< Previous 3-18 Environmental Technical Manual Table 3-4. Illustration of calculations of fuel use based on Method B Flight details Fuel in Tanks and Uplift (in tonnes) Fuel use Consecutive number Date of flight On-block previous flight On-block current flight Uplift quantity Method B N RN-1 RN UN FN= RN-1- RN+UN 1 28-Jan-16 5.5 8.5 89.3 86.3 2 29-Jan-16 8.5 5.8 43.3 46.0 3 29-Jan-16 5.8 9.7 26.9 23.0 4 30-Jan-16 9.7 4.0 - 5.7 5 30-Jan-16 4.0 4.5 71.7 71.2 … 31-Jan-16 4.5 - - - 3.1.4.3 Guidance on the implementation of Block-off/Block-on This method requires data only from the flight under consideration. The data points (block-off, block-on) are commonly used in aeroplane operations. Data from flight under consideration (flight N): Amount of fuel in aeroplane tanks at time of block-off of the flight under consideration. Amount of fuel remaining in aeroplane tanks at time of block-on of the flight under consideration. The amount of fuel will be expressed as mass (in tonnes) in both cases. Volume IV. Procedures for demonstrating compliance with the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) Chapter 3 3-19 Figure 3-5. Fuel Use Monitoring Block-off/Block-on Calculation of fuel use (FN): The aeroplane operator will use the following formula to compute fuel use according to Block-off/Block-on Method: FN = TN – RN Illustration of calculation: The following table shows an illustration of calculation for the Block-off / Block-on Method. 3-20 Environmental Technical Manual Table 3-5. Illustration of calculations of fuel use based on Block-off/Block-on Method Flight details Fuel in Tanks (in tonnes) Fuel use Consecutive number Date of flight Off-block current flight On-block current flight Block-off/block-on N TN RN FN= TN- RN 1 28-Jan-16 94.5 8.5 86.0 2 29-Jan-16 51.8 5.8 46.0 3 29-Jan-16 32.7 9.7 23.0 4 30-Jan-16 9.5 4.0 5.5 5 30-Jan-16 75.0 4.5 70.5 … 31-Jan-16 - - - 3.1.4.4 Guidance on implementation of Fuel Uplift This method requires data only from the flight under consideration. The only data point is the amount of fuel uplift per flight. Case: Fuel uplift data available for flight under consideration (flight N): Amount of fuel uplift as measured by the supplier of the flight. The amount of fuel will be expressed as mass (in tonnes) in both cases. Volume IV. Procedures for demonstrating compliance with the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) Chapter 3 3-21 Figure 3-6. Fuel use monitoring based on Fuel Uplift Calculation of fuel use (FN): The aeroplane operator will use the following formula to compute fuel use: FN = UN Case: Allocation of fuel use in the case of flight under consideration (flight N) has no fuel uplift: If no fuel uplift takes place for the flight subsequent to the flight under consideration, the amount of fuel uplifted for the flight under consideration will be determined by distributing the fuel to both flights in proportion of the block-time of both flights, as shown in the chart below. For flight(s) without a fuel uplift (i.e., flight N+1, …, flight N+n,), an aeroplane operator will use the following formula to allocate fuel use from the prior fuel uplift (i.e., from flight N) proportionally to block hour. This distribution will be done also if one of the flights is a domestic flight. 3-22 Environmental Technical Manual Figure 3-7. Fuel Use Monitoring Method based on fuel uplift, allocation of fuel use Fuel used for the flight under consideration is calculated as: 퐹푁= 푈푁 ∗ [퐵퐻푁퐵퐻푁+퐵퐻푁+1] Fuel used for the subsequent flight is calculated as: 퐹푁+1= 푈푁 ∗ [퐵퐻푁+1퐵퐻푁+퐵퐻푁+1] If there are several flights in a row without fuel uplift, the formula will be extended to: 퐹푁+푛= 푈푁 ∗ [퐵퐻푁+푛퐵퐻푁+퐵퐻푁+1+⋯+퐵퐻푁+푛] Note. — For the correct application of this method it is essential that all flights of a specific aeroplane be sorted in chronological order. The distinction between national and international flights will be made after the calculation of the fuel consumption per flight. Illustrative calculation: The following table shows an illustrative calculation for the Fuel Uplift Method. Flights number 3 and 4 illustrate the distribution of fuel consumption due to the fact that flight number 4 has no fuel uplift. Volume IV. Procedures for demonstrating compliance with the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) Chapter 3 3-23 Table 3-6. Illustration of calculations of fuel use based on Fuel Uplift Method Flight details Uplift (in tonnes) Block hours Fuel use Consecutive number Date of flight Uplift quantity Block-time (in hours) Fuel uplift method N UN BHN FN= UN 1 28-Jan-16 89.3 11.8 89.3 2 29-Jan-16 43.3 6.5 43.3 3 29-Jan-16 26.9 3.1 20.8 4 30-Jan-16 - 0.9 6.1 5 30-Jan-16 71.7 9.5 71.7 … 31-Jan-16 - - - 3.1.4.5 Guidance on the implementation of Fuel Allocation with Block Hour Unlike the other methods, this method requires data from the flight under consideration as well as data from other flights of a specific aeroplane type of the reporting year. Data from flight under consideration (flight N): Block hour of the flight under consideration (BH). Data from other flights: Actual fuel consumption for all international flights of the aeroplane type in the reporting year defined as fuel uplift per flight. Or, if a clear distinction between fuel uplifts for domestic and international flights is not possible, actual fuel consumption of all flights of the aeroplane type in the reporting year. Calculation of average fuel burn ratio (AFBR): The AFBR expresses the specific fuel consumption per block hour. The AFBR will be determined specifically for each aeroplane operator and aeroplane type used. For computing the AFBR the following formula will be used: AFBR= ∑푈푁∑퐵퐻푁 Where U is fuel used for the international flight for aeroplane operator and aeroplane type determined using the Fuel Uplift Method, and block hour (BH) for the international flight of an aeroplane operator and aeroplane type. The AFBR will be expressed in tonnes per block hour. 3-24 Environmental Technical Manual Calculation of fuel use (FN): The aeroplane operator will use the following formula to compute fuel use according to this method: FN = AFBR * BHN Illustrative calculation: The following table shows an illustrative calculation for the fuel allocation with Block Hour Method (the assumed average fuel burn (AFBR) is 7 270 tonnes/h). Table 3-7. Illustration of calculations of fuel use based on fuel allocation with Block Hour Method Flight details Block hours Fuel use i.e., allocation with block-hour (in tonnes) Consecutive number Date of flight Block-time (in hours) N BHN FN= AFBRAT * BHAT,N 1 28-Jan-16 11.8 85.8 2 29-Jan-16 6.5 47.3 3 29-Jan-16 3.1 22.5 4 30-Jan-16 0.9 6.5 5 30-Jan-16 9.5 69.1 … 31-Jan-16 - 3.1.5 ICAO CORSIA CO2 Estimation and Reporting Tool (CERT) Note. — Guidance on the use of the ICAO CORSIA CO2 Estimation and Reporting Tool (CERT) is available on the ICAO CORSIA website. 3.1.6 Data gaps 3.1.6.1 Guidance for State on addressing data gaps if an aeroplane operator does not submit an Emissions Report In the event that one or more aeroplane operators fail to report their CO2 emissions according to the compliance timeline as described in Annex 16, Volume IV, Appendix 1, or if they receive an Emissions Report with an adverse or a qualified verification opinion such that the State cannot rely on all or part of the emissions calculation provided by the reporting deadline, the State to which it is attributed should follow the process described below to address the data gaps. If the State is not successful in contacting the aeroplane operator (Step 1), then it will be required to estimate the CO2 emissions associated with the affected aeroplane operator for the reporting period in question. The following process should be followed: Volume IV. Procedures for demonstrating compliance with the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) Chapter 3 3-25 Step 1: Contact aeroplane operator If a State does not receive a verified Emissions Report for an aeroplane operator attributed to it by the 30 April deadline in any given year (by 31 May for the 2019-2020 period) then the State should contact the aeroplane operator to determine if the report can be expected in the near term. Any additional time awarded by the State to the aeroplane operator for completion of the Emissions Report, will reduce the amount of time available to the State for its review. To ensure enough time for State review, it is recommended that the State request the aeroplane operator to submit its report no later than 31 May (30 June for the 2019-2020 period). The State should explicitly state to the aeroplane operator that if it does not submit a verified Emissions Report by this date, then the State will estimate the aeroplane operator’s annual emissions for the given year and this will form the basis for calculating the aeroplane operator’s offsetting requirements. If the State receives a verified Emissions Report by the deadline, the State may initiate the order of magnitude checks. If the State does not receive a verified Emissions Report by the deadline then the State will estimate the aeroplane operator’s annual emissions for the given year. Step 2: Obtain flight information To calculate the aeroplane operator’s annual CO2 emissions the State will need to know, to the extent achievable, the flight information for the aeroplane operator. The State will need to identify the best available source of that information. Where possible, priority should be given to real-time or regularly updated data sources representing the full reporting period. Possible sources are: a) Operations data collected for air traffic control (ATC) purposes; b) Regional traffic databases; c) Public flight schedule information; d) Coordination with other States to access their relevant data e.g., collected ATC data; e) Public flight tracking data; and f) Fleet information contained in the AOC used together with typical utilizations for short, medium and long-haul aeroplane types i.e., total block hours used in the ICAO CORSIA CERT. If an Emissions Monitoring Plan has been submitted, this may provide useful information on the State pairs which the aeroplane operator may have flown. Note. — Operations data collected for air traffic control purposes is considered likely, in most cases, to be the best available information. However, where an aeroplane operator operates flights which do not take off from or arrive to the State, supplementary sources, or coordination with other States, may be required. Step 3: Plausibility check for flight information Using the flight information obtained, the State should order it by date and State pair to check for completeness. Does this seem like a plausible amount of flights to plausible destinations? Are there any obvious gaps (e.g. an aeroplane lands in State A on 1 March and then no further flights are identified until it departs from State B on 21 March, or regular daily or weekly flight is missing for a number of days or weeks)? 3-26 Environmental Technical Manual If the aeroplane operator has previously submitted verified data this could be used as a first order check for completeness of traffic. Step 4: Estimation of CO2 emissions Once the State is confident that the best available flight information for the aeroplane operator has been obtained, the State will then need to estimate the aeroplane operator’s CO2 emissions. This could be performed using the approved ICAO CORSIA CERT if the aeroplane operator will not provide its own data. The State should enter the aeroplane operator flight data into the ICAO CORSIA CERT to estimate its emissions. Once the calculation has been completed the State can carry out a cross check against previously verified Emissions Reports (if available) or other order of magnitude checks. Step 5: Finalization of the Emissions Report The aeroplane operator should be informed of the estimated flight and emissions data by 30 June (31 July for the 2019-2020 period). The State should consider including a dispute resolution mechanism as part of its compliance programme in case the aeroplane operator disputes the emissions calculation. The State should then submit the emissions data to ICAO by 31 July (31 August in the 2019-2020 period). 3.1.6.2 Guidance for States on addressing other data gaps There is also the potential for a situation where a State receives an Emissions Report with an adverse or a qualified verification opinion such that the State cannot rely on all or part of the emissions calculation provided by the reporting deadline. This could occur if the aeroplane operator refuses to correct material discrepancies identified by the third-party verification body, or in the case of a qualified opinion, the verification body is unable to obtain sufficient appropriate evidence to determine whether there is compliance with the CORSIA requirements (e.g., fuel use records destroyed in a fire). On rare occasions a data gap can also occur if, in its review of the aeroplane operator’s Emissions Report and associated Verification Report, the State identifies a critical error undetected by the verification body. Upon receipt of the Emissions Report and associated adverse/qualified opinion from the third-party verification body, the State should contact the aeroplane operator as soon as possible to explore the reasons for the adverse or qualified opinion and to determine if there is any possibility of the aeroplane operator addressing the identified discrepancies and providing a complete data set with a positive verification opinion in the near term. Where the aeroplane operator commits to making the corrections/completing the data set and resubmitting its Emissions Report, it should do so no later than 31 May (30 June for the 2019-2020 period) to ensure enough time for State review. Where the aeroplane operator confirms that it will not be possible to make the corrections/complete the data set, the State will need to decide on how to proceed in estimating the aeroplane operator’s annual emissions for the given year. The State may choose to complete the estimation itself, or to request the aeroplane operator to carry out the estimation using a methodology as determined by the State (e.g., ICAO CORSIA CERT). In the case where the State requests the aeroplane operator to undertake the work, it is recommended that the State request the aeroplane operator to resubmit its report no later than 31 May (30 June for the 2019-2020 period). As part of this request, the State should consider whether it will be possible/realistic for the aeroplane operator to have the revised data set and report checked by the verification body. Ideally this service would have been accommodated in the contract between the verification body and aeroplane operator. Where third-party verification is not possible, the State will need to conduct a more detailed analysis of the Emissions Report than it normally would as part of the order of magnitude check. Volume IV. Procedures for demonstrating compliance with the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) Chapter 3 3-27 Where the State is to provide the estimate, it should consider working with the aeroplane operator as much as possible to confirm the flight scheduling and operations for the affected period of time. In the absence of further participation by the aeroplane operator, the State should complete the estimation in accordance with steps 2-4 above. It should also consider providing its findings back to the aeroplane operator as soon as possible to minimize the likelihood for a dispute. Regardless of the approach taken to finalizing the Emissions Report (State or aeroplane operator to lead), the aeroplane operator should be informed of the State-approved estimated flight and emissions data by 30 June (31 July for the 2019-2020 period). The aeroplane operator should have the right to dispute the State’s findings if it can demonstrate an error in the estimation, or can provide evidence demonstrating that its flight activities were different from those captured in the revision. All corrections and supporting evidence should be submitted by 15 July (15 August for the 2019-2020 period). If no data are received by then, the State should submit the emissions data to ICAO by 31 July (31 August for the 2019-2020 period). If the aeroplane operator does submit updated data, these should be checked by the State and submitted by the deadline. 3.2 REPORTING 3.2.1 Emissions Report Template An aeroplane operator will submit an annual Emissions Report to the State to which it has been attributed in accordance with Annex 16, Volume IV, Part II, Chapter 2, 2.3.1. It is recommended that an aeroplane operator should use the standardised Emissions Report template as described in Appendix 1 to develop the Emissions Report for submission to its State. A standardized Emissions Report in the format of a spreadsheet is available to aeroplane operators from the ICAO CORSIA website. 3.3 VERIFICATION 3.3.1 Introduction Third-party verification of aeroplane operators’ Emissions Reports by an independent accredited verification body is required annually, beginning with the Emissions Reports for 2019 data as described in Annex 16, Volume IV, Appendix 1. Each year the aeroplane operator is responsible for compiling its monitoring data, carrying out a voluntary pre-verification and preparing its report immediately after the end of the monitoring period, which ends on 31 December. In the 2019-2020 period, the verification must be finalized in advance of 31 May 2020 and 2021 respectively, which is the deadline for submitting the Emissions Report, and associated Verification Report, to the State. From the start of the 2021-2023 period, the deadline for submitting the Emissions Report and associated Verification Report is 30 April annually. After the aeroplane operator and the verification body both independently submit, upon authorization by the aeroplane operator, a copy of the Emissions Report and associated Verification Report, the State carries out an order of magnitude check and approves the Emissions Report. Next >