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Emissions Charges

Emissions Charges. Karin Sjölin Swedish Civil Aviation Authority. Background–development in Sweden. 1989 environmental tax, NOx applied to Swedish registered aircraft on domestic commercial flights 1991 environmental tax, Nox + CO2 tax incompatible with EU directives

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Emissions Charges

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  1. Emissions Charges Karin Sjölin Swedish Civil Aviation Authority

  2. Background–development in Sweden • 1989 environmental tax, NOx • applied to Swedish registered aircraft on domestic commercial flights • 1991 environmental tax, Nox + CO2 • tax incompatible with EU directives • 1998 environmental charge • applied at nine Swedish airports

  3. Original Model in Sweden • revenue neutral • addition to landing charge according to aircraft engine pollution • HC • NOx • average value • LTO cycle • ICAO Engine Exhaust Emissions Data Bank

  4. Political and formal context • political acceptance • preference over a charge than a tax • desire for widely used systems and international agreements • a common classification system in Sweden and Switzerland welcomed • enhance the impact on the decisions and behaviours of the airline industry

  5. Model related issues • national and international interest by media • attention from organisations, airlines and airports • easy to administrate • works well for most aircraft • the classification system regarding turboprops • suggestion for a continuous scale

  6. Conclusions – evaluation meeting 2000 • a driver for environmentally friendly technology • engine choices influenced by the introduction of the emissions charge • newer aircraft types with better environmental characteristics serves Stockholm-Arlanda • a good environmental standard has proven to be significant for the choice of aircraft/ engine manufacturer • difficulties in assessing long-term impact

  7. Conclusions - evaluation meeting 2000 • LFV/FOCA agreed to proceed to a further harmonisation of both systems • considering comments from the meeting • Initiative to further explore possible European harmonisation

  8. ECAC – ERLIG model • Terms of Reference • Consider existing resolutions and statements about environmental pricing • Review background information on the experience of emission charges and on the benefits achieved • Review and define the emissions and engine types to be covered and the reasons for their selection • Analyse the need of a common appropriate data base with aircraft emission data on which to base charges • Evaluate possible limits of the system in terms of application to type and size of aircraft and/or airports

  9. ERLIG - Principles • A single recommended methodology • NOx prime pollutant • Polluter Pays principle • Non-discriminatory- all aircraft over 8616Kg • Follow international guidelines on charges • ICAO data and FOI for unregulated engines

  10. ERLIG recommendation • Draft ECAC Recommendation and Guidance Material • Approved at ANCAT 27-28 March 2003 • Director Generals of ECAC meeting • 14-15 May 2003 – Approved • ECAC/27 8-9 July 2003 - Approved

  11. ERLIG implementation • Sweden implemented the new model 1 March 2004 • Replaced the previous Model at all LFV airports (19) • Aim – harmonisation, continuous scale • Evaluation taken into consideration • Heathrow 1 April 2004 • Planned: Gatwick 2005, Switzerland 2005 • More countries to implement; Co-ordination, consultation and information important tools in the process

  12. Consultation with Stakeholders • Transparent process • Agreed on principles • Consider the model fair • Acceptance of the Polluter Pays Principle

  13. Current situation in Sweden • Evaluation of ERLIG model 1 year after implementation, March 2005 • political pressure to introduce landing charges also on CO2, used in national political negotiations

  14. BAA´s air quality charges - objectives • Deployment of the best available technology in fleets operating into Heathrow and Gatwick • Procurement of best available emissions technology • The rate of technological advance in emissions reduction

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