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Aviation and Environment
Presentation to the Air Transport Association of Canada
Brigita Gravitis-Beck
November 7, 2010
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Introduction
Part 1 – ICAO: Committee on Aviation
Environmental Protection (CAEP)
Activities
Part 2 – ICAO: Climate Change Framework
Part 3 – Memorandum of Understanding with
ATAC
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Part 1
ICAO Committee on Aviation
Environmental Protection (CAEP)
Activities
Update – Greenhouse Gas, Air Pollutant
and Noise Emissions
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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
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CAEP Background – CAEP Structure
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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 done over 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.
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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
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CAEP 9 – New Work Priorities
• CAEP work priorities may impact aircraft in the future:
– Developing a CO2 standard;
– Developing a certification requirement for nonvolatile particulate matter;
– Studying feasibility of increasing the noise stringency
requirements for new aircraft designs.
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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
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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.
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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.
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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.
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Part 2
ICAO: Climate Change Framework
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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
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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.
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Source: ATAG – June 2010 presentation to the ICAO Council
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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.
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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.
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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 term global 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.
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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.
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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.
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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.
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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.
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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.
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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.
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Part 3
Memorandum of Understanding (MOU) with ATAC
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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
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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.
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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.
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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).
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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;
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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.
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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.
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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:
1 Performance Based Navigation
3 Ground Support Equipment and
Auxiliary Power Units
5 Taxiing
7 Communication and promotion
of best practices
2 Surveillance
4 De-Icing (focus on Tempered
Steam De-Icing Technology)
6 Alternative Fuels
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For more information on …
ICAO’s resolution on Climate Change http://www.icao.int/icao/en/assembl/a37/wp/wp4
02_en.pdf
ICAO’s Programme of Action
http://www.icao.int/env/meetings/GiaccReport_F
inal_en.pdf
ATAC MOU Reports
http://www.tc.gc.ca/eng/programs/environmentecofreight-about-voluntaryvoluntaryagreementsair-82.htm (or Google
ATAC MOU)
ICAO’s resolution on local air quality http://www.icao.int/icao/en/assembl/a37/wp/wp0
24_corr1_en.pdf
ICAO, Climate Change and ATAC
MOU
[email protected]
CAEP Work
gilles.bourgeois @tc.gc.ca
Thank you …
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