Annexes to COM(2020)747 - Updated analysis of the non-CO2 climate impacts of aviation and potential policy measures pursuant to EU Emissions Trading System Directive Article 30(4)

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dossier COM(2020)747 - Updated analysis of the non-CO2 climate impacts of aviation and potential policy measures pursuant to EU Emissions Trading ...
document COM(2020)747 EN
date November 23, 2020
Agreement, complementary to climate action already being taken. This would allow moving towards policies targeting aviation’s full climate impacts. This would also result in co-benefits regarding local air quality.


However, the complexity of non-CO2 climate impacts relative to CO2 ones and the trade-offs between various impacts, poses a challenge to the policy measures analysed in the report and summarised above. This report is an important step towards better knowledge, both on the science and on policy measures and the Commission will further examine the measures suggested by the experts, each with its associated advantages and drawbacks. The specific issues identified in the report need to be addressed in order to take these potential measures forward at EU level. Without necessarily being exhaustive, three main dimensions for further work could be envisaged:


First, the scientific consensus indicates that – from measurements at ground and altitude – the use of sustainable aviation fuels – be it advanced biofuels or power-to-liquid fuels – reduce soot particulate emissions. The ReFuelEU Aviation initiative, already announced under the European Green Deal, aims to provide climate benefits through both lower life-cycle CO2 emissions and lower nvPM emissions. In addition, Commission services could further explore the possibility to make the current global standard for maximum aromatics content in aviation fuels more stringent.


Secondly, there is a clear need for additional research, to increase knowledge and certainty of the various non-CO2 impacts and trade-offs between them. This requires measuring emissions at the different stages of flights and related to different types of fuels. Related and of crucial importance are accurate factors that compare the climate change impact of non-CO2 emissions to CO2 emissions, due to the different timescales on which these pollutants operate. Further research on metrics and time horizons could be used to assess the impact of potential policy measures. Horizon Europe provides a suitable platform at EU level for supporting such research.


Thirdly, increasing the efficiency of operational measures, in particular Air Traffic Management is key and needs European coordination. For instance, a potential first step towards full optimisation of flight profiles for lower climate impacts could focus on ways to avoid ice-supersaturated areas and the formation of persistent contrails over the Atlantic airspace, in order to complement the work carried out since 2013 in this area. 4 An enhanced capability to predict accurately the formation of persistent contrails would be needed to support the implementation of this policy option.


In conclusion, the Commission takes note of the findings of the report consolidating the state of the art of the climate science on the subject, as well as identifying potential measures to address these. The Commission commends the enclosed EASA report as an updated analysis of the non-CO2 effects of aviation under Article 30(4) of Directive 2003/87/EC, and will further examine the measures suggested therein.


(1)

  https://ec.europa.eu/clima/sites/clima/files/transport/aviation/docs/sec_2006_1684_en.pdf

(2)

  https://ec.europa.eu/transport/sites/transport/files/modes/air/studies/doc/environment/oct_2008_nox_final_report.pdf

(3)

The concept of a climate charge is to levy a charge on the full climate impact of each individual flight (separate from the EU ETS). This makes it the measure with the broadest coverage.

(4)

 See, for instance, the project ATM4E at: https://www.atm4e.eu