THE RIGHT FLIGHTPATH TO REDUCE AVIATION EMISSIONS - UNFCCC ...
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November 2011
UNFCCC CLIMATE TALKS, DURBAN
The right flightpath to
reduce aviation emissions
The aviation sector recognises the growing and urgent need for society to
address the global challenge of climate change. It also emphasises that
aviation plays a vital role in promoting sustainable development and should
remain safe, affordable and accessible in order to ensure mobility on an
equitable basis to all sectors of society.
The international community thus kind, the agreement formulates In the short term, between 2010
has a common responsibility to global targets for the sector, along and 2020, aviation is committed
ensure that aviation can continue with a set of principles for the to improve its fuel efficiency
to deliver vital social and economic use of economic measures, while by an average of 1.5% per year,
benefits, while addressing aircraft taking into account the specific representing a further efficiency
CO2 emissions. The United Nation’s needs of developed and developing gain of 17% by 2020 or 2.2 billion
specialised agency for aviation, countries. COP17 in Durban presents tonnes of CO2 savings. To achieve
the International Civil Aviation a unique opportunity to build on the this, 12,000 new aircraft will have
Organization (ICAO) must continue to successful outcome of the 37th ICAO to enter service in this period, at
play a leading role in efforts to limit Assembly and further strengthen a cost of $1.3 trillion to airlines.
and reduce aviation emissions. ICAO cooperation between governments Furthermore, some infrastructure
has the expertise and experience to and the aviation sector to jointly and air traffic management efficiency
deal with this unique sector of the address the climate change challenge. improvements are dependent on
economy and can build on knowledge direct government investments over
developed through previous work As early as 2007, the global aviation which the industry has little visibility
that, among other things, has seen community adopted a four-pillar and control.
aviation become the safest form of strategy, which promotes and drives
travel on earth. efforts in four key areas: improved From 2020, aviation will cap its net
technology, efficient operations, carbon emissions (through carbon
At the 37th ICAO Assembly in October effective infrastructure and positive neutral growth) and by 2050 it aims
2010, governments reached a global economic measures. In 2009, to halve its net emissions compared
agreement on a sectoral framework the sector announced ambitious to 2005 levels.
for addressing international aviation collective targets for aviation
emissions. Being the first of its emissions reductions. The aviation sector is determined
to be part of the solution but insists
it cannot be held responsible
A position paper presented by the global aviation industry for more than its fair share of
emissions. Achieving its collective
targets is therefore contingent upon
other stakeholders – particularly
governments – playing a responsible
role as well.Carbon-neutral These fuels can be produced
Our climate targets
growth to be sustainably to minimise impacts on
food crops and fresh water usage. Tests
achieved from 2020 flights have clearly demonstrated that
the use of biofuel from these sources as
1.5%
In 2008, airlines, manufacturers,
“drop-in” fuels is safe and technically We will improve our fleet fuel
air navigation service providers and efficiency by 1.5% per annum
airports came together in Geneva and sound. Biofuels can be blended with
existing jet fuel in increasing quantities between now and 2020.
signed a commitment to a pathway to
carbon-neutral growth. as they become available.
Carbon neutral growth means that Improved operational practices,
Stabilise
net CO2 emissions from aviation including reduced auxiliary power From 2020, net carbon emissions
would peak in 2020, stabilise unit usage, more efficient flight from aviation will be capped
procedures, and weight reduction through carbon-neutral growth.
and then decline after that, while
accommodating increased air measures, could achieve further
transport demand. To achieve carbon
neutral growth from 2020, a multi-
reductions in CO2 emissions. 50%
By 2050, net aviation carbon
faceted approach is required with a Infrastructure improvements present
emissions will be half of what they
strong commitment from all aviation a major opportunity for CO2 reductions
were in 2005.
stakeholders: aircraft operators, in the near term. Initial estimates by
manufacturers, fuel suppliers, the IPCC indicated 12% inefficiency
airports, and air navigation service in global air transport infrastructure.
providers working together through Since then 4% efficiencies have already
the four pillars of the aviation been achieved. Full implementation of
industry strategy outlined below. more efficient air traffic management
and airport infrastructure could
Of the four pillars, technology has provide substantial emissions
by far the best prospects for reducing reductions through implementation of
aviation emissions. The industry is measures such as the Single European
making great advances in technology Sky and the Next Generation Air Traffic
such as: revolutionary new aircraft Management system in the USA.
designs; new composite lightweight
materials; radical new engine advances; While efforts from the first three
and the development of sustainable pillars will go a long way to achieving
alternative jet fuels which could reduce the goal of carbon neutral growth
CO2 emissions 80%, on a full carbon from 2020, the aviation sector will
life-cycle basis. The sector is primarily need to turn to the fourth pillar –
focusing on biofuels from second smart economic measures – to
generation sources such as algae, non- close the gap.
food crops and waste biomass.
Mapping out the industry commitments
Known technology, operations Economic measures No action
and infrastructure measures
Net emissions trajectory
Biofuels and additional
new-generation technologies ‘No actions’ trajectory
improve fleet fuel
efficiency by 1.5% per year
from now until 2020 Carbon
neutral
cap net emissions from growth
2020 through carbon
neutral growth
by 2050, net aviation
-50%
carbon emissions will be by 2050
half of what they were in
2005.
(Schematic, indicative diagram only)A global approach Recognising the specific nature of
Recommendations for
for aviation the aviation sector, governments at
the 37th ICAO Assembly (October including aviation in a
2010) demonstrated that multilateral global climate change
Aviation is the ultimate global
collaborative action by all States framework
activity: it provides an interconnected
network of air services spanning through a global sectoral approach
under ICAO is the most appropriate The global aviation sector
the entire globe, with aircraft - and recommends:
their emissions - crossing continents mechanism to effectively address
international aviation emissions in a 1. Aircraft CO2 emissions should
and national jurisdictions on a daily be addressed as part of any
basis. Even flights that are purely post-2012 framework.
post-2012 global climate
within a State’s boundaries can change agreement, through
have implications for international To be effective, however, efforts to
limit or reduce CO2 emissions from the International Civil Aviation
aviation, as domestic flights often Organisation (ICAO).
serve as critical feeders for the aviation should address all parts of
the aviation supply chain. In addition 2. Emissions from aviation
international network. To avoid should be addressed through
a patchwork of overlapping and to aircraft operators this includes
for example aircraft manufacturers, ICAO adopting a global and
potentially conflicting national and comprehensive approach that
regional policies, a framework for fuel suppliers, air navigation service
providers and airports, who directly does not distort competition
addressing CO2 emissions from amongst aircraft operators,
aviation must be developed at a influence aviation’s environmental
performance through the design treats aviation as one indivisible
global level. sector rather than by country.
and deployment of the products and
services they supply. 3. Aviation emissions should be
Further, although aviation is a accounted for in a dedicated,
relatively homogenous sector in global emissions inventory
terms of technology and efficiency Lastly, governments have a
responsibility to establish the right for the sector to reliably track
levels, it is also a highly competitive, progress against industry
R&D-intensive sector, largely legal and fiscal frameworks to
facilitate and increase investment targets, avoid double counting
characterised by low entry barriers, and ensure emissions
thin revenue margins and a high in cost-effective CO2 emissions
reduction measures, including new reductions are only paid for
exposure to external shocks. Policy once.
measures applied in other sectors aircraft and engine technologies,
more efficient air traffic management 4. The aviation industry can
may not necessarily translate to achieve carbon neutral growth
aviation. While the aviation sector has infrastructure and low-carbon
sustainable alternative jet fuels, and from 2020 and work towards
many characteristics that make the reducing aviation net carbon
development of policy mechanisms to enable the full and unrestricted
access of the aviation sector to the emissions by 50% in 2050,
to further reduce emissions more compared to 2005 levels.
challenging than for other fossil global carbon market and use of
available mitigation measures outside These ambitious targets are
fuel consuming sectors, it has an contingent upon governments
unparalleled record of CO2 efficiency the sector.
providing necessary
improvements. investments for:
• modernisation of air traffic
management
• aerodynamic and
operations technology
research and development
through academic and
industry partners
• development and
commercialisation of
sustainable, second-
generation biofuels for use
in aviation
For further information about the many ways the aviation industry is reducing its climate impact, check the
cross-industry resource centre at www.enviro.aero
To arrange a briefing from an aviation industry representative at COP17, please contact doddh@atag.orgProposed targets and what measures to use to reduce and/
MEASURES TO ADDRESS AVIATION
guiding principles or mitigate its CO2 emissions to meet
EMISSIONS MUST BE GLOBAL
its target, including fleet renewal,
retrofits, operational improvements,
ICAO is the appropriate United
Nations body for setting and sustainable alternative fuels, as Unilateral
administering aviation-specific
standards and targets to further
well as certified carbon credits and
potentially any tradable allowances response
address CO2 emissions from
aviation and for developing a global
obtained from the carbon markets.
measures are
framework for aviation to address Geographic coverage - Due to
the global, interconnected nature
not useful
climate change. Following adoption
of the groundbreaking ICAO of air transport, governments are The safe, orderly and efficient
Assembly resolution of October 2010, encouraged to equally apply the functioning of today’s international
the aviation sector urges governments parameters of a global framework air transport system relies on
to support ICAO in the further to both domestic and international the adoption of commonly agreed
aviation emissions, without standards, rules and regulations.
development and implementation of
distinction. The use of unilateral measures,
this agreement.
regulating foreign operators
Interdependencies of measures without the consent of their
In addition to the principles already governments, critically undermines
agreed by governments at the ICAO - The key CO2 abatement
opportunities for the aviation this foundation. It also puts aviation
37th Assembly (see box next page), at risk of being caught in a web of
it is recommended that the further sector are the implementation
of new technologies, including uncoordinated, costly and ineffective
development of the global framework measures and counter-measures
for aviation through ICAO reflects low fuel burn aircraft and engine
technologies, alternative fuels with imposed by governments, which
the following targets and guiding will benefit no one but may harm
principles: reduced life-cycle CO2 emissions,
and ongoing improvements in economies and environments
operational efficiency and air traffic worldwide.
Targets - In line with aspirational
goals already under discussion in management systems and processes.
ICAO, a mid-term target to stabilise While the aviation sector continues
net CO2 emissions from aviation to explore and exploit the full range
from 2020 onward (carbon-neutral of available abatement opportunities,
growth), subject to critical aviation it is important to consider the
infrastructure and technology interrelationships between the
advances achieved by the industry various mitigation measures. For
and government, should be adopted. example, some actions such as
changing preferred runway usage
A long-term aspirational goal would and reducing flightpath lengths near
be to reduce aviation net carbon airports can adversely affect noise
emissions by 50% in 2050, compared management procedures. Therefore
to 2005 levels. regulators, when formulating actions
to address CO2 emissions from
Accounting for aviation emissions aviation, must carefully consider and
- Aviation CO2 emissions should be balance the overall possible impacts
accounted for in a dedicated global of such actions.
emissions inventory for the sector,
not at a regional or national level. It is But whatever the approach, all
essential that emissions from aviation adopted measures should be
are accounted for only once, whether technologically feasible, economically
from domestic or international reasonable, socially responsible and
activities and that any market- environmentally beneficial.
based measures addressing aviation
emissions are not duplicative. Above The aviation sector believes that
all fair competition must be ensured ICAO is uniquely qualified to provide
between aircraft operating on the guidance and technical expertise to
same routes develop CO2 mitigation measures and
ensure that they do not adversely
Individual carrier responsibilities impact on other sensitive aviation
- Responsibility for meeting the areas such as noise and local air
collective industry CNG 2020 target quality.
should take into account each
For more information:
carrier’s fuel efficiency performance.
www.atag.org
Each carrier has the option to decideCost-effective economic measures Administration - Effective
ICAO principles for market-
- Economic measures to address administration of a global framework
based measures
CO2 emissions from aviation requires implementation,
must be cost-effective and non- management and oversight of the The guiding principles for the
duplicative, while minimising following processes: target setting, design and implementation of
market distortions. These measures, CO2 monitoring and reporting, market-based measures (MBMs)
developed through ICAO, should compliance and enforcement. for international aviation, adopted at
be transparent, administratively Administration should be undertaken the 37th ICAO Assembly, Resolution
simple and implemented on the by the organisation(s) able to do so in 37-19:
basis of consensus. They should also the most efficient and cost-effective a) MBMs should support
provide full and open access to the manner and could involve both sustainable development of the
global carbon market and recognise government and industry bodies. international aviation sector;
past and future achievements As the designated United Nations b) MBMs should support the
and investments in aviation fuel body for international aviation, ICAO mitigation of GHG emissions from
efficiency and in other measures should have a central oversight role international aviation;
to reduce aviation emissions. The in this process. As is currently already c) MBMs should contribute
aviation industry reiterates that the case with regard to aviation noise towards achieving global
economic measures should not and non-CO2 emissions, ICAO should aspirational goals;
impose an inappropriate economic create and maintain a robust aviation d) MBMs should be transparent
burden on aviation. Taxes, levies CO2 emissions inventory, available on and administratively simple;
and charges targeted at air transport an equal access basis. e) MBMs should be cost-effective;
are environmentally ineffective and f) MBMs should not be duplicative
severely undermine the sector’s Special needs of developing and international aviation CO2
ability to invest in further emissions countries - The 37th ICAO Assembly, emissions should be accounted for
reduction technology, operations and held in October 2010, demonstrated only once;
infrastructure measures. that political leadership can produce g) MBMs should minimise carbon
innovative solutions to recognise and leakage and market distortions;
Use of revenues - Any eventual accommodate states with special h) MBMs should ensure the fair
revenues from economic measures needs that have difficulty complying treatment of the international
under a global framework to with standards or recommended aviation sector in relation to other
sectors;
address aviation emissions should practices. The de minimis provisions
i) MBMs should recognise past
be clearly earmarked for aviation of the Assembly resolution should
and future achievements and
and environmental purposes. Such be respected and the threshold and
investments in aviation fuel
revenues should be prioritised its potential impacts on the aviation
efficiency and in other measures
for re-investment in additional, industry and markets must be kept
to reduce aviation emissions;
cost-effective measures to further under regular review.
j) MBMs should not impose
improve the emissions profile of inappropriate economic burden on
aviation, for instance by supporting international aviation;
the development and deployment k) MBMs should facilitate
of more fuel-efficient aircraft, appropriate access to all carbon
engines, infrastructure, low markets;
carbon sustainable jet fuels and l) MBMs should be assessed in
investment in air traffic management relation to various measures
technologies. Part of such revenues on the basis of performance
could be set aside for carbon offset measured in terms of CO2
projects within the sector. emissions reductions or
avoidance, where appropriate;
Use of carbon market instruments m) MBMs should include de
- For a global approach for aviation minimis provisions;
to be effective it must have an open n) where revenues are generated
architecture, i.e. aviation should have from MBMs, it is strongly
unrestricted access to carbon market recommended that they should
instruments to meet its obligations, be applied in the first instance
on a par with other sectors. The full to mitigating the environmental
integration of aviation sector CO2 impact of aircraft engine
emissions in the global emissions emissions, including mitigation
inventory should make this possible. and adaptation, as well as
assistance to and support for
developing States; and
o) where emissions reductions
are achieved through MBMs, they
should be identified in States’
emissions reporting.2%
In 2010, the global aviation industry If aviation were a country, it would rank 21st in the world in terms
produced 649 million tonnes of gross domestic product (GDP), generating $425 billion of GDP per
of carbon dioxide. This is 2% of year, considerably larger than some members of the G20 (and around
the global total of over 34 billion the same size as Switzerland). By 2026, it is forecast that aviation will
tonnes produced by humans. contribute $1 trillion to world GDP.
Source: IATA Economics / IPCC, 2007 Source: Oxford Economics, Aviation: the Real World Wide Web, 2009
77%
Globally, the average occupancy
80%
Alternative fuels, particularly
2.6 billion
2010: over 2.6 billion passengers
of aircraft is around 77%, greater sustainable biofuels, have been were carried by the world’s airlines.
than other forms of transport. identified as excellent candidates Source: IATA Economics
for helping achieve the industry
80%
targets. Biofuels derived from
77%
biomass such as algae, jatropha
60%
and camelina have been shown
Around 80% of aviation CO2 is
40% to reduce the carbon footprint of
emitted from flights of over 1,500
AIRCRAFT
30% aviation fuel by up to 80% over
kilometres, for which there is
COACH
TRAIN
their full lifecycle.
no practical alternative mode of
CAR
Figures for aircraft are worldwide. Figures for other
Source: ATAG, the Beginner’s Guide to Aviation
Biofuels / Sustainable Oils and Honeywell UOP analysis
transport.
modes are UK averages. Source: IATA Economics
35%
While air transport carries around 0.5% of the volume of world trade Over 33 million people are
shipments, it is over 35% by value – meaning that goods shipped by air employed worldwide in aviation
are very high value commodities, often times perishable or time-sensitive. activities and related tourism.
Deliveries of fresh produce from Africa to the UK alone supports the Of this, 5.5 million people work
livelihoods of 1.5 million people, while producing less CO2 than similar directly in the aviation industry.
produce grown in the UK, despite the energy used in transport. Source: Oxford Economics, Aviation: the Real World
Source: Oxford Economics, Aviation: the Real World Wide Web, 2009 Wide Web, 2009
70%
A jet aircraft coming off the
3 litres
The new Airbus A380, Boeing 787
Aviation
1,715 airlines operate a fleet
production line today is over 70% and Bombardier CSeries aircraft of 23,000 aircraft serving 3,750
more fuel efficient per passenger use less than 3 litres of jet fuel airports through a route network
seat kilometre than one delivered per 100 passenger kilometres. of millions of kilometres managed
in the 1960s. This matches the efficiency of most by 160 air navigation service
Source: ATAG Beginner’s Guide to Aviation Efficiency modern compact cars. providers.
Source: Manufacturers Source: Oxford Economics, 2009
An industry united
This paper was developed by the following organisations, representing the combined global commercial aviation sector,
and coordinated by the Air Transport Action Group:
• Airports Council International, representing over 1600 airports serving 95% of the world’s passengers.
• Civil Air Navigation Services Organisation, representing 54 air navigation service providers, serving over 85% of
global air traffic.
• International Air Transport Association, representing 230 airlines, flying 93% of scheduled international air traffic.
• International Coordinating Council of Aerospace Industries Associations, representing global commercial aircraft
and engine manufacturers.
• International Business Aviation Council, representing over 8,500 companies operating in the global business
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