Sistema de comércio de emissões da ue aviação

Sistema de Comércio de Emissões da UE da Aviação (EU ETS)

Isso foi publicado no governo de coalizão conservadora e liberal democrata de 2010 a 2015.

Esta consulta concluiu.

Faça o download do resultado completo.

Documento de Resposta à Consulta: Implementando o Regulamento do Sistema de Comércio de Emissões da Aviação (421/2014) nos Regulamentos do Reino Unido.

PDF, 347KB, 14 páginas.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

Avaliação de Impacto do Fase Final.

PDF, 642KB, 34 páginas.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

Regulamentação sobre o comércio de emissões de gases com efeito de estufa (emenda) 2014.

PDF, 105KB, 16 páginas.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

Regulamentos não regulamentados do regime de comércio de emissões de gases de efeito estufa do Reino Unido não oficial 2012.

PDF, 887KB, 99 páginas.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

Detalhe do resultado.

Detalhe do resultado.

Em 30 de abril de 2014, o Regulamento da UE 421/2014 entrou em vigor em todos os 28 Estados membros. O regulamento da UE reduz temporariamente o RCS da UE de aviação para um âmbito do Espaço Económico intra-europeu de 2013 até 2016. O Governo realizou uma consulta para os regulamentos do Reino Unido que implementarão o Regulamento da UE.

Consulta original.

Consulta do DECC sobre as alterações propostas aos regulamentos do Reino Unido que abrangem o Sistema de Comércio de Emissões da UE da Aviação (EU ETS).

Esta consulta correu.

10 horas do dia 11 de agosto de 2014 às 23h45 em 22 de setembro de 2014.

Descrição da consulta.

A DECC, o Departamento de Transportes e as Administrações Devolvidas estão consultando sobre propostas de emendas aos regulamentos do Reino Unido que cobrem a aviação do Sistema de Comércio de Emissões da UE (EU ETS). Estas alterações reflectem as alterações que entraram em vigor em toda a União Europeia em 30 de abril de 2014. As principais mudanças são:

Um espaço da Área Econômica Intra-Europeia (EEE) para o ETS de Aviação de 1 de janeiro de 2013 até 31 de dezembro de 2016; Um diferimento dos prazos de conformidade para as emissões de 2013 até março e abril de 2015; Uma isenção para os operadores não comerciais que emitem menos de 1.000 toneladas de CO2 por ano até 2020; Procedimentos simplificados para operadores que emitem menos de 25 000 toneladas de CO2 por ano; O número de licenças gratuitas emitidas e as licenças de leilão são reduzidas proporcionalmente à redução de alcance.

Congratulamo-nos com opiniões de qualquer organização ou indivíduo tanto no projeto de instrumento estatutário quanto na avaliação de impacto da fase de consulta. A consulta será de particular interesse para operadores de aeronaves, operadores de aeródromos, verificadores, outros participantes no ETS da UE e grupos ambientais. A consulta encerrará em 22 de setembro e você pode responder baixando o formulário de resposta da consulta e enviando-o por e-mail para Euets. consultationdecc. gsi. gov. uk.

Os detalhes da legislação da UE subjacente e as perguntas frequentes detalhadas relacionadas podem ser encontradas na Comissão Europeia: Reduzir as emissões da página da Internet da aviação.

Consulta sobre alterações aos regulamentos do Reino Unido relativas ao Sistema de Comércio de Emissões da UE da Aviação (EU ETS).

PDF, 780KB, 34 páginas.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

Anexo A: Avaliação de impacto na fase de consulta.

PDF, 692KB, 31 páginas.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

Anexo B: Perguntas mais frequentes da Comissão Europeia sobre o Regulamento da UE 421/2014.

PDF, 36.8KB, 8 páginas.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

Anexo C: Projeto de Instrumento Estatutário que altera os Regulamentos do Reino Unido para o Comércio de Gases de Efeito de Gases em 2012.

PDF, 278KB, 14 páginas.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

Anexo D: Projeto de Regulamento do Sistema de Comércio de Emissões de Gases de Efeito do Estufa Reino Unido não oficial 2012.

PDF, 1,47 MB, 98 páginas.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

Anexo F: formulário de resposta de consulta.

Documento do MS Word, 498KB.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

Compartilhe esta página.

Documentar informações.

Publicado em: 11 de agosto de 2014.

Atualizado: 27 de novembro de 2014.

27 de novembro de 2014 Instrumento estatutário da aviação da UE, nota explicativa e avaliação de impacto. 24 de novembro de 2014 Resultado da consulta 11 de agosto de 2014 Primeira publicação.

Ajude-nos a melhorar GOV. UK.

Serviços e informações.

Departamentos e políticas.

Suporte links.

Ajuda Cookies Contato Termos e condições Rhestr o Wasanaethau Cymraeg Construído pelo Serviço Digital do Governo.

Todo o conteúdo está disponível sob a Open Government License v3.0, exceto quando indicado de outra forma.

Reduzindo as emissões da aviação.

A aviação é uma das fontes de emissões de gases de efeito estufa de mais rápido crescimento. A UE está a tomar medidas para reduzir as emissões da aviação na Europa e trabalhar com a comunidade internacional para desenvolver medidas com alcance global.

Emissões de aviação crescendo rapidamente.

As emissões directas da aviação representam cerca de 3% das emissões de gases com efeito de estufa da UE e mais de 2% das emissões globais. Se a aviação global fosse um país, classificaria os 10 principais emissores.

Alguém que voe de Londres para Nova York e volta gera aproximadamente o mesmo nível de emissões que a pessoa média na UE, ao aquecer sua casa por um ano inteiro.

Até 2020, as emissões globais da aviação internacional deverão ser cerca de 70% acima do que em 2005 e a Organização da Aviação Civil Internacional (ICAO) prevê que, até 2050, elas poderiam crescer mais 300-700%.

Juntamente com outros sectores, a aviação contribui para a redução das emissões na UE através do sistema de comércio de emissões da UE.

Aviação no Sistema de Comércio de Emissões da UE.

As emissões de CO 2 da aviação foram incluídas no sistema de comércio de licenças de emissão da UE (EU ETS) desde 2012. No âmbito do RCLE da UE, todas as companhias aéreas que operam na Europa, na Europa e na Europa, são necessárias para monitorar, relatar e verificar suas emissões, e entregar subsídios contra essas emissões. Eles recebem permissões negociáveis ​​cobrindo um certo nível de emissões de seus vôos por ano.

Até agora, o sistema contribuiu para reduzir a pegada de carbono do setor de aviação em mais de 17 milhões de toneladas por ano, com cumprimento de mais de 99,5% das emissões.

Além das medidas baseadas no mercado, como o ETS, medidas operacionais - como a modernização e melhoria de tecnologias, procedimentos e sistemas de gerenciamento de tráfego aéreo - também contribuem para reduzir as emissões da aviação.

Âmbito do ETS da aviação.

A legislação, adotada em 2008, foi projetada para se aplicar às emissões de vôos de, para e dentro do Espaço Econômico Europeu (EEE) - os 28 Estados Membros da UE, além da Islândia, Liechtenstein e Noruega. O Tribunal de Justiça Europeu confirmou que esta abordagem é compatível com o direito internacional.

No entanto, a UE decidiu limitar o alcance do RCLE da UE aos voos no EEE até 2016 para apoiar o desenvolvimento de uma medida global pela Organização da Aviação Civil Internacional (OACI).

Proposta de ETS de aviação a partir de 2017.

À luz do progresso da medida global (ver abaixo), a Comissão Européia propôs continuar a abordagem atual além de 2016.

Esta proposta será agora considerada pelo Parlamento Europeu e pelo Conselho da União Europeia.

O público teve a possibilidade de fornecer feedback sobre a proposta legislativa após a sua adopção pela Comissão Europeia. Foram recebidos comentários e foi apresentado um resumo ao Parlamento Europeu e ao Conselho.

Resultados da consulta pública.

Em 2016, a Comissão Européia realizou uma consulta pública sobre medidas baseadas no mercado para reduzir o impacto das mudanças climáticas da aviação internacional. A consulta buscou insumos nas opções políticas globais e da UE.

No total, 85 cidadãos e organizações responderam.

Esquema global para compensar as emissões.

Em outubro de 2016, a Organização Internacional da Aviação Civil (OACI) concordou com uma Resolução para uma medida global baseada no mercado para abordar as emissões de CO 2 da aviação internacional a partir de 2021. A resolução acordada estabelece os elementos de design objetivos e fundamentais do esquema global, bem como um roteiro para a conclusão do trabalho sobre as modalidades de implementação.

O Plano de compensação e redução de carbono para a aviação internacional, ou CORSIA, visa estabilizar as emissões de CO 2 a níveis 2020, exigindo que as companhias aéreas compensem o crescimento de suas emissões após 2020.

As companhias aéreas serão obrigadas a.

monitorar as emissões em todas as rotas internacionais; compensar as emissões das rotas incluídas no esquema através da compra de unidades de emissão elegíveis geradas por projetos que reduzem as emissões em outros setores (por exemplo, energia renovável).

Durante o período 2021-2035, e com base na participação esperada, o esquema é estimado para compensar cerca de 80% das emissões acima dos níveis de 2020. Isso ocorre porque a participação nas primeiras fases é voluntária para os estados, e há isenções para aqueles com baixa atividade de aviação. Todos os países da UE irão aderir ao regime desde o início.

Uma revisão regular do regime é exigida nos termos do contrato. Isto deve permitir uma melhoria contínua, incluindo a forma como o regime contribui para os objectivos do Acordo de Paris.

O trabalho está em andamento na OACI para desenvolver as regras de implementação e as ferramentas necessárias para tornar o esquema operacional. A implementação efetiva e concreta e a operacionalização da CORSIA dependerão, em última análise, de medidas nacionais a serem desenvolvidas e aplicadas a nível doméstico.

Proposta da Comissão.

03/02/2017 - COM (2017) 54 - Proposta de regulamento que altera a Directiva 2003/87 / CE para continuar as actuais limitações de âmbito das actividades da aviação e preparar a implementação de uma medida global baseada no mercado a partir de 2021 03/02/2017 - SWD (2017) 30 - Resumo executivo da avaliação de impacto 03/02/2017 - SWD (2017) 31 - Avaliação de impacto.

Construindo Ação Global.

10/2016 - 2016 Resolução da Assembleia da OACI Reservas por países terceiros 30/10/2013 - 2013 Resolução da Assembleia da OACI Reservas por países terceiros Declaração de reserva de 42 membros da Conferência Europeia da Aviação Civil 10-11 / 2010 - Reservas para a Assembleia da OACI 2010 Resolução sobre Mudanças Climáticas 07/10/2010 - 2010 Resolução da Assembléia da OACI sobre Mudanças Climáticas.

Aplicação EU ETS de 2013 a 2016.

19/03/2015 - Perguntas frequentes. Dotação gratuita da Reserva Especial 16/04/2014 - Regulamento (UE) n. º 421/2014 do Parlamento Europeu e do Conselho que altera a Directiva 2003/87 / CE que estabelece um regime de comércio de licenças de emissão de gases com efeito de estufa na Comunidade, tendo em vista da implementação até 2020 de um acordo internacional que aplique uma única medida global baseada no mercado para emissões da aviação internacional Perguntas freqüentes sobre o Regulamento 2013-2016 que altera o Sistema de Comércio de Emissões da UE para a aviação 16/10/2013 - COM (2013) 722 - Proposta de directiva do Parlamento Europeu e do Conselho que altera a Directiva 2003/87 / CE que estabelece um regime de comércio de licenças de emissão de gases com efeito de estufa na Comunidade, tendo em vista a implementação até 2020 de um acordo internacional que aplique uma base única baseada no mercado medida para as emissões da aviação internacional. SWD (2013) 430 - Análise de impacto SWD (2013) 431 - Resumo executivo da avaliação de impacto MEMO / 13/906 - A Comissão propõe a aplicação do RCLE-UE ao espaço aéreo regional europeu a partir de 1 de Janeiro de 2014 28/10/2013 - FAQ: proposta da Comissão para uma abordagem europeia do espaço aéreo regional para o comércio de emissões da UE para a aviação 23/10/2013 - Lista provisória de países a partir dos quais se propõe que as rotas sejam isentas do RCLE da UE para o período de 2014 a 2020.

Aplicação EU ETS para 2012.

04/10/2013 - Comunicação da Comissão - Orientações sobre a aplicação da Decisão n. º 377/2013 / UE do Parlamento Europeu e do Conselho que derroga temporariamente a Directiva 2003/87 / CE que estabelece um regime de comércio de licenças de emissão de gases com efeito de estufa no âmbito do Comunidade 24/04/2013 - Decisão no 377/2013 / UE do Parlamento Europeu e do Conselho que derroga temporariamente a Directiva 2003/87 / CE que estabelece um regime de comércio de licenças de emissão de gases com efeito de estufa na Comunidade 16/04/2013 - Voos que beneficiam da derrogação ("voos isentos") 18/04/2013 - Instruções passo a passo 20/11/2012 - COM (2012) 697 - Proposta de decisão do Parlamento Europeu e do Conselho que derroga temporariamente a Diretiva 2003 / 87 / CE que estabelece um regime de comércio de licenças de emissão de gases com efeito de estufa na Comunidade.

Principais regimes de ETS da UE e legislação da aviação.

19/11/2008 - Directiva 2008/101 / CE - que altera a Directiva 2003/87 / CE, de modo a incluir as actividades da aviação no regime de comércio de licenças de emissão de gases com efeito de estufa na Comunidade 13/10/2003 - Directiva 2003/87 / CE - Estabelecimento de um regime de comércio de licenças de emissão de gases com efeito de estufa na Comunidade e que altera a Directiva 96/61 / CE do Conselho.

Legislação de implementação.

26/02/2016 - Lista de operadores de aeronaves em todo o EEE 20/07/2011 - Decisão EEEC JC 93/2011 - incorporou a decisão da Comissão sobre a quantidade de licenças para a aviação da União em todo o território do EEE e estabeleceu o EEE - grandes quantidades de licenças para a aviação 01/07/2011 - Decisão 87/2011 do EEE da JC - incorporou a decisão da Comissão sobre as emissões históricas da aviação da União no acordo EEE e estabeleceu um valor em toda a Europa para as emissões históricas da aviação 20/04 / 2011 - Reglement 394/2011: Lista de operadores de aeronaves na sequência da expansão do regime de comércio de licenças da UE para países EEE-EFTA 07/03/2011 - Decisão da Comissão 2011/149 / UE - Emissões históricas da aviação nos termos do n. º 4 do artigo 3.º-C (4 ) da Directiva 2003/87 / CE do Parlamento Europeu e do Conselho que estabelece um regime de comércio de licenças de emissão de gases com efeito de estufa na Comunidade 08/06/2009 - Decisão 2009/450 / CE da Comissão - Interpretação pormenorizada das actividades da aviação l estabelecido no anexo I da Directiva 2003/87 / CE 16/04/2009 - Decisão 2009/339 / CE da Comissão - Inclusão de diretrizes de monitoramento e relatórios para as emissões e os dados de toneladas-quilômetro provenientes das atividades de aviação.

Processo para a inclusão da aviação no Sistema de Comércio de Emissões da UE.

19/09/2008 - COM / 2008/0548 - Comunicação sobre as alterações do Parlamento Europeu à posição comum do Conselho 08/07/2008 - 2006/0304 (COD) - Resolução do Parlamento Europeu sobre a posição comum do Conselho sobre a proposta da Comissão 22/04/2008 - COM / 2008/221 - Comunicação da Comissão Europeia sobre a posição comum do Conselho 18/04/2008 - 2006/0304 (COD) - Posição Comum do Conselho sobre a proposta 20/12/2007 - Política acordo alcançado pelos Ministros do Ambiente sobre a posição do Conselho em primeira leitura sobre a proposta da Comissão 13/11/2007 - Posição em primeira leitura do Parlamento Europeu sobre a proposta da Comissão 10/10/2007 - Parecer do Comité das Regiões, afirmando que concorda com Comissão de que a aviação deve ser incluída no RCLE 08/06/2007 - Conclusões do Conselho sobre o cargo a adoptar pelos Estados-Membros da UE na Assembleia da OACI em Setembro de 2007 em relação à inclusão da aviação no Sistema de Comércio de Emissões da UE 31 / 05/2007 - Op do Comité Económico e Social Europeu, saudando a proposta da Comissão como uma "abordagem cuidadosamente considerada e pragmática" para abordar as emissões da aviação 20/12/2006 - Proposta de directiva do Parlamento Europeu e do Conselho que altera a Directiva 2003/87 / CE, a fim de incluir as actividades de aviação no regime de comércio de licenças de emissão de gases com efeito de estufa na Comunidade 04/07/2006 - Resolução do Parlamento Europeu em resposta à Comunicação da Comissão 04/2006 - Parecer do Comité Económico e Social Europeu sobre a Comunicação da Comissão 16/12/2005 - Conclusões do Conselho Europeu 12/2005 - Conclusões de apoio do Conselho do Ambiente 27/09/2005 - Comunicação da Comissão Europeia descrevendo planos para reduzir o impacto da aviação sobre as alterações climáticas.

Grupos de trabalho.

04/2006 - Relatório final do grupo de trabalho da Aviação que reúne especialistas dos Estados Membros e organizações industriais, do consumidor e ambiental 2005-2006 - Documentos de antecedentes e atas das reuniões do grupo de trabalho.

Outros documentos úteis.

02/12/2015 - Estudo: Possíveis disposições legais para implementar uma medida global baseada no mercado para emissões da aviação internacional 25/03/2014 - ETS Aviation small emitters: avaliação de custos de aplicação de ETS da UE sobre pequenos emissores de aviação e análise de potencial de melhoria por simplificações , limiares alternativos e meios alternativos de regulamentação (Resumo) 20/12/2006 - Resumo Avaliação de impacto 20/12/2006 - Avaliação de impacto integral 27/09/2005 - Avaliação preliminar de impacto 07/2005 - Estudo sobre a possibilidade de incluir a aviação em Sistema de Comércio de Emissões da UE 2005 - Relatório sobre a consulta pública sobre Redução do Impacto das Mudanças Climáticas da Aviação de 11 de março a 6 de maio de 2005.

O caso jurídico da ATA contra o ETS da UE.

21/12/2011 - Documentos relacionados com o caso ATA contra as Faq EU ETS.

Abra todas as perguntas.

Perguntas & amp; Respostas: proposta de regulamento que altera o sistema de comércio de licenças de emissão da UE para a aviação (fevereiro de 2017)

Perguntas mais frequentes sobre o Regulamento 2013-2016 que altera o Sistema de Comércio de Emissões da UE para a aviação (Maio de 2014)

Perguntas frequentes. Alocação gratuita da Reserva Especial (março de 2015)

Perguntas & amp; Respostas sobre as emissões históricas da aviação e a inclusão da aviação no Sistema de Comércio de Emissões da UE (EU ETS)

Por que as emissões históricas da aviação são importantes para a inclusão da aviação no RCLE da UE?

As emissões históricas da aviação são a base para o cálculo do limite para as emissões da aviação aplicadas quando o setor está incluído no EU ETS a partir de janeiro de 2012. A decisão de hoje da Comissão Europeia divulga a média média das emissões anuais para os anos de 2004, 2005 e 2006 de todos os voos que seriam cobertos pelo ETS da UE realizados por transportadoras aéreas de e para os aeroportos europeus. Com base nestas emissões anuais médias anuais da aviação para o período 2004-2006, o número de licenças de aviação a serem criadas em 2012 é de 212.892.052 toneladas (97% das emissões históricas da aviação) e o número de licenças de aviação a serem criadas anualmente a partir de Em 2013, eleva-se a 208.502.525 toneladas (95% das emissões históricas da aviação).

Como foram calculadas as emissões históricas da aviação?

A Comissão foi assistida pelo Eurocontrol - a organização europeia para a segurança da navegação aérea. Os dados abrangentes do tráfego aéreo contidos nos bancos de dados do Eurocontrol do Central Route Charges Office (CRCO) e da Central Flow Management Unit (CFMU) foram considerados os melhores dados disponíveis para o cálculo das emissões históricas. Estes fornecem, entre outras coisas, um cálculo do comprimento real da rota para cada voo individual. As emissões foram calculadas de acordo com a metodologia ANCAT 3 (Abatimento de incumprimento causado por transporte aéreo) e a metodologia CASE (cálculo de emissões por equivalência seletiva).

Além dos dados do Eurocontrol, a Comissão também usou informações sobre o consumo real de combustível de quase 30 operadores de aeronaves de diferentes tipos e tamanhos. Estes dados foram para tipos de aeronave responsáveis ​​por 93% das emissões nos anos de base.

Em terceiro lugar, foram realizados cálculos adicionais para avaliar o consumo de combustível associado ao uso das unidades auxiliares de energia (APUs). As APUs são pequenos motores que são usados ​​para fornecer iluminação e ar condicionado quando a aeronave está estacionada nos aeroportos. Eles são usados ​​quando a aeronave não está conectada a serviços de energia elétrica e ventilação terrestre. A abordagem adotada foi o primeiro a determinar o consumo médio de combustível da APU para diferentes tipos de aeronaves. Os fatores de emissão individuais do consumo de combustível da APU foram então extrapolados para calcular as emissões totais de APU aplicando um processo que levou em consideração a parcela real de queima de combustível para os vôos sob o ETS da UE de cada tipo de aeronave e o uso de energia terrestre nos aeroportos. As emissões correspondentes ao consumo total de combustível total da APU foram incluídas nas emissões históricas da aviação para cada um dos anos de 2004, 2005 e 2006.

Por que o período 2004-2006 foi escolhido como base para as emissões da aviação?

O período de base 2004-06 é definido na legislação sobre a inclusão da aviação no ETS da UE. O período de referência para a atribuição de aviação no âmbito do RCLE da UE é diferente da linha de base de 1990 para o compromisso de redução global da UE, uma vez que leva em conta o crescimento significativo da aviação nos últimos 15 anos.

Por que houve uma demora na publicação de emissões históricas da aviação?

Esta decisão foi adotada mais tarde do que originalmente prevista, a fim de passar mais tempo coletando dados sobre as emissões históricas. Foram realizados estudos adicionais para aumentar a precisão das estimativas das emissões históricas da aviação, em particular em relação ao combustível utilizado pelas unidades auxiliares de energia (APU). Juntamente com o apoio do Eurocontrol e contribuição do setor de aviação, foi desenvolvida uma metodologia para avaliar a APU e a estimativa da consulta de combustível pela APU. Esse valor foi adicionado às emissões de CO2 baseadas no voo.

As etapas subsequentes previstas na aplicação da directiva são a determinação das dotações gratuitas para os operadores de aeronaves e o volume das licenças a serem leiloadas.

Como as alocações por operador de aeronave serão calculadas?

82% dos subsídios serão concedidos gratuitamente aos operadores de aeronaves e 15% dos subsídios de CO2 são alocados por leilão. Os 3% restantes serão alocados para uma reserva especial para posterior distribuição para companhias aéreas de crescimento rápido e novos operadores no mercado.

As licenças gratuitas serão alocadas por um processo de avaliação comparativa que mede a atividade de cada operador em 2010 em termos de número de passageiros e frete que eles carregam e a distância total percorrida. O índice de referência deve ser publicado até 30 de setembro de 2011.

Os Estados membros concordaram que todas as receitas de leilão deveriam ser usadas para combater as mudanças climáticas, inclusive no setor de transporte.

O limite das emissões da aviação será afetado pela nuvem de cinzas vulcânicas da Islândia em 2010?

Os eventos do vulcão islandês em 2010 não terão qualquer efeito sobre o tamanho total do limite de emissões para a aviação no âmbito do RCLE da UE ou o número total de licenças que serão atribuídas gratuitamente aos operadores de aeronaves.

Nós não vimos dados para sugerir que o impacto da nuvem de cinzas terá um impacto relevante na distribuição de permissões gratuitas entre operadores de aeronaves. A redistribuição pode ocorrer se certas companhias aéreas tiveram que cancelar uma maior proporção de vôos, em seguida, outros, enquanto a grande maioria dos operadores foram afetados pelas restrições de voo resultantes da nuvem de cinzas vulcânicas. Na verdade, todas as estimativas que vimos confirmam que os impactos distributivos são muito pequenos.

Para que o regulador altere ou adapte o ano de avaliação de 2010 para a atribuição de licenças gratuitas aos operadores de aeronaves, isso exigiria uma alteração na legislação primária da UE. A adoção dessa legislação geralmente leva 2 anos e não há planos para iniciar este processo.

Quais companhias aéreas e rotas serão afetadas pelo ETS da UE?

O ETS da UE abrangerá qualquer operador de aeronave, seja na UE ou no estrangeiro, operando vôos internacionais em rotas para, ou entre os aeroportos da UE. Todas as companhias aéreas serão assim tratadas de forma igual. Aeronaves muito leves não serão cobertas. Os voos militares, policiais, aduaneiros e de resgate, os vôos nos negócios estaduais e governamentais e os vôos de treinamento ou testes também serão isentos.

Para reduzir os custos administrativos, cada operador será administrado por um único Estado-Membro em relação às emissões do total de seus vôos para, desde e dentro da UE.

A lista de operadores de aeronaves que podem ser cobertos pelo sistema inclui mais de 4000 operadores. A lista foi criada com o suporte do Eurocontrol e foi baseada em informações de voo reais; foi atualizado pela última vez em fevereiro de 2011 para ter em conta todas as mudanças ocorridas em 2010.

A aviação é um negócio internacional - por que não realizar o comércio de emissões a nível global?

A UE é o principal defensor da ação global para reduzir os impactos climáticos da aviação. Os Estados não conseguiram chegar a acordo sobre um sistema mundial comum através da Convenção-Quadro das Nações Unidas sobre Mudanças Climáticas (UNFCCC) ou da Organização da Aviação Civil Internacional (OACI). Na Resolução sobre mudanças climáticas adotada em sua Assembléia mais recente em outubro de 2010, os estados da OACI pediram novos trabalhos para explorar a viabilidade de uma medida global baseada no mercado. A Resolução também reconheceu que os estados podem tomar medidas antes de 2020. O RCLE da UE fornece um bom modelo para a aplicação de medidas baseadas no mercado para a aviação. O desenvolvimento de outros programas nacionais abrangendo a aviação internacional, compatível com o ETS da UE, é uma maneira pragmática de implementar ações globais.

E sobre o litígio de algumas companhias aéreas dos EUA contra a Diretiva da UE?

Embora uma série de companhias aéreas apoiem a acção da UE para enfrentar os impactos das alterações climáticas da aviação, um desafio para a directiva da UE foi lançado por várias companhias aéreas dos EUA. Este foi encaminhado ao Tribunal de Justiça Europeu, e a Comissão Europeia, o Parlamento Europeu, o Conselho e vários Estados-Membros apresentaram observações, além de outras organizações que intervêm no caso. As companhias aéreas envolvidas estão cumprindo os requisitos da Diretiva na íntegra enquanto aguarda a resolução deste desafio.

Qual será o efeito das emissões da aviação?

O impacto ambiental da inclusão da aviação no RCLE da UE será significativo, uma vez que as emissões da aviação, que estão a crescer rapidamente, serão limitadas abaixo do seu nível médio em 2004-2006. Em 2020, estima-se que um total de 183 milhões de toneladas de CO2 serão economizados por ano nos vôos cobertos, redução de 46% em relação aos negócios, como de costume. Isto é equivalente, por exemplo, a duas vezes as emissões anuais de gases de efeito estufa da Áustria de todas as fontes. Algumas dessas reduções provavelmente serão feitas pelas próprias companhias aéreas. No entanto, a participação no sistema da UE também lhes dará outras opções: comprar subsídios adicionais no mercado - ou seja, pagar outros participantes para reduzir suas emissões - ou investir em projetos de poupança de emissão executados sob os mecanismos flexíveis do Protocolo de Quioto. Fornecer a aviação com estas opções não reduz o impacto ambiental da proposta, uma vez que o impacto climático das reduções de emissões é o mesmo independentemente de onde elas são feitas.

Os preços dos bilhetes aumentarão?

A inclusão da aviação no EU ETS não afetará ou regulará diretamente os bilhetes de transporte aéreo. No entanto, os operadores de aeronaves podem ter que investir em aviões mais eficientes ou comprar subsídios de emissão no mercado, além dos que lhes são atribuídos. O impacto nos preços dos bilhetes provavelmente será menor. Supondo que as companhias aéreas transmitem completamente esses custos adicionais aos clientes, até 2020 o preço do ingresso para um vôo de retorno dentro da UE poderia aumentar entre € 1.8 e € 9. Devido ao seu maior impacto ambiental, as viagens de longo curso podem aumentar em um pouco mais dependendo da duração da viagem. Por exemplo, um voo de regresso a Nova York aos preços atuais do carbono de cerca de € 15 pode custar 12 € adicionais. No entanto, os aumentos de preços dos bilhetes são, em qualquer caso, esperados para ser significativamente mais baixos do que os custos extras que as companhias aéreas passaram para os consumidores devido ao aumento do preço mundial do petróleo nos últimos anos. A inclusão da aviação no ETS da UE também terá um impacto menor nos preços do que se a mesma melhoria ambiental fosse alcançada através de outras medidas, como um imposto sobre o combustível ou uma taxa de emissão.

Quão grande é o contributo da aviação da UE para a mudança climática?

As emissões directas da aviação representam cerca de 3% das emissões de gases com efeito de estufa (GEE) da UE. A grande maioria dessas emissões provêm de vôos internacionais, ou seja, vôos entre dois Estados-Membros ou entre um Estado-Membro e um país não pertencente à UE. Este valor não inclui efeitos de aquecimento indiretos, como os de emissão de NOx, contrails e efeitos de nuvens de cirros. O impacto global é, portanto, estimado maior. O Painel Intergovernamental sobre Mudanças Climáticas (IPCC) estimou que o impacto total da aviação é cerca de 2 a 4 vezes maior do que o efeito das suas emissões de CO2 anteriores. Os resultados recentes da pesquisa da UE indicam que esta proporção pode ser um pouco menor (cerca de 2 vezes). Nenhuma dessas estimativas leva em consideração os efeitos incertos, mas potencialmente muito significativos, de nuvens cirrus.

As emissões da UE provenientes da aviação internacional estão aumentando rapidamente - dobrando desde 1990 - à medida que a viagem aérea se torna mais barata sem que seus custos ambientais sejam abordados. Por exemplo, alguém que voe de Londres para Nova York e de volta gera aproximadamente o mesmo nível de emissões que a pessoa média na UE ao aquecer sua casa por um ano inteiro. Prevê-se que as emissões continuem a crescer no futuro previsível.

As emissões da aviação são mais elevadas do que de certos sectores abrangidos pelo EU ETS, por exemplo, refinarias e produção de aço. Quando a aviação se junta ao ETS da UE, prevê-se que seja o segundo maior setor em termos de emissões, segundo apenas a geração de eletricidade.

Quais são os próximos passos?

As companhias aéreas estão monitorando suas emissões em 2010 e são obrigadas a verificar e denunciar essas emissões aos seus Estados membros administrantes até 31 de março de 2011. Na mesma data, as companhias aéreas também podem solicitar alocações gratuitas de licenças de emissão com base em suas atividades em 2010. Com base nas informações apresentadas pelos Estados-Membros, a Comissão Europeia calculará o benchmark que definirá quantos operadores de aeronaves de permissões gratuitas receberão. Esta decisão de referência será publicada até 30 de setembro de 2011.

Até o final de setembro, a Comissão publicará também o limite de emissões e as percentagens de licenças de emissão serão: leilão; dado gratuitamente; e alocado à reserva especial.

Operadores de aeronaves.

Quem é um operador de aeronave?

A definição do artigo 3.º, alínea o), da Directiva EU ETS determina quem é um "operador de aeronave" para efeitos do RCLE UE. Esta definição refere-se a uma pessoa singular ou colectiva que opera uma aeronave no momento em que realiza uma actividade de aviação especificada no anexo I da Directiva EET da UE (ou seja, uma partida de voo ou uma chegada de voo a um aeródromo no território da UE). Se a identidade do operador não puder ser determinada, o proprietário da aeronave é considerado o operador, a menos que o proprietário identifique o operador relevante.

A partir de que momento os operadores de aeronaves devem cumprir os requisitos do ETS da UE?

Os requisitos legais do RCLE da UE aplicam-se quando um operador de aeronave exerce pela primeira vez uma actividade de aviação no anexo I da Directiva EU ETS que não está abrangida por nenhuma das isenções contidas nesse anexo. As obrigações específicas que um operador precisa cumprir são explicadas nas FAQ 3.1 e 3.2 abaixo.

De que momento um operador de aeronave deixa de ter que cumprir os requisitos do EU ETS?

Um operador de aeronave que não realiza qualquer atividade de vôo no Anexo I da Diretiva ETS da UE para um Ano civil completo X não é obrigado a cumprir os requisitos do EU ETS para esse ano civil. No entanto, os relatórios de emissões verificados e a entrega de licenças serão exigidos no ano X em relação a qualquer atividade de vôo relevante realizada no ano civil X-1.

Como as operadoras e suas atividades de vôo serão identificadas?

O Anexo XV da Decisão de Acompanhamento indica na Parte 2 que, para identificar o operador de aeronave definido no artigo 3.º, alínea o), da Directiva EET da UE, o designador da OACI na casa 7 de um plano de voo deve ser utilizado ou, no ausência de tal designador, a marcação de registro da aeronave deve ser usada. Parece que não há um sistema, critério ou procedimento uniforme para a aplicação e emissão de códigos de designação da ICAO. 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. O que isto significa?

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.

Participating in the EU Emissions Trading System (EU ETS)

Introduction to the EU Emissions Trading System including how the cap-and-trade System works, how free allowances are allocated, details on complying, the inclusion of aviation in the System and the UK’s opt-out scheme for small emitters and hospitals.

Visão geral.

The EU ETS is the largest multi-country, multi-sector greenhouse gas emissions trading system in the world.

It includes more than 11,000 power stations and industrial plants across the EU with around 1,000 of these in the UK. These include power stations, oil refineries, offshore platforms and industries that produce iron and steel, cement and lime, paper, glass, ceramics and chemicals.

Other organisations, including universities and hospitals, may also be covered by the EU ETS depending upon the combustion capacity of equipment at their sites. Aviation operators flying into or from a European airport are also covered by the EU ETS .

This guidance explains the EU ’s cap and trade system, including details of the phases of delivery of the System. It provides information on the UK’s application for Phase III free allowances via its National Implementation Measures (NIMs ), as well as details of compliance and verification. There are also sections on emissions regulation for the aviation industry and the UK’s Small Emitters and Hospitals Opt-out Scheme.

Cap and trade.

The EU ETS works on a ‘cap and trade’ basis, so there is a ‘cap’ or limit set on the total greenhouse gas emissions allowed by all participants covered by the System and this cap is converted into tradable emission allowances.

Tradable emission allowances are allocated to participants in the market; in the EU ETS this is done via a mixture of free allocation and auctions. One allowance gives the holder the right to emit 1 tonne of CO2 (or its equivalent). Participants covered by the EU ETS must monitor and report their emissions each year and surrender enough emission allowances to cover their annual emissions.

Participants who are likely to emit more than their allocation have a choice between taking measures to reduce their emissions or buying additional allowances; either from the secondary market – eg companies who hold allowances they do not need – or from Member State held auctions. More information is available on the EU ETS : carbon markets webpage.

It does not matter where (in terms of physical location) emission reductions are made because emissions savings have the same environmental effect wherever they are made.

The rationale behind emissions trading is that it enables emission reductions to take place where the cost of the reduction is lowest, lessening the overall cost of tackling climate change.

How trading works: a simplified hypothetical example.

Historically installation A and installation B both emit 210 tonnes of CO2 per year. Under the EU ’s allocation process they are given 200 allowances each. At the end of the first year, emissions of 180Mt were recorded for installation A as it installed an energy efficient boiler at the beginning of the year which reduced its CO2 emissions. It is now free to sell its surplus allowances on the carbon market.

Installation B however emitted 220Mt CO2 because it needed to increase its production capacity and it was too expensive for it to invest in energy efficiency technology.

Therefore, installation B bought allowances from the market, which had been made available because installation A has been able to sell its additional allowances.

The net effect is that the investment in carbon reduction occurs in the cheapest place, and CO2 emissions are limited to the 400 allowances issued to both installations.

Delivery phases of the Emissions Trading System.

To date, 3 operational phases of the EU ETS have been delivered or agreed although it is envisaged the scheme will continue beyond 2020:

Phase I (1 January 2005 to 31 December 2007)

This phase is complete. Further details around this phase can be viewed on the National Archives version of the DECC: EU ETS Phase I web page.

Phase II (1 January 2008 to 31 December 2012)

Phase II of the EU ETS coincided with the first Kyoto Commitment Period. Phase II built on the lessons from the first phase, and was broadened to cover CO2 emissions from glass, mineral wool, gypsum, flaring from offshore oil and gas production, petrochemicals, carbon black and integrated steelworks.

In Phase II, each Member State developed a National Allocation Plan (NAP ), which set out the total quantity of allowances that the Member State intended to issue during that phase and how it proposed to distribute those allowances to each of its operators covered by the System. Each NAP had to be approved by the European Commission. The approved UK Phase II NAP was published on 16 March 2007.

Further details around this phase can be viewed on the National Archives version of the National Archives version of the DECC: EU ETS Phase 2 web page.

Phase III (1 January 2013 to 31 December 2020)

The current phase of the EU ETS builds upon the previous two phases and is significantly revised to make a greater contribution to tackling climate change including: an EU - wide cap on the number of available allowances and an increase in auctioning of those allowances, as well as the UK’s scheme to lower compliance costs for small emitters and hospitals.

The EU cap will reduce the number of available allowances by 1.74% each year, delivering an overall reduction of 21% below 2005 verified emissions by 2020. The trajectory will be calculated from a departure point of the mid-point of Phase II and will describe a declining cap from 2013 onwards.

Free allocation of allowances.

All sectors covered by the EU ETS , with the exception of most of the EU power sector, are provided with a free allocation of allowances in order to assist with their transition towards a low carbon economy.

In addition, industrial sectors at significant risk of competition from countries without similar carbon costs (see section on carbon leakage in the EU ETS for more information) are eligible to receive a higher proportion of allowances for free.

In 2011, Member States were required to submit to the European Commission a list of the preliminary number of free allowances to be issued to each industrial installation in Phase III, referred to as ‘National Implementation Measures’ or ‘NIMs ’. The UK submitted its NIMs to the European Commission on 12 December 2011, and subsequently submitted modified NIMs in April 2012.

On 5 September 2013 the European Commission announced completion of the process to check and confirm the free allocation of EU ETS allowances in each Member States’ NIMs . It also announced that a cross sectoral correction factor was required to ensure that free allocation across the EU remains within the cap set in the ETS Directive. The factor reduced the preliminary allocation for each EU ETS installation by 5.73% in 2013, rising to 17.56% in 2020. The average reduction of allocation is therefore 11.58% over the period 2013-2020.

The first list below shows free allocation figures in Phase III for each industrial installation in the UK, as approved by the European Commission on 18 December 2013. The second list shows updated free allocation figures for Phase III, taking into account any changes to the allocation agreed in the UK’s NIMs for individual installations as of 30 April 2014, for instance due to partial cessations, significant capacity reductions or where installations have entered the EU ETS (new entrants). This list will be updated on an annual basis to take into account further changes to allocation over the course of the phase.

Phase III free allocation as approved in the UK National Implementation Measures.

PDF , 635KB , 14 pages.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

UK National Allocation Table: Phase III free allocation including changes to allocation: June 2014.

PDF , 727KB , 31 pages.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

UK National Allocation Table: Phase III National Allocation including changes: April 2015.

PDF , 397KB , 32 pages.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

UK National Allocation Table: Phase III National Allocation including changes: April 2016.

MS Excel Spreadsheet , 73.2KB.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

UK National Allocation Table: Phase III National Allocation including changes: April 2017.

PDF , 407KB , 24 pages.

Este arquivo pode não ser adequado para usuários de tecnologia assistiva. Solicite um formato acessível.

Se você usa tecnologia assistiva (como um leitor de tela) e precisa de uma versão deste documento em um formato mais acessível, por favor correspondencedecc. gsi. gov. uk. Diga-nos o formato que você precisa. Isso nos ajudará se você disser a tecnologia que você usa.

Carbon leakage and the EU ETS.

Carbon leakage is a term used to describe the prospect of an increase in global greenhouse gas emissions when a company shifts production or investment outside the EU because - in the absence of an legally binding international climate agreement - they are unable to pass on the cost increases induced by the EU ETS to their customers without significant loss of market share.

The best way to address carbon leakage would be a legally binding international climate agreement. This would create a level playing field for industry inside and outside the EU with respect to accounting for the costs of carbon.

In the meantime, the EU ETS provides 2 mechanisms to mitigate the risk of carbon leakage. First, sectors deemed to be at significant risk of carbon leakage are eligible to receive 100% free allocation of allowances up to the sector’s benchmark. This is a significant source of relief, as sectors not deemed at risk will receive 80% of their allocation for free in 2013, declining annually to 30% in 2020 with a view to reaching 0% (ie full auctioning) in 2027.

The second mechanism allows Member States to compensate sectors at significant risk of carbon leakage as a result of indirect EU ETS costs (ie through EU ETS - related increases in electricity prices), provided that schemes are designed within the framework set by the European Commission (see section on indirect carbon leakage compensation scheme for more information).

The UK government strongly supports the principle of free allocation in the absence of an international climate agreement. We believe that the proportionate free allocation of allowances gives relief to sectors at significant risk of carbon leakage, without raising barriers to international trade. We are concerned however that those most at risk may not be compensated sufficiently in the future if current EU ETS rules are not reformed for Phase IV of the EU ETS .

The UK government recognises industry concerns around competitiveness and carbon leakage and is committed to ensuring that sectors genuinely at significant risk of carbon leakage are protected from this risk. In June 2014, we published a research project commissioned by the Department of Energy and Climate Change and undertaken by Vivid Economics and Ecofys, which investigates the occurrence of carbon leakage so far and the fundamental drivers of carbon leakage for a selection of industrial sectors and assesses the measures in place for its mitigation.

The report models the risk of carbon leakage for 24 industrial sectors, and was produced in consultation with industry stakeholders. Modelling analysis shows that in the absence of any mitigating policy measures (such as free allocation of allowances), no allowance for carbon abatement potential, and no increase in carbon regulation outside of the European Union, a number of sectors are at risk of leakage. Given these assumptions, the modelling analysis shows higher rates of carbon leakage than would be expected to occur in reality. The views expressed in the report are those of its writers, and do not represent an official position of the UK government.

The final report, case studies and associated peer review are available:

Assessment of carbon leakage status for the free allocation of allowances.

Sectors at risk of carbon leakage are assessed against a set of criteria and thresholds set out in the EU ETS Directive. The list of sectors deemed at risk of leakage for the period 2013-2014 were agreed through the EU comitology procedure in December 2009, with additions to the list made in subsequent European Commission Decisions.

The EU ETS Directive allows for a review of sectors at risk every five years, with the possibility of adding sectors to the list on annual, ad hoc basis. On 5 May 2014, the European Commission published its draft list of sectors for the period 2015-19, based on the quantitative and qualitative criteria set out in the ETS Directive. The draft carbon leakage list will be presented to the EU Climate Change Committee for vote shortly, after which it must be sent to the European Parliament and the Council for three months scrutiny before adoption.

On 31 August 2013, the UK responded to the European Commission’s consultation on the methodology for determination of the carbon leakage list for 2015 to 2019.

Indirect carbon leakage compensation scheme.

In the 2011 Autumn Statement, the Chancellor announced that the government intended to implement measures to reduce the impact of policy on the costs of electricity for the most electricity-intensive industries, beginning in 2013 and worth around £250 million over the Spending Review period.

As part of this, the government has committed to compensate the most electricity-intensive businesses to help offset the indirect cost of the Carbon Price Floor and the EU ETS , subject to state aid guidelines. In the 2014 Budget, the Chancellor announced that compensation for the indirect costs of the Carbon Price Floor and the EU ETS would be extended to 2019 to 2020.

The European Commission adopted revised State Aid guidelines on compensation for the indirect costs of the EU ETS in June 2012. These guidelines list the sectors deemed to be exposed to a significant risk of carbon leakage due to indirect emissions costs, and provide details of the maximum levels of compensation that can be made available to them. Any Member State compensation scheme must be designed within the framework set by the European Commission.

In October 2012, DECC and BIS launched the energy intensive industries compensation scheme consultation, which set out our proposals for the eligibility and design of the compensation package.

The consultation, which closed in December 2012, provided an opportunity for all those interested in the package to comment on the proposals, helping us ensure that compensation is targeted at those companies who are most at risk of carbon leakage as a result of energy and climate change policies.

Following detailed consideration of the responses and state aid clearance for the EU ETS compensation package, in May 2013 we published the government’s response to the consultation and the final compensation scheme design for the EU ETS . The UK started making payments in respect of indirect costs of the EU ETS in 2013.

For Carbon Price Floor compensation, which remains subject to state aid approval from the European Commission, we expect to publish guidance later in the summer and begin payments shortly thereafter.

New Entrants Reserve.

The New Entrants Reserve (NER ) is a set aside of EU allowances, reserved for new operators or existing operators who have significantly increased capacity. The UK’s EU ETS Regulators are responsible for administering and assessing all NER applications.

Further information on allowances can be found on the EU ETS : allowances page.

Complying with the EU ETS.

The EU ETS Regulators are responsible for enforcing compliance with the EU ETS Regulations, including operational functions such as granting and maintaining permits and emissions plans (for aviation), monitoring and reporting (including monitoring plans), assessing verified emission reports (and tonne-kilometre reports), assessing applications to the NER , determining reductions in allocations as a result of changes in capacity or cessation of activities, exchanging of information with UKAS on verifier activities.

For the purpose of calculating civil penalties, BEIS determine the value of the EU ETS carbon price used by the regulator. The determination is published in November each year:

On 7 August 2013, we launched a consultation on a number of technical amendments to the Greenhouse Gas Emissions Trading Scheme Regulations 2012 so as to simplify and harmonize EU ETS penalties in the transition to Phase III, improve clarity and reduce the burden for businesses. The consultation closed on 19 September 2013.

For more information on how to comply with EU ETS please visit:

Monitoring, reporting, verification and accreditation.

The European Commission’s Guidance on the Accreditation and Verification Regulation aims to help operators of all stationary installations, aviation operators, verification bodies and regulators perform verifications consistently throughout the EU . It provides practical information and advice on the process and requirements for annual verification required by the EU ETS Directive, the European Commission’s Monitoring and Reporting Regulation and Greenhouse Gas permits/monitoring plans/tonne-kilometre plans.

Finding an accredited EU ETS verifier in the UK.

The UKAS list does not include verifiers accredited by other national accreditation bodies and under Phase III rules there is no ‘registration’ or acceptance procedure for non-UK verifiers. All verifiers are required to demonstrate that they are either accredited (or certified) in accordance with the Accreditation and Verification Regulation. Operators are responsible for ensuring that their verifier is accredited for the relevant scope of work. Details of a verifier’s scope of accreditation can be found on the verifier’s accreditation certificate.

Include the following information in your :

name of verifier organisation country accreditation identification number a copy of your accreditation certificate full name and address of the main point of contact (this user will have the responsibility for managing other users for this verifier)

Once the ETSWAP administrator has approved your request for access, ETSWAP will send you an with the login details for your individual user account.

To apply for a verifier Registry account, etregistryhelpenvironment-agency. gov. uk for an application pack.

Further guidance.

Using UK greenhouse gas inventory data in EU ETS monitoring and reporting: the country-specific factor list.

The European Commission’s Regulation on Monitoring and Reporting allows nationally reported data to be used as default factors in specific circumstances.

Carbon emission factors and calorific values from the UK Greenhouse Gas Inventory (AEA-Ricardo) are available for annual emissions reporting for the EU ETS :

Emission factors and calorific values for 2017.

MS Excel Spreadsheet , 81.7KB.

The national factors are Tier 2 and Tier 2a emission factors and net calorific values for specific fuels used by particular industries.

The data have largely been extracted from the UK Greenhouse Gas Inventory that is presented on an annual basis to the United Nations Framework Convention on Climate Change (UNFCCC ). The Greenhouse Gas Inventory is developed independently to the EU Emissions Trading System. This data means the data referred to in Article 31(1) of the Monitoring and Reporting Regulation.

The factors in these tables should only be used in accordance with the requirements in an installation’s approved monitoring plan, which is part of the Greenhouse Gas permit.

Tables for previous years are available as follows:

EU ETS non-compliance.

The EU ETS Directive requires Member States to put in place a system of penalties which is effective, proportionate and dissuasive but the nature of the penalties is largely left to Member State discretion (with the exception of the penalty for failure to surrender sufficient allowances in certain circumstances).

The Greenhouse Gas Emissions Trading System Regulations 2012 set out the civil penalties to which a person is liable if they do not comply with the EU ETS . DECC has produced the guidance below for the offshore oil and gas industry detailing the Department’s approach to enforcement and sanctions.

The Regulations provide for the right of appeal against decisions of an EU ETS Regulator. In England and Wales appeals for both operators of stationary installations and aircraft operators, as well as offshore installations, are heard by the First-tier Tribunal.

Appeals in Northern Ireland are heard and determined by the Planning Appeals Commission (PAC). In Scotland, the Directorate for Planning and Environmental Appeals (DPEA) in the Scottish Government hears and determines appeals on behalf of the Scottish Ministers.

Different arrangements apply to appeals brought by aviation operators against a penalty notice served under the Aviation Greenhouse Gas Emissions Trading Scheme Regulations 2010 for the 2012 scheme year. The relevant rules under the 2010 Regulations continue to apply in relation to any appeal brought against any decision made or notice served under the 2010 Regulations. These provide that the appeal body is the Secretary of State or an independent person appointed by the Secretary of State.

Appeal Determinations.

2012 scheme year: Six appeals determinations have been made under these Regulations:

Aviation in the EU ETS.

The EU Emissions Trading System requires aircraft operators to monitor and report emissions of CO2 and surrender the equivalent number of allowances. The scheme is designed to be a cost-effective means of tackling the CO2 emissions from aviation, enabling the aviation industry to grow sustainably whilst delivering emission reductions. The scheme applies to all flights between airports in the European Economic Area.

As principais mudanças são:

an Intra-European Economic Area (EEA) scope for the Aviation ETS from 1 January 2013 until 31 December 2016 a deferral of compliance deadlines for 2013 emissions until March and April 2015 an exemption for non-commercial operators emitting less than 1,000 tonnes of CO2 per year until 2020 simplified procedures for operators emitting less than 25,000 tonnes of CO2 per year the number of free allowances issued and allowances auctioned are reduced in proportion to the reduction in scope.

We welcome views from any organisation or individual, and the consultation will be of particular interest to aircraft operators, aerodrome operators, verifiers, other participants in the EU ETS and environmental groups.

Regulation of aircraft operators’ emissions.

Each aircraft operator is administered by a single member state. The European Commission produces an annual list showing which operators are administered by which member state.

You can find out more about what operators need to do to comply with the scheme on the EU ETS : operators and activities affected web page.

Auctioning.

Free allocation to aircraft operators.

The European Commission enacted legislation in April 2014 changing the scope of EUETS with regards to international aviation emissions (Regulation (EU ) No 421/2014 amending Directive 2003/87/EC ). As a result of the change in scope of Aviation EU ETS , the UK is obligated to recalculate the allocation of free allowances due to eligible aircraft operators. This recalculation has been done in accordance with the Commission guidance.

The table includes all operators who were previously due free allowances and indicates their new free allowance allocation under the reduced scope. Operators who ceased operations have been removed from this list.

Operators who are now exempt under the new non-commercial de minimis (under 1,000tCO2 per annum calculated on the basis of full scope) still appear in this table. However owing to their exempt status these operators are not due free allowances and as such their Aircraft Operator Holding Account (AOHA) will be marked as ‘excluded’ in the registry – meaning that no transactions can be carried out and no free allowances will be deposited.

If you believe you are no longer due any allowances as a result of the changes or you wish to seek further clarification as to your new free allowance allocation please contact the Environment Agency aviation helpdesk ETAviationHelpenvironment-agency. gov. uk.

Historic information.

Please visit the EU ETS legislation page to see UK legislation and EU Regulations.

Please visit the National Archives version of the Aviation in the EU Emissions Trading System web pages to see information relating to aviation/aviation appeals previously available on the DECC website.

Small Emitter and Hospital Opt-out Scheme.

The UK’s Small Emitter and Hospital Opt-out Scheme allows eligible installations to be excluded from Phase 3 (2013 to 2020) of the EU ETS . The scheme has been approved by the European Commission.

Article 27 of the EU ETS Directive enables small emitters and hospitals to be excluded from the EU ETS , with the primary aim of reducing the administrative burdens on these installations. This acknowledges that the administrative costs faced by smaller emitters under the EU ETS are disproportionately high per tonne of CO2, in comparison to the costs for large emitting installations. The Directive requires that excluded installations are subject to a domestic scheme that will deliver an equivalent contribution to emission reductions as the EU ETS .

The UK’s opt-out scheme was designed in consultation with industry and aims to offer a simple, deregulatory alternative to the EU ETS whilst maintaining the incentives for emission reductions. We estimate that the scheme will offer savings of up to £39 million to industry over Phase III.

The opt-out scheme offers deregulatory savings through:

the replacement of a requirement to surrender allowances with an emissions reduction target simplified monitoring, reporting and verification requirements (MRV), including the removal of the requirement for third party verification no requirement to hold an active registry account less burdensome rules for target adjustment following an increase in installation capacity.

Further details on the scheme are contained in the documents listed below. Please note that these documents will be updated later in 2015. The consultations referred to in the ‘Frequently asked questions’ document are now closed.

Participants in the opt-out scheme.

The application period for the opt-out scheme ran from 23 May to 18 July 2012. Operators of 247 installations were approved to participate in the opt-out scheme by the European Commission as excluded from the EU ETS .

The EU ETS Directive does not provide for further installations to join the opt-out scheme.

Previous information on the development of the scheme including, the application period, policy development and the small emitters workshop held on the 12 June 2012, can be viewed on the National Archives website.

Documentar informações.

Published: 22 January 2013.

Updated: 31 July 2017.

31 July 2017 Emission factors and calorific values for 2017. 27 April 2017 UK National Allocation Table: Phase III National Allocation including changes: April 2017. 21 September 2016 Determination of 4 appeals under the Aviation EU ETS. 28 July 2016 Emission factors and calorific values for 2016 29 April 2016 UK National Allocation Table: Phase III National Allocation including changes: April 2016 29 April 2016 UK National Allocation Table: Phase III National Allocation including changes: April 2016 23 October 2015 Jet Airways civil penalty appeal determination added 20 October 2014 Addition of EU ETS strategy and reform paper 26 August 2014 Addition of free aviation allowance table 16 July 2014 Added information regarding Phase IV. 15 May 2014 Peer review of Ecofys cap-setting report published. 30 April 2014 Updated EU ETS National Allocation table published. 7 August 2013 Details of consultation added under "Complying with the EU ETS". 13 May 2013 The Government response to the consultation on Implementing the Aviation Emissions Trading System ‘stop the clock’ Decision in UK Regulations has been published today. 4 March 2013 Includes new information about a carbon leakage call for evidence. 31 January 2013 Update to include the recent European Commission announcement on NIMS 22 January 2013 First published.

Ajude-nos a melhorar GOV. UK.

Serviços e informações.

Departamentos e políticas.

Suporte links.

Ajuda Cookies Contato Termos e condições Rhestr o Wasanaethau Cymraeg Construído pelo Serviço Digital do Governo.

Todo o conteúdo está disponível sob a Open Government License v3.0, exceto quando indicado de outra forma.

The EU tackles growing aviation emissions.

Brussels, 3 February 2017.

The Commission is amending the EU Emissions Trading System (ETS) making it fit for tackling CO2 emissions from aviation. This comes following an agreement by the International Civil Aviation Organization (ICAO) to stabilise international aviation emissions.

The European Union is a leading advocate for addressing fast-growing emissions from aviation. At the 2016 ICAO Assembly, the European Union and its Member States played an instrumental role in securing a deal on a global market-based measure to stabilise international aviation emissions. The system will require airlines to monitor and report their annual CO 2 emissions on international routes and offset those exceeding 2020 levels.

Following this deal at global level, a revision of the EU Emissions Trading System is needed to maintain the contribution of the aviation sector to the European climate objectives and for the smooth implementation of the ICAO Global Market-Based Measure. The Commission is proposing to continue with the current geographic scope of the EU Emissions Trading System for aviation, covering flights between airports in the European Economic Area. This will ensure a level playing field and equal treatment of all airlines flying in Europe.

Commissioner for Climate Action and Energy Miguel Arias Cañete said: " With this proposal we are making sure that the aviation sector also contributes to our climate objectives. Now, we call on countries around the world to participate in the global scheme from the beginning and help us finalise and implement sound environmental criteria to deliver real emissions reductions in the aviation sector ."

Commissioner for Transport Violeta Bulc said: " Following ICAO's landmark agreement, the European Union is now focused on getting the global scheme up and running. We are serious about achieving carbon neutral growth for aviation, and we will provide technical and financial assistance to make it happen. Aviation is a global business and no country can be left behind!"

Today's proposal to revise the EU Emission Trading System will be discussed by the European Parliament and the Council, which are expected to finalise the co-decision process by the end of the year.

The future competitiveness of the European air transport sector and its environmental sustainability go hand-in-hand. One of the objectives of the Aviation Strategy for Europe adopted by the Commission in December 2015 is therefore to preserve and enhance high environmental standards.

Between 2013 and 2016, commercial airlines covered by the EU Emissions Trading System contributed to more than 65 million tonnes of CO₂ emission reductions. These reductions have taken place either within the sector or in other sectors of the economy. The levels of compliance are above 99.5% of covered emissions.

The detailed rules of the Global Market-Based Measure will be prepared in 2017 and endorsed by ICAO in the course of 2018. The Commission is contributing to this process, and will provide technical assistance where needed. Even if the scheme only starts from 2021, emissions data should be collected from 2019.

Once there is greater clarity on the implementation of the Global Market-Based Measure, the Commission intends to present a further assessment of the EU Emission Trading System and, as appropriate, make the necessary proposals to make the scheme operational. This will also take due account of the EU's commitment to reduce domestic economy-wide greenhouse gas emissions by at least 40% by 2030 compared to 1990 levels.

Questions and Answers: Reducing emissions from aviation.

Fact sheet: 39th Assembly of the International Civil Aviation Organisation.