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applied:
i) Noise-related charges should be levied only at airports experiencing noise problems and should be
designed to recover no more than the costs applied to their alleviation or prevention.
ii) Any noise-related charges should be associated with the landing fee, possibly by means of surcharges
or rebates, and should take into account the noise certification provisions of ICAO Annex 16 —
Environmental Protection to the Convention on International Civil Aviation in respect of aircraft noise
levels.
iii) Noise-related charges should be non-discriminatory between users and not be established at such
levels as to be prohibitively high for the operation of certain aircraft.
Emissions-related aircraft charges
to address local air quality problems at or around airports
39. The Council recognizes that although reductions in certain pollutants emitted by aircraft engines that affect
local air quality (LAQ) are being addressed by a variety of measures of a technical or operational nature, some States
may opt to apply emissions charges to address LAQ problems at or around airports. The Council considers that the
costs incurred in mitigating or preventing the problem may, at the discretion of States, be attributed to airports and
recovered from the users and that States have the flexibility to decide on the method of cost recovery and charging to be
used in the light of local circumstances.5 In the event that LAQ emissions-related charges are to be levied, the Council
recommends that all the following principles be applied:
i) LAQ emissions-related charges should be levied only at airports with a defined local air quality
problem, either existing or projected, and should be designed to recover no more than the costs of
measures applied to the mitigation or prevention of the damage caused by the aircraft.
ii) The cost basis for charges should be established in a transparent manner, and the share directly
attributable to aircraft should be properly assessed.
iii) Consultations with stakeholders should take place before any such charges are imposed on air
carriers.
iv) LAQ emissions-related charges should be designed to address the local air quality problem in a
cost-effective way.
v) LAQ emissions-related charges should be designed to recover the costs of addressing the local air
quality problem at airports from the users in a fair and equitable manner, should be non-discriminatory
between users and not be established at such levels as to be prohibitively high for the operation of
certain aircraft.
5. Additional guidance on LAQ emissions-related charges appears in Guidance on Aircraft Emissions Charges Related to Local Air
Quality (Doc 9884).
ICAO’s Policies on Charges for
14 Airports and Air Navigation Services
vi) It is recommended that in levying LAQ emissions-related charges special consideration be given to the
need to reduce the potential impact on the developing world.
vii) LAQ emissions-related charges could be associated with the landing charges, possibly by means of
surcharges or rebates, or in the form of separate charges but should be subject to the proper
identification of costs.
viii) It is recommended that the aircraft emissions charges scheme be based on data that most accurately
reflect the actual operations of aircraft. In the absence of such data, ICAO standardized landing/take
off (LTO) cycle times-in-mode should be used (ICAO Annex 16 — Environmental Protection to the
Convention on International Civil Aviation, Volume II — Aircraft Engine Emissions).
ix) Any State imposing LAQ emissions-related charges on aircraft that are in international operation
should annually report the existence of such charging schemes to ICAO. The charging authority
should maintain records regarding the fees collected and the use of funds to be made available to all
users.
Development of revenues from concessions,
rental of premises and “free zones”
40. The Council recognizes the continuing importance to airports of income derived from such sources as
concessions, rental of premises, and “free zones”. The Council recommends that, with the exception of concessions that
are directly associated with the operation of air transport services, such as fuel, in-flight catering and ground handling,
the full development of revenues of this kind be encouraged while keeping in mind the need for moderation in prices to
the public, the requirements of passengers, and the need for terminal efficiency. All possibilities for developing airport
concession revenues should be studied, and ICAO should be kept informed of practices and conclusions in this regard
so that the benefit of experience may be made available to all.6
　
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