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Furthermore, the historical emissions calculations
also need to be redone to take into
account the impending inclusion of Iceland
and Norway into the scheme. In addition,
EUROCONTROL is helping the EC with other
thorny issues, such as deciding who should
actually be in the scheme in the first place,
and has provided a list of aircraft operators
that fall under the scope of the Directive.
Once aviation starts operating within
the EU ETS, EUROCONTROL will continue
to support the EC with its PAGODA and
PRISME outputs, but also hopes to offer a
support facility to the Member States in
administering the scheme from their end.
According to Watt, EUROCONTROL can help
States with administering carriers that, for
example, may be registered and administered
in one country, but actually carry
out the majority of their flights to and from
different countries. “So, what we are negotiating
now with the EC and the States is
setting up an ETS Support Facility that will
enable countries to examine our systems
for information relating to the flights that
they are responsible for. And, that would be
separate to what we will be doing specifically
for the EC,” explains Watt.
This system would also use additional
EUROCONTROL data from, for example, the
Central Flow Management Unit – to give
the flight planning perspective – and the
Central Route Charges Office – to give a
picture of the billing. This information could
be merged with the outputs from PAGODA
to build an overall picture of what was going
on in European airspace.
This new activity foreshadows a growing
role for the Agency in the future, one that
is technical in nature but based – to a high
degree – on helping aviation reduce the
negative impact it has on the environment
– a role that is bound to grow and develop
over the coming decades.
available carbon credits gradually shrinks.
In order to get to this stage, however,
the European Commission (EC) has had to
estimate the amount of fuel that aviation
in Europe was burning and how many
credits should be made available – the
so-called ‘cap’ in the cap-and-trade system.
Even more daunting, the EC had to come
up with an allocation for each operator
covered by the scheme.
Furthermore, it also had to draw up a
list of airlines and operators that would be
included, and, in those cases where they
were not registered in Europe, they had to
decide where they were burning the majority
of their carbon and register them in that
country. The EU does not have the ability to
monitor aviation in this way and so it had to
turn to the one organisation in Europe that
does – EUROCONTROL.
For more than a decade, EUROCONTROL
has been keeping data on the number of
flights taking off and landing in Europe,
the lengths and durations of these flights
and, crucially, the amount of fuel being
burned by them; the very data that the
EU ETS needs for the inclusion of aviation.
EUROCONTROL uses two tools to do
this, PRISME (Pan-European Repository of
Information Supporting the Management
of EATM) and PAGODA.
PRISME is a data warehouse, containing
more than a dozen years of archived flight
information, and PAGODA, according to
the head of EUROCONTROL’s Environment
A QUICK GLANCE at the Financial Times
will show that the price of a European Union
Emissions Trading Scheme (EU ETS) carbon
credit is currently less than half of what it
was two years ago, reflecting the financial
crisis from which the world is just beginning
to emerge.
Airlines are still suffering under reduced
passenger numbers and life is tough for the
aviation industry. It is in these challenging
times that the EU ETS, a scheme designed
to reduce the amount of carbon Europe
releases each year, is due for a significant
expansion in just under two years’ time. The
EU has set a date of 1 January 2012 for flights
starting or finishing within an EU Member
State to be covered by the scheme.
From that date forward, operators flying
under Instrument Flight Rules who fall into
the parameters for inclusion will have to
decide whether it makes commercial sense
to reduce the amount of fuel they burn per
flight, or whether they should make allowances
for purchasing carbon credits, thus
enabling them to undertake the number of
flights that their business plans envisage.
In short, they will have to include carbon
　
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