Emissions Charges

Karin Sjölin

Swedish Civil Aviation Authority

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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

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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

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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

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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

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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

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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

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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

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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

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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

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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

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Consultation with Stakeholders

• Transparent process• Agreed on principles• Consider the model fair• Acceptance of the Polluter Pays Principle

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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

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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