Fleet Census - Orient Aviation

improvement,” he said.
The problem for airlines operating modern
fleets is most of the feasible fuel efficiencies
have already been made. Further advances
can only be small and achieved at high cost.
But other sectors – such as heavy industry,
power generation and residential energy
use – have technologies available that can
reduce emissions significantly and relatively
cheaply. Not only is the cost lower, but since
these sectors emit far more CO 2 than aviation,
the potential benefits are higher.
So IATA wants a system in which each
emissions-producing sector – or individual
business – has a capped allowance in tonnes
of CO 2 , and if it needs to emit more it must
purchase “permits to emit” from companies
or sectors that have earned them by cutting
emissions, or which have not used all their
capped allowance.
Meanwhile, it might be worth teaming up
with the opposition.
Airlines and green groups could make
a more powerful case if they were able to
jointly lobby governments and aviation
authorities on improvements to air traffic
control efficiency.
“What the airlines are asking to develop
is what a lot of these groups are hoping for,
said IATA’s Concil.
“The industry would not only like a
dialogue, it would also like to have them
onside. We should be natural allies.”
‘It is essential that the region’s
views are both heard and carry
proper weight in this important
international debate’
Andrew Herdman
Director General
AAPA
Global Emissions Trading Scheme
for the aviation industry
ICAO guidelines*
• Aircraft operators to be the accountable international aviation entity for purposes
of emissions trading.
• Obligations be based on total aggregated emissions from all covered flights
performed by each aircraft operator in the scheme.
• Countries, when deciding if an airline should be included in an ETS should
consider aggregate transport activity (e.g. CO 2 emissions) and/or aircraft weight
as the basis for inclusion.
• Countries start with an ETS which includes CO 2 alone.
• Countries apply the Inter-governmental Panel on Climate Change definition of
international and domestic emissions to measure greenhouse gas emissions as
applied to civil aviation.
• Countries need to put in place an accounting arrangement that ensures the
emissions from international are counted separately and not against the specific
reduction targets that countries may have under the Kyoto Protocol.
• Regarding trading units, countries will need to consider economic efficiency,
environmental integrity, equity and competitiveness when making a choice.
* Published by ICAO in February 2007.
European Union Emission Trading Scheme
(EU ETS)*
The EU ETS is the world’s largest multi-national greenhouse gas emissions
trading scheme.
Phase I (2005-2007) was introduced on January 1, 2005 and included 12,000
installations representing 45% of EU CO 2 emissions mainly including energy and
raw materials production.
Phase II (2008-2012) will be extended to all greenhouse gases, not just
CO 2 emissions.
Airlines flying on Intra-EU routes will required to become participants in the
EU’s ETS.
Phase III (post-2012)
Intended that all airlines flying into EU nations must participate in the EU
ETS.
Contentious Issues:
• Inclusion of international flights in the EU ETS from 2012, especially as some
countries have threatened retaliatory trade sanctions if they are included in the
legislation.
• Despite these negotiating difficulties, intra-European Union flights will come
under the scheme from 2011.
• Problems of ETS: how to determine emission cap on average aviation emissions
in the EU; applying the cap to countries or airlines/aviation; how to distribute the
allowances.
• Consumer acceptance of the extra costs, which will be added to ticket prices.
• Including greenhouse gases apart from CO 2 emissions. Among them are
nitrogen oxides (NOx) and the water vapour from aircraft condensation trails,
which contribute too to climate change.
Inter-government Panel on Climate Change (IPCC) has estimated the total
impact from aviation on climate change is about two to four times higher than the
effect solely of CO 2 emissions.
The IPCC has estimated that aviation contributes 3.5% of total “human
activites” to climate change and that this figure will rise to 5% by 2050.
APRIL 2007 ORIENT AVIATION 13