AFCAC Presentation ENVIRONMENTAL ISSUES IN AFRICA Boubacar Djibo Secretary General of AFCAC
Structure of the presentation Introduction Global Climate Change Aviation Environmental issues Noise (Negative impact of night curfews in Europe) Emissions WAY FORWARD Data & Information: ICAO
ICAO s activities on environmental protection and cooperation with other bodies
Noise Key Environmental Issues Aircraft Engine Emissions
ICAO Environmental Goals Limit or reduce the number of people affected by significant aircraft noise; Limit or reduce the impact of aviation emissions on local air quality; and Limit or reduce the impact of aviation greenhouse gas emissions on the global climate.
A balanced approach to aircraft noise management A balanced approach to aircraft noise management Limit or reduce the number of people affected by significant aircraft noise; Appendix C: Policies and programmes based on a balanced approach to aircraft noise management Appendix D: Phase-out of subsonic jet aircraft which exceed noise levels in Volume I of Annex 16 Appendix E: Local noise-related operating restrictions at airports Appendix F: Land-use planning and management Appendix G: Supersonic aircraft the problem of sonic boom
A36-22 Appendix H: Aviation impact on local air quality Appendix I: Aviation impact on global climate Scientific understanding Appendix J: Aviation impact on global climate Cooperation with UN and other bodies Appendix K: ICAO Programme of Action on international aviation and climate change Appendix L: Market-based measures, including emissions trading
Emissions - Kyoto Protocol Adopted in 1997/into force Feb. 2005 - Covers 2008 to 2012 - New Road Map post 2012 Commits Annex I Parties (developed Countries) to individual, legally-binding targets to limit or reduce greenhouse gas emissions Reductions of at least 5% between 2008-2012 compared to 1990 levels Pursue limitation or reduction of emissions of greenhouse gases from aviation bunker fuels, working through ICAO (art.2.2) 3 Flexible mechanisms: CDM; JI; and Emissions Trading project activities resulting from reduced emissions of bunker fuels are not eligible under the CDM
RECENT DEVELOPMENTS The Bali Conference, delivered important progress on adaptation, technology and deforestation; and launched negotiations on a new international climate change agreement by the end of 2009 The agreement will have to map out emission limitation commitments; agree on essential action to adapt to the impacts of climate change; and mobilize the necessary financing and technological innovation. The Plan will ultimately lead to a post- 2012 international agreement on climate change financing and technological innovation
ICAO ENVIRONMENTAL GOAL ON AIRCRAFT NOISE: A balanced approach to aircraft noise management Limit or reduce the number of people affected by significant aircraft noise; ICAO Assembly Resolution A36-22 Appendix C: Policies and programmes based on a balanced approach to aircraft noise management Appendix D: Phase-out of subsonic jet aircraft which exceed noise levels in Volume I of Annex 16 Appendix E: Local noise-related operating restrictions at airports Appendix F: Land-use planning and management Appendix G: Supersonic aircraft the problem of sonic boom
Noise Policy The Balanced Approach to Noise Management Guidance on the Balanced Approach to Aircraft Noise Management (Doc 9829) Comprises four elements: Noise at source Land-use planning management Operational measures Operating restrictions
Standards and the new technology available in aircraft noise reducing Noise at Source Depends on pace of technological improvements research programmes Involves high costs/time; aircraft performance trades Noise certification is based on aircraft performance (airframe + engine) Annex 16, Volume I and the Environmental Technical Manual contain the provisions and practices and the necessary guidance First SARPs in 1971
Aircraft Noise Certification Measurement Points Trajectory and Certification Locations Approach Reference Lateral Reference 450 m 2000 m 6500 m Flyover Reference Certification Points: -Flyover - Lateral - Approach
ICAO Annex 16 - Volume I - Standards Chapter 2 - before Oct 1977, (eg B727, early B737 and DC9) Chapter 3 - Chapter 3 (after Oct 1977) Chapter 4 standards are the most stringent, and are applicable to aircraft types certificated after the 1 January 2006 = Chap. 3 less a 10 EPNdB cumulative margin
Reduction at Source
Annex 16 - Chapters
Land-use Planning & Management Airport planning is an integral part of an area-wide comprehensive planning programme
Land-use Planning & Management Airport development and operations should be co-ordinated ordinated with the planning, policies and programmes for the area in which the airport is located
Noise Zones
Operational Measures Safety is paramount Noise preferential runways and routes Aeroplane operating procedures (safety/meteorology), Noise abatement take-off Approach Landing Configurations and speed changes Displaced thresholds
Noise Management Tools Noise monitoring Flight tracks
Growth in Airport noise restrictions Source: Boeing, 09/06/2006 - NAPs Noise Abatement Procedures; CH3 Chapter
Chapter 2 Phase-Out (A36-22 App D) Policy developed by ICAO Assembly in 1990 Need for operating restrictions in some countries Concerns over economic impact Start restrictions in 1995, phased over 7+ years Chapter 3 Operating Restriction (A36-22 App E) Policy developed by ICAO Assembly in 2001 Only as part of the balanced approach Airport by airport Only the noisiest Chapter 3 aircraft
Curfews Curfews normally apply only at night, e.g. from 2300 hr to 0700 hr. A global curfew is one which bans all flights during a specific time period. A partial curfew prohibits the operation of specific aircraft types, or prevents the use of specific runways or only affects landings or take-offs. a curfew in a specific airport can have an effect in the noise situation in a different region or country (flights from the majority of African States departing to Europe from 11h00 PM to 01h00 AM) (Flights to and from the USA to certain African States)
CAEP/7 Study on curfews CAEP/7 prepared a study to address curfews focused on the scope and scale of the curfew problem. The study, which represented a snapshot in time of the curfew situation at the airports it covered, included an inventory of 227 with curfews, as extracted from the Boeing database at htpp://www.boeing.com/commercial/noise/list.html Approximately half of the airports with curfews were in Europe and a third were in North America. Of the 30 busiest airports (passenger numbers above 30 million), 18 were in North America and only 4 of these had curfews. The 6 in Europe all had curfews. Of the remaining 6 all of which were in Asia only 2 had curfews.
ICAO Policy on Noise-related Charges Should be levied only at airports experiencing noise problems Should recover no more than the costs incurred. Doc 9082 - ICAO s Policies on Charges for Airports and Air Navigation Services
Future work Development of SARPs and guidance material reflecting technology developments Development of medium-term (10 years) and long- term (20 years) technology goals level of noise emission from individual aircraft assessment of the evolution of the impact of aircraft noise using models and indicators to estimate the number of people affected by noise The next step includes estimating the environmental impact of curfews on destination countries with a casestudy for a major airport Sponsored by South Africa & India.
ICAO Environmental Goals for aviation emissions Limit or reduce the impact of aviation emissions on local air quality; and Limit or reduce the impact of aviation greenhouse gas emissions on the global climate.
Trends Future Air Traffic Growth (2005 2025): Total scheduled passenger traffic worldwide is forecast to increase at an average annual rate of 4.6 per cent for the period 2005 2025 Aviation contributes about 2% of globally produced CO 2 and accounts for 13% of fossil fuels consumed by transport
Trends Total amount of aviation CO 2 emissions - about 600 million tones in 2005 Fuel consumption (CO 2 -Emissions) in global aviation grew from 1990 2004 by 2 to 3 % / year. For the near future, further growth of global fuel consumption and global emissions of CO 2 and NOx by aviation is to be expected.
Trends CAEP MODELLING RESULTS -Initial assessment of available models -Initial trends for CO 2 (ICAO Goals Assessment) Total aviation CO2 emissions model results (2000-2025). Note: AEDT / SAGE (2000-2004) results have been adjusted down by 5% to account for the assumptions resulting from migration from SAGE Version 1.5 to AEDT / SAGE in 2005. Projections of future technology developments are not included in this assessment revised modelling
A36-22 Appendix H: Aviation impact on local air quality Appendix I: Aviation impact on global climate Scientific understanding Appendix J: Aviation impact on global climate Cooperation with UN and other bodies Appendix K: ICAO Programme of Action on international aviation and climate change Appendix L: Market-based measures, including emissions trading
Emissions Work Programme resulting from A36 Regularly assess the impact of aviation emissions and develop the appropriate guidance and tools for that purpose; collect, monitor and disseminate data on the contribution of aviation emissions to local air quality and climate change; develop appropriate indicators, and parameters to measure performance;
Emissions Work Programme resulting from A36 (Cont d) develop appropriate policies, guidance and measures to minimize aviation emissions under: technology (SARPs and goals); new operational procedures, including air traffic planning and management; and economic instruments including open emissions trading, voluntary measures, local air quality charges Other: carbon-offsets, CDMs
Emissions Work Programme resulting from A36 (Cont d) actively cooperate with scientific and UN bodies, notably the IPCC and the UNFCCC; develop policy options to reduce the environmental impact of aircraft engine emissions and concrete proposals and provide advice to the UNFCCC.
Programme of action on International Aviation and Climate change Group on International Aviation and Climate Change - GIACC Senior Government Officials Aggressive Program of Action Implementation Framework: strategies and measures that States can use to achieve emissions reductions: Voluntary measures, Effective dissemination of technology, More efficient operational measures, Improvements in air traffic management, Positive economic incentives, Market-based measures
NOx Standards NO x Standard was first adopted in 1981 then made more stringent in 1993, when ICAO reduced the permitted levels by 20% for newly certificated engines and again in 1998 by about 16%, on average for engines newly certificated from 31 December 2003 The latest NOx Standards adopted in November 2005 and apply to engines manufactured after 31 December 2007
Operational Measures Emissions savings can come from improvements in air traffic management (ATM) and other operational procedures Most important fuel saving opportunities come from the implementation of CNS/ATM systems - more direct routings and the use of more efficient conditions such as optimum altitude and speed CO 2 emissions are directly proportional to fuel burn Optimize fuel consumption = reduced emissions 1 tonne of fuel is equivalent to 3.16 tonnes of CO 2
Operational Measures (Cont d) Opportunities for fuel conservation ICAO Circular 303 Reduce weight (fuel reserves; airplane loading) Route selection Altitude selection Speed selection Flap selection Voluntary agreements template Chapter 16 Global plan CAEP/7 - New ICAO Circular on noise and emission effects from NADPs
Reduce Weight Catering
How Much is a 1% Reduction in Fuel Worth? Airplane Type (* Assumes typical airplane utilization rates) Fuel Savings (Gal/Year/Airplane) 737 15 000 727 30 000 757 25 000 767 30 000 777 70 000 747 100 000
What Are Market-Based Measures? policy tools that are designed to achieve environmental goals at a lower cost and in a more flexible manner than traditional command and control regulatory measures.
Types of Market Based Measures considered by ICAO Voluntary Measures government and other entity agree to take specified actions or meet specified goals Emissions Charges a charge on the amount of emissions revenues used to mitigate the environmental impact of engine emissions Emissions Trading the total amount of emissions would be capped allowances in the form of permits could be bought and sold to meet emission reduction objectives open trading allows trading across sectors
Market-based measures (Cont d) Voluntary Measures: ICAO/CAEP developed a template to facilitate voluntary agreements and collects information for the purpose of information sharing among stakeholders. New Local Air Quality Emission Charges Guidance Changes to the ICAO Policy on Charges for Airports and Air Navigation Services New report on Voluntary Emissions Trading for Aviations Emissions Trading: New (Draft) Guidance document (ICAO Doc 9885) identifies a range of emission trading issues involved in including aviation in an open trading scheme to be updated in June 2008
European Union Commission Policy RESERVATIONS TO RESOLUTIONS ADOPTED BY THE ICAO ASSEMBLY Resolution A36-22: Consolidated statement of continuing ICAO policies and practices related to environmental protection Appendix L: Market-based measures, including emissions trading State: Portugal [on behalf of the Member States of the EC and the other States of the European Civil Aviation Conference (ECAC) (forty-two States in total)] References 1) www.icao.int extracts from:..
AFRICA S POSITION ON EUROPEAN UNION EMISSIONS TRADING SYSTEM 1. There is no evidence to show that proper studies have been carried out in Africa on the issue of aircraft noise and emissions. It is a fact that Kyoto Protocol did not set any target or limitation on emission for developing nations. There is need for proper study to be carried out to determine the effect that the ICAO guidelines on the Emission Trading Scheme may have on the region generally and the African airlines in particular.
AFRICA S POSITION ON EUROPEAN UNION EMISSIONS TRADING SYSTEM 2. However, African States view with great concern the unilateral imposition of the Emission Trading scheme by the European Union on non-eu carriers. The EU proposal raises serious questions regarding the issues of Chicago Convention and Bilateral Air Services Agreements. Furthermore, the proposal will subject African States and their airlines to the required emission targets an action which is contrary to the provisions of the Kyoto Protocol. There is need to comply with the United Nationals Framework Convention on Climate Change UNFCCC) principle of common but differentiated responsibilities and capabilities
AFRICA S POSITION ON EUROPEAN UNION EMISSIONS TRADING SYSTEM 3. African States are therefore stating that they: A) do not support unilateral inclusion of third party airlines in the Emission Trading Scheme (ETS) of European Union (EU) without their mutual consent, as well as the EU proposed geographical scope of the scheme. They believe that while Emission Trading could be a more effective solution than imposition of charges, inclusions of aviation emissions in Emission Trading Scheme (ETS) should follow ICAO guidelines based on mutual agreement of States involved; B) believe that since Kyoto Protocol does not set emission targets for developing countries, inclusion of airlines from developing countries in the ETS of EU would amount to setting for them emission targets through the back door;
AFRICA S POSITION ON EUROPEAN UNION EMISSIONS TRADING SYSTEM C) believe that ICAO and Contracting States should adhere to the United Nations Framework Convention on climate Change (UNFCCC) fundamental principle of common but differentiated responsibilities and capabilities for developing and developed countries; D) support the ICAO s efforts in minimizing the impact of aviation emission on the environment. African States do not believe that unilateral imposition of aviation emission charges by a region is an effective solution to the problem of emission due to difficulties associated with direct application of those charges to emission and the potential discrimination against aviation in comparison to other more polluting sectors; African States therefore do not support the imposition of aviation emission charges.
AFRICA S POSITION ON EUROPEAN UNION EMISSIONS TRADING SYSTEM E) agree and support that ICAO should be the forum through which to resolve all technical issues relating to the environment F) expect that emphasis should be on those measures that reduce emissions and at the same time do not negatively impact the growth of air transport, particularly in the developing countries. Such emphasis should be on the development of better fuel efficient engines, research into alternative fuels, reduction in air traffic delays, fuel burn by aircraft etc.;
AFRICA S POSITION ON EUROPEAN UNION EMISSIONS TRADING SYSTEM G) expect EU and its member States to look closely at the management of interrelationship between noise and emissions. In this regard advocate for removal of night curfews imposed on operation into airports particularly in Europe, since aircraft noise levels have over the years reduced considerably. Retention of the night curfews further increase delays and congestions at those airports with great fuel burn and other operational penalties to airlines, as well as higher emissions into the environment.
WAY FORWARD There is a strategic partnership between AU and EU, consequently, a win-win solution should be found Aviation, as we know, is a relatively small contributor to worldwide greenhouse gas emissions, AFCAC calls on external partners to avoid actions that would have a negative impact on any African civil aviation stakeholders EU Commission has promised to implement specific measures for African civil aviation stakeholders which may be affected by the EU emission charges trading scheme African States are still waiting for a reaction from the European States in relation with the issue of night curfews.