Tag: bunkers

IMO: Shipping sector gets on board to tackle climate change but faster near-term action needed to meet Paris climate goals

 

13 April: The International Maritime Organisation (IMO) has agreed on an initial strategy to decarbonise international shipping and reduce emissions from ships by at least 50% by 2050. While this agreement falls short of the 70 to 100% reductions by 2050 that the Pacific Islands, the EU and others were calling for ahead of the meeting, it keeps a window open to meet the Paris climate goals and is undeniably a game changer for the shipping sector.

This plan serves as a welcome first step to phase out emissions from the sector, but the IMO must now build on the agreed minimum target of 50% reductions in subsequent reviews of the strategy to comply with its fair share of emissions under the Paris Agreement. It must commit to the rapid and strong implementation of near-term measures, which will be discussed later this year, to stay on track with the Paris climate goals to limit warming to 1.5 degrees Celsius.

Shipping accounts for 2% of global emissions and it is time the IMO got on board with the rest of the world to seriously tackle climate change.  

Members and partners of the Climate Action Network reacted to the outcome:

John Maggs, senior policy advisor, Seas At Risk and president of the Clean Shipping Coalition, said: “We have an important agreement and this level of ambition will ultimately require a sector-wide shift to new fuels and propulsion technologies, but what happens next is crucial. The IMO must move swiftly to introduce measures that will cut in-sector emissions deeply and quickly in the short-term. Without these the goals of the Paris agreement will remain out of reach.”

Manuel Pulgar-Vidal, global climate and energy programme leader, WWF, said: “This is very welcome news, a good first step and an important policy signal. Shipping is responsible for more than 2 percent of global emissions, and this is growing. The agreement today is an opportunity to bend this curve to align with the Paris Agreement. This needs to translate into urgent action - now.”

Mark Lutes, senior global climate policy advisor, WWF, said: “The decision sends a strong signal to the shipping industry and fuel suppliers, that they need to scale up investments in new technologies and their rapid deployment, including alternative fuels and propulsion systems.”

Catherine Abreu, executive director, Climate Action Network Canada, said: "This IMO initial strategy represents a small step from the shipping industry to contribute to the long-term goal of the Paris Agreement, to limit the increase of emissions to 1.5Co. A 1.5Co scenario of international shipping emissions requires decarbonization of the sector between 2035 and 2050 and the reduction of shipping emissions of 70%, aiming to 100% by 2050. Canada, who has the world’s longest coastline, should use its position as G7 President and ensure that it calls the IMO to further pursue ambitious and transparent actions to address shipping emissions in a way that it aligns with the objectives of the Paris Agreement.

Kelsey Perlman, international transport policy officer, Carbon Market Watch, said:  "It’s encouraging to have an emissions reduction plan for shipping, which for 30 years has avoided serious climate action, although ambition will ultimately be determined by how fast the sector adopts measures. An effective carbon price coupled with technology and operational improvements will be key to unlocking the huge potential for pollution-free shipping."

Kelsey Perlman on behalf of the International Coalition for Sustainable Aviation (ICSA) said: “Today’s outcome puts international shipping ahead of aviation, short of the type of ambition required by the Paris Agreement, but with a clear, long-term commitment to decarbonize in-sector and peak emissions as soon as possible. This decision should light a fire under ICAO, which has been dragging its feet for over a decade on a vision for long-term decarbonization, arriving only at the mid-term emissions target of carbon neutral growth from 2020 levels. The agreement on shipping emissions today should make people question whether aviation’s emissions should be allowed to grow with no concrete plan to decarbonize.”

Bill Hemmings, shipping director, Transport & Environment, said: “The IMO should and could have gone a lot further but for the dogmatic opposition of some countries led by Brazil, Panama, Saudi Arabia. Scant attention was paid to US opposition. So this decision puts shipping on a promising track. It has now officially bought into the concept of decarbonisation and the need to deliver in-sector emission reductions, which is central to fulfilling the Paris agreement.”

Veronica Frank, international political advisor, Greenpeace, said: “The plan is far from perfect, but the direction is now clear - a phase out of carbon emissions. This decarbonisation must start now and targets improved along the way, because without concrete, urgent measures to cut emissions from shipping now the Paris ambition to limit warming to 1.5 degrees will become swiftly out of reach.
“Although the deal lists possible mitigation measures, the lack of an action plan for their development and the  tone of discussions at the IMO does not give much confidence that measures will be adopted soon. Greenpeace urges the industry to transform these goals into concrete, urgent steps to decarbonise in full as soon as possible and by 2050 at the latest. The IMO plan is a first step in the right direction, but much more needs to be done to achieve climate stability. The initial deal will be revised in 2023 and reviewed again in 2028, giving opportunities to strengthen the targets.”

Manfred Treber, senior adviser climate/transport, Germanwatch said: "The Kyoto Protocol adopted in 1997 had stated that the International Civil Aviation Organisation (ICAO) should pursue the limitation or reduction of emissions of greenhouse gases not controlled by the Montreal Protocol from international aviation, the IMO should do this for emissions from marine bunker fuels.
It took 19 years until ICAO agreed on CORSIA as a first global instrument to begin to fulfil this task. Now after 21 years - meanwhile the Paris Agreement had been adopted and has entered into force - we welcome that the International Maritime Organisation (IMO) is joining the world to combat climate change. We all know that their step is by far not sufficient to bring us close to the goals of the Paris Agreement with net zero emissions in the second part of this century."

Aoife O’Leary, legal analyst, Environmental Defense Fund Europe said: The shipping sector’s greenhouse gas emissions reduction target represents an important step forward. The IMO has been talking about climate change for twenty years but the strategy agreed this week marks the beginning of a focused debate about the policies and measures that will help it to modernise and regain the status of a clean and efficient mode of transport. The target falls short on ambition but should be sufficient to drive policy development and consequently investment in clean fuels and technology.  EDF remains committed to working with stakeholders including those in the industry to find the ways that will work in order to peak shipping emissions as soon as possible.”

Jennifer Tollmann, climate diplomacy researcher, E3G, said: One of the key messages of the Paris agreement was that everybody needed to do more. With today’s agreement, one of the most serious climate laggards has acknowledged its responsibility. The IMO has taken an important first step in accepting the role it has to play in contributing to shifting us towards a carbon free future and to finally starting to bring the shipping sector in line with fulfilling the promise of the Paris Agreement. Now it's up to the IMO to build on this to start delivering the ambition and climate action the world is coming to expect.”

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About Climate Action Network:
Climate Action Network (CAN) is a global network of over 1200 NGOs working to promote government and individual action to limit human-induced climate change to ecologically sustainable levels. www.climatenetwork.org
 
For more information, contact Dharini Parthasarathy, Senior Communications Coordinator, CAN International; email: dparthasarathy@climatenetwork.org, or whatsapp/call on +918826107830

Topics: 

Closing the Gap On Aviation and Shipping

This is the year for a fresh start in addressing emissions from aviation and maritime transport – those uniquely international sectors that have generated so much discussion and so little action over the years.

This year, the Assemblies, the highest bodies of both the International Maritime Organization (IMO) and the International Civil Aviation Organization (ICAO) are meeting for the last time before 2015. This will be their chance to make progress on these fast-growing sectors in the pre-2020 period, including by putting a price on emissions from ships and aircraft.
 
These sectors can make an important contribution to closing the gigatonne gap, both in the period up to 2020 and beyond. These sectors, which account for around 5% of global CO2 emissions, can contribute reductions of up to 0.5 GtCO2e. But perhaps more importantly, decisive progress in addressing these emissions can restore confidence in our multilateral institutions and demonstrate the collective global political will needed to make the transformative steps necessary to prevent a climate disaster. 
 
What’s more,  we cannot pass up the chance to use carbon pricing from these sectors as an innovative source of reliable and stable public climate finance for actions in developing countries, and in the sectors themselves, to supplement contributions from the budgets of developed countries.
 
A decision on a global approach to carbon pricing on aviation this year is critical. The ICAO Council has created a High Level Group on Climate Change  to unlock progress and give political impetus to this discussion, in advance of the September ICAO Assembly. The Council meeting coming up later this month will be the best opportunity to assess progress in the High Level Group and find agreement on a comprehensive global approach that includes carbon pricing for international aviation emissions.
 
On maritime transport, the IMO’s Marine Environment Protection Committee will also meet later this month and is likely to resume discussions of options to put a price on emissions. Decisions need to be taken that create a clear roadmap to reach an agreement on carbon pricing.
 
Finally, to ensure these sectors make their fair contribution to global mitigation and financing efforts, the ADP needs to put emissions from international transport firmly on its agenda in both Workstreams, and send the signal to the IMO and ICAO that action is expected in 2013.
 
In all of these fora, the key to progress is finding creative ways of addressing equity and the principle of common but differentiated responsibilities and respective capabilities, in workable ways appropriate to these inherently international sectors. Concerns from both developed and developing countries about setting precedents for other sectors can and should be addressed. After all, the uniquely international nature of maritime transport and aviation requires approaches tailor-made to these sectors, which cannot be seen as precedents for other sectors where emissions occur entirely on national territory.
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Related Newsletter : 

CAN Position: Market Based Measures (MBMs) for International Aviation, February 2013

 

International aviation is a major and fast-growing source of greenhouse gas emissions. Despite on-going discussions for over 15 years within the International Civil Aviation Organization (ICAO) there exists no legal instrument which addresses the limitation and reduction of emissions of the international aviation sector globally, even though emissions have grown to the point where aviation represents an estimated 4.9% of global radiative forcing.  Further, aviation activities are being under-charged from an environmental perspective. Yet there is high potential to reduce these emissions globally, beyond the energy efficiency measures being developed and considered under ICAO. Carbon pricing would be an effective means of addressing this situation and can be applied fairly and equitably.
 
The current year – 2013 – is a crucial year for decisions on the adoption of market-based mechanisms to address aviation emissions. The European Commission proposed in late 2012 a one year “stop the clock” exemption, temporarily deferring enforcement of the obligation of aircraft operators in respect of incoming and outgoing flights under the EU’s Emission Trading Scheme (ETS) to give a final chance for the adoption of a global approach through a multilateral process under ICAO. In late 2012 the ICAO Council created a High Level Group on Climate Change to provide political impetus towards agreement on measures to address GHG emissions, including a global market-based measure (MBM). The highest decision making body of ICAO – its triennial Assembly – is meeting in September/ October 2013. Since it only meets every three years it is essential that an ambitious global MBM for addressing the sector’s emissions is agreed upon at this year’s Assembly.
 
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CAN Submission: Cooperative sectoral approaches and sector-specific actions - Emissions from international aviation and maritime transport, September 2012

Background:

International aviation and maritime transport are major and fast‐growing sources of greenhouse gas emissions, while being under‐taxed from an environmental perspective.  Yet there is high potential to reduce those emissions globally, beyond the energy efficiency measures developed and considered under the International Civil Aviation Organization (ICAO) and the International Maritime Organization (IMO).  Carbon pricing would be an effective means of addressing this situation and can be applied fairly and equitably. In addition, it could raise considerable funds to support climate action in developing countries, and in the maritime and aviation sectors.

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Banking on Bunkers

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…

Region: 

CAN Intervention - LCA Sectoral Approaches Spin-Off Group - May 23, 2012

 


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 
Network.
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
Topics: 
Region: 

Sandra Guzman calls on countries to step up ambition

Sandra Guzman calls on countries to step it up

Sandra Guzman
Program Director Air and Energy
Mexican Center of Environmental Law (CEMDA)

Mexico

Panama is the last stop towards the COP17 and is a meeting that should clearly define the future of the climate regime. We are less than a year until the first commitment period of the Kyoto Protocol (2008-2012) is completed, and because of the lack of definition of clear strategies to achieve the emissions reductions needed to combat the problem, this not only risks the failure of the negotiation process, but also risks the survival of humanity.

For me, Panama is not only a stop in the process, but also an opportunity to raise the voice of Latin America that has been so quiet in these negotiations. This is not a lack of willingness of the actors in the region, but rather, there is a lack of human skills and language issues.

There are many actors in the region who wish to participate and contribute with ideas and proposals, however, cultural issues are a barrier for a small percentage of players who also speak English. This hinders their interaction with various actors: other Governments and other international organizations.

Therefore, we need to take into account that climate change will affect us all and that means we all have to make efforts to address the problem, it is not enough to simply recognize that there are different views in the process. It is necessary to create the mechanisms to achieve the understanding between actors and then build a common language that allows us to address the underlying problems.

In Panama, we should leave with a clear message that there will be consolidated climate regime to establish clarity on the future of the Kyoto Protocol, as well as definitions and clarity on key issues such as technology transfer, capacity building, adaptation and others that are vitally important to move forward. Without doubt, one of the great needs that must be addressed is the definition of clear targets for reducing emissions, both by developed countries and developing countries, which play a key role in the scheme of emissions and they are positioned as future leaders of the problem.

The goal of stabilizing emissions at 450 ppm to avoid a temperature rise more than 2 ºC, is necessary and we can not afford to reduce that ambition. We are at a critical juncture; we cannot allow countries to put aside what brought us to negotiate the future of mankind and not individual interests and diversions that do nothing but deepen the problem.

Taking into account all of these, the other important issue that is a key point to achieve all of this is the financing mechanisms. Where the money is going to come from? How we are going to guarantee the creation of a strong architecture, but with money inside? This is a crucial issue in Panama and is surely going to be a key point in Durban.

Time is running out and with it the lives of many people worldwide. Everyone needs to wake up and push to make things happen. We cannot continue in this scheme of vagueness and lack of will. We cannot wait. Government, business, academia and organizations cannot let the erratic visions take over the discussions. It is our commitment to make things happen, and it is our commitment that this is done better.

The next challenge is to bring this to the national level and try to get everyone domestically to discuss the implementation of public policies in our countries. I have been working in the strengthening of a climate policy in my country, México, preparing suggestions, studies and talking with key actors. My roll in México is to make things happen by having dialogues with the legislative power, the federal government, local governments, academy and civil society. We have already achieved the allocation of 300 million dollars to go towards fighting climate change, which is not enough, so we will push for more.
 

Region: 

The $100 Billion+ Question

Cancun delivered the Green Fund, now Durban must deliver the sources of finance to fill it. Where the money will come from is the $100 billion+ question governments will need to answer at the African COP.

Financial flows for climate action must be scaled up to the tune of several hundred billion dollars a year. While much of this can come from the private sector, principally for mitigation, it won’t flow without public funding to invest in capacity-building, technology R&D, creating policy and regulatory frameworks, and to leverage the private sector investments into areas where they are not now flowing.

Meanwhile REDD requires public finance investments over the next decade in the tens of billions of dollars, and adaptation requires even greater sums of public finance. It’s clear to ECO that the annual $100b figure must be almost entirely public finance to make a significant contribution to the amount of financing needed.

ECO recognizes that there are many issues on the finance agenda in Bonn – from learning the lessons of the fast-start finance (2010-2012), establishing new institutions, and deciding the scale of finance requirements. The finance issue that parties should focus most of their efforts on here in Bonn, and between now and Durban, is how to generate the public finance required.

Part of this must be from developed country budgets. But how much and from which governments must be spelled out. Durban is only one year away from the end of the fast start funding period, and there are as of yet no concrete commitments at all for the 2013 to 2019 period.

But even if we assume optimistically that governments will scale up from the fast-start levels, the problem remains. Developed countries have a tendency to provide funding that is not new and additional, but rather often comes at the expense of other existing commitments to development finance. Supplementary sources alongside government budgets will be absolutely necessary if we are to reach the levels of predictable, new and additional public finance required.

What is needed is a clearly defined and structured process to analyze, negotiate and reach conclusions on the sources of long-term finance between now and Durban. This process should involve workshops, submissions, informal Ministerials, receipt of and responses to input from past processes like the AGF and ongoing processes like those in the IMO and G20. By Durban this process should reach key conclusions on several concrete sources of finance and set out a pathway forward to operationalize them and identify further sources needed. This should include the establishment of an effort sharing approach for developed country governments’ budget contributions, and also explore a range of new and innovative sources, including international transport (bunkers), financial transaction taxes (FTTs), and Special Drawing Rights (SDRs). 

A breakthrough agreement in Durban on the basic parameters of a mechanism to address emissions from international transport, that can generate finance for climate action in developing countries, would demonstrate conclusively that the multilateral process is alive and well and breaking new ground. If Durban can also get resolution on a second commitment period on the Kyoto Protocol that sends a strong signal and provides certainty to private sector investors, Durban could well be remembered as a turning point on the road to a fair, ambitious and binding global regime.

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