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1、A37-WP/361P/35 4/10/10ASSEMBLY 37TH SESSIONREPORT OF THE EXECUTIVE COMMITTEE ONAGENDA ITEM 17(Presented by the Chairman of the Executive Committee)The attached report on Agenda Item 17 has been approved by the Executive Committee. Resolution 17/1 is recommended for adoption by the Plenary.Note. Afte

2、r removal of this covering sheet, this paper should be inserted in the appropriate place in the report folder.(21 pages)A37-WP/361P/35Report on Agenda Item 1717-1Agenda Item17:Environmental protection17.1At its third, fourth, and meetings, the Executive Committee considered the subject ofenvironment

3、al protection on the basis of progress reports by the Council on the Organizations technical work on aircraft noise and engine emissions (WP/21 and WP/26) and on issues related to climate change (WP/22, WP/23 and Corrigendum No. 1, WP/25 and WP/27). Based on these progress reports, the Executive Com

4、mittee considered the Councils proposal that updates Appendices A through H of Resolution A36-22, Consolidated Statement of continuing ICAO policies and practices related to environmental protection General provisions, noise and local air quality (WP/24 and Corrigendum No. 1), and a proposal by the

5、Secretary General that replaces Appendices I through L of Resolution A36-22, Consolidated Statement of continuing ICAO policies and practices related to environmental protection Climate change (WP/262). In addition, there were 20 papers presented by States and Observers: WPs 108, 109, 117, 174, 181,

6、 185, 186, 187 (Revision No. 1), 188, 216, 217, 240,241, 251, 270, 271 (Revision No. 1), 272, 275, 304 and 316.17.2GENERAL PROVISIONS, NOISE AND LOCAL AIR QUALITY17.2.1The Council submitted a report (WP/21) on progress made by ICAO since the36th Session of the Assembly on civil aviation and the envi

7、ronment, including activities carried out by the Secretariat and the Councils Committee on Aviation Environmental Protection (CAEP).17.2.2The Committee noted that CAEP and its various expert groups continued to undertakemost of the technical aspects of the Organizations environmental work and that C

8、AEP had met in February 2010 (CAEP/8). In March, the Council reviewed and approved, with comments, the Recommendations of CAEP/8.17.2.3Significant progress regarding new environmental Standards for certification of aircrafthas been made. CAEP/8 agreed on production cut-off and certification Standard

9、s relating to oxides ofnitrogen (NOx). The new NOx Standards are up to 15% more stringent than the 2004 (CAEP/6) Standards. Formal comments have been received from States on these and other technical updates to Annex 16. After a review of these comments by the Council, adoption of the new SARPs is e

10、xpected by November 2011.17.2.4In line with the ICAO High-level Meeting on International Aviation and Climate Changerecommendation to develop a global CO2 Standard for new aircraft types, CAEP is undertaking technicalanalyses with the aim to recommend an aircraft CO2 emissions Standard in 2013. CAEP

11、 is also working on Standards for non-volatile particulate matter emissions and assessing several noise stringency scenarios.17.2.5In light of the potential to save substantial emissions related both to local air quality andglobal climate change from operational initiatives, CAEP has made substantia

12、l progress in updating theinformation in ICAO Circular 303 - Operational Opportunities to Minimize Fuel Use and Reduce Emissions with regard to operational measures being undertaken. The remaining work is expected to be finalized by 2013.A37-WP/361P/3517-2Report on Agenda Item 1717.2.6Regarding the

13、establishment of mid-term (10 year) and long-term (20 year) technologygoals using the independent experts process, CAEP/8 adopted noise reduction goals as well as reviewed industry progress against NOx reduction goals established in 2007. Activities are underway to establish goals for operations and

14、 fuel burn reduction technologies. Progress in other activities, such as finalization of five studies on market-based measures, has also been made. Similarly, ICAOs liaison with other UN bodies and Standard setting organizations, such as SAE International, has continued. An Environmental Colloquium

15、on aviation and climate change was held in May 2010 and the 2010 Environmental Report has been launched.17.2.7The Committee was invited to support the continued work of the CAEP and ICAOSecretariat on issues relating to civil aviation and the environment and to consider the information in WP/21 as a

16、 reference for the update of Assembly Resolution A36-22.17.2.8The 36th Session of the Assembly had also requested that the Council regularly assess thepresent and future impact of aircraft noise and engine emissions and continue to develop tools for thispurpose. CAEP has approved tools that permit t

17、he consideration of interrelationships between aircraft noise, emissions that affect local air quality (LAQ), and emissions that affect the global climate. These tools were used to evaluate scenarios in each of those domains for a baseline year of 2006 and for the future years 2016, 2026 and 2036, a

18、s provided in WP/26. A full-flight fuel burn analysis also considered the year 2050. The evaluations were based on an unconstrained forecast and did not consider the effects of alternative fuels.17.2.9In absolute terms, the total global population exposed to aircraft noise, total globalaircraft emis

19、sions that affect LAQ, and total global aircraft emissions that affect the global climate are expected to grow. Aviations noise and emissions footprint is, however, predicted to grow at a rate slower than the demand for air travel and on a per-flight basis; efficiency is expected to improve througho

20、ut the period.17.2.10The Committee was invited to accept the global environmental trends presented in thepaper as the basis for decision making on environmental matters during this session of the Assembly; to request the Council to continue work in this area with the support of States and to ensure

21、that the next session of the Assembly is provided with an updated global environmental trends assessment; and to consider the information in this paper for the update of Assembly Resolution A36-22.17.2.11Assembly Resolution A36-22 requested that the Council submit at each Assembly aconsolidated stat

22、ement of continuing ICAO policies and practices related to environmental protection. In WP/24 and Corrigendum No. 1, the Council submitted a draft text of Appendices A through H of Resolution A36-22, updated to reflect developments since the 36th Session of the Assembly, in particular, with developm

23、ents from CAEP/8. It was noted that only Appendices A, B, C, F and H had been changed. It was also noted that information on the progress achieved by the Organization in the area of international aviation and climate change, and related factual information for the update of Appendices I through L of

24、 the Resolution, are presented in WP/25.17.2.12In WP/270, India reviewed the issue of night curfews in some parts of the globe and itsimpact on operations in other parts of the world. It described the potential economic and environmental impacts of night curfews on airlines, on communities around ai

25、rports, and on the public at large. It was requested that the Council revisit this issue using a more comprehensive approach.A37-WP/361P/35Report on Agenda Item 1717-317.2.13In WP/108, Belgium, on behalf of the European Union (EU) and its Member States andby the other States Members of the European

26、Civil Aviation Conference (ECAC) and by Eurocontrol, recognized the importance of aviation to economic development, while acknowledging the environmental challenges posed by aviation growth. Europe fully supports ICAOs efforts to address aviation environmental issues while taking interdependencies i

27、nto account and stands behind the ICAO balanced approach to noise management. Europe is ready to be constructive and work with all stakeholders on environmental protection.17.2.14With regard to WP/270, the Secretariat advised the meeting that, as a result of a similardiscussion during the 36th Sessi

28、on of the ICAO Assembly, CAEP had been tasked to carry out a study on noise curfews focusing on environmental technical issues. CAEP completed this study in February 2010 and the conclusions of the study were presented and approved by the Council of ICAO in April 2010. The study concluded that, whil

29、e the European curfews may be a contributing factor to the generation of night- time aircraft movements in some case study airports, there were probably a number of other influencing factors such as time zones, airline economics and passenger demand. The CAEP/8 meeting agreed that the technical issu

30、es have been fully addressed. Any request to extend this work in CAEP will result in diverting resources from other high-priority tasks such as the establishment of new Standards, including those for aircraft CO2 emissions.17.2.15Several States expressed support for the proposal from India for furth

31、er studies on noisecurfews. One State observed that when curfews were initially instituted, aircraft such as DC-8 and B707 were in service. Since then, aircraft have become substantially quieter and the need for curfews should be revisited. The continuation of noise curfews in some parts of the worl

32、d affects developing countries in Latin America and Africa. A connection to the issue of slots allocation at airports with curfews was also mentioned, where a large percentage of capacity is eliminated because of the inability of airports to operate at night. This also leads to congestion of traffic

33、 during daytime hours.17.2.16Some other States took the position that no further work on curfews is warranted in lightof the study that has been carried out by CAEP. The situation at some very large airports was highlighted, where there may be a take-off or landing every thirty seconds. Such traffic

34、, while it facilitates global air traffic and is critical to global economy, raises issues of quality of life for communities around airports. For this reason, an approach which balances economic and development benefits with environmental impacts is essential. Any such issues should be handled by a

35、rrangements between States, if at all.17.2.17An observer, who has been deeply involvedin the CAEP work on noise curfews,informed the meeting that the CAEP study only considered environmental issues and did not look ateconomic and political issues. As observed earlier, the cause of night-time movemen

36、ts in case-study airports was determined to be not solely noise curfews at destination airports. Instead, the causes included operator economics, time-zones, passenger convenience, and other factors. The extent of this problem was also found to be highly dependent on city pairs.17.2.18The Chairman n

37、oted the consensus of the meeting on referring this matter to the Councilof ICAO for consideration. As the originator of the proposal, India, while noting the resource constraintsdescribed by the Secretariat, offered to provide the necessary resources for any further studies on curfews.17.2.19A memb

38、er State noted the potential negative impact of unilateral measures on developingcountries. In the past, due to noise restrictions on older aircraft, developing countries have sufferedA37-WP/361P/3517-4Report on Agenda Item 17financially due to their operators inability to replace aircraft in their

39、fleets. As older aircraft could no longer be operated in regions with restrictions, there was a cost borne by developing countries due to reduced operations. The role of ICAO is to promote cooperation amongst States and the interest of all States should be taken into account. Following from Article

40、24 of the Convention on International Civil Aviation, no unilateral action should be taken and no charges and taxes should be imposed on developing countries, especially those related to emissions.17.2.20Observers.The Committee noted the achievements of CAEP and the comments of States and17.2.21deve

41、lopment,The Committee expressed satisfaction with the CAEP work, supported its further and accepted the proposed Appendices A through H of the Consolidated Statement ofcontinuing ICAO policies and practices related to environmental protection General provisions, noise and local air quality.Resolutio

42、n 17/1:Consolidated statement of continuing ICAO policies and practices related to environmental protection General provisions, noise and local air qualityWhereas in Resolution A36-22 the Assembly resolved to continue to adopt at each ordinary Session a consolidated statement of continuing ICAO poli

43、cies and practices related to environmental protection;Whereas Resolution A36-22 consists of an introductory text and a number of Appendices concerning specific but interrelated subjects;Considering the need to reflect developments that have taken place since the 36th Session of the Assembly in the

44、field of aircraft noise and engine emissions; andConsidering the need to define a specific ICAO policy to address aviations impact on global climate (Resolution 17/ : Consolidated statement of continuing ICAO policies and practices related to environmental protection - Climate change ), the increasi

45、ng concern on aviation and climate change and as part of ICAOs policies and practices related to environmental protection;The Assembly:1. Resolves that the Appendices attached to this Resolution and listed below, together with Resolution 17/: Consolidated statement of continuing ICAO policies and pr

46、actices related to environmental protection - Climate change, constitute the consolidated statement of continuing ICAO policies and practices related to environmental protection, as these policies exist at the close of the 37th Session of the Assembly:Appendix A GeneralAppendix B Development of Stan

47、dards, Recommended Practices and Procedures and/or guidance material relating to the quality of the environmentA37-WP/361P/35Report on Agenda Item 1717-5Appendix C Policies and programmes based on a “balanced approach” to aircraft noise managementAppendix D Phase-out of subsonic jet aircraft which e

48、xceed the noise levels in Volume I of Annex 16Appendix E Local noise-related operating restrictions at airportsAppendix F Land-use planning and managementAppendix G Supersonic aircraft The problem of sonic boomAppendix H Aviation impact on local air quality2.Requests the Council to submit the ICAO p

49、olicies and practices related to environmentalprotection for review at each ordinary session of the Assembly; and3.Declares that this resolution, together with Resolution 17/: Consolidated statement ofcontinuing ICAO policies and practices related to environmental protection - Climate change, supers

50、ede Resolution A36-22.APPENDIX AGeneralWhereas the preamble to the Convention on International Civil Aviation states that “the future development of international civil aviation can greatly help to create and preserve friendship and understanding among the nations and peoples of the world . . .” and

51、 Article 44 of that Convention states that ICAO should “develop the principles and techniques of international air navigation and . . . foster the planning and development of international air transport so as to . . . meet the needs of the peoples of the world for safe, regular, efficient and econom

52、ical air transport”;Whereas many of the adverse environmental effects of civil aviation activity can be reduced by the application of comprehensive measures embracing technological improvements, more efficient air traffic management and operational procedures and the appropriate use of airport plann

53、ing, land-use planning and management and market-based measures;Whereas all ICAO Contracting States agreed to continue to pursue all aviation matters related to the environment and also maintain the initiative in developing policy guidance on these matters, and not leave such initiatives to other or

54、ganizations;Whereas other international organizations are emphasising the importance of environmental policies affecting air transport;Whereas the sustainable growth of aviation is important for future economic growth and development, trade and commerce, cultural exchange and understanding among peo

55、ples and nations; therefore prompt action must be taken to ensure that it is compatible with the quality of the environment and develops in ways that alleviate adverse impacts;A37-WP/361P/3517-6Report on Agenda Item 17Whereas reliable and best available information on the environmental effects of av

56、iation is essential for the development of policy by ICAO and its Contracting States;Whereas as far as there are recognized interdependencies of the environmental effects from aviation, such as noise and engine emissions, they need to be considered when defining source control and operational mitiga

57、tion policies;Whereas airspace management and design can play a role in addressing the impacts of aviation greenhouse gas emissions on the global climate, and the related economic and institutional issues need to be addressed by States, either individually or collectively on a regional basis;Whereas

58、 cooperation with other international organizations is important to progress the understanding of aviations impacts on the environment and in order to develop the appropriate policies to address these impacts;Recognizing the importance of research and development in fuel efficiency and alternative fuels for aviation that will enable international air transport operations with a lower environmental impact;The Assembly:1.Declares that ICAO, as the lead United Nations (UN) Agency in ma

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