On 15 July 2015 the Commission presented a legislative proposal to revise the EU Emissions Trading System in line with the 2030 framework.
Coverage of activities, installations and aircraft operators.
In terms of greenhouse gases EU ETS scope was firstly defined in the Directive 2003/87/EC and has been amended by the Directive 2009/29/EC, including some new activities (such as production and processing of non-ferrous metals, some chemicals etc.) and new greenhouse gases (nitrous oxide (N2O) and perfluorocarbons (PFCs)).
The EU ETS currently covers carbon dioxide (CO2) emissions, nitrous oxide (N2O) emissions from all nitric, adipic, glyoxal and glyoxylic acid production and perfluorocarbons (PFC) emissions from aluminium production ( see Annex I of the Directive which lists the categories of activities to which the ETS currently applies).
As from the start of the phase 3 of the EU ETS (i. e. 1 January 2013), the sectors with stationary installations covered by the EU ETS are energy intensive industries, including power stations and other combustion plants, with ≥20MW thermal rated input (except hazardous or municipal waste installations), oil refineries, coke ovens, iron and steel, cement clinker, glass, lime, bricks, ceramics, pulp, paper and board, aluminium, petrochemicals, ammonia, nitric, adipic, glyoxal and glyoxylic acid production, CO2 capture, transport in pipelines and geological storage of CO2.
Even though participation in the EU ETS is mandatory, in some sectors only installations above a certain size are included.
Moreover, participating countries can exclude small installations from the system if measures are in place that will cut their emissions by an amount equivalent to the amount of emissions which would have been cut had the installations been included in the EU ETS.
Participating countries may also add more sectors and GHGs to the EU ETS.
The EU ETS covers about 11 000 power plants and manufacturing installations in all EU Member States, Iceland, Norway and Liechtenstein (Report on the functioning of the European carbon market, accompanying the document Report from the Commission to the European Parliament and to the Council, Climate action progress report, including the report on the functioning of the European carbon market and the report on the review of Directive 2009/31/EC on the geological storage of carbon dioxide of 18 November 2015 (COM(2015) 576 final), p. 5).
The aviation scope of the EU ETS is limited to flights within the EEA until 2016.
The aviation activities within the initial scope of the EU ETS included all flights from or to an aerodrome situated in the territory of a Member State to which the Treaty applies, with some exceptions as listed in Annex I of the EU ETS Directive.
However, in the light of the negotiations within ICAO looking to propose a global market based mechanism for reduction of aviation emissions, this scope has been temporarily reduced and only flights within the EEA are covered.
Table: Key features of the EU ETS across trading phases.
EU27 + Norway, Iceland, Liechtenstein.
Croatia from 1.1.2013.
(aviation from 1.1.2014)
Power stations and other.
combustion plants ≥20MW.
Iron and steel plants.
Paper and board.
Same as phase 1 plus Aviation (from 2012)
Same as phase 1 plus.
Aviation from 1.1.2014.
Nitric, adipic and glyoxylic.
transport in pipelines and geological storage of CO2.
N2O emissions via opt-in.
CO2, N2O, PFC from aluminium production.
2084 million tCO2 in 2013,
decreasing in a linear way by 38 million tCO2 per year.
Not eligible: Credits from forestry, and large hydropower projects.
CERs and ERUs from forestry, HFC, N2O or large hydropower projects.
Note: CERs from projects registered after 2012 must be from Least Developed Countries.
Source of the Table: EU ETS Handbook, p. 18, 19.
There are four types of tradable credits under the EU ETS:
- EU Aviation Allowances (EUAAs),
- Certified Emission Reduction (CERs),
- Emission Reduction Units (ERUs).
EUAs are most common units, EUAAs entitle the holder to emit one tonne of carbon dioxide within the valid period, has been created specifically for the compliance of aircraft operators and can be surrendered only by aviation operators and enjoy considerably smaller tradable demand.
Qualifying credits for emission reductions accomplished outside the European Union, which can be also, within certain limits, submitted for compliance under EU ETS are CERs and ERUs (however, they need to be translated into EUAs in order to count for compliance purposes).
CERs are obtained through the Clean Development Mechanism (CDM), which allows emission reductions achieved in less developed country to be credited in a developed country.
ERUs are produced through the Joint Implementation (JI) mechanism, which promotes technology transfer between Kyoto Protocol Annex 1 countries.
EU ETS carbon market.
The EU ETS carbon market is dominated by derivatives - it is assessed around 85% of trade in allowances involves the use of derivatives: futures, forwards, options, which are subject to EU financial markets regulations.
In 2014, the EU ETS total volume traded was 8.33 billion tonnes of CO2 either as spot allowances or derivatives of allowances (total value of EUR 47 billion), where only around 900 million allowances were traded on the spot market (value of about EUR 5.2 billion).
EU ETS covers more than 11 000 power stations and industrial plants in 31 countries, around 2 000 intermediaries, traders, organisations and individuals voluntarily participate in the EU ETS.