Tag: IMO

Keys to the 2nd KP Commitment Period

It shouldn’t be too hard for Annex I countries to show needed leadership by actually agreeing emission reduction commitments in line with the top end of the IPCC 25-40% range.  After all, many reputable studies show how to reach that achievable goal.  But on the evidence thus far, those countries aren’t ready to embrace ambition yet.
Nevertheless, Annex I Parties can and should reach agreement in Cancun on a number of technical issues that lead toward commitments in 2011 to achieve the needed scale of emissions reductions, along with a shared understanding of the underlying rules and modalities that will influence the fair sharing out of their targets in 2013-2017.
This week’s launch of the UNEP Emissions Gap Report clearly demonstrates the massive and growing gap between the pledges now tabled and even a 2 oC pathway, much less one limiting global temperature rise to less than 1.5 oC. It is imperative to rapidly close the Gigatonne Gap and produce real emissions reductions, not fake accounting.
For these reasons, ECO reiterates the following points that need to be agreed here in Cancun:
* At least a 40% aggregate target for 2020 for developed countries from 1990 levels.
* LULUCF accounting that accurately tracks what the atmosphere sees rather than letting as much as 450 million tonnes of emissions vanish from the books.
* Address AAU banking (hot air) in a way that preserves environmental integrity. The UNEP report says that dealing with carry-
overs from the first commitment period as well as new surpluses created in the second could reduce the gap by up to 2.3 Gt..
* Continuation of the 1990 base year will facilitate comparability of targets across the commitment periods. Other reference years are being advocated simply to hide the lack of effort by some Parties.
* A 5-year commitment period to synchronize science reviews with the IPCC reports,  help align with political cycles in many countries, and to avoid complacency. (Take note, EU!)
* Strong domestic action to facilitate the transition to a zero carbon economy for developed countries by 2050. Strategic planning is required, not excessive offsetting.
* Fewer new dubious sources of credits (the never-ending cries for CCS and nuclear in the CDM), and more demand for projects that deliver sustainable development benefits.
* Use the most recent available science: that means IPCC’s Fourth Assessment Report for global warming potential on the 100 year time horizon, not a political fudge. Is there a particular reason why Brazil does not support using the most recent science?
* Urge IMO and ICAO to take swift action to achieve a global approach, fully embracing the principle of common but differentiated responsibilities, which means, for instance, that there is no net incidence on developing countries.
The KP modalities have the potential to lead to real emission reductions – or they can be a pretense that emissions are falling because of accounting tricks and self-serving rules to hide inaction.  The clock is running down and the choice is clear.  
And delegates, as always in a party-driven process, the choice is yours.

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Rocking the Boat, Flying to the Moon Palace

Delegates arrive by plane and eat food that’s been shipped by boat – international transport has been part of the COP since the beginning.  And while there are 100% biodiesel buses bringing delegates from the Messe to the Moon Palace, we are a long way (whether by plane or boat) from having international transport running on clean fuel.  
Even if the weak voluntary measures proposed by the International Civil Aviation Organization (ICAO) are implemented, emissions from transport, if kept unregulated, would amount to 30% of the annual global emissions budget by 2050 to be compatible with a 2° C objective. In the 1.5° C scenario the figure is even worse, it’s above 60%!
But there is some good news too.  There are now ways for global regulation of emissions from international transport to cause no net incidence on developing countries. This guarantees consistency with the principle of common but differentiated responsibilities without affecting economic efficiency – something that has been blocking a decision in this arena.
Even better, there are many options available to generate climate finance, some of which could yield upwards of $10 billion USD per year, while also generating funds for technology innovation in the international transport sectors.  That’s another point that has been blocking progress.  And better yet, you guessed it, some of these options can also achieve significant emissions reductions.
If given a clear signal at this COP, regulations under the International Maritime Organization (IMO) could be operationalized as early as 2013. Remember, the closure of the fast-start financing period will be upon us in two short years.  A decision here at Cancun would allow FSF, much of it actually non-additional, to be replaced with real, new and additional finance.  That would be something for delegates to be proud of as they taxi down the runway leaving the Cancun International Airport for well-deserved time off at the end of the year.   
As the High-Level Advisory Group on Climate Change Financing (AGF) points out, no single source is going to reach the promised $100 billion USD level by 2020.  ECO therefore reminds developed countries that substantial public financing from you will also be required.  And it is easy to see that financing from international transport should be part of any package.
Sending a clear signal to IMO and ICAO at COP 16 will not only help prevent a finance gap but also take a big step to ensure environmental consistency and climate stabilization.

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Agree on finance from bunkers

ECO never tires of pointing out the obvious to delegates, but we promise we do it for your own benefit. So here we go again. What if you could find a way to control the fastest growing sources of emissions and generate billions of dollars of climate finance at the same time. You’d do it, wouldn’t you? ECO respectfully suggests you do just that for international aviation and shipping emissions, right here in Copenhagen.

Parties agree the emissions cannot be attributed to specific countries. The emissions are international, so the mitigation framework must be global. That’s okay, Article 4.1c of the Convention allows for this, but Article 4.3 lays down some conditions. To ensure the principle of common but differentiated responsibilities is respected, revenues created from bunker regulation — some estimates suggest US$25-37 billion per year — should be used to defray incremental costs and support climate action in developing countries.  Analysis shows that the impacts on trade would be minimal. Special exceptions can and should be made to exclude routes to and from the SIDS and LDCs, this is fully in the power of the International Civil Aviation Organization (ICAO) and International Maritime Organization (IMO) to do.

A key priority in the next seven days is ensuring that developing countries receive new, additional and stable finance to support their efforts. As many delegates have put it, no money, no deal! Bunkers can help bridge that gap by creating complementary money in addition to assessed contributions by Annex I countries. What a great double dividend: we achieve climate benefits while generating new climate money (through a levy or the auctioning of emission permits).

Now, consider the alternative. You keep on arguing in circles. Nothing gets decided. And bunker emissions keep on rising, making 2˚C impossible, let alone 1.5˚C. A recent study estimates that they would take up 92% of global emissions in 2050 if the rest of the world reduces emissions by the 80% we need. Further, unilateral approaches are springing up. The EU has already moved to bring aviation into its emissions trading system, and is likely to do the same for shipping in the absence of global action. In the US, bunker fuels are covered in the draft Congressional Bill. Such regional measures still cover developing country operators when they visit these major trading blocs but the money generated will not flow to developing countries. It goes to Annex I governments!

This is a huge missed opportunity. Don’t let it happen. Agree on something good: targets for  the sectors, timelines for ICAO and IMO to deliver at COP 16, and the principle of a co-operative approach that generates revenue for developing countries.

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