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> What do we know about CORSIA’s MRV?

What do we know about CORSIA’s MRV?

Here is a text from the Resolution concerning MRV.

The Assembly requests the following actions be taken, with a view to establishing necessary mechanisms for implementation of the CORSIA from 2020, regarding the implementation of the MRV system:
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.
This statement means that the obligation to comply with MRV applies to all Member States whether they are participating in the scheme or not.
ICAO also encourages Member States to build partnerships among themselves to cooperate on the implementation of the MRV system. So there will be a possibility for States with low traffic to delegate control over their aircraft operators to other State.
Follows all the information about Monitoring, Reporting and Verification available to Verifavia.
Monitoring is not limited to information that needs to be reported. All necessary flight related data should be monitored. Every aircraft operator operating international flights will have to develop and have approved a Monitoring Plan.
Who will be obliged to monitor their flights/emissions:
  1. Aircraft operator:
  • ICAO Designator holder (ICAO Doc 8585)
  • AOC (or equivalent) holder
  • a juridical or natural entity insofar it operates an aircraft
    • A/C owner
    • A/C manufacturer
    • service management companies
  1. When the operator is not identified, liability falls on the juridical or natural entity owner of an aircraft as per the aircraft registration documentation:
  • leasing company
  • financial institution 
All necessary flight relevant information. Most importantly fuel consumed, type of fuel and fuel density.
All international aviation flights need to be monitored, independent of whether the routes flown are covered by the scheme in the given year.
There will be several ways to calculate an aircraft operator’s emissions. ICAO will propose two tiers of calculation. Tier 1 will be used for calculation of big volumes of CO2 and Tier 2 for low volumes of CO2. The threshold for eligibility to use Tier 2 is still under discussion in GMTF (Global MBM Technical Task Force).
These are the allowed methodologies for Tier 1:
  • method A (as used in EU ETS)
  • method B (as used in EU ETS)
  • fuel purchase
  • block off-block on
  • block hours ( an average fuel consumption per hour of all flights, including domestic flights, calculated on block off-block-on basis). 
Tier 2 will be simplified and will provide estimation methodology. We can expect use of an approved tool like the EUROCONTROL Small Emitters Tool, which is used in EU ETS.
The emissions will then be calculated using constant 3.16, representing the number of tonnes of CO2 produced by burning a tonne of aviation fuel.
Reporting will be mandatory for all aircraft operators (see details above).
All necessary information to establish offsetting requirements will have to be reported.

Details of what exactly will have to be reported are not available yet. It is clear now that reported will have to be at least fuel consumed, type of fuel, fuel density, origin, destination, number of flights and emissions.
Actual density of the fuel will have to be reported, unless the aircraft operator has a good reason to use the standard (good reasons to be agreed).
Origin and destination are now considered as per State. It is under consideration whether reporting per airport pair will be mandatory.


Standard electronic tool, standard templates, data elements and rules for reporting language will be available
The report will have to be submitted to the aircraft operator’s administrating State. In case the aircraft operator delegated control to other State, the aircraft operator will have to report to this delegated Sate.
The monitored and reported information will have to be verified to ensure completeness, accuracy, fairness and level play field.

Every aircraft operator will voluntarily develop their internal audit processes and implement those in their Monitoring Plans. Verification will then be performed by an independent third party verifier accredited according to the SARPs. The annual report as well as any sources or supporting information used by the accountable entity will have to be verified and materiality thresholds will vary for tier 1 and tier 2. It is under consideration now whether annual reports from aircraft operators that in a given year flew only on exempted routes will have to be verified as well.

Verifiers will use as reference processes described in the monitoring plan as well as external sources of data.
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