CAEP/10 – what happened?

Marie Hankanen, Swedish Transport Agency

Hilde Hoiem, Norwegian CAA

11-12 May 2016

On the meeting agenda for two weeks:

• CO2-standard

• Particulate Matters

• Market Based Measures

• Alternative fuels

• Noise

• Airports and Operations

• Research

• Trends

• Modelling and databases

A new CO2 standard was agreed!!

• A new CO2 standard for aircraft was agreed in CAEP

to be recommended to the ICAO council, covering new

types as well as aircraft in production.

• Applicable from 2020 for New types and 2023 for

aircraft types in produktion (production cut-off 2028)

• The standard is less ambitious for aircraft of 60 ton or

less (about 8% of the CO2-emissions)

• The standard could save about 650 Mton CO2-

emissions between 2020 and 2040

A new particulate matter standard!

• CAEP agreed to recommend a new text in Annex 16,

Volym II, concerning particulate matters from engines

as a recommendation to ICAO Council.

• The new standard consist of demands on turbojet and

turbofan engines, thrust > 26,7 kN, manufactured on or

after the year 2020 covering non-volatile particlulate

mass (mikrogram/m3). The standard also consist of

reporting requirements concerning the number of

particles (particles/kg fuel).

Global Market Based Measure System

CAEP/10 approved the recommendations concerning MRV and eligibility

criteria for emission units. Examples:

• Airliners are supposed to be ”Accountable entity”

• International aviation is defined according to IPCC

• Different tiers/accuracy required concerning surveillance and verification

of emissions depending on amount of traffic.

• Eligibility criteria for emission units applicable to the program level (for

example CDM/SDM, Gold Standard, VCS etc.) but project level could

also be accepted.

• More work on Governance and registries is needed.

Analysis of possible CO2-savings with different types of GMBM was

presented.

Final decision in ICAO Assembly / council.

Alternative fuels

• One WG (AFTF) have investigated the accessible

amount of alternative fuels for aviation until the year

2050 and the possible CO2-savings related to

alternative fuels.

• The result showed that everything between 0 up to the

whole aviation demand of fuel could be covered in the

year 2050.

• Conclusion: large potential, development is depending

on policies and economic resources.

Noise – supersonic aircraft

Supersonic aircraft: Europe wanted the CAEP meeting to

agree that public acceptability was a prerequisite for

supersonic flights. The meeting agreed that the

industry needs to develop a full-scale demonstrator to

improve the knowledge of noise from supersonic

aircraft.

Noise – subsonic aircraft

• the Mid-Term Noise Technology Goals are met for the

two higher weight categories (LR4 and LR2, four- and

two engine longe range subsonic jet).

• CAEP WG1 have presented a “Helicopter Noise

Reduction Technology Status Report” . It will be

published by ICAO.

• The new atmospheric absorption standard (SAE ARP

5534) will be used at the next noise stringency setting,

at the earliest.

• .

Noise - calculations

• ICAO will publish an

uppdated Document

9911, describing how

noise contours on the

ground can be

performed.

• This work is

coordinated with

ECAC:s development

of their Document 29

Airports and Operations (WG2)

The following guidelines and circulars have been

produced during CAEP/10:

• Community Engagement for Aviation Environmental

Management (a new ICAO Circular)

• Airport Planning Manual (ICAO Doc 9184 ) updated

with a part 2.

• Best practice Environmental Assessment – Doc 10031

• Airport Air Quality Manual (ICAO Doc 9889) have been

updated

Airports and Operations (WG2)

Aviation System Block Upgrade (ASBU) Block 0 is now ready to be used, and states are encouraged to use the ”rules of thumb” to calculate the environmental benefits from different types of operational measures.

ASBU Block 0 can save about 8-15 Mt CO2/year

CAEP update from Research

ISG presented three “white papers”:

• Climate impact on aviation

• Aviation impact on climate

• Aviation Noise

• The CAEP-meeting agreed that these white

papers could be included in for example future

environmental reports from ICAO.

Trend – CO2

• Forecast show an increase 2005 - 2050

Trend –Local Air Quality

Forecast show an increase of NOX and particulate matters

Trend- Noise

• ”Noise Neutral growth” = trend to 2040, DNL > 55 dBA,

assuming low/moderate improvement of

technology/operational measures

CAEP – organisation CAEP/11

CAEP Future work – WG3

• Particulate matters: a new, more stringent standard is

planned for CAEP/11. More knowledge concerning

”line losses” (from engine to probe), fuel composition

and ambient conditions is needed.

CAEP – Future work- WG3

• CO2-standard: more work on exemptions (given by

NAA , national aviation authorities) is needed.

• The aeroplane types with a smaller % margin to the

regulatory level should be permitted a larger number of

exemptions compared to the aeroplane types with a

larger % margin.

CAEP – Future work – WG1

Noise:

• ”Independent Expert Review” (noise and fuel

efficiency)

• Lower weight limit in Annex 16 Vol II – to consider UA.

• Helicopter noise (possibility to compare certification

procedures with day-to-day operations and hover

noise).

• Continued work on noise from Supersonic aircraft

(metric, certification etc)

CAEP – Future work WG2

• Environmental analyses of ASBU Block 1

• ”PBN-Airspace modernization-Community

engagement”

• Possibility to reduce noise with operational measures.

• Climate Adaptation

• Recycling of aeroplanes

CAEP – Future work – GMTF, AFTF,

MDG

• Market Based Measures: continued work concerning

MRV, governance, early action and vintages

• Alternative fuels: Sustainability criteria + improved Life-

cycle-analysis , policies

• Cost-benefit-analyses

CAEP – Future work in the Nordic

countries

• What would we like to prioritze?

• Where can we contribute?