< Previous 2-6 Environmental Technical Manual Figure 2-2. Illustration of MRV and offsetting requirements 2.2.2 New entrants A new entrant aeroplane operator is exempted from the applicability of the offsetting requirements for three years starting in the year when it meets the requirements in Annex 16, Volume IV, Part II, Chapter 2, 2.1.1 and 2.1.3, or until its annual CO2 emissions exceed 0.1 per cent of total CO2 emissions from international flights, as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, in 2020, whichever occurs earlier. For illustration, the below timeline would apply to an aeroplane operator that exceeds the annual CO2 emissions threshold of 10 000 tonnes in 2026 and is considered a new entrant in accordance with guidance as described in 2.1.5: a) The exemption period for the new entrant begins from 1 January 2026; b) New entrant may monitor its CO2 emissions in 2026; Volume IV. Procedures for demonstrating compliance with the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) Chapter 2 2-7 c) It will monitor, verify and report its CO2 emissions in 2027 and 2028; d) The first year for which the aeroplane operator is subject to offsetting requirements is 2029 (full calendar year); e) If in 2027 the new entrant exceeds the exemption threshold of 0.1 per cent of total CO2 emissions from international flights, as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, in 2020, the first calendar year for which the aeroplane operator is subject to offsetting requirements is 2028. ______________________ 3-1 Chapter 3 GUIDELINES ON MONITORING, REPORTING AND VERIFICATION 3.1 MONITORING 3.1.1 Eligible Fuel Use Monitoring Methods 3.1.1.1 Submission of initial Emissions Monitoring Plan in 2018 for 2019-2020 period An aeroplane operator should estimate during 2018 its annual CO2 emissions from international flights, as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2, and Chapter 2, 2.1, in order to determine its eligibility for using Fuel Use Monitoring Methods during the 2019-2020 period, in accordance with Annex 16, Volume IV, Part II, Chapter 2, 2.2.1. This will form part of its initial Emissions Monitoring Plan which is to be submitted by the aeroplane operator to the State to which it has been attributed by 28 February 2019 as defined in Annex 16, Volume IV, Appendix 1. It is recognised that earlier engagement of an aeroplane operator with the State to which it has been attributed would be beneficial during 2018. A recommended timeline is provided in Table 3-1 below. Table 3-1. Recommended timeline of 2018 activities Timeline Activity 1 January 2018 to 30 September 2018 States should provide information on the MRV compliance process to the aeroplane operator. 30 September 2018 Aeroplane operator should submit the Emissions Monitoring Plan to their State. 30 November 2018 State should approve Emissions Monitoring Plans of aeroplane operators attributed to it. 30 November 2018 States should send a list of aeroplane operators that it administers to ICAO. 31 December 2018 States should obtain and use the ICAO Document entitled “CORSIA Aeroplane Operator to State Attributions" summarising a list of aeroplane operators and the State to which they have been attributed. The document is available on the ICAO CORSIA website. In accordance with Annex 16, Volume IV, Part II, Chapter 2, 2.2.1, an aeroplane operator with estimated annual CO2 emissions from international flights, as described in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, greater than or equal to the threshold of 500 000 tonnes in the 2019-2020 period is to use a Fuel Use Monitoring Method as described in Annex 16, Volume IV, Appendix 2. If an aeroplane operator already uses a Fuel Use Monitoring Method 3-2 Environmental Technical Manual as described in Annex 16, Volume IV, Appendix 2, then this could be used to calculate its annual CO2 emissions within the scope of applicability of Annex 16, Volume IV, Part II, Chapter 2, and thus determine its eligibility for using Fuel Use Monitoring Methods. If the aeroplane operator estimated annual CO2 emissions from international flights, as described in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, is less than 500 000 tonnes, then it may elect to use the ICAO CORSIA CO2 Estimation and Reporting Tool (CERT) as described in Annex 16, Volume IV, Appendix 3. The aeroplane operator will demonstrate its eligibility by estimating its annual CO2 emissions from international flights, as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, for the year 2019, based on data from the 2017-2018 period or another suitable period. If an aeroplane operator has monitored and reported fuel use and/or CO2 emissions over a recent and relevant one-year period, for example 1 July 2017 to 30 June 2018, this can be used as the basis for determining eligibility. An aeroplane operator may be able to make a suitable estimate using other data sets for different time periods. If the aeroplane operator is unsure, then it should engage with the State to which it is attributed. A full continuous 12 months of data within the 2017-2018 period can be seen as a reasonable proxy for an estimate of 2019 CO2 emissions. However, if the aeroplane operator does not have a full year of data, or expects that its traffic and emissions will change significantly in 2019, it should take that into account. In the absence of monitored and reported fuel use and/or CO2 emissions between 1 July 2017 and 30 June 2018, the aeroplane operator could use the following processes to estimate its annual CO2 emissions within the scope of applicability of Annex 16, Volume IV, Part II, Chapter 2, and thus determine its eligibility for using Fuel Use Monitoring Methods: a) Estimate its annual CO2 emissions by collecting and totalling fuel invoices; or b) Use the ICAO CORSIA CERT, as described in Annex 16, Volume IV Appendix 3 to estimate its annual CO2 emissions. 3.1.1.2 Determination of potential requirement to resubmit an Emissions Monitoring Plan (EMP) for start of the 2021-2023 period The eligibility threshold for using the ICAO CORSIA CO2 Estimation and Reporting Tool (CERT), as defined in Annex 16, Volume IV, Appendix 3, is different for the 2019-2020 period and subsequent compliance periods (i.e., annual emissions from international flights, as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, of 500 000 tonnes for the 2019-2020 period and annual emissions from international flights subject to offsetting requirements, as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 3, 3.1, of 50 000 tonnes for the subsequent periods). An aeroplane operator may need to reassess whether it is eligible to use the ICAO CORSIA CERT tool using the following processes. Following the provision of information contained in the ICAO document entitled “CORSIA States for Chapter 3 State Pairs” that will be made available on the ICAO CORSIA website on 1 July 2020: a) Using reported CO2 emissions from 2019 (seen as a reasonable proxy for an estimate for 2021 data), determine the annual emissions from State pairs subject to offsetting requirements from 2021. However, if the aeroplane operator expects that its traffic and emissions will change significantly in 2021, then it should take that into account and anticipate a potential change in its eligibility to use either a Fuel Use Monitoring Method as described in Annex 16, Volume IV, Appendix 2 or the ICAO CORSIA CERT as described in Annex 16, Volume IV, Appendix 3; Volume IV. Procedures for demonstrating compliance with the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) Chapter 3 3-3 b) Estimate annual CO2 emissions by collecting and totaling fuel invoices from international flights on State pairs subject to offsetting requirements, as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 3, 3.1, according to the first-order estimation methodology as described below; or c) Use the ICAO CORSIA CERT, as described in Annex 16, Volume IV, Appendix 3, to estimate its annual CO2 emissions from State pairs subject to offsetting requirements. If the aeroplane operator used the ICAO CORSIA CERT for the 2019-2020 period, but has now determined that its emissions from international flights subject to offsetting requirements, as defined in Annex 16, Volume IV, Chapter 1, 1.1.2 and Chapter 3, 3.1, exceed 50 000 tonnes for the 2021-2023 period, then this will constitute a material change requiring the Emissions Monitoring Plan to be updated accordingly and resubmitted to the State it is attributed to for re-approval. 3.1.1.3 First-order estimation methodology for determining applicability scope of CORSIA and eligibility of use of simplified compliance procedures Figure 3-1 presents an overview of a decision tree for an aeroplane operator to determine whether it is outside the applicability scope of CORSIA and therefore has no compliance requirements, or if not, whether they are eligible to use the ICAO CORSIA CERT. The decision starts with gathering fuel use for all international flights of the aeroplane operator. Alternatively, an aeroplane operator can also choose to use the ICAO CORSIA CERT directly. 3-4 Environmental Technical Manual Figure 3-1. Overview of a decision tree for operators to determine whether they are outside the applicability scope of CORSIA 3.1.1.4 Threshold of annual CO2 emissions from international flights, as described in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, of 10 000 tonnes An aeroplane operator could use the following methods to determine whether its annual CO2 emissions from international flights, as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, are less than or equal to 10 000 tonnes: a) Using fuel invoice information, assess whether the aeroplane operator has used less than 4 million litres of aviation fuel on international flights (any flight regardless of whether it is in the scope of applicability as described in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1) in the past year. If so, the aeroplane operator would probably be outside the applicability scope of CORSIA; Volume IV. Procedures for demonstrating compliance with the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) Chapter 3 3-5 b) If fuel invoice information identifies that annual consumption is close to 4 million litres – either above or below – and it is not completely certain that fuel use is below this threshold, the aeroplane operator should consider using the ICAO CORSIA CERT as described in Annex 16, Volume IV, Appendix 3 (enter data on all international flights) to confirm whether or not emissions from international flights as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, are above the annual 10 000 tonne threshold; c) A full continuous 12 months data within the 2017-2018 period can be seen as a reasonable proxy for an estimate of 2019 CO2 emissions. However, if the aeroplane operator does not have a full year of data or expects that its traffic and emissions will change significantly it should take that into account; d) In the absence of any fuel invoice information, an aeroplane operator may use the ICAO CORSIA CERT to determine if it is above or below the 10 000 tonne threshold of annual CO2 emissions from international flights, as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1. 3.1.1.5 Threshold for determining eligibility of use of the ICAO CORSIA CERT during the 2019-2020 period The 500 000 tonne threshold is used to determine whether an aeroplane operator is eligible to use the ICAO CORSIA CERT during the 2019-2020 period. An aeroplane operator could use the following methods to determine whether its annual CO2 emissions from international flights, as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, fall below the threshold of 500 000 tonnes: a) Using fuel invoice information from an appropriate one-year period to assess whether the aeroplane operator has used more than 200 million litres of fuel per year on all international flights; b) If fuel invoice information identifies that annual consumption is within the region of 200 million litres, and the aeroplane operator is not completely certain that its emissions are under or over the threshold, the aeroplane operator should consider using the ICAO CORSIA CERT (enter data on all international flights) to confirm whether or not emissions from international flights fall above or below the emissions threshold; c) In the absence of any fuel invoice information, an aeroplane operator may use the ICAO CORSIA CERT, to determine if its emissions are above or below the threshold. Note. — If an aeroplane operator chooses outright to use a Fuel Use Monitoring Method, as defined in Annex 16, Volume IV, Appendix 2, for the 2019-2020 period, then there is no requirement to perform an assessment of emissions. 3.1.1.6 Threshold for determining eligibility of use of the ICAO CORSIA CERT during the 2021-2035 period The 50 000 tonne threshold is used to determine whether an aeroplane operator is eligible to use the ICAO CORSIA CERT during the 2021-2035 period. An aeroplane operator should use the following methods to determine whether its annual CO2 emissions from international flights subject to offsetting requirements, as defined in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 3, 3.1, fall below the threshold of 50 000 tonnes: a) An aeroplane operator should identify international flights, as described in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 2, 2.1, based on State of origin and destination; b) Using fuel invoice information from an appropriate one-year period to assess whether the aeroplane operator has used more than 20 million litres of aviation fuel per year on international flights subject to offsetting requirements, as described in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 3, 3-6 Environmental Technical Manual 3.1. If so, the aeroplane operator should use a Fuel Use Monitoring Method in Annex 16, Volume IV, Appendix 2; c) If fuel invoice information identifies that annual consumption is within the region of the 20 million litres, and the aeroplane operator is not completely certain that emissions fall above or below the threshold, the aeroplane operator should consider using the ICAO CORSIA CERT by entering information on international flights subject to offsetting requirements, as described in Annex 16, Volume IV, Part II, Chapter 1, 1.1.2 and Chapter 3, 3.1, to confirm whether or not emissions fall above or below this threshold; d) In the absence of any fuel invoice information, an aeroplane operator may use the ICAO CORSIA CERT to determine if its emissions are below the emissions threshold. Where an aeroplane operator has an approved Emissions Monitoring Plan, the Fuel Use Monitoring Method stated in the Emissions Monitoring Plan should be used to determine whether flight emissions fall below this threshold. This will generally be determined from their on-going monitoring and reporting requirements. 3.1.2 Fuel density Measurement of fuel density is a well-established and important procedure within the fuel delivery and quality assurance process. It is systematically measured and recorded throughout the value chain - from supplier, to tank farm operator, to fuelling agent and finally to aeroplane operator. However, the level of data on fuel density at an aeroplane operator level will vary depending on their own requirements and procedures. This section provides information on these key stages of the fuel delivery chain and how data on fuel density is measured and ‘transferred’ from one stakeholder to another. 3.1.2.1 Process of monitoring and collecting fuel density Figure 3-2. Process of monitoring and collecting fuel density Tank farm operator a) The tank farm operator is responsible for maintaining the fuel storage system and dispatch of fuel for the aerodrome; b) Fuel density is physically measured by the tank farm operator as part of fuel dispatch quality assurance checks. This is done for every fuel batch and likely to be at least once a day. The tank farm operator follows guidance from the Joint Inspection Group1 using international standardised methods to measure density; 1 Reference: Joint Inspection Group, additional information available at http://www.jigonline.com/. Fuel producer, supplier Tank farm (storage) operator Fuelling agent Aeroplane operator Volume IV. Procedures for demonstrating compliance with the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) Chapter 3 3-7 c) The density information is then recorded and passed to fuelling agent/other stakeholders, as part of the fuel dispatch certification. Fuelling agent a) The fuelling agent is responsible for uplifting/delivering fuel to the aeroplane; b) Fuelling agents require fuel density information as part of fuelling activity/conversion calculations and is provided to aeroplane operator for their records; c) Density information is provided to fuelling agent directly from tank farm operator. Aeroplane operator a) At the aeroplane operator level, fuel density data is captured through existing flight on-board systems to aeroplane operator post flight systems supported by various flight paperwork on a flight by flight level; b) The level at which aeroplane operator records fuel density information varies in terms of their individual process and procedures. 3.1.3 Emissions Monitoring Plans (EMP) The section provides additional guidance on the initial submission, amendments and approval of aeroplane operators’ Emissions Monitoring Plans. 3.1.3.1 Emissions Monitoring Plans: checklist for State review and guidance on material changes Table 3-2. Emissions Monitoring Plan checklist Emissions Monitoring Plan provision Checklist for State review Material change or notice of change I. Aeroplane operator identification Identification of aeroplane operator with legal responsibility. Subject to review and approval by the State; reviewer to review and confirm document(s). Can be material – If legal entity or means to identify legal entity changes; resubmit and subject to re-approval. Name and address. Subject to review and approval by the State; reviewer to review and confirm document(s). Can be material – If changes to name and/or address are due to a change in the legal entity or means for the State to identify legal entity changes; resubmit and subject to re-approval. Identifying information for attributing the aeroplane operator to a State: either unique ICAO Designator (or Designators) used in the call sign for air traffic control Subject to review and approval by the State; reviewer to review and confirm document(s) A change in the identifying information would be material; resubmit and subject to re-approval. Next >