Tag: CAN Positions

CAN Submission: Elements to be included in Koronivia Joint Work on Agriculture (KJWA), April 2018

At COP23, Decision –CP/23 invited parties and observers to submit their views on elements to be included in the joint SBSTA-SBI work that is now known as the “Koronivia Joint Work on Agriculture” (KJWA). Topics for consideration included but were not limited to: a) Modalities for implementation of the outcomes of the five in-session workshops; b) Methods and approaches for assessing adaptation, adaptation co-benefits and resilience; c) Improved soil carbon, soil health and soil fertility under grassland and cropland as well as integrated systems, including water management; d) Improved nutrient use and manure management towards sustainable and resilient agricultural systems; e) Improved livestock management systems; f) Socioeconomic and food security dimensions of climate change in the agricultural sector.

CAN’s submission addresses these questions through the following structure: Part One responds to question a) under the heading “Modalities and Procedures” with the purpose of shaping the KJWA mode of working to be effective, rigorous and relevant; Part Two responds to questions b) to f) under the heading “Technical Content” with the purpose of sharing CAN members’ knowledge and expertise on technical issues related to agriculture and climate change.


Joint CAN-CSC Submission to the Talanoa Dialogue on Shipping, April 2018

If the shipping sector were a country, it would have the 7th largest CO2 emissions in the world. Official IMO projections suggest that without further action shipping emissions will increase by 50-250% by 2050. On this basis shipping could be responsible for 17% of all emissions by 2050. This points to how critical it is for shipping to contribute its fair share towards achievement of the 1.5°C goal. To be in line with the goals of the Paris agreement, annual emissions must be peaked in the immediate future and quickly reduced thereafter.

An important first step in the road to creating a decarbonized fleet is a clear political commitment to do so in an appropriate time frame, meaning absolute emission will have to drop to zero by 2050 at the latest. In addition to agreeing to decarbonise by mid-century, immediate measures will be needed to peak emissions in the short term including regulating ship speed - slow steaming - and strengthening the Energy Efficiency Design Index (EEDI). Following the establishment of short term measures, longer term measures will be needed to establish an effective carbon price for the sector, including a maritime fund. Any ambition gap left behind after the IMO has acted will need to be filled by states, acting either nationally, bilaterally or regionally.


Joint CAN-ICSA Submission to the Talanoa Dialogue on Aviation, April 2018



The aviation sector is a top-ten global emitter whose emissions are expected to rise dramatically by mid-century. Under current scenarios, the aviation sector could emit 56 GtCO2 over the period 2016-2050, or one-quarter of the remaining carbon budget.1 It is critical that the global aviation sector contribute its fair share towards achieving a 1.5°C future. Aviation, therefore, needs to immediately start to reduce its in-sector emissions, then rapidly reduce its emissions and fully decarbonize toward the second half of this century. In addition to the sector’s CO2 emissions, aviation’s non-CO2 effects need to be addressed. Aviation emissions are 2.1% of the global share, but when non-CO2 effects are included, aviation contributes an estimated 4.9% to the global warming problem. Hence, the global aviation sector must have both zero CO2 emissions and zero non-CO2 effects on the climate by the end of the century.

National governments, subnational governments, the aviation industry, international institutions, the private sector, and civil society must do more to harness viable technological and policy solutions to sharply reduce the sector’s emissions by 2050 and fully decarbonize within the second half of the century. While current policy measures set by governments are a step forward to addressing aviation’s runaway emissions, they are woefully insufficient to achieve necessary levels of deep decarbonization within the sector.

While many stakeholders have a role to play in the aviation industry’s decarbonization, bold government action will, in the end, define whether the aviation sector is able to contribute its fair share to ensure a 1.5°C future. A methodical next step for governments—at the subnational, national, regional and international level—is to set long-term decarbonization pathways for aviation that are compatible with the Paris Agreement and a roadmap to adhere to these pathways. The elements of a roadmap for aviation’s decarbonization include:

  • Deploying near-term technology solutions (efficiency and operational measures and alternative fuels with lower lifecycle emissions than fossil jet fuel);
  • Addressing non-CO2 effects through mitigation measures;
  • Investing in transformative, breakthrough clean aviation technologies;
  • Strengthening the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA);
  • Strengthening the ICAO CO2 standard;
  • Revisiting aviation subsidies;
  • Developing new mobility solutions to support modal shift;
  • Creating new business models for the aviation industry;
  • Climate-proofing aviation against the effects of a changing climate; and
  • Ensuring compatibility with the Paris Agreement.


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