Technical workshop on emissions from aviation and maritime transport Oslo, Norway, 4/5 October 2007...

Technical workshop on emissions from aviation and maritime transport Oslo, Norway, 4/5 October 2007

Emissions from international aviation and Emissions from international aviation and maritime transport and the climate maritime transport and the climate change negotiations - The UNFCCC change negotiations - The UNFCCC treatmenttreatment

Stelios PesmajoglouUnited Nations Climate Change secretariat

UNITED NATIONS FRAMEWORK CONVENTION ON CLIMATE CHANGE

200

250

300

350

400

450

500

550

1990 1992 1994 1996 1998 2000 2002 2004

CO

2 e

mis

sio

ns

(M

t) Marine

Aviation

36.3%

43.4%

(Source IEA)

COCO22 World emissions from international aviation World emissions from international aviation and maritime transportand maritime transport


0 2000 4000 6000 8000 10000 12000 14000 16000

Annex I

non-Annex I

Energy Industry

Transport Domestic and tertiary

International marine International aviation

(Source IEA)

COCO22 emissions: Annex I and non-Annex I Parties emissions: Annex I and non-Annex I Parties

Year:2004


0% 20% 40% 60% 80% 100%

Annex I

non-Annex I

Energy IndustryTransport Domestic and tertiary

International marine International aviation

(Source IEA)

COCO22 emissions: Annex I and non-Annex I Parties emissions: Annex I and non-Annex I Parties

Year:2004


A lot of political attentionA lot of political attention

► Addressing emissions from international aviation and maritime transport is being considered within the UNFCCC, ICAO and IMO processes

► Reduction options include:● Voluntary measures● Market mechanisms● Fiscal measures● Indexing approaches

► Industry is starting to react:● GGG● “Greener” engines● Biofuels● …


The oldest agenda item in the UNFCCC processThe oldest agenda item in the UNFCCC process

► Emissions from international aviation and maritime transport has been on the agenda of the UNFCCC process even before the Convention entered into force

► Governments recognized:● The significance of international transport for the global

economy (moving people and goods)● The complexities associated with developing national

legislation to address international emissions (majority of fuel used outside national borders – limited jurisdiction)

► Result was the exclusion from national totals


Convention provisionsConvention provisions

► Decision 9/2 (INC, 1994): ● In providing information on emissions from international

aviation and marine bunker fuels, Parties should include such data, in a separate category, in their inventories of emissions on the basis of fuel sold and should, as far as possible, not include them in total national emissions

► Decision 4/CP.1 (1995)● The COP decided that the SBSTA and SBI, taking fully into

account ongoing work in Governments and international organizations, including the IMO and the ICAO, address the issue of the allocation and control of emissions from international bunker fuels, and report on this work to the Conference of the Parties at its second session


Convention provisionsConvention provisions

► SBSTA 4 (Dec. 1996)● Noted three separate issues relating to emissions from

international aviation and maritime transport: ■ Adequate and consistent inventories, ■ Allocation of emissions, and ■ Control options.

● Considered eight options for allocation, out of which, five should be the basis for further work on this issue.

● Recognized that option 1 (no allocation) outlines the responsibility of the int’l community

● Took note of work by ICAO and IMO on policies and measures and noted the role of ICAO and IMO in addressing the control of international bunker fuel emissions, and the opportunity for Parties to work through these bodies.


Kyoto Protocol provisionsKyoto Protocol provisions

► Decision 2/CP.3, paragraph 4:● The COP recalls that, under the Revised 1996 IPCC

Guidelines for National Greenhouse Gas Inventories, emissions based upon fuel sold to ships or aircraft engaged in international transport should not be included in national totals, but reported separately;

=> Emissions from both transport activities are not subject to the reduction/limitation targets

● The COP urges the SBSTA to further elaborate on the inclusion of these emissions in the overall GHG inventories of Parties.


Kyoto Protocol provisionsKyoto Protocol provisions

► Kyoto Protocol (Article 2.2)●“The Parties included in Annex I shall pursue

limitation or reduction of emissions of greenhouse gases not controlled by the Montreal Protocol from aviation and marine bunkers fuels, working through the International Civil Aviation Organization and the International Maritime Organization, respectively”


Since KyotoSince Kyoto

► SBSTA 10:● Special report on Aviation and the Global Atmosphere

prepared by the IPCC at the request of ICAO

► SBSTA 11 to 22:● Methodological issues relating to the estimation and

reporting of GHG emissions from international aviation and maritime transport -> Input to the IPCC 2006 Guidelines

● AT SBSTA22, ICAO/UNFCCC secretariats arranged for presentations on modelling results (AERO, AERO2K, SAGE)

► SBSTA 22 to 26● Unable to agree on conclusions


Cooperation between secretariatsCooperation between secretariats

► Mandate for close cooperation between the secretariats of UNFCCC, ICAO and IMO:● Regular participation in UNFCCC, ICAO and IMO meetings, ● Regular reports on progress made within UNFCCC, ICAO and

IMO processes, ● Organization of expert meetings to consider methodological

issues that were also relevant for the work of the IPCC ● Participation in the development of guidance for an

emissions trading scheme for international aviation

► Increased awareness of the issues of common interest among experts and delegates participating in the UNFCCC, ICAO and IMO processes, but does not solve the problems of lack of coordination at the national level


Status of reporting (Annex I Parties)Status of reporting (Annex I Parties)

► Emissions of the main three GHGs (carbon dioxide (CO2), methane (CH4) and nitrous oxide (N2O)) and of carbon monoxide, nitrogen oxides, non-methane volatile organic compounds and sulphur dioxide

► Estimates of emissions from international aviation:● 35 Annex I Parties

► Estimates of emissions from international maritime transport:● 25 Annex I Parties

► General compliance with the provisions of the IPCC Guidelines and the UNFCCC reporting guidelines (all gases and all years)


Status of reporting (non-Annex I Parties)Status of reporting (non-Annex I Parties)

► Primarily emissions of carbon dioxide (CO2)

► Emissions from international aviation and maritime transport: ● 55 Parties

► General compliance with UNFCCC reporting Guidelines (no detailed assessment can be made about the compliance with the IPCC Guidelines since there is no review process for non-Annex I Parties)


Reporting issuesReporting issues

► In general, the quality and quantity of GHG inventory information reported by Annex I Parties have improved ● Result of the technical review of GHG inventories

► Improvements relate to both the completeness of the estimates provided and the provision of more detailed methodological and supporting information

► Some of the most common findings by review experts relate to:● Need for more information on the distinction between

domestic and international fuel use, and ● Need for more information on methodological issues such as

selection of emission factors


Domestic vs. international emissionsDomestic vs. international emissions

► One of the biggest challenges: obtaining disaggregated fuel data● Depends on national circumstances ● In some countries different national agencies use different

definitions of international transport

► No uniform approach among Annex I Parties - various ways used by national statistical agencies:● Information on fuel taxation● Information on the flag or country of registration of carriers● Information received from oil companies of from operators ● Data on total amount of fuel used and surrogate data, e.g.

■ LTO cycles and “default” fuel consumption factors■ Fuel expenditures and information on the flag of carriers

► Problems of national statistical systems have led (in some cases) to the allocation of all fuel used to either international or domestic transport


International and domestic aviation International and domestic aviation CO2 emissions (Mt) for all Annex I Parties*CO2 emissions (Mt) for all Annex I Parties*

120

140

160

180

200

220

240

1990 1992 1994 1996 1998 2000 2002 2004

Domestic

I nternational

* Excl. Russian Federation


International aviation International aviation CO2 emissions (Mt) for selected Annex I PartiesCO2 emissions (Mt) for selected Annex I Parties

0

20

40

60

80

100

120

140

160

180

200

1990 1992 1994 1996 1998 2000 2002 2004

USA

EU

Japan


International and domestic aviation International and domestic aviation CO2 emissions (Mt) for selected Annex I PartiesCO2 emissions (Mt) for selected Annex I Parties

0

20

40

60

80

100

120

140

160

180

200

1990 1992 1994 1996 1998 2000 2002 2004

USA

EU

Japan

USA (dom)

EU (dom)

Japan (dom)


Closing remarksClosing remarks

► Emissions from international aviation and maritime transport are increasing and will continue to do so, if no measures are taken

► Currently account for a small portion of total GHG emissions, BUT, if left unabated, their relative importance will increase in a mitigation scenario for other sectors

► Various options are currently being considered within the ICAO and IMO processes

► Under the UNFCCC, addressing these emissions has been mentioned as one of the key elements to consider under a future (post-2012) regime


Thank you

For more information:

On web: http://unfccc.int

By e-mail: [email protected]

Technical workshop on emissions from aviation and maritime transport Oslo, Norway, 4/5 October 2007...

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