1. Karin Sjölin Swedish Civil Aviation Authority
15 February 2005
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 March 2003
Director Generals of ECAC meeting
14-15 May 2003 – Approved
ECAC/ July 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