International Civil Aviation Organization 13/6/0 WORIN PAPER ROUP ON INTERNATIONA AVIATION AN CATE CHANE (IACC) SECON EETIN ontreal, 14 to 16 July 200 Agenda Item 2: Review of aviation emissions related activities within ICAO and internationally SOE BASIC COPONENTS FOR THE REUCTION ECHANIS OF CO2 EISSIONS FRO INTERNATIONA AVIATION (Presented by JAPAN) 1. ROES AN RESPONSIBITIES OF ICAO AN ITS EBER STATES 1.1 Scope of Responsibilities for each ember State 1.1.1 In order for the ICAO Program of Action to be effectively implemented, it is appropriate that each member State should assume the responsibility of taking measures for tackling greenhouse gas emissions from international services operated by air carriers of respective member States (based upon airline s nationality). Each member State should implement the comprehensive measures prescribed in the ICAO Program of Action to the extent possible and develop individual action programs to achieve the lobal Aspirational Target (AT). 1.2 Progress onitoring by ICAO 1.2.1 In order to secure the implementation of the ICAO Program of Action by member States, the ICAO should establish its statistics on fuel consumption, call for each member State to report annually on individual action programs and fuel consumption data, and monitor and disclose the progress of each member State concerning their measures and fuel efficiency. 2. FUE CONSUPTION AN EFFICIENCY 2.1 Estimates of Fuel Consumption and Efficiency (Overall) 2.1.1 The review of current fuel consumption and efficiency level by States is the most important to move forward our discussions on various measures including market-based measures. 2.1.2 The estimates of fuel consumption and efficiency for international services operated by air carriers of respective member States during year 2005 are prepared by the Japanese overnment as
- 2 - shown in the. No typical trend of difference is found between the current average fuel efficiency of developed States and that of developing States. 2.1.3 Each member of IACC is expected to study our estimation with reference to its own national calculation. Further elaboration and sophistication of our estimation is expected to be conducted by the Committee on Aviation Environmental Protection (CAEP), if deemed necessary, after examining reliable data and calculation to be submitted by IACC members. 2.2 Estimates of Fuel Efficiency (Pax/Cargo) 2.2.1 Revenue-ton-kilometre (RT), which is widely used and applicable to both passenger and cargo services, was used as the metric for traffic volume in our estimation. The resulting fuel efficiency in our estimation was in terms of the amount of fuel consumed per RT. In observing the result of our estimation, however, fuel efficiency seems to be significantly affected by carriers services (pax/cargo). In this respect, technical deliberation by the CAEP is necessary when the metric for pax and cargo is separately discussed. 2.3 Specification of AT for Fuel Efficiency 2.3.1 Following the possible technical deliberation by the CAEP, the numerical value for AT in terms of the amount of fuel consumed per RT (pax/cargo) can be formulated as xx % fuel efficiency improvement by the year of 20xx. 3. ACTION BY THE IACC 3.1 The IACC is invited to: a) agree on the respective roles and responsibilities of the ICAO and its member States described in paragraph 1.1 and 1.2; b) note the result of current fuel consumption and efficiency estimates by Japan in paragraph 2.1, and urge the ICAO to compile fuel consumption data from member States for further elaboration; and c) support the fundamental metric for fuel efficiency in paragraph 2.2 and 2.3, with its further deliberation by the CAEP.
APPENIX ESTIATES OF FUE CONSUPTION AN EFFICIENCY BY STATES English only 1. FOREWOR 1.1 In order to serve as basic data for discussions regarding the reduction of greenhouse gas emissions from international aviation, this provides fuel consumption and fuel efficiency estimates by States based upon airlines nationality. This is prepared by Civil Aviation Bureau, inistry of and, Infrastructure, Transport and Tourism of Japan, with the relevant data provision and technical support of raduate School of Public Policy, The University of Tokyo. 1.2 State-based fuel consumption and efficiency are calculated as follows; - State-based fuel consumption = fuel efficiency data for each aircraft type in various operational phases multiplied by the number of flights, and - State-based fuel efficiency = the estimated volume of State-based fuel consumption divided by its traffic volume. 1.3 Revenue-ton-kilometer (RT) is used as the metric for traffic volume because it is applicable to both passenger and cargo services and is also used as the metric of traffic volume in the commitment of IATA. Year 2005 is selected as the estimate year because the data is the most recent available and is also the base-year in the commitment of IATA. 2. FUE CONSUPTION ESTIATES BY STATES 2.1 Overview f Estimation 2.1.1 Fuel efficiency depends on aircraft types and on operational phases, such as TO (anding and Take-Off) cycle (up to 3,000 ft), climb phase (3,000 ft to cruise altitude) and cruise phase. Therefore, the fuel consumption of each airline is estimated as the fuel efficiency of aircraft type multiplied by the number of flights in each operational phase, then aggregated for all operational phases. 2.1.2 The number of flights by each airline is identified by using data on 13 airlines from 7 States available in the 2005 edition of Official Airline uide (OA) database.! "! " Figure 1 - Overview of Estimate ethod Note: It is assumed that cruise phase continues for descent phase (cruise altitude to 3,000ft)
A-2 2.2 Estimation ethod for TO Cycle 2.2.1 Fuel consumption during TO cycle is estimated as the fuel efficiency (liters/minute) of each aircraft type for TO cycle defined by the ICAO multiplied by the flight time for TO cycle defined by the ICAO (33 minutes). 2.3 Estimation ethod for Climb Phase 2.3.1 The average cruise altitude for each aircraft type is estimated by analyzing the data on aircraft positions, altitudes and flight times in the FAA SAE (System for assessing Aviation s lobal Emissions), and then flight time to reach the average cruise altitude is estimated by 2,000 (ft) increments for each aircraft type. The estimated flight time (minutes) for each altitude increment is multiplied by the fuel efficiency (litres/minute) of each aircraft type for each altitude increment in the Eurocontrol BAA (Base on Aircraft ata), and aggregated to estimate fuel consumption for climb phase. p7 =)mrq2:v]> #$%& #'%)(& * +,%)# -. +. */% 0 1 &2%#( 3)# +& (& # 0.2. 45% b C E AF2 C< AI E N OP2IJ C @ A RP c FQAOd e R @ AAO E N OPQ C< @ A RP f @A I gfqaod hjilk [7 =)ml6 W>7J[nJZ]WJ=!o ; njz C< C E AF2 N < OPQI AI C @ A R P AAO N < OP C<@ A R P R@ H HO ^ R F2N N OP C< @ A RP C< C E AF2 N < OPQI AI C @ A R P AAO N < OP C<@ A R P R@ H HO ^ R F2N N OP C< @ A RP IJ C E C AF2 N OP2 AI I @ A RP C AAO N < OP C<@ A R P R@ H HO ^ R F2N N OP C< @ A RP ST UUJU 6 ;"V7; ; WX>Y Z[\ >J=)>Z ; ] IJ C E C AF2 N OP2 AI I @ A RP C AAO N < OP C<@ A R P R HIJ @ HO^ C RF2N AI I N O P IJ C @ A RP sjt UJUU 6 ; 6 7 9:;<; =)> (- +_` 0 *%- ( 1a,*_5. +1a 2.4 Estimation ethod for Cruise Phase Figure 2 - Estimation ethod for Climb Phase 2.4.1 The flight time for cruise phase is estimated by subtracting the flight time for TO cycle and for climb phase from the total flight time in the OA database. The estimated flight time (minutes) for cruise phase is multiplied by the fuel efficiency (litres/minute) of each aircraft type at its average cruise altitude in the Eurocontrol BAA, and aggregated to estimate fuel consumption for cruise phase.
À A-3» ½¼2 yz{ y}{)~ {!y ƒ ƒ { {y~ ˆ!y ~ y ƒ ƒ Š { tu vvv w x tu vvv w x Ž w x<x ) š! œ w w w w < w x x J± ² w < x x ² š x ³E ) Jœ Žº¹l w!± x ~ { }ˆ ƒ ƒ Œ<{ µ Ÿ µ J ž µ <ž µ ž <ž Ÿ J ž µ <ž ~ { { ~ Œ< ƒ ƒ ƒ y }ˆ ƒ2ƒ Œ<{ ~ Œ«}ˆ ƒ2ƒ Œ<{ = yz{ y}{)~ {!y ƒ ƒ { {y~ ˆ!y ~ y ƒ ƒ Š { ž Ÿ Ÿ ž Ÿ ž J ª w x<x ) š ) œ Figure 3 - Estimation ethod for Cruise Phase 2.5 Result of Fuel Consumption Estimates by States 2.5.1 The estimated volumes of fuel consumption for top 30 fuel consumption States are shown in Figure 4. 7$ $ &"$ "!"#$ % & ' ( ) $ * # +,) - $ *"$.)$, /!" 01$ 2 ")*& 3 1$ 4"5 #" *" "*# - 5 6 Figure 4 - Fuel Consumption Estimates by States Note 1) The boxed States are non-annex I Parties under the UNFCCC. Note 2) The Á mark indicates ICAO IACC member States (all member States except Nigeria are included).
Å Ã Ä A-4 3. FUE EFFICIENCY ESTIATES BY STATES 3.1 Estimation ethod 3.1.1 Fuel efficiency by States is estimated as the estimated volume of fuel consumption for each State divided by its volume of traffic, for which RT data in the ICAO Commercial Air Carriers Traffic Statistics (2005) is utilized. 3.2 Result of Fuel Efficiency Estimates by States 3.2.1 The estimated fuel efficiencies for the top 30 fuel consumption States are shown in Figure 5. The average fuel efficiency for world-wide international aviation in 2005 is 0.41 (litres/rt), which is consistent with 0.4 (litres/rt) referred in the commitment of IATA as the fuel efficiency level in its base-year 2005. 3.2.2 The average fuel efficiency for 32 developed States under the UNFCCC (out of total 7 States surveyed) is 0.42 (litres/rt) and that for 46 developing States is 0.40 (litres/rt). Thus, no typical trend of difference in fuel efficiency level is found between developed and developing States. Further deliberation on fuel efficiency metric is necessary because fuel efficiency seems to be significantly affected by carriers services (pax/cargo).!"#$ % & ' ( ) $ * # +,) - $ *"$.)$,!. /!" 01$ 2 ")*& 3 1$ 4"5 #" $ *" "*# - 5 &"$&& 6 World Average Æ 0.41 Ç literè RTÉ Figure 5 - Fuel Efficiency Estimates by States (for the top 30 fuel consumption States) Note 1) The boxed States are non-annex I Parties under the UNFCCC. Note 2) The Á mark indicates ICAO IACC member States (all member States except Nigeria are included) and the value of Brazil is based upon IATA traffic data because ICAO data for 2005 is unavailable. - EN -