< PreviousFROM TOKYO TO TOMORROWA BETTER WAY TO FLY.boeing.com/commercialOur commitment to innovation and your success are inseparable. By maintaining a focus on continually improving every aspect of airplane performance, we’re dedicated to helping you achieve your goals year after year. Whether it’s efficiency, reliability, environmental performance, passenger comfort and more, you can be certain our dedication to innovation will ensure Boeing airplanes deliver exceptional value today and tomorrow. That’s a better way to fly.IWAF CHARTS COURSE FOR FUTURE GENERATIONS“With the air transport sector poised to double in flight and passenger volumes over the next 15 years, significant investment commitments will be required towards new airport and air navigation infrastructure and other air transport capacities,” Council President Dr. Olumuyiwa Benard Aliu told more than 800 delegates at the first ICAO World Aviation Forum (IWAF) in Montréal, Canada, in November 2015. Represented at the IWAF were Ministers and senior officials from ICAO Member States, United Nations and other international organizations, financial institutions, and the industry sector. “It was critical for ICAO to bring together these players now in order to anticipate these challenges in greater detail, and to raise awareness on the critical importance of aviation and global connectivity to the future prosperity of societies and economies all over the world,” Dr. Aliu noted.“Latest projections point to no less than a doubling of flight and passenger volumes over the next 15 years,” he said in his keynote address. “This means that the 100,000 daily flights today will grow to 200,000 by 2030, with the 3.3 billion passengers we now move around the world each year surpassing 6 billion over the same period.”ICAO has already begun highlighting a number of these issues under the No Country Left Behind campaign it launched at the end of 2014. In every case the Organization is seeking to make clear that the continued safety and efficiency of global aviation, critical to a wide range of citizens and economic sectors, requires coordinated assistance for States in need and determined commitment on behalf of governments, industry, and the development community in the years ahead.“In light of its cross-cutting nature and multiple links to other economic sectors, the total economic impact of aviation reaches some 3.5% of world GDP, equivalent to 2.4 trillion dollars, while supporting some 58.1 million jobs,” added ICAO Secretary General Dr. Fang Liu. “As States all over the world are now working together to realize the social, economic, and environmental priorities reflected in the recently adopted UN Agenda 2030 and its Sustainable Development Goals (SDGs), ICAO recognized that the fundamental role of safe and reliable aviation as an engine for socio-economic prosperity needed to be re-emphasized so that its benefits can contribute to that process.”Over 1.1 billion tourists cross international borders, over half of whom travel by air to their destinations and up to 80% of visitors to certain small island states. Air freight constitutes 34.6% of world trade by value despite only 0.5% by volume.Newly appointed Canadian Transport Minister, the Honourable Marc Garneau, was also on hand to welcome and address the international dignitaries.NO COUNTRY LEFT BEHIND10 ICAO JOURNAL – ISSUE 1 2016An important priority for Secretary General Liu at IWAF2015 was to highlight the significant economic impacts to be derived from well-supported and ICAO-compliant national air transport systems. In his IWAF2015 keynote address, ICAO Council President Aliu stressed the connections between effective SARP implementation and achieving the sustainable socio-economic benefits of aviation connectivity.CONCLUDING COMMUNIQUE: ICAO WORLD AVIATION FORUMAt the first ICAO World Aviation Forum (IWAF), participants came together to help maximize opportunities for enhancing global aviation. They strongly supported the Organization’s No Country Left Behind (NCLB) campaign to assist States in implementing ICAO Standards and Recommended Practices (SARPs). IWAF participants indicated their strong belief that NCLB will help to better identify and coordinate assistance to States in need so that they may foster sustainable local and regional prosperity and fully benefit from improved global connectivity. A safe, secure, and sustainable global aviation system, based on the effective implementation of global standards and policies, provides the nations of the world with efficient access to global markets.IWAF participants emphasized that the aviation system has a significant impact on economic development and growth; it affects tourism and trade, and generates other economic benefits which help eradicate poverty, create jobs, and mobilize resources. They highlighted, however, that despite its economic significance, the aviation system receives limited funds to support its development. IWAF participants acknowledged that in order to provide more effective support to aviation development, substantial financial and partnership assistance is required. Mindful of these points, IWAF participants:Welcomed the commitment by:■■States to include aviation in their national development plans and to position aviation as a strategic priority for the development of the country ■■International and regional organizations to work closely with ICAO to ensure that a safe, secure, and sustainable global aviation system is part of the global development framework■■Financial institutions to support ICAO’s role as a facilitator of aviation development for mobilizing resources for infrastructure, capacity development, and essential service needs■■Industry to incentivize the implementation of global aviation standards and policies.Promoted the important role of aviation to stimulate employment, trade, tourism, and other areas of economic development at the national, regional, and international levels.Recognized that all States should effectively implement ICAO global aviation standards and policies so that all States have safe, secure, and reliable aviation systems which support sustainable development and socio-economic prosperity, and which ultimately help to create and preserve friendship and understanding among the nations and peoples of the world.Acknowledged the need to increase the level of funding and investment for the implementation of global aviation standards and policies.Encouraged ICAO Member States, international, and regional organizations, and financial institutions to apply ICAO tools and services to assist in identifying the deficiencies in aviation, implementing NCLB projects and programmes, mapping solutions, developing business cases, and finding potential donors and investors.Welcomed the adoption of the 2030 Agenda for Sustainable Development and emphasized that ICAO’s current Strategic Objectives are strongly linked to 13 of the 17 United Nations Sustainable Development Goals (SDGs). Recommended maintaining the focus of the community on the global contribution and value of aviation through support of NCLB efforts and future ICAO World Aviation Forums.Recognized the services provided by aviation’s regional structure that are related to aviation development.Highlighted the important role that aviation plays in disaster response and public health emergencies.Encouraged ICAO to establish an aviation development network in support of meeting all ICAO Strategic Objectives.Acknowledged the need to identify areas of coordinated assistance to improve air connectivity.Supported the commitment by States, international, and regional organizations, and financial institutions to include aviation in the agenda of relevant meetings of the international development community. ICAO JOURNAL – ISSUE 1 2016 11 NO COUNTRY LEFT BEHINDHISTORIC CAEP/10 AND UNSG VISIT IN FEBRUARY PLACE STRONG FOCUS ON ENVIRONMENTAL ACTIONCAEP/10 AND UNSG VISIT PLACE FOCUS SQUARELY ON THE ENVIRONMENTAVIATION AND THE ENVIRONMENT12 ICAO JOURNAL – ISSUE 1 2016At its historic 10th Meeting, the ICAO Committee on Aviation Environmental Protection (CAEP) recorded significant progress in a number of critical areas, including recommendations for a global aircraft CO2 design standard and for an aircraft engine non-volatile particulate matter (nvPM) standard. It was the first time in its history that the CAEP recommended two standards in one meeting, paving the way for cleaner aircraft that have less impact on the environment.EXPERTS DELIVER CO2 AND nvPM STANDARDSThe CO2 standard unanimously recommended by CAEP members is especially stringent where it will have the greatest impact: for aircraft weighing more than 60 tonnes, which account for more than 90% of international aviation emissions. But great care was also taken by the CAEP to ensure that the proposed standard covers the full range of sizes and types of aircraft used in international aviation today. Its solution comprehensively encompasses all technological feasibility, emissions reduction potential, interdependencies with noise and other emissions, and cost considerations. The goal is ultimately to ensure that when the next generation of aircraft types enters service, there will be guaranteed reductions in international CO2 emissions. Aviation presently accounts for less than 2% of the world’s annual CO2 emissions, but the projected doubling of global passengers and flights by 2030 must be managed responsibly and sustainably.The aircraft CO2 and nvPM standards will be subject to final review and adoption by the 36 State ICAO Council during one of its upcoming sessions. The CAEP/10 meeting also reviewed a vast amount of technical work related to a proposed global MBM for international aviation During his visit to ICAO while CAEP/10 was in session, UN Secretary General Ban Ki-moon stressed that “The eyes of the world are on ICAO to drive substantial, concrete progress on reducing emissions.”emissions. This will provide a basis for discussions and expected adoption of the aviation global MBM design scheme at the 39th ICAO Assembly this fall (27 September – 7 October in Montréal). Additional topics discussed at CAEP/10 included a proposed Life Cycle Assessment methodology for sustainable alternative fuels, noise technical issues such as future supersonic aircraft, as well as updated trends on noise, emissions that affect local air quality, fuel burn, and CO2. ICAO’s Member States have been implementing a comprehensive basket of measures to address international aviation emissions, which include aircraft technology, operational improvements, alternative fuels, and market-based measures. CAEP’s efforts remain invaluable to the environmental progress being achieved on all aspects of this programme.BUILDING ON PARISTwo months previous, in December, Dr. Aliu delivered a message on behalf of ICAO Member States to the Plenary of the United Nations Framework Convention on Climate Change (UNFCCC) Subsidiary Body for Scientific and Technological Advice (SBSTA) during the 2015 Paris Climate Conference (COP21). The COP21 invited ICAO to continue to report progress on its wide-ranging environmental work programme to future sessions of the UNFCCC SBSTA. The fact that international aviation was not covered under the historic Paris Agreement is considered a vote of confidence in the progress that ICAO and its Member States have achieved thus far. “COP21 was a great success for our planet and for civil society, but of course its process did not end with the concluding of its agreement,” stressed Dr. Aliu. “Every State and every global industrial sector must now redouble their efforts toward achieving substantial progress on emissions reduction if the COP21 legacy is to be achieved, and the civil aviation community is no exception.” A few days prior to COP21, ICAO Secretary General Dr. Fang Liu announced the adoption of the first aviation-related Clean Development Mechanism (CDM) methodology under the UNFCCC. The new CDM methodology relates to forward-looking projects that will incentivize innovation and significantly reduce emissions from aircraft while they maneuver at airports, quantifying CO2 reductions from the use of electric aircraft taxiing systems. ICAO and the UNFCCC are also cooperating in development of an additional CDM methodology covering the supply and use of solar power for aircraft operations at airport arrival and departure gates. United Nations Secretary General Ban Ki-moon paid a special visit to ICAO during CAEP/10, congratulating the UN aviation agency for its core role in helping to establish global civil aviation standards and policies. SG Ban especially praised ICAO for the recently agreed CAEP recommendation on the global CO2 standard for aircraft and called for continued ICAO leadership on achieving agreement on a global market-based measure (MBM) for international aviation at its next Assembly. He invited ICAO to further build on its achievements to deliver a safe, secure, and sustainable global aviation system. “I commend the strong links between the ICAO’s five Strategic Objectives and the 17 Sustainable Development Goals,” Mr. Ban noted. “Your campaign, No Country Left Behind, is helping to reduce inequality by ensuring that all countries have access to safe, reliable, and environmentally friendly air transport.” “We need more sustainable energy alternatives for fossil fuels. Airlines must increase their use of energy-efficient technology. Airport buildings and transport infrastructure must be sustainable and climate-friendly. ICAO is showing the way,” he said.Dr. Olumuyiwa Benard Aliu, President of the ICAO Council, said, “Mr. Ban’s visit, coming on the heels of a very successful COP21 in Paris, adds further impetus to the important environmental progress now being forged through ICAO.” “Under the leadership of Ban Ki-moon, the United Nations has embarked on some of its most ambitious and historic challenges,” commented Secretary General Liu. “Mr. Ban’s visit to ICAO was an opportunity for us to reiterate our engagement to work in unison with our colleagues throughout the UN system, towards Agenda 2030 and its historic Sustainable Development Goals.”CAEP/10 leadership group, which helps ICAO fulfill its mandate on aviation environmental protection. In all, the CAEP/10 meeting hosted over 270 international experts. ICAO JOURNAL – ISSUE 1 2016 13 AVIATION AND THE ENVIRONMENTCAEP/10 RESULTSAVIATION AND THE ENVIRONMENT14 ICAO JOURNAL – ISSUE 1 2016TECHNICAL DISCUSSIONS, TRENDS AND GUIDANCEGLOBAL MARKET-BASED MEASURE (MBM) SCHEMECAEP reviewed the significant technical work completed so far, and agreed on recommendations related to monitoring, reporting and verification (MRV) of CO2 emissions, eligibility criteria for emissions units, and registries.SUSTAINABLE ALTERNATIVE FUELS A life-cycle analysis methodology for sustainable alternative fuels for use in a global MBM scheme showed that in 2020 a reduction of 1.3% of international aviation CO2 emissions could be possible. By 2050, 100% of international aviation jet fuel demand could be met with alternative fuels. Such a scenario, of course, is highly dependent on policy decisions.AIR CARGO CO2 EMISSIONSCAEP recommended a methodology to quantify air cargo CO2 emissions which complements the ICAO Carbon Calculator for passenger air travel emissions. AIRCRAFT NOISEIt was recognized that, for the first time, States may be able to consider the possibility of “noise neutral growth” from 2030 – under the most optimistic advanced technology and operational improvements scenario. SUPERSONIC AIRCRAFT NOISECAEP continued its work on the development of a new supersonic noise standard for future aircraft, and understanding the current state of sonic boom knowledge, research and supersonic aeroplane projects.COMMUNITY ENGAGEMENTCAEP recommended a new circular on “Community Engagement on Aviation Environmental Management,” which identifies key principles for stakeholders communication.AIRPORT PLANNING MANUALCAEP recommended an update to the Airport Planning Manual, Part 2, to include climate change considerations.AIR TRAFFIC MANAGEMENTCAEP analysis showed that full implementation of the Aviation System Block Upgrade (ASBU) Block 0 could achieve 0.7 to 1.4% of fuel savings in 2018 compared to 2013. NEXT STEPS IN THE STANDARDS PROCESSSPRING 2016Air Navigation Commission (ANC) preliminary reviewSUMMER 2016State Letter and consultation with StatesFALL 2016ANC final reviewWINTER 2017ICAO Council consideration, adoptionSPRING/SUMMER 2017State Letter and States’ responsesWINTER 2017-18Applicability date of the Annex amendmentFUTURE WORK, CAEPTOP PRIORITIES1. nvPM Standard – collection of data and further consideration of stringency levels2. Global MBM scheme – completion of remaining technical work3. CO2 emissions Standard – implementation support EMERGING ISSUES1. Guidance for adaptation to Climate Change2. Guidance on Aircraft Recycling3. Placing international aviation into context with a 1.5°C / 2.0°C temperature increase scenarioFUTURE CAEP MEETINGS2016Steering Group, United States2017Steering Group, Spain2018Steering Group, Singapore2019CAEP/11, ICAO HQ, Montréal, CanadaENVIRONMENTAL ISSUES TAKE CENTRE STAGEA CONVERSATION WITH JANE HUPE, ICAO DEPUTY DIRECTOR FOR ENVIRONMENTAL PROTECTIONFollowing the CAEP/10 meeting, ICAO Journal spoke with Jane Hupe. Ms. Hupe is the Deputy Director, Environment in ICAO’s Air Transport Bureau (ATB) and the Secretary of ICAO’s Committee on Aviation Environmental Protection (CAEP). Her responsibilities include management of the ICAO Environmental Programme and CAEP, plus coordination of work in the field of aviation and the environment with other international organizations such as the United Nations Framework Convention on Climate Change (UNFCCC), the International Maritime Organization (IMO), the United Nations Environment Programme (UNEP), the United Nations Development Programme (UNDP), and other stakeholders such as aviation industry and environmental non-governmental organizations (NGOs). She is also responsible for the capacity-building and support programme for the States’ Action Plans on CO2 emissions reductions activities in international aviation.What do you consider the most significant outcomes of CAEP/10?By far, the biggest accomplishment of the meeting was the CO2 standard. It’s the result of six years’ intensive work by the best experts in the world. The first three years were dedicated to prepare the certification procedures and the last three to the definition and analysis of the technological feasibility, environmental benefits, cost effectiveness, and interdependencies of a range of options for new types and in-production aircraft. The final recommendation is a balance of these four features. The applicability date (when compliance with the standard would be mandatory) was also an important element considered. The level of stringency that was agreed displayed the significant ambition by CAEP members to deliver a robust standard.It’s important to underscore that the CO2 standard is the very first global design standard for CO2 emissions for any sector, not just aviation. The standard that has been recommended is robust with any new aircraft model launched after 2020 being required to comply. The standard guarantees up to a 10% fuel efficiency gain for each new type developed after 2020, relative to the average of current production aircraft types. It also addresses those aircraft that are already in-production. If they have not complied with the standard by 2028, they cannot be produced anymore. That’s really comprehensive. In my view, that is the most significant achievement of CAEP/10. For context, approximately 40% of current production aeroplane type designs will need to be improved to meet the Standard or they will go out of production by 2028.The non-volatile particulate matter (nvPM) standard is also ground breaking and reflects the evolution of our understanding of nvPM and ability to measure the amount emitted by engines. The fact that CAEP agreed on two new proposed ICAO Standards in the same meeting was a first for us. The CAEP/10 successes were the result of years of hard and intensive work and of a very interactive and exceptionally well-attended meeting. The members considered the views of all major stakeholders, including manufacturers, airlines, airports, environmental NGOs, the business jet community, pilots, air navigation service providers, and of course the regulators. Each of them comes from a completely different viewpoint. They all had the possibility in the process to express their challenges, including the level of technology currently available from manufacturers in the different categories of aircraft. But all had the objective of having a very ambitious, realistic, and robust standard. AVIATION AND THE ENVIRONMENT ICAO JOURNAL – ISSUE 1 2016 15How does the CO2 Standard fit with ICAO’s carbon-neutral growth goal?We have a basket of measures: technology, operations, alternative fuels, and market-based measures to address the CO2 emissions from international aviation. On the technology side, the CO2 standard is a major step, because it is binding. We are ensuring the best technology will be incorporated into existing and new aircraft types in the future.Market forces to deliver fuel efficient aircraft are strong, since fuel is one of the largest single costs that operators face. The CO2 standard will deliver an additional impact, since it will guarantee that technology that does not meet the minimum certification level will not be produced after 2028. The CO2 standard will ensure that the best technology will be incorporated into aircraft designs. Our experience has been that, once you set the bar, the manufacturers want to go beyond it for better acceptance by the market. So, we expect to see new aircraft designs that exceed the recommended standard.The milestone COP21 Paris Agreement did not include international aviation, deferring to climate change efforts led by ICAO.The Paris Agreement is an important first step with all parties on board in addressing climate change. To quote UN Secretary General Ban Ki-moon during his special address to ICAO in February, “it is the triumph of multilateralism.” However, there is always the need to clarify the framework for addressing international aviation emissions and the Paris Agreement.The Paris Agreement addresses all domestic emissions sources, including domestic aviation emissions. It gives every State that are parties to the UNFCCC the opportunity of setting their own emissions objectives related to their own capabilities – their “Intended National Domestic Contributions (INDCs).” Once they put forward their INDCs, they are bound by that submission. No State can include international aviation emissions in its INDC as, by definition, these are not part of “emission categories” to be accounted for under their national total. Overall, aviation accounts for 2% of CO2 emissions, of which domestic aviation is 0.7% and international aviation is 1.3 %.ICAO‘s remit is international aviation. Our Assembly challenged us in 2013 to achieve carbon neutrality from 2020 and requested that we come with global measures to reach this aspirational goal. This is exactly what we are doing. The UNFCCC process is following up the developments in ICAO and these developments were recognized in Paris. This comes with a huge responsibility and the Organization needs to live up to it.A second source of confusion is funding. Some advocate for funding actions on the environment with money from international aviation. But it’s very complicated to understand why something “ An ambitious climate policy is an integral part of the Commission’s plan to create an Energy Union, and a priority of the new EU Aviation Strategy.”- Violeta Bulc, Transport Commissioner, European Union“ We are encouraged by this success and believe it puts us on a promising path to secure a robust market-based measure later this year.”- Michael Huerta, Administrator, United States Federal Aviation Administration (FAA)“ The CO2 Standard does not solve aviation’s climate challenge on its own, but it is an important element in our comprehensive strategy for tackling carbon emissions.”- Tony Tyler, Director General and CEO, International Air Transport Association (IATA)“ It is no exaggeration to say that the future of aviation depends on our dedication to the cause of environmental stewardship.” - Angela Gittens, Director General, Airports Council International (ACI)AVIATION AND THE ENVIRONMENT16 ICAO JOURNAL – ISSUE 1 2016“The CAEP agreement on a new aircraft CO2 standard is an historic achievement that demonstrates ICAO’s leadership in setting environmental standards for global aviation.” – Jane Hupe, ICAO Deputy Director, EnvironmentTWO NEW ICAO STANDARDSPROPOSED ICAO AEROPLANE CO2 EMISSIONS STANDARD■■■The first global Standard for CO2 emissions of any sector ■■■Will apply to new aeroplane type designs from 2020■■■Will apply to in-production aeroplane type designs in 2023■■■Production cut-off in 2028 of aeroplanes that do not meet the standard■■■Especially stringent for larger aircraft, maximum take-off mass greater than 60 tonnes, where it will have the greatest impact.■■■Recommended as an entirely new Volume to Annex 16, Volume IIIPROPOSED ICAO NON-VOLATILE PARTICULATE MATTER (nvPM) STANDARD■■■The first Standard of its kind■■■Will apply to engines manufactured from 1 January 2020■■■For aircraft engines with rated thrust greater than 26.7kN■■■Recommended as an amendment to Annex 16, Volume IICAEP/10 KEY OUTCOMES AVIATION AND THE ENVIRONMENT ICAO JOURNAL – ISSUE 1 2016 17that is contributing 1.3% of the problem can be targeted for 10% of the funding solution. It’s completely disproportional and you end up hurting the countries that need international aviation to survive and to develop their economy, such as the Small Island Developing States (SIDS). This is not in line with the principles of sustainable development and not coherent with the UN Sustainable Development Goals. That is why the Assembly and subsequently the ICAO Council vehemently oppose such an approach. Our goal is to enable States to realize the socio-economic benefits of international aviation while limiting or reducing its environmental impacts. CAEP/10 also reported some very encouraging trends with regard to noise and alternative fuels. We are seeing a big effect from the implementation of ICAO aircraft noise Standards, the first of which was applicable in 1972. For the first time, in one of the scenarios explored (the more optimum scenario), we can foresee a flattening of the noise trend from 2030 onward. In other words, this means that we may get to a “noise neutral future” with aviation activities growing but stable noise contours around airports.Looking into the potential for biofuels in international aviation, we have identified scenarios in which the industry could fly on 100% sustainable alternative fuels in the future. But again, it would all highly depend on the policies put in place for the development and deployment of such fuels. Initiatives such as the one implemented at Oslo airport, where sustainable fuels are made available to airlines, are without doubt game changers. Switching from conventional fuels to low-carbon alternatives is the next challenge faced by all businesses. Aviation is no different, and sustainable alternative fuels can be deployed in the air and on the ground. A bright future lies ahead of international aviation if we put the right policies in place now. Next >