An Airline Handbook On Corsia: AUGUST 2019
An Airline Handbook On Corsia: AUGUST 2019
An Airline Handbook On Corsia: AUGUST 2019
CORSIA
AUGUST 2019
•
Table of Contents
Introduction........................................................................................................................................................................................................................... 4
Aviation’s climate strategy .......................................................................................................................................................................................... 4
Four pillars .................................................................................................................................................................................................................... 4
Three goals ................................................................................................................................................................................................................... 5
CORSIA ................................................................................................................................................................................................................................... 6
Offsetting ...................................................................................................................................................................................................................... 6
International standards and recommended practices............................................................................................................................. 7
Review ........................................................................................................................................................................................................................ 7
International flights .................................................................................................................................................................................................... 8
Definition................................................................................................................................................................................................................... 8
Overseas territories .............................................................................................................................................................................................. 8
Flight stages and diversions .............................................................................................................................................................................. 8
Design elements ......................................................................................................................................................................................................... 9
Phased implementation....................................................................................................................................................................................... 9
Calculation of offsetting requirements ....................................................................................................................................................... 10
MRV ....................................................................................................................................................................................................................................... 12
Scope ............................................................................................................................................................................................................................... 12
Monitoring ...................................................................................................................................................................................................................... 14
Emissions Monitoring Plan................................................................................................................................................................................... 14
Administration .......................................................................................................................................................................................................... 15
Monitoring of CO2 emissions .............................................................................................................................................................................. 16
Simplified monitoring ........................................................................................................................................................................................ 16
Fuel use monitoring ........................................................................................................................................................................................... 18
Data management .................................................................................................................................................................................................. 22
Material changes ..................................................................................................................................................................................................... 22
Reporting ........................................................................................................................................................................................................................ 23
CO2 emissions .......................................................................................................................................................................................................... 23
Data gaps ................................................................................................................................................................................................................... 23
CORSIA eligible fuels ............................................................................................................................................................................................. 24
Publication of data .................................................................................................................................................................................................. 24
Verification ..................................................................................................................................................................................................................... 26
Internal pre-verification ........................................................................................................................................................................................ 26
Third-party verification ......................................................................................................................................................................................... 27
Scope ...................................................................................................................................................................................................................... 27
Objective ................................................................................................................................................................................................................ 27
Requirements ....................................................................................................................................................................................................... 28
Verification process........................................................................................................................................................................................... 28
Verification body ................................................................................................................................................................................................. 30
State review............................................................................................................................................................................................................... 31
1 2
Annex 16, volume IV, Part I, Chapter 1. ICAO Assembly Resolution A39-3, preamble and paragraph 19.
In accordance with the Chicago Convention and In addition, The ICAO Assembly agreed on a
Assembly Resolution A39-3, ICAO member states are safeguard clause under which the ICAO Council is
required to implement the SARPs in their national asked to decide on criteria for triggering action to
regulations and ensure that domestic requirements ensure the sustainable development of international
are fully aligned with the SARPs. Such uniformity is not aviation and protect it against any inappropriate
only key to prevent market distortions, but also to economic burden that may result from the application
preserve the environmental integrity of CORSIA. of CORSIA.
However, states which are not able to align their
CORSIA only applies to international flights, which are The ICAO Manual on Location Indicators (Doc 7910)
defined as flights that take-off in a state and land in contains a list of aerodromes and the ICAO member
another state.3 Domestic flights, i.e. flights between state they located in.
two aerodromes located in the same state, are not
included in the scope of CORSIA.
Flight stages and
Under CORSIA, the categorization of a flight as
international does not take into account the diversions
nationality of the operator or the airspace which may
be used to operate the flight. A flight between two Under CORSIA, each individual “stage” of a flight with
aerodromes located in the same state would, intermediate stops is considered as a separate flight
therefore, be considered as domestic even if the and the applicability of CORSIA will be determined for
aircraft flew through foreign airspace or if the each flight stage individually. For example, if an
operator is administrated by another state. operator flies between Los Angeles and London with
a stop in New York, the (domestic) flight operation
between Los Angeles and New York will be
Overseas territories considered independently from the (international)
operation between New York and London.
For CORSIA, aerodromes located in overseas
territories are attributed to their respective ICAO This rule applies irrespective of the nature of the
member state. This is also the case for overseas intermediate landing, including in cases of unplanned
territories which may in some organizations be stops such as technical or medical diversions.
3
Annex 16, volume IV, Part II, 1.1.2.
Voluntary participation
Exempted states can decide to join the scheme at the
beginning of any year. The only requirement is that
they communicate their decision to ICAO before 30
June of the preceding year.
4
Annex 16, volume IV, Part II, 2.1.1. cumulative share in the list of States from the highest to the lowest amount
5
Annex 16, volume IV, Part II, 3.1.3. of RTKs reaches 90 per cent of total RTKs, except LDCs, SIDS and LLDCs
6
Annex 16, volume IV, Part II, 3.1.3. The Second phase applies to all flights unless they volunteer to participate in this phase. The RTK taken into
between States that have an individual share of international aviation account will be the aggregated RTK from international flights by all
activities in RTKs in 2018 above 0.5 per cent of total RTKs or whose operators registered in the State in question.
At least At least
INDIVIDUAL 0% 0% 0%
20% 30%
7 9
ICAO Assembly Resolution A39-3, para. 11. Annex 16, vol. IV, Part II, 3.2.1.
8
Annex 16, vol. IV, Part II, 3.2.
10
Annex 16, vol. IV, Part II, 3.2.4.
11 13
Convention on International Civil Aviation (Chicago Convention), Article 3. Annex 16, Vol. IV, Part II, 2.1.1 and 2.1.3.
12
Annex 16, Vol. IV, Part II, 2.1.1.
14 15
Annex 16, vol. IV, Part II, 2.1.1. Annex 16, vol. IV, Part II, 2.1.4.
16 17
Annex 16, vol. IV, Part II, 2.2.2. Annex 16, vol. IV, Appendix 4.
18 19
Annex 16, vol. IV, Part II, 1.1 and 1.2. Annex 16, vol. IV, Part II, 1.2.6.
Operators may implement the CERT’s CO2 Estimation If two operators have decided to be treated as a
Models (CEMs) in their IT systems to facilitate single entity, the eligibility for simplified monitoring is
compliance with CORSIA. They will however need to determined on the basis of their aggregated CO2
ensure the latest version of the CEMs is implemented emissions.
and that the results of implementing the CEMs in IT
systems are identical to those obtained with the same Similar to the baseline period, an operator may decide
input from the downloadable CERT version. Annex 16, to monitor actual fuel use instead of using the CERT
volume IV, does not provide for the use of any other to estimate its emissions.
estimation method for simplified monitoring.
20 22
Annex 16, vol. IV, Appendix 3. Annex 16, vol. IV, Part II, 2.2.1.3.
21
Annex 16, vol. IV, Part II, 2.2.1.2.
23
Annex 16, vol. IV, Part II, Appendix 2.
However, (only) in cases where no uplift takes place Finally, if an operator performs one or more flights for
for a flight, the amount of fuel contained in the tanks another operator on an ad hoc basis, such as a short
at block-off should be used as an alternative to the term wet-lease, the monitoring of fuel consumption
fuel contained in the tanks after the uplift is complete. shall be done in accordance with the block-off /
block-on method described below.
Similarly, in cases where a flight is followed by an
activity other than a flight, such as maintenance, the Block-off / block-on
operator may substitute the measurement of fuel in
Block-off / block-on is based on the following
tanks after the uplift for the subsequence flight with
measurements:
the amount of fuel remaining in tanks at the start of
the subsequent activity or fuel in tanks at block-on.
1. the fuel quantity in tanks at block-off at the
start of the flight under consideration; and
It is important to note that method A relies on data
from the subsequent flight, which may be a domestic 2. the fuel quantity in tanks at block-on at the
flight. Therefore, to prevent data gaps it is end of the flight under consideration.
recommended that operators using method A
Commonly, block-off is understood as a point in time
systematically collect all fuel measurements used in
between the last door closed and first engine on, and
method A for all flights (domestic and international)
block-on as a point in time between the last engine off
operated by aircraft which are used in international
and first door open.
operations.
In its emissions monitoring plan, the operator will
Finally, if an operator performs one or more flights for
need to define the precise point of time at which the
another operator on an ad hoc basis, such as a short
measurements will be made. If an operator uses a
term wet-lease, the monitoring of fuel consumption
definition of block-off or block-on which is not within
shall be done in accordance with the block-off /
the common time windows defined above, such
block-on method.
deviation may be approved by the administrating
authority if it is in accordance with the operator’s
Method B existing practices.
Method B is based on the following measurements:
Operators shall put in place a plan for record keeping. In contrast, for example, changes in ownership
It is required that operators keep records relevant to structure that do not affect the accountable entity or
demonstrating compliance with the requirements of changes to the contact information, list of aeroplanes
CORSIA for a period of 10 years. 24 or state-pairs provided in the emissions monitoring
plan are not material and do not require the
submission and approval of an amended emissions
monitoring plan. Such changes should however be
notified to the administrating authority in the annual
Emissions Report.
24 25
Annex 16, vol. IV, Part II, 1.4.1. Annex 16, vol. IV, Part II, 2.2.2.3.
26 28
Annex 16, vol. IV, Appendix 1. Annex 16, vol. IV, Appendix 5.
27 29
Annex 16, vol. IV, Part II, 2.3.1.2. Annex 16, vol. IV, Part II, 2.5.1.1.
Data published
A <-> B A <-> B
A <-> B
A <-> C A <-> C
A <-> C A <-> E
C A <-> D A <-> D
A <-> D A <-> F
A <-> E A <-> E
A <-> F A <-> F
All 3 operators are administered by State A. There are no other operators administered by
State A.
All state-pairs are subject to offsetting requirements, except A< - >E and A <-> F.
Operator C is the only operator flying between State A and State F.
35
Annex 16, vol. IV, Part II, 2.3.1.6 and 2.3.1.7.
Internal pre-verification
While it is not a mandatory requirement, it is
recommended that operators prepare for the third-
party verification process by selecting an internal
auditor to review the draft emissions report to check
the data, processes and resulting output. This will give
the opportunity to the operator to identify potential
irregularities and take corrective actions prior to
third-party involvement.
36
Annex 16, vol. IV, Part II, 2.4.
37 38
Annex 16, vol. IV, Appendix 6, 3.3. Annex 16, vol. IV, Appendix 6, 3.2.
The level of assurance required will influence the The verification plan shall be elaborated on the basis
approach taken by the verifier. For example, to attain of a strategic analysis of the scope and complexity of
a reasonable level of assurance, the verifier will need operator’s activities. The scope and complexity will
to test the CO2 data and information in the report. It depend on variables such as the type and size of
wouldn’t be sufficient for the verifier to simply operations, whether the operators has any parent
conclude that there is no evidence of material errors companies, whether any specific conditions have
or inconsistencies with regulatory requirements. been imposed by the administrating authority, etc.
39 41
Annex 16, vol. IV, Appendix 6, 3.1. Annex 16, vol. IV, Appendix 6, 3.6.
40
Annex 16, vol. IV, Appendix 6, 3.4.
44 46
Annex 16, vol. IV, Appendix 6, 2.2. Annex 16, vol. IV, Appendix 6, 2.12.
45
Annex 16, vol. IV, Part II, 2.4.2.
47
Annex 16, vol. IV, Appendix 6, 2.4.1.5.
Administrating authorities will notify operators of their Information on the emissions units cancelled will need
final offsetting requirements for each 3-year period to be compiled in an “emissions unit cancellation
by 30 November of the following year. Operators will, report” and submitted to the administrating authority,
however, also be informed on an annual basis (also by after verification.
30 November) of the provisional offsetting
requirements associated with each individual In the CORSIA Central Registry, ICAO will publish the
compliance year.48 following information, aggregated at state level:
The offsetting requirements of an operator will be • Total final offsetting requirements over each
determined by its administrating authority. The final compliance period;
offsetting requirements will however benefit from a • Total quantity of emissions units cancelled
reduction if an operator has used CORSIA eligible over the compliance period; and
fuels that meet the applicable sustainability criteria.
• Consolidated information on the cancelled
When an emissions unit is cancelled, it is taken out of emissions units (eligible emissions unit
circulation and becomes unavailable for any other program, unit type, host country,
uses. It is only if an emissions unit is cancelled for the methodology, and program registry name).
purpose of compliance with CORSIA that it can be
used to comply with offsetting requirements.
Submission of
Notification of final
Cancellation of verified emissions
Compliance cycle offsetting
emissions units unit cancellation
requirements
report
48 49
Annex 16, vol. IV, Appendix 1. Annex 16, vol. IV, Appendix 1.
To be considered a “new entrant”, the operations Default life cycle values for some CORSIA eligible
must not be, even partially, a continuation of the fuels will be published by ICAO. An operator may
operations of another operator. For example, if an however decide to use the actual life cycle emissions
airline creates a new AOC for its regional flights and if a fuel producer can demonstrate lower lifecycle
splits its network between the parent company and emissions than the default value, or if a fuel producer
the new AOC, the new AOC would not be considered is using a pathway that does not have a default value.
as a new entrant. Similarly, if an airline operating In order to do so, the operator will select an approved
domestic flights only takes over the international Sustainability Certification Scheme (SCS) from a list
flights of another airline it has merged with, this would that will be included in an ICAO document entitled,
likely not be a situation of a “new entrant”. “CORSIA Approved Sustainability Certification
Schemes”. The SCS will ensure that the methodology
New entrants are exempt from offsetting applied is approved for CORSIA. While ICAO will
requirements for 3 years. The 3-year “grace” period approve SCS, ICAO will not certify the CORSIA eligible
includes the year during which they started their fuels.
operations.50 For example, if an operator starts
operating international flights in 2024, it will be Landfill emission credits (LEC) and recycling emission
exempt from offsetting requirements in 2024, 2025 credits (REC) from municipal solid waste (MSW)
and 2026. It will be subject to offsetting requirements feedstock are also recognized under CORSIA on the
for its 2027 emissions onwards. condition that the analysis to calculate emission
credits values demonstrates that the emission
To be considered a “new entrant”, the operations credits claimed are permanent, directly attributable to
must not be, even partially, a continuation of the the production of sustainable aviation fuels, exceed
operations of another operator. For example, if an any emissions reductions required by law, regulation
airline creates a new AOC for its regional flights and or legally binding mandate; avoid double counting of
splits its network between the parent company and such credits, and exceed emissions reductions that
the new AOC, the new AOC would not be considered would otherwise occur in a business-as-usual
as a new entrant. Similarly, if an airline operating scenario. Furthermore, to address concerns related
domestic flights only takes over the international to double counting, during the pilot phase, the total
flights of another airline it has merged with, this would lifecycle emissions value, after subtraction of LEC
likely not be a situation of a “new entrant”. and REC, will not be allowed to be smaller than 0
gCO2e/MJ.
CORSIA eligible fuels The emissions reductions will be deducted from the
operator’s total offsetting requirements at the end of
The emissions reductions that an operator can claim
each 3-year compliance period. The deduction can
from CORSIA eligible fuels will be proportional to the
however only be claimed for the compliance period
life cycle emissions benefits of the fuels used,
during which the CORSIA eligible fuel was blended.
compared to a reference value for jet fuel of 89
gCO2e/MJ.51
50 51
Annex 16, vol. IV, Part II, 3.1.2. Annex 16, vol. IV, Part II, 3.3.
52
Annex 16, vol. IV, Part II, 4.2.
53 55
Annex 16, vol. IV, Part II, 4.2.2. Annex 16, vol. IV, Appendix 5.
54
Annex 16, vol. IV, Part II, 4.3.
• The operator can demonstrate sole right of use to The verifier will also seek to ensure that the operator
the cancelled eligible emissions units; and has not been used by the operator to offset any other
• The eligible emissions units cancelled have not emissions. This includes the use of the units under
been used to offset any other emissions.58 other regulatory schemes (domestic or international),
but also under any voluntary schemes. The operator
56 58
Annex 16, vol. IV, Part II, 4.4. Annex 16, vol. IV, Appendix 6, 3.2.
57 59
Annex 16, vol. IV, Appendix 6, 3.1. Annex 16, vol. IV, Appendix 6, 3.7.2.
Recalling that Assembly Resolution A38-18 requested the Council, with the support of Member States, to finalize the work on
the technical aspects, environmental and economic impacts and modalities of the possible options for a GMBM scheme,
including on its feasibility and practicability, taking into account the need for development of international aviation, the
proposal of the aviation industry and other international developments, as appropriate, and without prejudice to the
negotiations under the UNFCCC;
Also recalling that Assembly Resolution A38-18 requested the Council, with the support of Member States, to identify the
major issues and problems, including for Member States, and make a recommendation on a GMBM scheme that appropriately
addresses them and key design elements, including a means to take into account special circumstances and respective
capabilities, and the mechanisms for the implementation of the scheme from 2020 as part of a basket of measures which
also include technologies, operational improvements and sustainable alternative fuels to achieve ICAO’s global aspirational
goals;
Recognizing that ICAO is the appropriate forum to address emissions from international aviation, and the significant amount
of work undertaken by the Council, its Environment Advisory Group (EAG) and its Committee on Aviation Environmental
Protection (CAEP) to develop a recommendation for a GMBM scheme and its design elements and implementation
mechanisms, including the analyses of various approaches for distribution of obligations;
Further recalling that Assembly Resolution A38-18 requested the Council, with the support of Member States, to organize
seminars, workshops on a GMBM scheme for international aviation participated by officials and experts of Member States as
well as relevant organizations;
Recognizing the convening of two rounds of Global Aviation Dialogues (GLADs) seminars held in 2015 and 2016 for all regions;
Noting the support of the aviation industry for a single global carbon offsetting scheme, as opposed to a patchwork of State
and regional MBMs, as a cost effective measure to complement a broader package of measures including technology,
operations and infrastructure measures;
Recognizing that MBMs should not be duplicative and international aviation CO2 emissions should be accounted for only
once;
Emphasizing that the decision by the 38th Session of the Assembly to develop a global MBM scheme for international aviation
reflects the strong support of Member States for a global solution for the international aviation industry, as opposed to a
possible patchwork of State and regional MBMs;
Reaffirming the concern with the use of international civil aviation as a potential source for the mobilization of revenue for
climate finance to the other sectors, and that MBMs should ensure the fair treatment of the international aviation sector in
relation to other sectors;
Recalling the UNFCCC and the Paris Agreement and acknowledging its principle of common but differentiated responsibilities
and respective capabilities, in light of different national circumstances;
Also acknowledging the principles of non-discrimination and equal and fair opportunities to develop international aviation set
forth in the Chicago Convention;
Whereas the UNFCCC and the Paris Agreement provide for mechanisms, such as the Clean Development Mechanism (CDM)
and a new market mechanism under the Paris Agreement, to contribute to the mitigation of GHG emissions to support
sustainable development, which benefit developing States in particular;
Welcoming the cooperation between the United Nations Framework Convention on Climate Change (UNFCCC) and
ICAO on the development of CDM methodologies for aviation;
Recognizing that this Resolution does not set a precedent for or prejudge the outcome of negotiations under the UNFCCC,
the Paris Agreement, or other international agreements, nor represent the position of the Parties to the UNFCCC, the Paris
Agreement, or other international agreements;
The Assembly:
1. Resolves that this Resolution, together with Resolution A39-1: Consolidated statement of continuing ICAO
policies and practices related to environmental protection - General provisions, noise and local air quality and Resolution
A39-2: Consolidated statement of continuing ICAO policies and practices related to environmental protection – Climate
change, supersede Resolutions A38-17 and A38-18 and constitute the consolidated statement of continuing ICAO policies
and practices related to environmental protection;
2. Acknowledges the progress achieved on all elements of the basket of measures available to address CO2 emissions
from international aviation, including aircraft technologies, operational improvements, sustainable alternative fuels and a
GMBM scheme and any other measures, and affirms the preference for the use of aircraft technologies, operational
improvements and sustainable alternative fuels that provide the environmental benefits within the aviation sector;
3. Also acknowledges that, despite this progress, the environmental benefits from aircraft technologies,
operational improvements and sustainable alternative fuels may not deliver sufficient CO2 emissions reductions to address
the growth of international air traffic, in time to achieve the global aspirational goal of keeping the global net CO2 emissions
from international aviation from 2020 at the same level;
4. Emphasizes the role of a GMBM scheme to complement a broader package of measures to achieve the global
aspirational goal, without imposing inappropriate economic burden on international aviation;
5. Decides to implement a GMBM scheme in the form of the Carbon Offsetting and Reduction Scheme for International
Aviation (CORSIA) to address any annual increase in total CO2 emissions from international civil aviation (i.e. civil aviation
flights that depart in one country and arrive in a different country) above the 2020 levels, taking into account special
circumstances and respective capabilities;
6. Requests the Council to continue to ensure all efforts to make further progress on aircraft technologies,
operational improvements and sustainable alternative fuels be taken by Member States and reflected in their action plans to
address CO2 emissions from international aviation, and to monitor and report the progress on implementation of action plans,
and that a methodology should be developed to ensure that an aircraft operator’s offsetting requirements under the scheme
in a given year can be reduced through the use of sustainable alternative fuels, so that all elements of the basket of measures
are reflected;
7. Request the Council to continuously monitor the implementation of all elements of the basket of measures, and
consider the necessary policies and actions to ensure that progress is achieved in all of the elements in a balanced way with
an increasing percentage of emissions reductions accruing from non-MBM measures over time;
8. Acknowledges special circumstances and respective capabilities of States, in particular developing States, in terms
of vulnerability to the impacts of climate change, economic development levels, and contributions to international aviation
emissions, among other things, while minimizing market distortion;
9. Decides the use of a phased implementation for the CORSIA to accommodate the special circumstances and
respective capabilities of States, in particular developing States, while minimizing market distortion, as follows:
b) First phase applies from 2024 through 2026 to States that voluntarily participate in the pilot phase, as well
as any other States that volunteer to participate in this phase, with the calculation of offsetting requirements in
paragraph 11 a) below;
c) All States are strongly encouraged to voluntarily participate in the pilot phase and the first phase, noting
that developed States, which have already volunteered, are taking the lead, and that several other States have also
volunteered;
d) The Secretariat will make public on the ICAO website updated information on the States that volunteered
to participate in the pilot phase and first phase;
e) Second phase applies from 2027 through 2035 to all States that have an individual share of international
aviation activities in RTKs in year 2018 above 0.5 per cent of total RTKs or whose cumulative share in the list of States
from the highest to the lowest amount of RTKs reaches 90 per cent of total RTKs, except Least Developed Countries
(LDCs), Small Island Developing States (SIDS) and Landlocked Developing Countries (LLDCs) unless they volunteer
to participate in this phase;
f) States that are exempted or have not yet participated are strongly encouraged to voluntarily participate in
the scheme as early as possible, in particular those States that are members of a regional economic integration
organization. States who decide to voluntarily participate in the scheme, or decide to discontinue the voluntary
participation from the scheme, may only do so from 1 January in any given year and they shall notify ICAO of their
decision by no later than 30 June of the preceding year;
g) Starting in 2022, the Council will conduct a review of the implementation of the CORSIA every three years,
including its impact on the growth of international aviation, which serves as an important basis for the Council to
consider whether it is necessary to make adjustments to the next phase or compliance cycle and, as appropriate, to
recommend such adjustments to the Assembly for its decision;
10. Decides that the CORSIA shall apply to all aircraft operators on the same routes between States with a view to
minimizing market distortion, as follows:
a) all international flights on the routes between States, both of which are included in the CORSIA by paragraph
9 above, are covered by the offsetting requirements of the CORSIA;
b) all international flights on the routes between a State that is included in the CORSIA and another State that
is not included in the CORSIA by paragraph 9 above are exempted from the offsetting requirements of the CORSIA,
while retaining simplified reporting requirements; and
c) all international flights on the routes between States, both of which are not included in the CORSIA by
paragraph 9 above, are exempted from the offsetting requirements of the CORSIA, while retaining simplified
reporting requirements;
11. Decides that the amount of CO2 emissions required to be offset by an aircraft operator in a given year from 2021 is
calculated every year as follows:
a) an aircraft operator’s offset requirement = [ % Sectoral × (an aircraft operator’s emissions covered by
CORSIA in a given year × the sector’s growth factor in the given year)] + [ % Individual × (an aircraft operator’s
emissions covered by CORSIA in a given year × that aircraft operator’s growth factor in the given year);
b) where the sector’s growth factor = (total emissions covered by CORSIA in the given year – average of total
emissions covered by CORSIA between 2019 and 2020) / total emissions covered by CORSIA in the given year;
c) where the aircraft operator’s growth factor = (the aircraft operator’s total emissions covered by CORSIA in
the given year – average of the aircraft operator’s emissions covered by CORSIA between 2019 and 2020 ) / the
aircraft operator’s total emissions covered by CORSIA in the given year;
i) from 2021 through 2023, 100% sectoral and 0% individual, though each participating State may
choose during this pilot phase whether to apply this to:
iv) from 2030 through 2032, at least 20% individual, with the Council recommending to the Assembly
in 2028 whether and to what extent to adjust the individual percentage;
v) from 2033 through 2035, at least 70% individual, with the Council recommending to the Assembly
in 2028 whether and to what extent to adjust the individual percentage;
f) the aircraft operator’s emissions and the total emissions covered by CORSIA in the given year do not
include emissions exempted from the scheme in that year;
g) the scope of emissions in paragraphs 11 b) and 11 c) above will be recalculated at the start of each year to
take into account routes to and from all States that will be added due to their voluntary participation or the start of a
new phase or compliance cycle;
12. Decides that a new entrant is exempted from the application of the CORSIA for three years or until the year in which
its annual emissions exceed 0.1 per cent of total emissions in 2020, whichever occurs earlier. From the subsequent year, the
new entrant is included in the scheme and treated in the same way as the other aircraft operators.
13. Decides that, notwithstanding with the provisions above, the CORSIA does not apply to low levels of international
aviation activity with a view to avoiding administrative burden: aircraft operators emitting less than 10,000 metric tonnes of
CO2 emissions from international aviation per year; aircraft with less than 5,700 kg of Maximum Take Off Mass (MTOM); or
humanitarian, medical and firefighting operations;
14. Decides that the emissions that are not covered by the scheme, as the results of phased implementation
and exemptions, are not assigned as offsetting requirements of any aircraft operators included in the scheme;
15. Notes the work of the Council, with the technical contribution of CAEP, on: a) the monitoring, reporting and verification
(MRV) system; b) recommended criteria for emissions units to be purchased by aircraft operators that take into account
developments in the UNFCCC process; c) and registries under the CORSIA, and requests the Council, with the technical
contribution of CAEP, to complete its work as soon as possible including the provision of capacity building and assistance,
so as to enable the full implementation of the CORSIA from 2020;
16. Decides a three year compliance cycle, starting with the first cycle from 2021 to 2023, for aircraft operators to
reconcile their offsetting requirements under the scheme, while they report the required data to the authority designated by
the aircraft operator’s State of registry every year;
17. Decides on the need to provide for safeguards in the CORSIA to ensure the sustainable development of the
international aviation sector and against inappropriate economic burden on international aviation, and requests the Council
to decide the basis and criteria for triggering such action and identify possible means to address these issues;
18. Decides that a periodic review of the CORSIA is undertaken by the Council, for consideration by the Assembly, every
three years from 2022 for the purpose referred to in paragraph 9 g) above and to contribute to the sustainable development
of the international aviation sector and the effectiveness of the scheme. This will involve, inter alia:
b) consideration of the scheme’s improvements that would support the purpose of the Paris Agreement,
in particular its long-term temperature goals; and update the scheme’s design elements to improve implementation,
increase effectiveness, and minimize market distortion, taking into account the consequential impact of changing
the scheme’s design elements, e.g., to MRV requirements; and
c) a special review by the end of 2032 on termination of the scheme, its extension or any other improvements
of the scheme beyond 2035, including consideration of the contribution made by aircraft technologies, operational
improvements and sustainable alternative fuels towards achieving the ICAO’s environmental objectives;
19. Determines that the CORSIA or any other scheme decided by the Assembly is to be the market- based measure
applying to CO2 emissions from international aviation;
20. Requests the following actions be taken, with a view to establishing necessary mechanisms for implementation of the
CORSIA from 2020:
a) the Council to develop, with the technical contribution of CAEP, the SARPs and related guidance material
for the implementation of the MRV system under the CORSIA, including simplified MRV procedures, for adoption by
the Council by 2018;
b) all Member States whose aircraft operator undertakes international flights to develop the necessary
arrangements, in accordance with the MRV SARPs, for implementation from 1 January 2019;
c) the Council to develop, with the technical contribution of CAEP, the SARPs and related guidance material
for Emissions Unit Criteria (EUC) to support the purchase of appropriate emissions units by aircraft operators under
the scheme, taking into account relevant developments in the UNFCCC and Article 6 of the Paris Agreement, for
adoption by the Council as soon as possible but not later than 2018;
d) the Council to establish, with the technical contribution of CAEP, a standing technical advisory body on the
Emissions Unit Criteria (EUC) to make recommendations to the Council on the eligible emissions units for use by the
CORSIA;
e) the Council, with the technical contribution of CAEP, to periodically review the EUC SARPs and related
guidance material, as appropriate, to promote compatibility with future relevant decisions under the Paris
Agreement;
f) the Council to develop, with the technical contribution of CAEP, policies and related guidance material
to support the establishment of registries under the scheme, for adoption by the Council by 2018;
g) the Council to establish a consolidated central registry under the auspices of ICAO, for operationalization
no later than 1 January 2021;
h) Member States to develop necessary arrangements for the establishment of their own registries or
group registries established by groups of States, or to arrange for participation in other registries, in accordance
with the ICAO guidance;
i) the Council to oversee the functioning of the CORSIA, with support provided by the standing technical
advisory body and CAEP as needed;
j) Member States to take necessary action to ensure that the necessary national policies and regulatory
framework be established for the compliance and enforcement of the scheme by 2020.
21. Decides that emissions units generated from mechanisms established under the UNFCCC and the Paris Agreement
are eligible for use in CORSIA, provided that they align with decisions by the Council, with the technical contribution of CAEP,
including on avoiding double counting and on eligible vintage and timeframe;
22. Decides that ICAO and Member States take all necessary actions in providing the capacity building and
assistance and building partnerships for implementation of the CORSIA from 2020, including:
a) the Council to take necessary action to expand the provision of capacity building and assistance for the
preparation and implementation on Member States’ action plans, in order to accommodate capacity building and
assistance for implementation of the MRV system by Member States from 1 January 2019, including organization
of seminars and training in all regions from 2017, and facilitation of financial support where needed, in particular for
those States that volunteer to participate in the pilot phase and require support to do so;
b) Member States to build partnerships among themselves to cooperate on the implementation of the MRV
system;
c) the Council to take necessary action to expand the provision of capacity building and assistance for the
preparation and implementation on Member States’ action plans, in order to accommodate capacity building and
assistance for establishment of registries by States, including organization of seminars and training in all regions
from 2017, and facilitation of financial support where needed, in particular for those States that volunteer to
participate in the pilot phase and require support to do so;
d) Member States to build partnerships among themselves to cooperate on the establishment of their own
registries or group registries established by groups of States, and possible pilot implementation;
23. Decides that the CORSIA will use emissions units that meet the Emissions Unit Criteria (EUC) in paragraph 20 above;
24. Requests the Council to promote the use of emissions units generated that benefit developing States, and encourages
States to develop domestic aviation-related projects;
25. Requests the Council to explore further development of aviation-related methodologies for use in offsetting
programmes, including mechanisms or other programmes under the UNFCCC, and encourages States to use such
methodologies in taking actions to reduce aviation CO2 emissions, which could further enable the use of credits generated
from the implementation of such programmes by the CORSIA, without double-counting of emissions reduction;