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Aviation and Environment Presentation to the Air Transport Association of Canada

Aviation and Environment Presentation to the Air Transport Association of Canada Brigita Gravitis-Beck November 7, 2010. Introduction. Part 1 – ICAO: Committee on Aviation Environmental Protection (CAEP) Activities Part 2 – ICAO: Climate Change Framework

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Aviation and Environment Presentation to the Air Transport Association of Canada

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  1. Aviation and Environment Presentation to the Air Transport Association of Canada Brigita Gravitis-Beck November 7, 2010

  2. Introduction Part 1 – ICAO: Committee on Aviation Environmental Protection (CAEP) Activities Part 2 – ICAO: Climate Change Framework Part 3 – Memorandum of Understanding with ATAC

  3. Part 1ICAO Committee on Aviation Environmental Protection (CAEP) Activities Update – Greenhouse Gas, Air Pollutant and Noise Emissions

  4. Part 1 - Overview • CAEP - Background • What happened at the last meeting of CAEP • Recent CAEP decisions • CAEP work priorities • Information on CO2 Standard, particulate matter, noise, and operational measures

  5. CAEP Background – CAEP Structure

  6. CAEP Background - what CAEP does • CAEP assists the ICAO Council to: • formulate new policies and • adopt new Standards on aircraft noise and aircraft engine emissions. • CAEP meets formally every 3 years to: • review the work doneover the previous cycle; • make decisions on Member State recommendations regarding new emissions standards for new aircraft designs; and • develop operational best practices. • CAEP also establishes the work priorities for the next 3 year cycle – which must be adopted by the Council and the Assembly.

  7. Recent Decisions CAEP 8 February 1-12, 2010 • Developed a new NOx stringency standard for new subsonic jet engine designs: • 5 to 15 % reductions from CAEP 6 levels for small engines and • 15 % reduction for large engines, applicable Dec 31, 2013. • Primarily affects large engine manufacturers. • Adopted a NOx production cut-off for engines not meeting the CAEP 6 stringency limits: • includes an exemption for the production of engines to supply the in-service fleet of aircraft, with the objective of not allowing the number of non-compliant engines to increase. • Applicable Dec 31, 2012

  8. CAEP 9 – New Work Priorities • CAEP work priorities may impact aircraft in the future: • Developing a CO2 standard; • Developing a certification requirement for non-volatile particulate matter; • Studying feasibility of increasing the noise stringency requirements for new aircraft designs.

  9. CAEP 9 – CO2 Standard • Development of a CO2 Standard is proceeding on a priority basis: • the selection of a metric is the first step; • applicability will include new airplane designs and could include in-production airplanes. • The target date for the standard is 2013

  10. CAEP 9 – Particulate Matter • Work is progressing on the evaluation of sampling and measurement methodologies for a certification requirement for non-volatile particulate matter (soot). • Standard will be set in a subsequent CAEP cycle.

  11. CAEP 9 – Noise Stringency Options • The noise working group has proposed five stringency option scenarios for analysis for tougher noise standards. • The group is also following sonic boom research and other supersonic projects.

  12. CAEP 9 - Operations • Work has begun on the Environmental Impact Assessment of Communications, Navigation and Surveillance, and on Air Traffic Management. • ICAO Circular 303 on Operational Opportunities to Minimize Fuel Use and Reduce Emissions is being updated and expanded into a new ICAO Manual.

  13. Part 2ICAO: Climate Change Framework

  14. Part 2 - Overview • Background: Why is Climate Change Important to ICAO • Climate Change Work in ICAO 2007-2010 • 37th Assembly – A Climate Change Resolution • Canada’s Position on the Climate Change Resolution • Next Steps

  15. Background – Why is Climate Change Important to ICAO? • Aviation contributes about 2% of the global CO2 emissions, with international aviation’s contribution estimated at about half of this amount. • International aviation CO2 emissions almost doubled from 1990 to 2006 and has a 2 % growth per year. • Aviation passenger demand is expected to grow by approximately 5% per year. • The United Nations designates ICAO as the organization most capable of dealing with climate change and international aviation.

  16. Source: ATAG – June 2010 presentation to the ICAO Council

  17. Climate Change Work in ICAO 2007-2010 • At ICAO’s 36th (2007) the Assembly created a Group on International Aviation and Climate Change which developed an aggressive 21-point Programme of Action on Climate Change. Including: • A collective global goal to 2050 of a 2% improvement in fuel efficiency per year, calculated on the basis of volume of fuel used per Revenue Tonne Kilometre. • An initial table outlining a basket of measures, and a recommendation that ICAO should continue to develop, and update, guidance on adopting those measures. • Encouraging States to develop action plans articulating their proposed approach, and file those plans with ICAO • Was the basis of ICAO’s input to the UNFCCC COP 15 and the 37th Assembly resolution.

  18. 37th Assembly – A Climate Change Resolution • ICAO’s 37th Assembly was held Sept 28-Oct 8 2010, Climate change was the most debated topic. • A Resolution on Climate Change, tabled on the last day of the Assembly, reflects significant compromises by all member States – yet it was not supported by many countries or was accepted with reservations. • Subjects of interest to your group include goals for CO2 reduction, market-based measures, action plans, assistance to developing States and alternative fuels.

  19. Resolution on Climate Change: Goals • Immediate and long term goals: • States will work to achieve a collective global annual average fuel efficiency improvement of 2% until 2020, and an aspirational global fuel efficiency improvement of 2% from 2021 to 2050 based on the volume of fuel used per revenue tonne kilometre (RTK) performed. • Medium termglobal aspirational goal: • States will collectively strive to keep the global net carbon emissions from 2020 at the same level, taking into account a number of provisions. • This goal is consistent with industry’s position.

  20. Resolution on Climate Change:Market-based Measures (MBM) • The Resolution requests the ICAO Council to: • develop a framework for MBMs and to elaborate on the MBM principles included in the resolution. • explore the feasibility of a global MBM scheme, and to report progress to the 2013 Assembly. • The Resolution exempts carriers from States with activity below 1% RTK from the application of a MBM.

  21. Resolution on Climate Change: Action Plans • States are encouraged to submit before the end of 2012 action plans outlining policies and actions to combat climate change in international aviation and to report annually on CO2 emissions. • States with international aviation activity below 1% of total RTK are not expected to submit plans unless they do so voluntarily.

  22. Resolution on Climate Change: Technical Assistance to Developing States • The Resolution requests ICAO’s Council to facilitate access to technology transfer and capacity building …. to developing countries. • Industry could assist through technology transfer and capacity building.

  23. Resolution on Climate Change: Alternative Fuels • In the Resolution, States are requested to: • develop policy actions to accelerate development, deployment and use of sustainable aviation alternative fuels and to exchange information and best practices; and • consider measures to support sustainable aviation alternative fuels research and development, investments in new feedstock cultivations and production facilities, and incentives to stimulate commercialization and use of sustainable alternative fuels for aviation.

  24. Resolution on Climate Change:Canada’s Position • Canada noted that the Resolution should be treated as a package given the compromises made, and referred to council for further discussion. • Canada also reserved on paragraphs 6(c) and 15. • Paragraph 6(c) states “reductions in emissions from States’ early action to meet the medium term goal prior to 2020 may offset an increase in emissions in developing States.” Canada’s objection is based largely on the non-discrimination principle of the Chicago Convention that underpins the work of ICAO. • Paragraph 15 adopts a 1% RTK cut off for the application of MBM’s. Canada’s objection is based on concerns of market distortions and the lack of analysis of implications.

  25. Next Steps • The Resolution and work flowing from it will be discussed at the next ICAO Council meeting (Nov-Dec, 2010). • Canada is engaging our industry on how to reduce CO2 emissions from aviation. This will inform Canada’s Action Plan.

  26. Part 3Memorandum of Understanding (MOU) with ATAC

  27. Part 3 Overview • Voluntary Agreement With ATAC • ATAC MOU: Annual Reporting • ATAC MOU: Data Capture • ATAC MOU: Looking Forward • ATAC MOU: Data Requested • ATAC MOU: Data Outputs

  28. Voluntary Agreement With ATAC • MOU between ATAC and TC, signed in 2005, was the first voluntary agreement between the air industry and its regulator. • The MOU: • is based on ICAO’s 2004 “Template and Guidance on Voluntary Measures”; • establishes an annual average fuel efficiency improvement goal of 1.1 percent, and a cumulative improvement of 24 percent by 2012, compared to the 1990 baseline; • at the time of the signing, the 1.1% reduction target was consistent with IATA’s approach.

  29. ATAC MOU: Annual Reporting • Reports developed for 2006, 2007 and 2008; publicly available on TC’s website. • 2009 Report approved by ATAC MOU Management Committee; will be posted once translated. • NACC airlines continue their support for the MOU and have provided data for 2008 and 2009 reports.

  30. ATAC MOU: Data Capture 1. Data from the ATAC air carriers are reported through the ATAC GHG Emissions Reporting System (AGERS). 2.Annual data requested includes: • Litres of fuel burned; • Available seat-kilometres or miles (ASK or ASM); • Available tonne-kilometres or ton-miles (ATK or ATM) (cargo only); • Revenue passenger-kilometres or -miles (RPK or RPM); • Revenue tonne-kilometres or ton-miles (RTK or RTM) (cargo only); • Total available tonne-kilometres or ton-miles (total ATK or total ATM) (total of passengers weight at 100 kg each plus cargo weight); • Total revenue tonne-kilometres or ton-miles (total RTK or total RTM) (total of passengers weight at 100 kg each plus cargo weight).

  31. ATAC MOU: Data Capture (Continued) 3. Once data are collected, de-identified and aggregated, the AGERS database produces the following: • Summary of annual air sector GHG total emissions; • Annual air sector GHG emissions intensity trends; • Individual company emissions report, on request by company affected;

  32. ATAC MOU: Data Outputs 4. The values computed and reported include: • Cargo Revenue Tonne-Kilometres (RTK); • Revenue Passenger-Kilometres (RPK); • Total Revenue Tonne-Kilometres (Total RTK) (100 kg per passenger); • Litres of fuel burned per year; • Litres per 100 Revenue Tonne-Kilometres (L/100 RTK); • Litres per Revenue Tonne-Kilometres (L/RTK); • Cargo Available Tonne-Kilometres (ATK); • Passenger Available Tonne-Kilometres (ATK) (100 kg per passenger); • Total Available Tonne-Kilometres; • Litres per 100 Available Tonne-Kilometres (L/100 ATK); • Tonnes of CO2e emissions; • CO2e emissions per Revenue Tonne-Kilometres; • CO2e emissions per Available Tonne-Kilometres.

  33. ATAC MOU: Looking Forward • Although both ATAC and NACC continue to support the MOU objectives, both associations recognize the need to re-visit the agreement. • The aviation industry and the Government of Canada are collaborating to reduce emissions from aviation sources. In March 2010, Transport Canada joined with air carriers, airports, navigation services provider, aerospace industry and the business aviation sector to form a Working Group on Aviation Emissions. • ATAC is an active member of the Working Group.

  34. ATAC MOU: Looking Forward • The two objectives of the Working Group are to provide a collaborative forum for information sharing and discussion, and develop and implement an action plan to reduce emissions from the Canadian aviation sector. • Seven areas have been identified where industry cooperation and synergies can be harnessed to achieve emission reductions:

  35. For more information on … Thank you …

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