CAEP/10 what happened? Marie Hankanen, Swedish Transport Agency Hilde Hoiem, Norwegian CAA May 2016
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1 CAEP/10 what happened? Marie Hankanen, Swedish Transport Agency Hilde Hoiem, Norwegian CAA May 2016
2 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
3 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
4 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).
5 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.
6 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 Conclusion: large potential, development is depending on policies and economic resources.
7 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.
8 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..
9 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
10 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 Airport Air Quality Manual (ICAO Doc 9889) have been updated
11 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
12 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.
13 Trend CO2 Forecast show an increase
14 Trend Local Air Quality Forecast show an increase of NOX and particulate matters
15 Trend- Noise Noise Neutral growth = trend to 2040, DNL > 55 dba, assuming low/moderate improvement of technology/operational measures
16 CAEP organisation CAEP/11
17 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.
18 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.
19 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)
20 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
21 CAEP Future work GMTF, AFTF, MDG Market Based Measures: continued work concerning MRV, governance, early action and vintages Alternative fuels: Sustainability criteria + improved Lifecycle-analysis, policies Cost-benefit-analyses
22 CAEP Future work in the Nordic countries What would we like to prioritze? Where can we contribute?
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