Aviation is the first industry to suggest a global
approach to the application of a single MBM to manage
its climate change impact. This keeps aviation in the
forefront of industries on managing carbon emissions. It
was also the first to agree global targets. These are:
improving fuel efficiency by 1.5% annually to 2020,
capping net emissions with CNG2020, and cutting
emissions in half by 2050 compared to 2005. And it was
also the first to agree on a global strategy to achieve
MBM is one of the four pillars of the aviation
industry’s united strategy on climate change.
Improvements in technology, operations and
infrastructure will deliver the long-term solution for
aviation’s sustainability. “Today’s agreement focuses on
a single global MBM as part of a basket of measures. A
single MBM will be critical in the short-term as a
gap-filler until technology, operations and
infrastructure solutions mature. So we cannot take our
eye off the ball on developing sustainable low-carbon
alternative fuels, achieving the Single European Sky or
the host of other programs that will improve aviation’s
environmental performance,” said Tyler.
MBM should be designed to deliver real emissions
reductions, not revenue generation for governments. The
principles agreed apply to emissions growth post-2020.
“Airlines are delivering results against their climate
change commitments. For example, we are on track to
achieve our 1.5% average annual fuel efficiency target.
We need governments to be serious partners as well.
Developing an MBM must not become an excuse for revenue
generation by cash-strapped governments, or for avoiding
incentivizing investments in new technologies and
sustainable low-carbon alternative fuels,” said Tyler.
summary of the principles of the resolution includes the
Setting the industry and individual carrier baselines
using the average annual total emissions over the period
Agreeing to provisions/adjustments for recognizing early
movers, benchmarked for 2005–2020 with a sunset by 2025,
accommodating new market entrants for their initial
years of operation and fast growing carriers.
Adopting an equitable balance for determining individual
carrier responsibilities that includes consideration of
an ‘emissions share’ element (reflecting the carrier’s
share of total industry emissions) and a post-2020
‘growth’ element (reflecting the carrier’s growth above
Reporting and verification of carbon emissions that is
based on a global standard to be developed by ICAO,
simple and scalable based on the size and complexity of
the operator, instituting a periodic CNG2020 performance
review cycle that revises individual elements and
parameters as appropriate.