Béatrice Adoléhoumé Environment Officer of the European Civil Aviation Conference (ECAC)

1. International aviation and climate change: where do we stand? Béatrice AdoléhouméEnvironment Officer of the European Civil Aviation Conference (ECAC)

2. 2 European Civil Aviation Conference44 States

3. 3 European Civil Aviation Conference Intergovernmental body established in 1955 witha mission to: • harmonise civil aviation policies and practices amongst its Member States and • promote understanding on policy matters between its Member States and other parts of the world; ECAC Directors General meet three times each year, and the organisation delivers the agreed Work Programme via Working and Study Groups etc. ECAC’s strategic priorities are security, safety and the environment. More than 400 people in Member States, regulatory and stakeholder bodies are typically involved in delivering ECAC’s work programmes at any given time. 3

4. 3 European Civil Aviation Conference Environmental activities (1) • Standing group of experts on the Abatement of Nuisances Caused by Air Transport (ANCAT) • fosters exchanges of views and information between Member States and stakeholders, • keeps under review scientific, economic, regulatory developments, • develops, maintains, updates standard methodologies, guidance material, • organisesseminars on aviation environmental issues, and provides advice and recommendations to Directors General, • ANCAT Task Groups develop methodologies • aircraft noise mapping, classification of NOx emissions, modelling of interdependencies 3

5. 3 European Civil Aviation Conference Environmental activities (2) ECAC also – • coordinates European positions on aviation and climate change, and contributes to establishing a level-playing field amongst its 44 Member States; • supports its Member States in their implementation of ICAO Resolutions (notably A37-19) • coordinates its Member States’ inputs to ICAO work in the environmental field (eg in relation to market-based measures and alternative fuels, and in CAEP) 3

6. 3 Some fundamentals • According to IPCC, increase in global average temperature must not exceed 2°C above pre-industrial levels (UNFCCC 2010 Cancun and ICAO 2010 A 37-19). Emissions must peak well before 2020 for that purpose • International aviation emissions • The contribution of aviation CO2 emissions to global warming amounts to 2% (IPCC report) – (1,4% for International aviation) • But significant growth is expected in spite of 2% annual improvement in fuel efficiency

7. 3 ICAO Forecasts: significant growth in CO2 emissions

8. 3 How to mitigate emissions? • KP(2005) : legally binding agreement for national emissions • States which signed it (37+EU) will reach their national objectives in order to reach (2008/2012) a 5% reduction of average emissions (below 1990 level) • In terms of emissions from aviation, Kyoto protocol addresses only domestic aviation • Art. 2.2 of KP: the parties included in Annex I Countries shall pursue the reduction of emissions from international aviation, working through ICAO

9. Any progress in ICAO? • Resolution A37-19 in 2010 : a significant step forward • A goal of 2% annual improvement in fuel efficiency, and a global aspirational goal of carbon neutral growth by 2020. • States may take more ambitious action, prior to 2020 • Submission of action plans for emissions reductions by States above a threshold of 1% total RTK and voluntary submission by others, including request for support and assistance as necessary. • Development of a global CO2 standard for aircraft aiming for 2013 • Development of policy actions to accelerate the appropriate development, deployment and use of sustainable biofuels for aviation • Exploration of the feasibility of a global MBM scheme, and work to develop a framework for MBMs

10. Europe fully committed to implementing the resolution Althoughinsufficiently ambitious: global aspirational goal applies only from 2020, • whereas by 2020, international aviation emissions are projected to be 70% above 2005 levels - even assuming a 2% annual improvement in fuel efficiency. • CO2 emissions from all sources must peak well before 2020. • nonetheless, ECAC States placed a priority on its implementation, including • the delivery of action plans for emissionsreductions, • CAEP worktowards a CO2 standard, • ICAO work on MBMs

11. Action plans for emissions reduction • For ECAC States : build upon the Resolution as soon as possible, and make of the agreement a reality, through the delivery of States’action plans to ICAO by June 2012. • ECAC established a coordination and support group • The delivery of European action plans, regardless of the threshold in the Resolution showed the European willingness to act and to undertake early action for mitigating aviation emissions. • The action plans comprise a common ECAC Section (supra-national level), and a national section for State-specific actions.

12. Action Plans for Emissions Reduction • 31 European Action Plans submitted by the deadline of 30 June • On 30 June ( deadline for submission), ICAO had received 41 action plans amongst which 31 from European States ( now 34, some of which publicly available at http://www.ecac-ceac.org

13. Which actions? European comprehensive approach to aviation’s climate change impact: no single measure sufficient on its own • New standards (through ICAO) • Research and development of New Technology • Clean Sky JTI • Sustainable alternative fuels • ATM modernisation • Single European Sky • SESAR JU • MBMs (ETS and work towards a global MBM) • ACI Carbon accreditation

14. New standards • Developed through ICAO: a priority of its Committee on Aviation Environmental Protection (CAEP) • Huge contribution of Europe into the correspondingTask Group ( co-led by EASA) and Working Group ( Co-Chaired by the UK DfT) • Adoption of a new CO2 metric system on 11 July 2012. It includesfactorswhichaccount for fuselage geometry, maximum take-off weight and fuel burn performance atthreedifferentcruise conditions • Nextsteps: definition of certification procedures and setting a regulatorylimit on the basis of variousassessments: technicalfeasibility, environmentalbenefit, costeffectiveness and interdependencies

15. Clean Sky JTI European public-private partnership for research in order to accelerate delivery of new green technologies

16. Clean Sky initial environmentaltargets

17. Sustainable alternative fuels • From SWAFEA study, comprehensive analysis of • technical feasibility, • environmental sustainability and • economic aspects • … to European advanced biofuels flightpath, • targetted to reach 2 Million tons of bio-jet by 2020 on an annual basis • But several problem to be solved: scalability, availability feedstock, life cycle analysis (including land use change and indirect land use change), and cost

18. ATM modernisation: single EuropeanSky Fundamental principle: to build in Europe a single airspace continuum with a single regulatory framework • SESAR, the technological component of SES, will achieve emissions improvements through the optimisation of air traffic management services • Target for 2020: to enable 10% fuel savings per flight as a result of ATM improvement alone, leading to a 10% reduction of CO2 emissions per flight

19. ACI Airport Carbon Accreditation Scheme, endorsed by ECAC • Launched at ACI Europe’s 2009 annual assembly. • Allows for the assessment and recognition of participating airports’ efforts to manage and reduce their CO₂ emissions. • Independent programme administered by an international consultancy appointed by ACI EUROPE to enforce the accreditation criteria for airports on an annual basis. • Airports must have carbon footprints independently verified in accordance with ISO14064 (Greenhouse Gas Accounting) 6

20. Why are MBMssonecessary?

21. Why are MBM necessary? • In order to reduce the abatement costs (high for other measures of the basket) • In order to allow significant reduction in emissions before 2020 • In order to meet the goal of CNG after 2020 ( to fill in the gap)

22. Where are the major difficulties? 2 main obstacles • CBDR principle (UNFCCC) and non discrimination non distortionprinciples ( ICAO) are not compatible • Scope for MBMs(departingflights vs/national air carriers) • An MBM appliesonly to national air carriers • Applies to all departingflightsfrom the country • Nonetheless, ICAO accelerated the pace of work, • aiming for an agreement on a frameworkfoMBMs by the Assembly, and on a possible global MBM. It is urgent for aviation to alsobeallowedaccess to the carbonmarket, likewiseothersectorswhich have access to lowcostemissionsreduction

23. Any questions….? Béatrice AdoléhouméEnvironment Officer of the European Civil Aviation Conference (ECAC)