Bunkers Working Group
International aviation and shipping are inherently global sectors, and emissions from these sectors occur either on the high seas or in flights between countries, and are thus difficult to allocate to individual countries. For this reason they are not included in national emissions reduction targets. The CAN Bunkers working group (whose name derives from the “bunker” fuels used by ships and aircraft) advocates for measures to control and reduce emissions from these sectors under the UNFCCC, International Maritime Organization (IMO) and International Civil Aviation Organization (ICAO), in particular market-based measures that can regulate and cap emissions, while also generating revenue that can be used for climate finance.
For more information please contact:
Mark Lutes, WWF International, firstname.lastname@example.org
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.
Would delegates complain if their ticket price to come to the Bonn session has a small surcharge to cover the allowances for the aviation emissions?How about if the money that is collected was destined for climate finance? Well, the inclusion of international aviation into the EU’s Emissions Trading Scheme (ETS) precisely does that. The aviation industry, at least in the US and China, is complaining to the Courts and lobbying their governments to use their influence to stop the EU’s leadership decision to include aviation emissions within their Emissions Trading Scheme.
This process must deliver concrete action to ambitiously address the climate change challenge. We need an agenda and a work plan to deliver on that by Durban.
The agenda discussions are important because they frame what countries want to, and will be able to, achieve in Durban.
It shouldn’t be too hard for Annex I countries to show needed leadership by actually agreeing emission reduction commitments in line with the top end of the IPCC 25-40% range. After all, many reputable studies show how to reach that achievable goal. But on the evidence thus far, those countries aren’t ready to embrace ambition yet.
Nevertheless, Annex I Parties can and should reach agreement in Cancun on a number of technical issues that lead toward commitments in 2011 to achieve the needed scale of emissions reductions, along with a shared understanding of the underlying rules and modalities that will influence the fair sharing out of their targets in 2013-2017.
Delegates arrive by plane and eat food that’s been shipped by boat – international transport has been part of the COP since the beginning. And while there are 100% biodiesel buses bringing delegates from the Messe to the Moon Palace, we are a long way (whether by plane or boat) from having international transport running on clean fuel.
Even if the weak voluntary measures proposed by the International Civil Aviation Organization (ICAO) are implemented, emissions from transport, if kept unregulated, would amount to 30% of the annual global emissions budget by 2050 to be compatible with a 2° C objective. In the 1.5° C scenario the figure is even worse, it’s above 60%!