Aviation%20and%20climate%20change

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Aviation and Climate Change
Karsten Krause www.t-e.nu
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European Federation for Transport Environment

• Austria
• Belgium
• Czech Slovak Rep
• Denmark
• Estonia
• Finland
• France
• Germany
• Greece
• Hungary
• Netherlands
• Norway
• Poland
• Portugal
• Romania
• Slovenia
• Spain
• Sweden
• Switzerland

International Coalition for Sustainable Aviation
International Coalition for Sustainable Aviation
International Coalition for Sustainable Aviation
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Sustainable Transport ?
1.) Traffic Prevention 2.) Modal Shift 3.)
Modal Optimisation
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• Contents of the Presentation
• Aviation Growth
• Impact on Climate Change
• International Cooperation
• Unilateral Action
• Conclusions

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Aviation Growth

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• Aviation Growth
• Average Growth Rate of the Global Market about
  5
• Growth in Europe 2003 3,6
• Highest growth rates leisure trips
• Growth of Low-cost airlines in Europe until
  2010 20 anually
• Share of passengers that have been attracted to
  fly by low ticket prices 59

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• Subsidised Growth
• Tax exemptions for ticket sales, kerosene
• Public investment and financial support
• No internalisation of external costs of aviation
  (health impact, environment)
• ()

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• Aviation and Climate Change
• Aviation Growth
• Impact on Climate Change
• International Cooperation
• Unilateral Action
• Conclusions

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• Greenhouse Gas Emissions
• Impact on Climate Change
• Global warming from aviation 1992 3.5
• Increase until 2050 2.6 to 11 times
• Warming comes from
• CO2 Emissions
• Ozone formation (NOx)
• Contrails
• Cirrus clouds

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• Formation of Contrails and Cirrus Clouds

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• Reduce Total Radiative Forcing from Aviation
• Avoiding air traffic
• Optimising aircraft operation and air control
• Phasing-out old and inefficient aircrafts
• Offsets in other sectors

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• Aviation and Climate Change
• Aviation Growth
• Impact on Climate Change
• International Cooperation
• Unilateral Action
• Conclusions

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• ICAO and Climate Change
• Request from UNFCCC (1997 Kyoto Protocol)
• Article 2.2 requires Annex I States (States with
  reduction or limitation targets) to pursue
  limitation or reduction of greenhouse gases
  through cooperation with the ICAO
• Open Question How to allocate international
  emissions
• ICAO reports regularly to the UNFCCC
• Committee on Aviation Environmental Protection
• CAEP reports are presented to the ICAO Council
• Technical Discussions and Policy Statements
• Has no regulatory function

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• CAEP/6
• February 2004
• Conclude 6 years (33) of work of 5 technical
  working groups
• Input to CAEP/6 study on CO2 emission
  trading guidance on CO2 charges guidance
  on voluntary agreements
• Future CAEP work further studies and guidance

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• Perspectives on
• CAEP/ICAO Progress
• CAEP does important work but the outcomes are
  not sufficient
• Slooooow
• Divergent interests within the organisation
• ICAO is used as the standard excuse to postpone
  action to reduce aviation emission on European
  or national level

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• Way forward
• The international aviation industry needs an
  emission redction target
• ICAO needs a timeframe to propose a policy
  strategy on the reduction of greenhouse gas
  emissions
• SBSTA should renew its efforts to resolve the
  question of allocations
• Coexistence of international and unilateral
  policy instruments

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• Aviation and Climate Change
• Aviation Growth
• Impact on Climate Change
• International Cooperation
• Unilateral Action
• Conclusions

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• Key Player The European Union
• EUs commitment reduce greenhouse gas emissions
• EU should play a stronger role in ICAO
• EU has to phase-out aviation subsidies
• EU could introduce a European aviation charge or
  an emission trading scheme

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• European Environmental Aviation Charge
• Various studies have proved the operabilityof a
  charge (i.e. emission per kilometre)
• Possible to extend it to outside Europe, based on
  bilateral agreements
• Focus should be on all greenhouse gas emissions
• European Commission promised a Directive
  proposal by 2001

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• European Aviation Emission Trading
• European CO2 trading for stationary
  sources warm-up phase 2005 2007 Kyoto
  phase 2008 2012
• Review of the trading directive by 31 December
  2004 Opportunity to integrate aviation
  emissions
• Focus on all greenhouse gas emissions
• Cap and trade approach

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Conclusion
.. Aviation needs an absolute target for its
greenhouse gas emissions .. CAEP requires a
clear indication, by when the work on policy
instruments has to be finalised. .. SBSTA
should renew its efforts to resolve the issue
of allocation of emissions from bunker fuels
.. Emission trading and emission charges
could be introduced. The European Union and
individual states must not wait on CAEP or
ICAO
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Thank you for your attention
!further information www.t-e.nuorkarsten.
krause_at_t-e.nu