< Previous8 ICAO JOURNAL – ISSUE 1 2017XXXXX“Sustainable alternative fuels are now poised to make important contributions with respect to near-term gains.” That was the hopeful message conveyed by Dr. Olumuyiwa Bernard Aliu, President of the ICAO Council, at the ICAO Seminar on Alternative Fuels in Montréal.The February seminar was a prelude to a planned high-level ICAO Conference on Aviation Alternative Fuels which will be convened later in 2017. The high-level conference will focus on bringing together the elements of a global vision for development and deployment of alternative fuels as one approach in the basket of measures to decrease international aviation’s environmental impact.The seminar reviewed the status of worldwide activities on the use of alternative fuels in aviation, life-cycle analysis methodologies and sustainability criteria, financing and assistance programmes, legal and regulatory frameworks, the role of biofuels in States’ Voluntary Action Plans for reducing CO2 emissions, ICAO assistance projects, and the global market-based measure (Carbon Offset and Reduction Scheme for International Aviation, or CORSIA), which was agreed by the 39th ICAO Assembly in October 2016.“While today’s commercial aircraft may be 80 per cent more fuel efficient and 75 per cent quieter than the first commercial jets, we must also keep in mind that the fuel efficiency improvements achieved, whether through new technologies or more efficient flight procedures, will likely not be enough to keep up with projected traffic growth,” said Dr. Aliu. “More must be done. We will therefore be focusing greater attention this year on policies to enhance the use of alternative fuels.”DISTILLING THE KEY ISSUESPresenters represented an array of stakeholders such as Sustainable Energy for All (SE4ALL), International Sustainability and Carbon Certification (ISCC), the Roundtable on Sustainable Bio Materials (RSB), Air Transport Action Group (ATAG), the U.S. Federal Aviation Administration (FAA), the European Commission, Airports Council International, Airbus, Boeing, Bombardier, Air Canada, KLM, United Airlines, Virgin Australia, and a long list of others.In an unusual approach, presenters in the opening roundtable and delegates were asked to highlight three main issues they think should be addressed with regard to alternative fuels for aviation. The result of the “three highlights” approach was a “word cloud” which represents the aggregate of the issues tabled for discussion.For example, Michael Gill, representing ATAG, highlighted these policy requests: ambitious policy frameworks, a level playing field with other transport modes, and “dare to be brave.”SE4ALL’s Gerald Osteheimer advocated for rewarding fuels for reducing their carbon intensity, sustainable supply chains, and de-risking investment for private sector investment in agriculture and renewable energy.ENVIRONMENTAL PROTECTION8 ICAO JOURNAL – ISSUE 1 2017JANE HUPE Is ICAO Deputy Director for Environmental Protection PUMPING UP ALTERNATIVE FUELS“ The best way to predict the future is to create it.”XXXXXAdam Klauber of Carbon War Room identified support for infrastructure funding (such as blending capacity), subsidy parity fossil fuels, and quantifying sustainable jet fuel benefits that include economic development, air quality, climate stewardship and price volatility reduction.ACI’s Michael Rossell emphasized, “It is not about the amount of biofuel currently available at airports, but the joint commitment for the future.” He said States should avoid introducing regulations which lead to market distortion and should work with all stakeholders in developing and implementing new initiatives.Michel Wachenheim of the International Coordinating Council of Aerospace Industries Associations (ICCAIA) supported research to improve fuel efficiency and deployment “from feedstock production to distribution,” and “reflection on the economic model.”The three most-mentioned issues were:1. Reduce financial risk2. Support a quality framework3. Level the playing fieldOther issues high on the list included public-private partnerships and sustainability in the supply chain.PLANTING THE SEEDSThe aviation industry is the first commercial sector to commit itself to limiting carbon emissions within 20 years, including a binding mechanism (CORSIA). To achieve that goal, the industry must look at a variety of options. Hydro-treated oils, a process of converting gases into hydrocarbons, or fermentation processes such as the one being done by biotech Amyris with French oil firm Total, produce sustainable biofuels. These fuels are largely made from plants (vegetable oils such as camellia, jatropha, sugar crops, cereals, and algae). The use of seaweed is also being researched.However, with prices for conventional jet fuel remaining low, energy companies have little incentive to invest in new technologies. Nonetheless, 25 airlines will operate more than 5,000 flights using jet fuel mixed with sustainable alternative fuels on a trial basis this year.United Airlines is using biofuel blends in place of conventional jet fuel on flights between Los Angeles and San Francisco, California. They plan to incorporate biofuels in all domestic flights leaving the Los Angeles hub and eventually roll it out to all flights globally. United’s blend is 30 per cent bio, 70 per cent conventional, produced by Alt Air Fuels.Hamburg airport, Germany is using renewable diesel fuel from Finnish company Neste for its ground fleet. Neste previously worked with Lufthansa to test another of its fuels, Neste Renewable Jet Fuel, on more than 1,000 flights. Boeing has also successfully tested Neste's renewable fuel.To reach a profitable production threshold as an aviation fuel, stringent production quality and safety standards are required. Storage is necessary at low temperatures (to avoid having the fuel oxidize). And the “food versus fuel” debate often complicates government incentives support.Robert Boyd, International Air Transport Association (IATA) and Wendy Aritenang, Indonesia Biofuels and Renewable Energy, Committee on Aviation Environment Protection (CAEP) Policy Guidance Task Group Co-Leads, said modeling studies showed that “… under special conditions, up to 100% of commercial aviation jet fuel demand can be satisfied with alternative fuel.” Currently about two (2) per cent is comprised of alternative fuels. But the history of such fuels is young, and the discussion is robust. Accelerating from zero (or two) to 100 won’t happen in the near-term, but it is a possible scenario – depending on the vision and policies put in place.The best way to predict the future is to create it. ICAO JOURNAL – ISSUE 1 2017 910 ICAO JOURNAL – ISSUE 1 2017XXXXXThe 12th Symposium and Exhibition on the Traveller Identification Programme (TRIP) hosted 568 participants from 81 States, 15 international organizations and 50 industry partners from passport-issuing offices, aviation security authorities, civil registries, border control and law enforcement agencies, airlines, airport authorities, travel document industry members, immigration authorities and other interested parties.With the theme of “Strengthening Aviation Security through Improved Traveller Identification,” the Symposium convened at the International Civil Aviation Organization (ICAO) Headquarters in Montréal, Canada in November 2016. This annual gathering provides an opportunity for representatives from the public and private sectors to coordinate their efforts to advance the five elements of the ICAO Traveller Identification Programme (TRIP) Strategy (see box on Page 11).ICAO's mission in this field is to contribute to the capacity of Member States to uniquely identify individuals by providing government authorities worldwide with the relevant supporting mechanisms to establish and confirm the identity of travellers. The planned work programme for the TRIP Strategy for 2017-2019 was newly endorsed by the 39th ICAO Assembly in October, which reinforced its continuing development and implementation. “Another historic landmark was achieved with the unanimous adoption by the United Nations Security Council of Resolution 2309 (2016),” said Boubacar Djibo, Director, Air Transport Bureau, ICAO. “The Secretary General of ICAO, Dr. Fang Liu, addressed the Council Members, calling for closer collaboration to ensure the security of global air services, including the prevention of terrorist attacks against civil aviation. Along with enhanced screening, security checks and facility security, the Council called for strengthened cooperation and information-sharing among States and a requirement that airlines provide advance passenger information (API) to national authorities in order to track the movement of individuals identified as being associated to terrorism activities.”The heightened cooperation between ICAO and the UN Counter-Terrorism Committee Executive Directorate (CTED) on issues related to global counter-terrorism was pointed out; the ICAO TRIP Strategy supports the fight against terrorism, cross-border crime and other threats against civil aviation as endorsed by UNSC Resolution 2178 (2014). It was also stressed how engagement in the ICAO TRIP Strategy benefits national, regional and international cooperation on border control and law-enforcement activities. THE TRIP STRATEGYThe three-day symposium comprised seven sessions which addressed topical issues from both the regulatory and practical perspectives and provided a broad view of technical developments regarding evidence of identity, MRTD standards and best practices, document security, identification management and related border security issues. SECURITY & FACILITATION10 ICAO JOURNAL – ISSUE 1 2017DR. NARJESS ABDENNEBI Is Chief of the Facilitation Section at ICAO.13th ICAO Symposium and Exhibition on the Traveller Identification Programme (TRIP)ICAO Headquarters, Montréal, Canada24-26 October 2017 12th TRIP SYMPOSIUMSTRENGTHENING AVIATION SECURITY THROUGH IMPROVED TRAVELLER IDENTIFICATIONXXXXX ICAO JOURNAL – ISSUE 1 2017 11Panellists noted the connection between civil aviation, international tourism and migration and the fact that the TRIP Strategy helps to facilitate the travel of a growing number of air travellers while strengthening traveller identification management.Speakers from the International Air Transport Association (IATA), the UN World Tourism Organization, and the International Organization for Migration (IOM) focused on the high expectation of passengers for smarter security processes and increased operational efficiency at airports. Florian Forster, Head, Immigration and Border Management, also noted IOM’s “Principle 1,” which advocates “early identification and support for migrants or displaced persons who are vulnerable owing to personal characteristics, circumstances (such as trafficking or other violence), or legal status (e.g. regular, undocumented, irregular, dependent).The work of ICAO’s Technical Advisory Group to help implement the TRIP Strategy was explained and the importance of the ICAO Public Key Directory (PKD) was reiterated as a secure and cost-effective system for sharing up-to-date, globally trusted and validated public keys, essential for verifying and authenticating ePassports to combat terrorism and crime while strengthening border security and facilitation.How the ICAO TRIP Strategy could help combat the latest trends in fraudulent documents was discussed extensively. Fraudulent activities present a serious challenge to ensuring effective and reliable traveller identification management. Technical experts offered their operational experience to highlight current challenges and solutions relating to the different types of travel document fraud. INTERPOL highlighted its work in helping to prevent the proliferation of counterfeit currency and other security documents.EVIDENCE OF IDENTITYSpeakers highlighted the important role played by evidence of identity in achieving the objective of enabling States to uniquely identify individual travellers. Simon Deignan and Yoran Dokovic of the Organization for Security and Cooperation in Europe (OSCE) outlined their efforts to enhance identity management, specifically through a compendium of best practices with emphasis on legislative framework and interoperability among identity actors. Hichem Chaya of the Ministère de l'Intérieur et des Collectivités Locales Algérien described the physically secure eID card – Algeria’s Biometric and Electronic National Identity Card (CNIBE) – launched in 2015. The Head of Czechia’s National Border Situation Center, National Control Authority, Petr Malovec, described implementation of a secunet eID PKI Suite which is also used by authorities in Germany, Norway, Finland and Latvia.On the topic of breeder documents, the EU ORIGINS project has analyzed the associated security challenges of the integrity of identity documents used in the passport issuance process. Credible evidence of identity involving the tracing, linkage and verification of identity against breeder documents is essential to ensuring robust traveller identification. Charles de Couëssin stated, “Stability of biometric characteristics is key to long-term recognition.” Researchers suggest that iris and fingerprint should be the biometric characteristic of choice for reliable long-term recognition. However, among challenges to be solved are sensor interoperability, image quality, template ageing effects, and sensor ageing effects.MRTDS, DOCUMENT ISSUANCE, AND CONTROLICAO’s role in setting international standards and specifications has been enhanced through the provision of implementation assistance to States. Technology development of ePassports was addressed by experts from both States and the industry. For example, Justin THE FIVE ELEMENTS OF THE TRIP STRATEGYEvidence of identity – credible evidence of identity, involving the tracing, linkage and verification of identity against breeder documents to ensure the authenticity of identity;Machine Readable Travel Documents (MRTDs) – the design and manufacture of standardized MRTDs, including ePassports, that comply with ICAO specifications;Document issuance and control – processes and protocols for document issuance by appropriate authorities to authorized holders, and controls to prevent theft, tampering and loss;Inspection systems and tools – for the efficient and secure reading and verification of MRTDs, including use of the ICAO Public Key Directory (PKD); andInteroperable applications – globally interoperable applications and protocols that provide for timely, secure and reliable linkage of MRTDs and their holders to available and relevant data in the course of inspection operations.23451TRAVELLER IDENTIFICATION MANAGEMENT12 ICAO JOURNAL – ISSUE 1 2017Ikura of Canada Citizenship and Immigration and Tom Kinnegning of the International Organization for Standardization (ISO) said, “LDS2 ePassports will include the ‘missing’ information that is needed to systematically clear passengers using automated border clearance (ABC) technologies. Standard, reliable and protected travel data can be leveraged to perform an on-the-spot, systematic analysis of the risk that travellers present, and detect unusual travel patterns, disconnects between entry and exit stamps, and attempts to alter travel data.”John Campbell and Brandt Wagner of the International Labour Organization (ILO) focused on the development of their Seafarer Identification Document (SID) to ensure it meets the ICAO specifications in Doc 9303, Machine Readable Travel Documents. “The SID helps facilitate sea trade, provides a mechanism to identify legitimate seafarers, and enables shore leave, transit and transfer,” they explained. A revision to ILO’s Convention No. 185 will come into force in June 2017 with SIDs being machine readable (of TD1, TD2 or TD3 size) with improved security features to include fingerprints and issuance by the State of nationality of the seafarer instead of the flag State. This case highlights how ICAO MRTDs benefit not only civil aviation but also other modes of transport.The rapid pace and diversity of innovation in technology is seen as producing new possibilities for the way in which traveller identification can be managed. Utilized correctly, such innovations can enhance aviation security and facilitation. The importance of assistance and capacity building to help States develop and maintain robust traveller identification management was stressed in case studies.INSPECTION SYSTEMS AND TOOLSA key element in strengthening aviation security is to ensure that border inspection systems provide timely, secure and reliable links between travel documents, travellers and the security information held in government databases. The complexities of passenger data exchange, including advance passenger information (API) and passenger name record (PNR), were highlighted, emphasizing the need to establish successful passenger data programmes which provide tangible benefits to governments, airlines, and the travelling public.The World Customs Organization (WCO) has shifted focus from collection of import and export duties to undertaking new activities to help protect economic and societal interests, including preventing crime and terrorism. François Remue said the WCO’s security programme has “identified the need for improvement in institutional and front-line capacity, customs-to-customs communication, customs-to-police communication, information collection and intelligence sharing, and stakeholders cooperation.”The example of how European Integrated Border Management operates as a shared responsibility between Member States was presented by FRONTEX. The European border and coast guard agency’s Head of Air Border Sector, Claudio Kavrecic, cautioned that electronic travel authorization does not provide an automatic authorization to enter, does not necessarily match data not aligned with database records, does not recognise all false or wrong information, and does not detect felons whose names are not recorded in databases.For further information on the 12th TRIP Symposium, including the presentations, please visit www.icao.int/Meetings/ TRIP-Symposium-2016/Pages/Presentations.aspx STRENGTHENING FACILITATION COLLABORATIONICAO will continue to promote within the UN system the benefits of facilitation and identity management for States while strengthening collaboration with many international organizations in this field. As an example, a Memorandum of Understanding was signed at the Symposium between ICAO and IOM that formalizes closer collaboration on shared priorities such as enhanced global mobility and traveller identity management.IOM Director General William Lacy Swing said, “The management of borders, travel facilitation and security, and in particular travel document security as well as identity management, are of great importance for all international travelers and among them, of course, migrants and refugees who cross international borders. Strengthened close cooperation between ICAO and IOM is a much welcome step forward.”International Organization for Migration (IOM) Head of Immigration and Border Management, Florian G. Forster (left) and ICAO Air Transport Bureau Director Boubacar Djibo celebrate the signed Memorandum of Understanding which will aid the two global agencies’ efforts to respond in a coordinated way to new and emerging challenges for security and facilitation in global air travel.WOMEN IN AVIATIONMarion Poon’s “Superrench” photo was selected as the winner of the 2016 Photo Contest on Gender Equality and the Empowerment of Women in Aviation. The contest was conducted by the International Civil Aviation Organization (ICAO) and the International Aviation Women’s Association (IAWA).The contest provided participants with an opportunity to showcase their in Aviation, held at ICAO Headquarters, Montréal, Canada in conjunction with the 28th IAWA Annual Conference. A few other submitted photos are featured on the opposite page. All of the photo submissions from the 91 worldwide participants can be found at www.icao.int/Documents/photo-contest-all-submissions.pdf creativity and to share ideas on gender equality or to highlight women in aviation who have motivated others – role models and mentors. It was particularly inspired by the UN Sustainable Development Goal 5: Achieve gender equality and empower all women and girls.The award was presented to Ms. Poon at the first IAWA/ ICAO Forum on Gender Equality SINGAPORE’S MARION POON WINS IAWA/ICAO PHOTO CONTESTWINNER Marion Poon, SingaporeMaria Hofbauer, United StatesSiobhan Mandich, New ZealandMaria Letizia Bernabeo, ItalyToty Amirova, KazakhstanJia-Xin Kwok, SingaporeEyitayo Abiodun Oyelowo, Nigeria16 ICAO JOURNAL – ISSUE 1 2017XXXXXCabin crew members play a key role in passenger and operational safety. The number of cabin crew on board, and their performance, are significant factors in the successful evacuation of aircraft. ICAO’s new Manual on the Establishment of Minimum Cabin Crew Requirements (Doc 10072) provides guidance material to ensure the right number of cabin crew members are on board to ensure passenger and operational safety.As demonstrated from past accidents, a minimum number of cabin crew members are required on board aircraft to effectively conduct a timely evacuation and increase the survivability of passengers during an accident. ICAO Standards related to minimum cabin crew requirements are found in Annex 6 – Operation of Aircraft, Part I – International Commercial Air Transport – Aeroplanes. The goal of these Standards is to allow for a safe and expeditious evacuation of the aircraft, and to enable cabin crew to carry out the necessary functions to be performed in an emergency or a situation requiring an evacuation.The ICAO Standards do not provide a numeric value (i.e., an exact number of cabin crew) needed for the operator to comply with Annex 6 requirements. The minimum number of cabin crew members required for each aircraft type in an operator’s fleet must be approved by the State.How is the number of cabin crew on board calculated? The number of cabin crew members on board is based on the maximum seating capacity of a specific aircraft type or the number of passengers carried on a particular flight. Most States use the 1:50 model (i.e., a ratio of 1 cabin crew member to 50 passenger seats installed). This includes the United States and States in the European Union. This method is based on the aircraft manufacturers’ certificated evacuation capability, as part of the type certificate process. Australia and Canada are examples of States using different models. Canada uses a 1 cabin crew member to 40 passengers on board ratio as a basis. However, Transport Canada Civil Aviation (TCCA) permits operations with the use of the 1:50 model. Australia requires 1 cabin crew member to 36 passengers on board. However, the Civil Aviation Safety Authority (CASA) may grant permission to large aircraft operators to transition to a 1:50 model if the competent authority is satisfied that an acceptable level of safety can be maintained as a result of implementing this model.How are these numbers validated? As part of the type certificate process for a new aircraft type, an aircraft manufacturer must demonstrate that the aircraft, in its maximum seating capacity, can be evacuated within a 90-second timeframe. Based on these demonstrations, or analysis based on data, aircraft are certified with a minimum number of cabin crew members in relation to a number of passenger seats. SAFETY16 ICAO JOURNAL – ISSUE 1 2017MARTIN MAURINO, M.ENG Is Safety, Efficiency and Operations Officer at ICAO. He heads the ICAO Cabin Safety Programme. Before joining ICAO, he held safety analysis and safety management roles at Transport Canada and the International Air Transport Association (IATA). Martin began his career in aviation as a cabin crew member at Air Canada.THE RIGHT NUMBERS FOR SAFETYNEW ICAO MANUAL ON MINIMUM CABIN CREW REQUIREMENTS“ ICAO recommends that one cabin crew member be assigned per floor-level exit.”XXXXX ICAO JOURNAL – ISSUE 1 2017 17In order to establish the minimum cabin crew complement, States may require new or existing operators to conduct an evacuation demonstration when a new aircraft type enters their fleet (in addition to the demonstration conducted by the manufacturer). The goal of this demonstration is to satisfy the State that the operator’s cabin crew members are able to achieve an evacuation and ditching capability equivalent to that achieved for the same aircraft type by the manufacturer. The number of cabin crew members used by the operator to successfully complete the demonstration is used to establish the minimum cabin crew required on that aircraft type for that particular operator.Can a cabin crew member manage two emergency exits? Currently, one of the most-discussed topics in the field of cabin safety is the ratio of cabin crew members to floor-level exits. Operators may comply with the existing ratios but this could result in a cabin crew member being assigned to operate a pair of floor-level exits on certain aircraft types. In addition, some operators attempt to decrease operating costs by reducing the number of cabin crew carried on board, which can also lead to one cabin crew member being assigned two exits. There are concerns that a single cabin crew member may not be able to manage two exits during a real-life evacuation. On aircraft types where the distance between a pair of floor-level exits is such that a single cabin crew member may not be able to operate or have direct view of the opposite exit, it is highly unlikely that the cabin crew member would be capable of simultaneously giving commands for the two emergency exits, including preventing passengers from opening an unusable exit (e.g., blocked because of fire outside). The crew member would also experience difficulties reaching and operating the opposite exit and managing the evacuation and the passenger flows to both emergency exits of a pair.CABIN SAFETY EXPERTS WEIGH INThe ICAO Cabin Safety Group (ICSG) was tasked to assist the Organization in developing the content of Doc 10072. The group was asked to tackle the issue of the number of cabin crew members per floor-level exits. To produce an evidence-based recommendation, the group turned to past accident reports and research. The ICSG reviewed findings from investigations which relate to evacuations, focusing on the number of cabin crew members on board, staffing of emergency exits and impacts on the evacuations and their outcomes. The group also reviewed research on the influence of cabin crew in evacuations and recommendations by aircraft manufacturers.One of the accidents analyzed occurred in July 1992. A Lockheed L-1011 TriStar 1 on scheduled passenger flight from New York to San Francisco, with 280 passengers and 12 crew members on board, departed the runway after a rejected takeoff at John F. Kennedy International Airport and was destroyed by fire. The evacuation of the aircraft occurred within two minutes. The accident report stated that the speed in evacuating 292 passengers and crew from the aircraft was complemented by the operator’s requirement for nine cabin crew members, which was three more than the minimum required by the State’s regulations … and that the nine cabin crew members were assisted by five off-duty cabin crew members and two off-duty captains who were occupying flight deck jump seats.Another accident analyzed occurred in August 2005, when an A340-300, on a scheduled passenger flight from Paris to Toronto with 297 passengers and 12 crew members on board, overran the runway after landing at Toronto International Airport. The aircraft caught fire. The accident report stated that applicable regulations called for one cabin crew member for every 50 passenger seats, and the minimum cabin crew requirement for this flight was six crew members. However, there were nine cabin crew members on board; the availability of three supplemental cabin crew members on the accident flight undoubtedly contributed to the success of the evacuation.Next >