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bon market and backed down in november 2012 on the condition that icao demonstrated progress on an international deal with one general assembly every three years this autumn s meeting is the last timely throw of the dice it s all to play for but the usa is the real key country here explains leston if the us can make any strong statement to support more rapid progress in icao and demonstrate their commitment to rapid progress in icao some big emerging economies will probably follow suit the countries she is referring to are principally china and india china she says is more open minded about the possibility of some form of emissions trading or mandatory carbon offsetting system for the sector india has dug its heels in it sees the icao negotiations as a subset of the unfccc negotiations and they want common but differentiated responsibility cbdr to be first and foremost says leston cbdr is a founding principle of the unfccc talks designed to ensure rich nations take responsibility for their emissions and poorer countries aren t over burdened with obligations that hinder their economic development the icao climate conference will build many of the arguments ahead of weeks of formal negotiations covering icao s full remit all eyes will be on us climate change envoy todd stern when the agenda turns to climate change shipping the imo talks have come up against the cbdr issue even more violently the imo makes rule for ships not countries its foundation is built on the idea of treating all countries the same fulfilling both of these conditions is not easy but there are signs of progress there too the imo holds environment meetings roughly every eight months and this week s sitting could yield meaningful results mark lutes is a policy coordinator with wwf and is a veteran of the imo talks he says some of the tensions created by the adoption of major energy efficiency regulations in 2011 are melting away this means the sector could make a contribution to global emission reduction sooner rather than later they should be looking at the same deadlines as the unfccc as the outer limits of what they can do they should be able to do it sooner i think shipping and aviation should be able to contribute to pre 2020 ambition as well he says referring to the emerging climate treaty s goal to find new ways to slash emissions prior to the global deal coming into force in 2020 industry leston says the aviation sector is supportive of a market based mechanism with airlines and plane manufacturers joining ngos and most governments in looking for a solution the airlines preference is for an offsetting system however this would not generate money in the same way as a carbon levy or an emissions trading scheme we would consider that a terrible missed opportunity because revenue generation could help them invest in greater energy efficiency and biofuels it would help the industry to decarbonise and could also help provide climate finance to developing countries says leston waning industry support for a system to curb shipping emissions could be the one cloud hanging over the imo talks in london i get the impression that the industry is sensing less political pressure for an agreement so they may take a harder line a few years ago the eu was pushing strongly for a regional or an international measure the industry could now think that they can get away with doing nothing now warns lutes with responsibility for both sectors moved out of the spotlight of the unfccc talks it is easy to over look the talks as atmospheric co2 cruises above 400ppm the opportunity to cut emissions without waiting for the 2015 deal shouldn t be missed the post usa holds key to aviation emissions deal appeared first on climate home news https www climatechangenews com 2013 05 13 usa holds key to aviation emissions deal feed 0 eu targets air pollution with tightened shipping rules https www climatechangenews com 2012 12 17 eu targets air pollution with tightened shipping rules https www climatechangenews com 2012 12 17 eu targets air pollution with tightened shipping rules comments mon 17 dec 2012 16 23 12 0000 http www rtcc org p 9023 limit on sulphur content could have major impact on region s sulphur emissions with significant benefit for environment and health the post eu targets air pollution with tightened shipping rules appeared first on climate home news by rtcc staff the eu s strict new controls on sulphur emissions from shipping fuel come into force today the current limit on sulphur content of 3 5 will be rolled back to 0 5 by 2020 without the changes shipping would be responsible for more of the region s sulphur emissions than all its land based sources put together in addition to limiting acid rain causing sulphur output it will also reduce the amount of particulate matter in the air tiny particles that can have serious health impacts improving air quality is a long standing environmental challenge it has taken some time but now the maritime sector is engaged said janez potočnik environment commissioner sulphur dioxide emissions from eu shipping would equal all land sources by 2020 with action source flickr tom turner seateam images the big winners are the european citizens who will breathe cleaner air and enjoy a healthier life and industry supplying clean fuels and technology shipping fuels can have a sulphur concentration up to 5000 times higher than those for lorries and trucks although sulphur dioxide is not a greenhouse gas the addition of eu wide shipping regulations could signal the bloc s plans to legislate the shipping sector to cuts its climate altering emissions efforts are currently under way through the un s international maritime organisation imo to find a financial mechanism to incentivise reduced emissions the eu had been considering establishing its own regional system in response to frustration with efforts through the imo but has backed down it is thought that carbon levies on eu shipping alone could be worth 10bn a year the green climate fund the principle tool for aggregating climate aid has set itself a target of raising 100bn annually from 2020 onwards funds from both the shipping and aviation sector are considered to be a promising potential source of climate finance with the imo and the international civil aviation organisation icao developing plans for their respective industries negotiations have been controversial and too slow for some with the eu recently establishing and then winding down an international carbon trading scheme applicable to all flights using airports in the region it has given icao one year to conclude its own system or it will once again include all airlines the post eu targets air pollution with tightened shipping rules appeared first on climate home news https www climatechangenews com 2012 12 17 eu targets air pollution with tightened shipping rules feed 1 why taxing shipping emissions is not all plain sailing https www climatechangenews com 2012 11 05 why taxing shipping emissions is not all plain sailing https www climatechangenews com 2012 11 05 why taxing shipping emissions is not all plain sailing respond mon 05 nov 2012 00 15 14 0000 http www rtcc org p 8241 good progress is being made towards a deal on shipping emissions despite the conflicting ambitions of the international maritime organisation and un climate change agency the post why taxing shipping emissions is not all plain sailing appeared first on climate home news by john parnell in 2007 the shipping industry emitted more co2 than germany by 2050 the international maritime organization imo estimates that the 2007 tally of 870 million tonnes of co2 could be 2 3 times bigger as the industry continues to grow unless action is taken that s more than modern day russia and india combined taxes on international transport are considered by the un climate change agency the unfccc a potential source of contributions to its climate finance programme the green climate fund gcf which has a target of raising 100bn annually by 2020 a charge on shipping emissions is considered as a significant potential contributor with a fair degree of predictability the responsibility for figuring out how to do that lies with the imo with the hope that any deal will respect the unfccc s guiding principle of common but differentiated responsibility cbdr cbdr is designed to ensure that those who made the greatest contribution to causing climate change and who are best equipped to respond take on the greatest burden to tackle it an imo deal without it would not gain support at the unfccc this is where the complications begin while the unfccc s members discuss regulations for countries the imo s parties are regulating ships slapping levies only on ships from developed countries could trigger mass re registration of ships to sovereign nations where those levies do not apply a process known as reflagging the imo pursues a no more favourable treatment policy to keep the global shipping fleet under one global set of rules this doesn t sit too well with the concept of cbdr shipping emissions represent around 3 of global greenhouse gases a levy could generate 10bn a year for the green climate fund source flickr conanil a flat rate would also mean developing nations would be hit with the same charges as the wealthiest the poorest nations are not responsible for the mass manufacturing growth or consumption patterns that drive the supply and demand for sea freight the most recent meeting of the imo s marine environment protection committee mepc in london last month included some of the first hazy outlines of what a resolution to this problem might look like the two principles can be compatible says mark lutes policy coordinator at the wwf global climate and energy initiative who follows the imo talks closely these conflicts are characterised by strong differences between rich and poor i think we can recognise and respond to those differences in ways that are compatible with the traditional approach of the imo based on non discrimination developing countries have accepted that a system has to be based on non discrimination that s a sign that they are abandoning the problematic position of insisting that any measures had to be voluntary for ships from developing countries and mandatory for ships from developed countries that represents some flexibility on the part of the developing countries says lutes adding that a proposal by singapore to encourage nations to consider cbdr could represent the sweetspot of compromise 10bn a year for green climate fund part of the reason for this growing optimism is the prospect of an international levy on shipping applicable to all ships but which also funds a rebate mechanism for the governments of countries with a low value of national imports the rebate can therefore ensure that developing countries which lutes is at pains to point out would not necessarily be defined by the unfccc s roster of annex i and non annex i status are not disproportionately harmed by the levy lutes says shipping could be worth 10bn a year to the gcf even after rebates and investment in the sector has been taken into account so the stakes are high the design of the mechanism is going to be so important to ensure that we find a solution without creating barriers to trade and development says edmund hughes technical officer for air pollution and climate change with the imo there are a few phases we have to go through to do this we have to update the green house gas inventory for shipping the next phase is an impact assessment particularly the impact on developing countries says hughes policy makers have to be aware of the knock on effects of these policies if there is going to be an impact on developing countries then we need to also know that will be mitigated and how that will be done incentive talks on the finer points of the mechanism will continue in the meantime the industry is likely to be on the end of further accusations of obstructing environmental issues as those following the unfccc talks wrongly assume no progress is being made the reality is that there is a massive incentive for the sector to cut its emissions now before a market mechanism is complete fuel represents 50 70 of a shipping operators costs but when most of the fleet that is at sea today was built it was four times cheaper than it is today says hughes with prices so high hughes argues that this could be the most opportune time to help the industry to reduce its fuel costs emission cuts are bound to follow related articles wwf shipping emissions tax worth 10bn a year to the green climate fund call for un climate agency to back robin hood tax aviation battle lines drawn as first attempt at a global carbon deal turns sour the imo has developing two frameworks to improve ships efficiency the energy efficiency design index eedi applies stringent criteria for new ships to ensure run as efficiently as is reasonable to expect the ship energy efficiency management plan seemp applies to all ships promoting improved hydrodynamics to reduce drag and smarter routing of ships why go full speed to port only to sit by the dockside for longer the savings can be as much as 10 50 a lot of that can be attributed to speed which is a significant factor in the energy efficiency of a ship says hughes that means shipping operators achieving the magic number of 50 could cut their overall operating costs by 25 35 what better incentive will the eu do an aviation shipping and aviation are often lumped together in discussions at the unfccc but in reality they are hugely different aircraft tend to travel along set routes and don t change course in the middle of a journey unlike ships most aircraft are for passenger carriage whereas most shipping is for cargo there is a lot more variability in general so trying to establish a system that is fit for and captures all those variants is going to be quite a challenge says hughes china india russia and the us have led opposition to the eu s regional aviation levy source creative commons julian herzog aviation has become a poison pill at the climate negotiations after the eu chose to include all flights using eu airports in its carbon trading system regardless of which country the airline is from china the usa russia and india were furious fears that the eu would grow impatient with the imo have now relented the eu have now said they ve had a change of heart and announced that they aren t going to look for a regional market based measure their focus will now be on establishing an measuring reporting and verification mrv system for all ships entering eu ports says hughes in a way that acknowledges and recognises that there are some unique challenges for the shipping industry compared to the aviation industry says hughes pointing out the potential of a rift to disrupt international trade lutes is equally relieved to see the eu distancing itself from developing its own system it is partic...