23 February 2016, Climate Home, A flying fairy tale: Why aviation carbon cuts won’t take off. Ten days ago the airline industry stunned the world. After years of prevarication the world’s top airlines and leading manufacturers said they would take climate change seriously. The UN’s aviation body, ICAO for short, announced a carbon emissions standard that would apply to new aircraft from 2020, and to all new deliveries of in-production aircraft – current types, or minor variations on current types – as from 2028. Aircraft that don’t meet the standard will not be allowed to be produced after 2028. None of the operational aircraft currently in the fleet will be affected. The statement was widely acclaimed, notably by the US government. But will it really have any significant impact on reducing emissions? Our contention is it will not, riddled as it is with flaws. It will not be a “rigorous and challenging” standard as industry claimed, nor will it save the 650 megatonnes of CO2 emissions by 2040 that the White House proudly proclaimed. ICAO and states shaped the standard around parochial national manufacturer interests instead of the need to mitigate climate change. Aircraft designers will still face many challenges developing the next generation of airliners, but this standard will not be one of them. Beyond business as usual? New generation aircraft are generally some 10-15% more fuel efficient than those they replace. They need to be to sell. This translates to an average annual efficiency improvement of between 0.5% and 1.0%. Constant market pressures result in a continuously improving line when you plot the average fuel consumption of new aircraft types against their entry into commercial service date. Yet ICAO intends to regulate this ever improving trend with a flat (time independent) carbon standard. Even if the stringency is initially set at a level that will have an impact, its effect will quickly fade over time as market-driven improvements cut in. The maximum theoretical effect of the standard at maximum stringencies is just 1 gigatonne of CO2 between 2020-2040, while total CO2 emissions from aviation over this period will be in the order of some 31 Gtonnes, i.e. a potential saving of just 3%. Read More here
Tag Archives: UNFCCC
8 February 2016, Climate Home, EU faces two-year wrangle to ratify Paris climate deal. The European Union faces months of internal wrangling before it can ratify the UN climate deal agreed in Paris last December. Brussels will take part in a signing ceremony to be hosted by Ban Ki-moon at UN headquarters in New York this April. But experts say it could take until late 2017 or 2018 to get the detail member states need to formally accept the agreement. And the 28-strong bloc’s leaders are showing little appetite for raising ambition during that time, despite Brussels backing a tougher global goal at the critical UN summit. At a panel event hosted by think tank Bruegel on Monday, climate and energy commissioner Miguel Arias Canete reeled off a long list of policies. “We will have to work very hard in 2016 to overcome the last hurdles of the agreement,” he said. “All signatories have to live up to their responsibilities and implement the agreed provisions.” What was not evident was any shift in strategy post-Paris. It was left to Hendrik Bourgeois of General Electric to point out that the EU’s 2030 climate targets were inconsistent with the Paris pact. At the UN summit, Canete boasted of helping to build a “high ambition coalition” between rich and poor nations. The resulting text promised to hold global warming “well below 2C” and “pursue efforts” for a 1.5C limit. The EU2030 package agreed in 2014 – emissions cuts of “at least” 40% from 1990 levels – was based on an earlier, less demanding 2C threshold. “Things will have to change and action will be necessary,” said Bourgeois. Read More here
7 February 2016, Reuters U.N. agency seeks to end rift on new aircraft emission rules. Europe and the United States tried to bridge differences over emissions standards for aircraft on Sunday as global aviation leaders prepared to adopt new rules that could affect Boeing Co and Airbus Group’s production of the largest jetliners and freighters. Proposals being debated in Montreal by the International Civil Aviation Organization (ICAO), the United Nations’ aviation agency, would force makers of the world’s largest passenger jets to upgrade or stop producing certain models as early as 2023, according to sources close to the negotiations and documents seen by Reuters. U.S. and European negotiators are trying to come up with the world’s first carbon dioxide emissions standards for aircraft as part of the industry’s contribution to efforts to combat climate change. Aviation was not included in the global climate deal agreed by a UN conference in Paris in December, but ICAO is trying to nail down the first of its two-part strategy as soon as Monday after six years of talks. It is due to finalize a market-based mechanism for all airlines later this year. Differences remain on where to place the bar on efficiency, with the United States and Canada pushing for more stringent targets than the European Union, while environmental groups have accused Europe of dragging its feet. “The CO2 standard will push industry to be as fuel-efficient as possible in all market conditions to reduce GHG (greenhouse gas) emissions and the impact of aviation on climate change,” stated the Canadian paper presented at ICAO last week. Read More here
14 January 2016, Yale Connections. Activist’s ‘Long-Haul’ Climate Campaign. A veteran reporter on climate issues provides a glimpse into a corporate responsibility activist’s efforts during the recent Paris climate conference. the Paris climate conference got under way last December, Jesse Bragg introduced himself to me on a crowded shuttle bus between the converted airplane hangers where negotiators were meeting. He’d read my ID badge and noticed that I was from Boston. He said that he worked at Corporate Accountability International’s headquarters in downtown Boston. We soon realized we live just miles apart. Each of the nearly 200 national delegations needed many staff members. The number of delegates registered from the US – including four cabinet secretaries and more than a dozen senators – filled four pages of the official roster.I’d never heard of Corporate Accountability International, nor of its mission – to make private corporations answerable to public institutions. But the encounter gave me the chance to satisfy a curiosity. With more than 30,000 visitors expected at the conference and sitting through nearly 3,000 meetings and drinking some 71,000 cups of coffee – what were they all doing? Even tiny Haiti, among the world’s poorest nations, listed 15 delegates. All told, governments had sent 19,200 representatives to Paris. Altogether, media organizations had dispatched nearly 2,800 journalists. I understood roughly why these people were there. But what about the 8,300 “observers,” including industry and nongovernmental organization representatives? Jesse was one of them, and I asked about his plans in the coming 10 days. We agreed to meet the following morning. Job description: Expose transnationals’ ‘abuses’. Read More here