Thank you Mr. Chairman for the chance t
o speak on sectoral approaches and more specifically
on addressing emissions from bunker fuels. I am speaking behalf of the Climate Action
We would like to address the questions you have posed to this group.
On the first question: We find ourselves in the interesting position of agreeing with Canada,
and also with Burkina Faso, Singapore and Chile on the special status of international
transport. There has to be separate treatment of those inherently international sectors where
emissions occur outside and between national boundaries. So it is likely not a useful exercise
to spend more time and efforts to develop a framework covering all sectors, unless it is
involves recognizing and starting from this distinction.
ON the second question, we welcome the willingness expressed by most parties to send a
signal to IMO, but we note some differences in what that signal should be. We think
international maritime transport and aviation should be seen as uniquely global sectors with
shared and overlapping jurisdiction between UNFCCC and the specialized agencies IMO and
ICAO. In this context, it is not useful to propose that the principals of one body taking
precedence over another, but of finding arrangements that reflect the principals and
customary practices of both bodies. Saying that the principals of one body should take
precedence over another is a clear recipe for continued stalemate.
On the third question – we think it is extremely important to get a robust outcome from Doha.
For bunker fuels we need a signal that recognizes and encourages the ongoing work of the
IMO and ICAO, and gives them advice on a way forward that reconciles the principles and
procedures of the different bodies, and notes that these sectors should contribute their fair
share to global efforts and increased ambition. We understand that the best way to do this in
the context of the current discussions in both bodies of global market based measures, is to
pursue global measures consistent with the procedures of the IMO and ICAO, while addressing
differentiation and the UNFCCC principles through the use of revenue generated. This revenue
can be used to directly address impacts on developing countries from the measures
themselves, and additional financing can be channeled to developing countries for climate
actions through the Green Climate Fund, as well as for in-sector actions.
Thank you Chair