Today, Parties will meet under the LCA Sectoral Approaches spin-off group for the last time before Doha to discuss how to address the fast-growing emissions from international transport. Parties must make sure Doha provides a signal to the International Civil Aviation Organization (ICAO) and the International Maritime Organization (IMO) on how to reconcile the UNFCCC principle of common but differentiated responsibilities and respective capabilities (CBDRRC) of Parties, with the practices and principles of these sectoral bodies, which have a long history of regulating ships and aircraft on the basis of equal treatment of all.
Negotiating positions of many parties have remained frozen in time for the past decade or so – sadly unlike the Arctic. For those who haven’t been hunkered down in bunkers, ECO will explain. At one end of the range there’s the US and Japan, who want the IMO and ICAO to proceed with no input from the UNFCCC. At the other end, a group of developing countries who want the UNFCCC principles to override those of the sectoral bodies, which are independent and autonomous bodies under the UNFCCC, thereby treating these inherently global sectors in the same way as nationally based emission sources. This could mean for example that ships owned or operated by companies based anywhere in the world could easily escape regulation simply by reflagging to another country to avoid compliance.
Singapore has presented a helpful compromise, saying that emissions from international aviation and shipping should be addressed through global measures under ICAO and IMO, while taking into account the principles and provisions of the UNFCCC. This is sensible and appropriate as far as it goes, but even more helpful would be to give an indication of how CBDRRC might be taken into account. It seems risky to leave the interpretation of UNFCCC principles entirely up to other bodies – after all, even seasoned climate negotiators find it tricky! The most promising way to address CBDRRC could be through provisions involving revenues and/or handling of allowances from a global multilateral approach. Differentiation in terms of revenues could allow, for example, support to improve energy efficiency and technology transfer and cooperation within the shipping sector. This can ensure any burden on developing countries is addressed appropriately, with the use of remaining revenues from developed countries for climate finance through the Green Climate Fund.
So there you have it, Parties. This would give you something to think about. But don’t take too long; remember this is your last day before COP18 and the ice is melting…