< PreviousICAO has been working collaboratively with States and other key stakeholders to develop the 2020-2022 edition of the GASP, which will set forth ICAO’s Safety Strategy for the next decade. A draft of the 2020-2022 edition of the GASP will be presented at the Thirteenth Air Navigation Conference, as part of the dynamic consultation process aimed at developing a meaningful and effective Safety Strategy. WHY IS THE GASP NEEDED? To the travelling public, safety is a given on every flight. However, arriving safely at a destination requires continuous efforts from the aviation community. It is essential that States, regions (including regional entities such as the regional aviation safety groups (RASGs) and regional safety oversight organizations (RSOOs)) and industry (including international organizations and service providers) work together toward the goal of safe operations. In line with ICAO’s Safety Strategic Objective, the GASP outlines key safety enhancement initiatives at the global level. The GASP outlines roles and responsibilities for States, regions and industry in managing organizational challenges and operational safety risks. The global aviation safety roadmap, presented in the GASP, serves as an action plan to assist the aviation community in achieving the GASP goals through a structured, common frame of reference for all relevant stakeholders. WHY IS THE GASP UPDATED REGULARLY? Aviation is an ever-changing and challenging industry. Therefore, the GASP is reviewed and updated every three years prior to each session of the ICAO Assembly. The draft 2020-2022 edition of the GASP was developed through the efforts of the GASP Study Group (GASP- SG), a joint regulatory industry expert group established by ICAO to ensure that the plan and its content reflect the needs of the aviation community at the international, regional and national levels. WHAT CHANGES ARE PROPOSED FOR THE GASP? The draft 2020-2022 edition of the Safety is aviation’s top priority. The Global Aviation Safety Plan (GASP), ICAO’s strategy for the continuous improvement of aviation safety, aims to continually reduce aviation-related fatalities, and the risk of fatalities, by guiding the development of a harmonized safety strategy and the implementation of aviation safety plans at the regional and national levels. SETTING THE SAFETY STRATEGY FOR THE NEXT DECADE GASP UPDATE 8 | ICAO JOURNAL | ISSUE 2 | 2018 AIR NAVIGATION CONFERENCE PREVIEWwith the United Nations’ 2030 Agenda for Sustainable Development. The year 2030 has been selected as the timeframe for reaching this goal, as it is by this date that traffic volume is forecast to double. A series of six goals in the draft 2020-2022 edition of the GASP support the overall aspirational safety goal and will supersede the objectives presented in the 2017-2019 edition of the GASP. Some derive from the 2017-2019 edition of the GASP, which called for States to implement effective safety oversight systems and State Safety Programmes (SSPs). Other goals respond to feedback from States and international organizations received during the consultation process to update the GASP, asking for a greater emphasis on the management of operational safety risks. WHAT RISKS SHOULD THE AVIATION COMMUNITY FOCUS ON? To mitigate the risk of fatalities, States, regions and industry need to address hazards associated to events referred to as “high-risk categories (HRCs) of occurrences.” ICAO determined the types of occurrences considered to be global HRCs (previously known as “global safety priorities”) by looking at actual fatalities from past accidents, high fatality risk per accident, and the number of accidents and incidents. THESE HRCS HAVE BEEN IDENTIFIED FOR THE DRAFT 2020-2022 EDITION OF THE GASP : › CONTROLLED FLIGHT INTO TERRAIN; › LOSS OF CONTROL IN-FLIGHT; › MID-AIR COLLISION; › RUNWAY EXCURSION; AND › RUNWAY INCURSION. WHAT CHANGES ARE PROPOSED FOR THE GLOBAL AVIATION SAFETY ROADMAP? The draft 2020-2022 edition of the GASP includes an updated global aviation safety roadmap. The roadmap presents globally recognized safety enhancement initiatives for States, regions and industry to address each of the GASP goals. A new operational safety risks portion of the roadmap is included in the GASP to assist States, regions and industry in addressing the five HRCs. This new portion of the roadmap suggests a structure to identify hazards associated with the HRCs and develop additional safety enhancement initiatives to mitigate the associated safety risks. WHAT IS EXPECTED OF STATES? In line with the draft 2020-2022 edition of the GASP, each State will be encouraged to develop a national aviation safety plan, GASP recognizes the needs of all aviation stakeholders. It promotes the implementation of safety management and a risk-based approach as tools to help manage increasingly complex aviation systems. It also encourages the use of harmonized safety enhancement initiatives to address gaps in effective implementation of the critical elements of a State’s safety oversight system. The draft 2020-2022 edition of the GASP has been restructured in two parts: Part one addresses safety planning, including the identification of organizational challenges and operational safety risks and the definition of roles and responsibilities of the different stakeholders within the GASP. Part two addresses implementation of safety enhancement initiatives aimed at improving safety. The GASP also includes an Executive Summary which provides the key messages to a State’s senior management, in order to promote a better understanding and support of this strategic document. GASP VISION AND GOALS The vision of the draft 2020-2022 edition of the GASP is to achieve and maintain the aspirational safety goal of zero fatalities in commercial operations by 2030 and beyond, which is consistent GOAL 1 GOAL 2 GOAL 3 GOAL 4 GOAL 5 GOAL 6 Achieve a continuous reduction of operational safety risks. Strengthen States’ safety oversight capabilities. Implement effective State Safety Programmes. Increase collaboration at the regional level. Expand the use of industry programmes. Ensure the appropriate infrastructure is available to support safe operations. GOALS FOR THE DRAFT 2020-2022 EDITION OF THE GASP ARE PROPOSED: www.ICAO.int | 9 AIR NAVIGATION CONFERENCE PREVIEWRESOURCES The draft 2020-2022 edition of the GASP (Doc 10004) can be obtained from the ICAO Website, at: https://www.icao.int/Meetings/ anconf13/Documents/Doc_10004_ GASP_2020_2022_Edition.pdf 2018 2019 2020 2022 2025 2026 2030 Draft GASP presented for feedback to 13th Air Navigation Conference Final version of this edition of GASP presented to the 40th ICAO Assembly for endorsement. Goal 3.2 All States, Implement an Effective SSPGoal 2.1 85% of all States - Improve EI, Critical Elements, Safety Oversight System Goal 2.1 95% of all States - Improve EI, Critical Elements, Safety Oversight System Goal 4.1 States that need support in categories with safety oversight margins below zero, to use a regional safety oversight mechanism, another State or other safety oversight organization’s ICAO- recognized functions Goal 5.1 All Service Providers, Use Globally Harmonized Safety Performance Indicators (SPIs) as part of Safety Management System (SMS) Goal 2.1 75% of all States - Improve EI, Critical Elements, Safety Oversight System Goal 2.2 All States, Positive Safety Oversight Margin, All Categories Goal 3.1 All States, Implement Foundation of State Safety Programme (SSP) Goal 4.2 All States, contribute information, including Safety Performance Indicators (SPI), to RASG Goal 4.3 All States with Positive Safety Margin and Effective SSP to Actively Lead RASG Safety Risk Management Activities Goal 5.2 Increase Number of Service Providers in Industry Assessment Programmes Goal 6.1 All States, Implement Air Navigation and Airport Core Infrastructure GASP GOAL TARGETS ICAO Aspirational Safety Goal “ Zero fatalities by 2030 and beyond ” Ongoing : Goal 1.1 – Decreasing trend of global accident rate participants. The draft GASP was met with agreement by the audience and ICAO continued to refine the document. The draft GASP will be presented to the Thirteenth Air Navigation Conference to obtain wider feedback from States and international organizations. The outcome of the Conference will be taken into consideration when finalizing the 2020-2022 edition of the GASP. To ensure consistency between the GASP, other ICAO Global Plans and the ICAO Strategic Objectives, the Council will approve the final draft of the GASP. The final version of this edition will be presented to the 40th Session of the ICAO Assembly for endorsement. in which the strategic direction for the management of aviation safety for a set time period will be presented. Each plan should be developed in line with the GASP goals, targets and HRCs. Several States, such as Australia, France and India, have already published national aviation safety plans. WHAT IS EXPECTED OUT OF THE AIR NAVIGATION CONFERENCE? In December 2017, a draft of the 2020- 2022 edition of the GASP was presented at the First Safety and Air Navigation Implementation Symposium (SANIS/1). The purpose of the presentation was to obtain feedback on then-proposed goals for the next edition of the Plan and obtain general feedback from MARTIN MAURINO, M.ENG. Safety, Efficiency and Operations Officer ICAO Air Navigation Bureau (ANB) 10 | ICAO JOURNAL | ISSUE 2 | 2018 AIR NAVIGATION CONFERENCE PREVIEWSTRENGTHENING REGIONAL SAFETY OVERSIGHT After nearly two decades of assessments – since ICAO launched the Universal Safety Oversight Audit Program (USOAP) in January 1999 – many States continue to struggle in complying with international aviation safety standards. Quite simply, in many cases, they lack the required resources and technical capacity. With emerging aviation technologies and air traffic forecast to double over the next 15 years, the gap between safety oversight capabilities and industry evolution will only widen. This could negatively impact aviation safety. In line with the strategic safety objectives of the draft third edition of the Global Aviation Safety Plan (GASP 2020-2022), ICAO and other aviation stakeholders are proposing a Global Aviation Safety Oversight System (GASOS) to further enable improvement of national and regional safety oversight capabilities. GASOS is a voluntary standardized-assessment and recognition mechanism for Safety Oversight Organizations (SOOs). This programme will provide States access to ICAO-recognized SOOs that can effectively assist them in the implementation of their safety oversight obligations. The results will allow for more efficient and effective use of limited resources and greater harmonization worldwide. GASOS is expected to increase overall safety performance by: Increasing safety oversight capabilities for States through delegation of functions to SOOs, and Empowerment and strengthening of Regional Safety Oversight Organizations (RSOOs) and other existing mechanisms. Under the proposed GASOS, it is envisioned that a State could delegate certain safety oversight functions at three different levels, which correspond to levels of authority or legal empowerment: DELEGATION AT LEVEL 1: ADVISORY AND COORDINATING FUNCTIONS Development of regulations for transposition into national or regional regulations system Assistance in the identification and notification of differences to SARPs Training of inspectors or experts Development of manuals, checklists and other guidance material Coordination of a pool of inspectors or experts Expert advisory services in any area of State safety oversight, safety management or safety investigation DELEGATION AT LEVEL 2: OPERATIONAL ASSISTANCE FUNCTIONS Conduct of inspections or full technical investigations aiming at supporting the decision to issue, maintain, amend or revoke a certificate, license or approval Conduct of surveillance activities, identification of safety deficiencies, recommendations for corrective actions (without enforcement powers) Conduct of parts of safety investigations (under Annex 13) Safety management activities DELEGATION AT LEVEL 3: CERTIFYING FUNCTIONS, ISSUANCE OF REGULATIONS, FULL SAFETY INVESTIGATIONS In addition to the level 2 type of delegation, the delegation includes the actual empowerment to issue, amend or revoke certificates, licenses and approvals, i.e. the empowerment to issue certain legally binding decisions Empowerment to issue aviation safety regulations and to make them effective Conduct of full Annex 13 safety investigations including issuance of the investigation report and safety recommendations ICAO will conduct a full assessment with a team of qualified experts, including USOAP auditors. Upon satisfactory assessment, ICAO will recognize the SOO and include it in a GASOS Directory. More than 90% of RSOOs have expressed interest in becoming involved, and about 40 Member States could be directly eligible for GASOS. To date, ICAO has completed a feasibility study confirming GASOS to be achievable; established a study group of experts to assist in its development; developed a concept of operations and implementation plan; identified risks and established a risk register; undertake a review to define and establish the appropriate legal framework for GASOS’ implementation; and developed a business case. In the third quarter of 2018, pilot tests of the assessment mechanisms are expected. A Working Paper is to be presented at the 13th Air Navigation Conference in October. AT A GLANCE GLOBAL AVIATION SAFETY OVERSIGHT SYSTEM (GASOS) OBJECTIVE Strengthen State safety oversight capabilities by enabling delegation of certain functions or tasks to ICAO-recognized Safety Oversight Organizations (SOOs). KEY POINTS Voluntary system to assess competencies of SOOs States retain ultimate responsibility for safety oversight under the Chicago Convention Three levels – Advisory and Coordination, Operational Assistance, Certification Phased approach beginning in 2020 To be presented to the ICAO 40th Assembly in 2019 for endorsement Visit icao.int/safety/GASOS for more information on GASOS. GASOS www.ICAO.int | 11 AIR NAVIGATION CONFERENCE PREVIEWof six States, collecting feedback on achievements and challenges related to safety management implementation. Challenges identified include: Coordination among relevant State authorities involved in SSP implementation Identification of the top safety risk areas Selection of relevant State safety objectives, safety performance indicators (SPIs) and targets (SPTs) Development of safety management competencies Addressing size and complexity aspects in SMS regulations Establishment of a safety data collection and processing system (SDCPS) Establishing an effective voluntary safety reporting system Among ICAO’s actions to provide further guidance and mechanisms to support SSP implementation, the Organization has: Developed the 4 th edition of the Safety Management Manual (SMM, Doc 9859), made available as an advance unedited version in April 2018 while the final version is translated into the six UN languages. This effort has been supported by the Safety Management Panel, a group of experts from States and international industry organizations which also assisted in the development of the first amendment to Annex 19 (effective 11 July 2016 and applicable 7 November 2019); Developed a Safety Management Implementation public website – www.icao.int/SMI – which serves as a repository for the sharing of practical implementation examples and tools (including those related to safety oversight systems in support of the No Country Left Behind initiative); Invited States and international organizations to nominate a focal point for the submission of examples and tools for validation and subsequent posting on the public website; Delivered four Regional Safety Management Symposia and Workshops with the theme, “The Journey to Achieving Effective Safety Management” – tailored to each region. At the 1 st Safety and Air Navigation Implementation Symposium (SANIS/1) in December 2017, highlighted several areas where support is needed to achieve effective implementation of SSPs and SMSs, and to safely address the rapid technological changes, increasing complexity and innovative approaches taking place in the aviation industry. Working Paper AN-Conf/13-WP/28, Support for Effective Safety Management Implementation, to be presented at the 13th Air Navigation Conference in October, states: “If we are to reap the benefits of a safety management approach, it is critical that we move away from insisting the SSP or SMS be implemented in a specific way and focus more on assessing whether the objectives for each activity or process are being achieved.” The effective implementation of safety management requires new competencies across all sectors of the aviation system – from top-level management to operational personnel. In addition civil aviation authorities (CAAs) must support the development of enhanced competencies for civil aviation safety inspectors and address new required competencies. Aviation decision-makers need an awareness and vision of how aviation safety management can support their organization in achieving wider goals. Since the initial establishment of ICAO Standards to implement a safety program nearly 12 years ago (applicable 23 November 2006), very few States have put in place a State Safety Program (SSP) or established Safety Management System (SMS) requirements for service providers. The status of States’ self-assessments suggests there is much work to be done. As of July 2018, 71.73% of Member States had created an SSP gap analysis project using the ICAO integrated safety trends analysis and reporting system (iSTARS) … but only three States indicated completion of Level 4 - SSP Implementation Completed (1.57%). About half (50.26%) had completed Level 1 / 2 - Gap Analysis Started, and 30.37% had completed Level 3 - Implementation Plan Defined. Only 30 States completed at least half of the Universal Safety Oversight Audit Program (USOAP) SSP-related protocol questions on the online framework (OLF). Since 2015, ICAO has also performed voluntary and confidential SSP assessments MORE TOOLS FOR SAFETY MANAGEMENT SAFETY SAFETY SAFETY MANAGEMENT IMPLEMENTATION OBJECTIVE To safely achieve the aviation system of the future WHAT IS NEEDED Reinforcement of key safety management concepts Development of essential safety management competencies Development of mechanisms to monitor and assess the effectiveness of State Safety Programs (SSPs) and Safety Management Systems (SMS) Evolution toward an integrative approach to managing risk 12 | ICAO JOURNAL | ISSUE 2 | 2018 AIR NAVIGATION CONFERENCE PREVIEWFrameworksMethod ANPs NATIONAL RESPONSIBILITY NEW MULTILAYER STRUCTURE FOR GANP The 39th Session of the ICAO Assembly in 2016 tasked the Secretariat with effectively communicating the Global Air Navigation Plan (GANP, Doc 9750), the Organization’s highest air navigation strategic document. At the next Assembly in 2019, Member States will be asked to endorse a bold new multi-layered structure for the 6th Edition of the GANP: a comprehensive update which will enable the evolution toward a performance-driven strategic planning environment and which interacts with regional and national plans and implementation programs. The proposed new GANP features a four-layer structure comprised of global, regional and national layers: LAYER 1: GLOBAL STRATEGIC This is the high-level global strategic direction to drive the evolution of the global air navigation system. It incorporates: a Common Vision Global Performance Ambitions a Conceptual Roadmap LAYER 2: GLOBAL TECHNICAL This supports technical managers in planning implementation of basic services and operational improvements in a performance-based and cost-effective manner. It contains two frameworks: Basic Building Blocks (BBB) framework, the foundation for a robust air navigation system Aviation System Block Upgrades (ASBUs), outlining performance benefits expected from specific operational improvements LAYER 3: REGIONAL This addresses regional and sub-regional needs aligned with global objectives, and includes the Regional Air Navigation Plans (ANPs). LEVEL 4: NATIONAL Under responsibility of the States, this level focuses on national planning. The proposed Conceptual Roadmap embraces transformational change in air traffic management in four evolutionary steps and will be the basis for identifying new operational improvements for the ASBU framework: 1. Flight operations in a digital-rich environment 2. Time-based operations enable by an information revolution 3. Trajectory-based operations enabled by full connectivity 4. A total performance management system focused on business/mission needs “This approach tailors GANP more to the needs of States and the people in charge of implementation,” said Mr. Saulo Da Silva, Chief Global Interoperable Systems Section at ICAO. “It also provides better guidance toward future development, as well as tools such as cost-benefit analysis.” The new GANP 6th Edition framework is expected to be stable for the next six years, Mr. Da Silva indicated, but with technical level updates every three years. Multiple GANP-related Working Papers are published for discussion at the 13th Air Navigation Conference in October, including the multilayer structure, global technical level, air navigation roadmaps, Basic Building Blocks, Aviation System Block Upgrades, and global and regional implementation strategies. GLOBAL AIR NAVIGATION PLAN (GANP) PROPOSED 6 TH EDITION HIGHLIGHTS OBJECTIVE To drive the evolution of the air navigation system by providing global strategic objectives NEW GANP PORTAL https://www4.icao.int/ganpportal/ GANP information available via a single user interface (in development) DRAFT GANP Vision, Performance Ambitions and Conceptual Roadmap https://www4.icao.int/ganpportal/ ganpdocument AIR NAVIGATION Level 1 GLOBAL STRATEGIC Level 2 GLOBAL TECHNICAL Level 3 REGIONAL Level 4 NATIONAL VISION OTHER REGIONAL INITIATIVES NATIONAL PLANSDEPLOYMENT VOL IVOL IIVOL III Basic Building Blocks BBBs Aviation System Block Upgrades ASBUs PERFORMANCE-BASED DECISION-MAKING CONCEPTUAL FRAMEWORK GLOBAL PERFORMANCE AMBITIONS www.ICAO.int | 13 AIR NAVIGATION CONFERENCE PREVIEWL’ HEURE EST VENUE THE TIME IS NOW TRANSPORT CANADA IS PROUD TO PARTNER WITH ICAO IN ADVOCATING FOR GENDER EQUALITY AND FOR THE INCREASED PARTICIPATION OF WOMEN IN THE GLOBAL AVIATION INDUSTRY. TRANSPORTS CANADA EST HEUREUX DE S’ASSOCIER À L’ OACI EN FAVEUR DE L’ÉGALITÉ DES SEXES ET POUR L’AUGMENTATION DE LA PARTICIPATION DES FEMMES DANS L’INDUSTRIE AÉRONAUTIQUE MONDIALE.The ICAO Council made important progress on aviation emissions mitigation during its June Session earlier this year, adopting the international Standards and Recommended Practices (SARPs) supporting the Organization’s Carbon Offsetting and Reduction Scheme for International Aviation, or ‘CORSIA’. The adoption of the CORSIA SARPs comes less than two years after ICAO States achieved historic agreement on the world-first offsetting framework at the 39 th ICAO Assembly, and their accelerated adoption is seen as a clear testament to the high levels of government and industry support for more sustainable international operations. ACCELERATED CORSIA SARPs ADOPTION HIGHLIGHTS SECTORAL CONVERGENCE ON EMISSIONS MITIGATION PRIORITIES A key aspect of the very successful conclusion of the 39th Session of the ICAO Assembly in October of 2016 was its landmark endorsement of ICAO’s CORSIA offsetting solution, through the historic adoption of Assembly Resolution A39-3. Referred to all over the world at that time as international aviation’s ‘Paris moment’, drawing reference to the milestone Paris Agreement agreed at COP/21 one year earlier, the CORSIA adoption was appreciated as one of the most significant environmental achievements by any global industry sector. This June the global momentum behind CORSIA was given a further important boost when the ICAO Council adopted the international SARPs to help get the programme started per the challenging deadlines which States had established. “Gaining agreement on this new Volume IV to Annex 16 to the Chicago Convention (Environmental Protection) is critical to helping States and airlines to operationalize CORSIA per its established deadlines,” stressed ICAO Council President Dr. Olumuyiwa Benard Aliu. www.ICAO.int | 15 AVIATION EMISSIONS OFFSETTING “This especially pertains to its monitoring, reporting and verification (MRV) scheme, which describes in detail what has to be done, by whom, starting with the collection of information on international aviation CO2 emissions by airlines as of 1 January 2019.” The CORSIA MRV provisions had been tested before their adoption, with the support of the Government of Germany and the active participation of six additional States and 10 airlines. Like every major aspect of the new ICAO programme, it has been extensively explained to States and operators through a comprehensive series of regional events hosted by ICAO and with the participation of State and industry expert. A very noteworthy aspect of the CORSIA SARP adoption was the speed at which they were reviewed and approved through the ICAO process. This involves comprehensive review and assessment stages for all of ICAO’s 192 Member States, a process which normally takes 3-5 years to be completed. By contrast, the CORSIA SARPs were endorsed by Council roughly a year and a half after the Assembly approved their development. “A significant amount of effort has been made at the global level to maintain momentum on the Assembly’s decision and ensure that these CORSIA SARPs could be adopted within such a limited timeframe, not to mention setting-out the outreach and assistance required so that States and airline operators would be prepared to use them,” commented ICAO Secretary General Dr. Fang Liu. “ICAO will continue to actively assist our Member States in these and other CORSIA preparations and implementation. The Secretariat plans to organize a series of regional seminars in early 2019, which will focus on reporting and verification of CO2 emissions from international aviation.” The June Council meeting also recognized that several States need targeted assistance to prepare for the implementation of the CORSIA SARPs, and that time was of the essence in this regard given that all States with operators performing international flights need to be ready to monitor fuel use and estimate their CO2 emissions from 1 January 2019. The Council accordingly endorsed the new Secretariat ACT-CORSIA (Assistance, Capacity-building and Training for the CORSIA) Programme, which will focus primarily on developing airlines’ Emissions Monitoring Plans and the establishment of national regulatory frameworks for CORSIA. ACT-CORSIA relies heavily on a ‘Buddy Partnership’ framework, designed to facilitate more effective delivery of this assistance from donor States to needful States, and ICAO organized provided a ‘train the trainers’ session in August to help ensure these activities are carried ICAO Council President Dr. Olumuyiwa Benard Aliu and ICAO Secretary General Dr. Fang Liu take a moment to appreciate the landmark Council decision. The two ICAO senior officials had worked with great determination in the lead up to the meeting to ensure that sufficient international consensus could be forged in favour of the rapidly-determined new international Standards. 16 | ICAO JOURNAL | ISSUE 2 | 2018 AVIATION EMISSIONS OFFSETTING out with due consistency from State to State and Region to Region. “The CORSIA Buddy Partnerships will see approximately 15 donor States providing direct assistance to some 90 recipient States,” said Jane Hupe, ICAO Deputy Director, Environmental Protection. “This demonstrates an unprecedented level of engagement and support by States in a very short time.” Also approved at the Council’s meeting in June was the 2018 version of the ICAO CORSIA CO2 Estimation and Reporting Tool (CERT), which provides a simplified tool for small operators to monitor and report their CO2 emissions. The CORSIA CERT is an official tool referred to in Annex 16, Volume IV, and it will continue to be updated annually to include additional functionalities needed for CORSIA implementation. Further agreement by the Council was also achieved around the specifics for a CORSIA Central Registry (CCR). The CCR will help States to upload and submit CORSIA-related data, and will enable ICAO to store the submitted data, calculate specific parameters, and provide relevant data back to States. The Council’s next steps will focus on ensuring that the remaining CORSIA Implementation Elements are kept on track, including the development of a process to ensure that carbon market programmes and projects can be evaluated against a robust set of criteria, leading to the decision on a list of Eligible Emissions Units for CORSIA. Another key priority will be the completion of ICAO’s work on CORSIA- eligible fuels, including the development of life-cycle emissions values, robust certification frameworks, and sustainability criteria. ICAO has also been making efforts to remind its State and industry partners that CORSIA is just one of several elements of the ICAO Basket of Measures to address CO2 emissions from international aviation, and that further innovation in aircraft technologies, sustainable aviation fuels, and more streamlined operations will also be making valuable contributions to aviation’s overall emissions response. Representatives to ICAO’s Governing Council applaud the important progress and consensus achieved after the CORSIA SARP adoption was confirmed. ICAO Air Transport Bureau Director Mr. Boubacar Djibo, and the Organization’s Deputy Director for Environmental Protection, Ms. Jane Hupe, closely monitor the progress of the historic CORSIA Council Session. www.ICAO.int | 17 AVIATION EMISSIONS OFFSETTING Next >