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- Noise
• ”Noise Neutral growth” = trend to 2040, DNL > 55 dBA,
assuming low/moderate improvement of
technology/operational measures
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