{"id":1801,"date":"2012-11-29T17:32:46","date_gmt":"2012-11-29T22:32:46","guid":{"rendered":"http:\/\/blogs.law.columbia.edu\/climatechange\/?p=1801"},"modified":"2012-11-29T17:36:32","modified_gmt":"2012-11-29T22:36:32","slug":"doha-cop-report-thursday-november-29","status":"publish","type":"post","link":"https:\/\/blogs.law.columbia.edu\/climatechange\/2012\/11\/29\/doha-cop-report-thursday-november-29\/","title":{"rendered":"Doha COP Report: Thursday, November 29"},"content":{"rendered":"
<\/div>

The Doha talks this week, particularly in the Subsidiary Body on Scientific and Technical Advice (SBSTA), have discussed greenhouse gas emissions from international aviation and maritime transport.\u00a0 In particular, the question is whether these emissions are best addressed within the UNFCCC framework or by the relevant specialist international organizations: the International Civil Aviation Organization (ICAO) and the International Maritime Organization (IMO).<\/p>\n

Under Article 2(2) of the Kyoto Protocol, the Annex I Parties agreed to pursue reductions in emissions from \u201cbunker fuels\u201d (the fuels used in international aviation and shipping) through the IMO and the ICAO.\u00a0 Neither the IMO nor the ICAO has yet implemented a global scheme to reduce \u00a0emissions from bunker fuels.\u00a0 Prior to the opening of the current Conference of the Parties (COP 18) to the UNFCCC in Doha, the IMO and ICAO reported to the SBSTA<\/a> on their work in this area.\u00a0 At its 37th<\/sup> Meeting the ICAO Assembly decided to \u201cexplore a global [market-based mechanism] scheme for international aviation\u201d emissions (ICAO Assembly Resolution A37-19<\/a>). At the ICAO Council meeting of November 9, 2012, the members of that organization agreed to make significant progress towards such a market-based mechanism by Fall 2013.\u00a0 The 64th<\/sup> Meeting of the IMO\u2019s Marine Environment Protection Committee requested further studies of greenhouse gas emissions from shipping on which to base further discussions of market-based mechanisms, as uncertainty exists in current projections.<\/p>\n

At the opening meeting of the SBTSA on Tuesday, November 27, Japan and Singapore both stated that the ICAO and IMO were the proper bodies to be addressing these issues, rather than the UNFCCC.\u00a0 One point of contention among parties to the UNFCCC was whether the principle of \u201ccommon but differentiated responsibilities\u201d should apply to international aviation and shipping.\u00a0 Many developing countries and major emerging economies, including Brazil, China, Egypt, Malaysia and Saudi Arabia argued that the principle should be applied in any scheme designed to reduce emissions in these two sectors.\u00a0 On the other side, Japan argued that global regulations should apply to all aircraft and all ships, regardless of their flag country or base of operations.<\/p>\n

In the background to these talks on multilateral regulation of aviation and shipping, significant developments have been taking place in relation to unilateral efforts by the EU to reduce aviation emissions.\u00a0 In light of progress in negotiations at the ICAO, the EU has decided<\/a> to suspend the operation of the its Emissions Trading Scheme (ETS) in relation to international flights until 1 January 2014. According to the decision, the ETS will continue to apply to flights operated entirely within the EU, the European Free Trade Association or the European Economic Area.<\/p>\n

The inclusion of international aviation in the EU ETS had been highly controversial.\u00a0 \u00a0Earlier this year Congress passed a Bill<\/a>, the European Union Emissions Trading Scheme Prohibition Act of 2011 (known as the \u201cThune Bill\u201d after Senator John Thune) which requires US airlines to be excluded from any fees imposed under the EU ETS.\u00a0 President Obama signed<\/a> the Thune Bill into law on Tuesday, November 27, the same day that the role of the ICAO in international climate change policy was being debated in Doha.<\/p>\n

For more information on the opening session of the SBSTA, see: https:\/\/www.iisd.ca\/download\/pdf\/enb12557e.pdf<\/a><\/p>\n","protected":false},"excerpt":{"rendered":"

The Doha talks this week, particularly in the Subsidiary Body on Scientific and Technical Advice (SBSTA), have discussed greenhouse gas emissions from international aviation and maritime transport.\u00a0 In particular, the question is whether these emissions are best addressed within the UNFCCC framework or by the relevant specialist international organizations: the International Civil Aviation Organization (ICAO) […]<\/p>\n","protected":false},"author":837,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_monsterinsights_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[642,5671,9324],"tags":[9329,9325,9331,9332,9330,9437],"class_list":{"0":"post-1801","1":"post","2":"type-post","3":"status-publish","4":"format-standard","6":"category-congress","7":"category-international","8":"category-unfccc","9":"tag-aviation","10":"tag-doha","11":"tag-icao","12":"tag-imo","13":"tag-shipping","14":"tag-unfccc","15":"czr-hentry"},"yoast_head":"\nDoha COP Report: Thursday, November 29 - 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