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GREEN ACTION PLAN TO REDUCE CO2
EMISSIONS FROM VIETNAM’S CIVIL
AVIATION SECTOR (2017-2020)
2017
Photo: Noi Bai Airport
MINISTRY OF PLANNING AND
INVESTMENT
MINISTRY OF TRANSPORT
CIVIL AVIATION AUTHORITY
OF VIETNAM
2
GREEN ACTION PLAN TO REDUCE CO2 EMISSIONS
FROM VIETNAM’S INTERNATIONAL CIVIL
AVIATION SECTOR (2017-2020)
2017
3
TABLE OF CONTENTS
1. SUMMARY INFORMATION 5
2. BACKGROUND AND FRAMEWORK FOR ESTABLISHING THE ACTION PLAN TO REDUCE CO2 EMISSIONS FROM
CIVIL AVIATION 6 2.1. Context of the action plan to reduce CO2 emissions from civil aviation 6 2.2. Outline of the Action Plan 7
3. OVERVIEW OF VIETNAM CIVIL AVIATION 7 3.1. Background 7 3.2. Market and Development Performance Indicators of Air Transportation 8
3.2.1. The Aircraft Fleet 8 3.2.2. Airport Operations 8 3.2.3. Air Traffic Management Infrastructure 10
4. THE CURENT STATUS OF AVIATION CO2 EMISSIONS 11 4.1. Definition of International Flights 11 4.2. Data Collection and Estimation 11 4.3. Establishment of the Baseline for 2010-2014 11
5. FORECAST OF AIR TRANSPORTATION GROWTH AND CO2 EMISSIONS TO 2030 12 5.1. Forecast of the CO2 emission Baseline for 2015-2030 12 5.2. Data Verification 14
6. ADDRESSING CO2 EMISSION REDUCTIONS FROM THE CIVIL AVIATION SECTOR 14 6.1. Challenges and Impediments to Achieving Emissions Reductions 14
6.1.1. Government Policies 14 6.1.2. Economic aspects 15 6.1.3. Social aspects 15 6.1.4. Technology aspects 16
7. REQUIRED MEASURES TO MANAGE CARBON EMISSIONS 16 7.1. Strategic Measures 16
7.1.1. Government Commitment and Support 16 7.1.2. Industry Coordination 17 7.1.3. Domestic Technology Development 17 7.1.4. Capacity Building 18 7.1.5. Training 18 7.1.6. Coordination with other National Level Programs 19 7.1.7. Data Measuring, Reporting and Verification (MRV) 19 7.1.8. Cooperation with Other States 20 7.1.9. Market-Based Measures 20 7.1.10. Alternative Aviation Fuel 21 7.1.11. Airport Carbon Management 21 7.1.12. Adaptation 22
7.2. Overview of Existing Measures to Reduce CO2 Emissions in Vietnam Civil Aviation 23 7.2.1. Aircraft-Related Technology Measures 23 7.2.2. Measures to improve air traffic management and infrastructure use by VATM 23 7.2.3. More efficient operations 25 7.2.4. Economic/market-based measures 25 7.2.5. Airport improvement Measures 26 7.2.6. Regulatory measures and other 26 7.2.7. Enhanced GSE (Ground Support Equipment) management 26
8. TECHNICAL MEASURES TO REDUCE CO2 EMISSION FOR PERIOD UP TO 2030 26 8.1. ICAO Guidance on measures to reduce CO2 emission from civil aviation 26 8.2. Planned Measures 27
8.2.1. Airlines 27 8.2.2. Airports 27
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8.3. Measures for Further Development 27 8.3.1. Aircraft technology related measures 28 8.3.2. Airports 28 8.3.3. Improved air traffic management and infrastructure use 28 8.3.4. More efficient operation 30
9. ANNEX 1 - REFERENCES 31
ACRONYMS
ACI Airports Council International
ACV Airport Corporation of Vietnam
ANSP Air navigation service provider
CAAV Civil Aviation Authority of Vietnam
CAEP Committee on Aviation Environmental Protection
CANSO Civil Air Navigation Services Organization
CO2 Carbon dioxide
CO2-e Carbon dioxide equivalent
GHG Greenhouse gas
IATA International Air Transport Association
ICAO International Civil Aviation Organization
IFSET Fuel Savings Estimation Tool
IPCC Intergovernmental Panel on Climate Change
Kt Kilotonne
MBM Market-based measure
MoT Ministry of Transport
PBN Performance-based navigation
REDD Reducing emissions from deforestation and forest
degradation
RNP Required navigation performance
RTK Revenue tonne-kilometer
Tkm Tonne-kilometer
UNDP United Nations Development Programme
UNFCCC
sssss
VATMJJ
United Nations Framework Convention on Climate Change
VATM Vietnam Air Traffic Management Corporation
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1. SUMMARY INFORMATION
Name of the Authority: Civil Aviation Administration of Vietnam.
Point of contact: Mr. Luu Van Doan – Director – Department of
international cooperation – Tel: 84-4-38720736 –
Email: [email protected]
Focal Point: Mr. Tran Tuan Linh – Director – Department of
Science, Technology and Environment – Tel: 84-4-
38729792 – Email: [email protected]
Street address: 119 Nguyen Son Street, Long Bien District,
City: Hanoi.
Country: Vietnam.
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2. BACKGROUND AND FRAMEWORK FOR ESTABLISHING THE
ACTION PLAN TO REDUCE CO2 EMISSIONS FROM CIVIL AVIATION
2.1. Context of the action plan to reduce CO2 emissions from civil aviation
Climate change poses one of the biggest challenges to humankind in the 21st
century. Countries around the world have pledged to reduce their greenhouse gas
(GHG) emissions, which are a significant contributing factor, in key sectors to
keep global temperature increase below 2oC from pre-industrial levels.
Aviation produces around 2% of the world’s anthropogenic emissions of carbon
dioxide (CO2), according to the United Nations Intergovernmental Panel on
Climate Change (IPCC)1. Despite global growth in passenger numbers at an
average of 5% each year, aviation has managed to limit its emissions growth to
around 3%2. This is through a number of initiatives including investment in new
technology and coordinated action to implement new operating procedures.
The aviation secto r produced approximately 770 million tones of CO2
emissions in 20153, equal to about 2% of human-induced CO2 emissions, and
about 12% of all emissions from transport. Emissions from international flights
account for 62% of these emissions.
In Viet Nam, the aviation market has achieved high growth at an average annual
rate of 14.5% over 2011-14. There has been a steady increase in passenger traffic
in the aviation sector, from 14.3 million in 2010 to 18.2 million in 2013. The
International Air Transport Association (IATA) forecasts Vietnam’s aviation
market as the 7th fastest growth in the 2013-2017 period, with annual growth rates
of 6.9% and 6.6% expected for international passengers and freight, respectively.
Aviation is a significant contributor and enabler of the global economy. According
to statist ics from the United Nations International Civil Aviation
Organization (ICAO), civil aviation contributes up to 3.5% of global GDP, and
creates millions of jobs.
At the same time, the effects of climate change adversely impact the aviation
industry: from flight turbulence and weather disruptions, to impacted air
traffic management activities and stress on airport infrastructure.
The Government of Vietnam is signatory to the United Nations Framework
Convention on Climate Change (UNFCCC). On 5th December 2011, the Prime
Minister issued Decision number 2139/QĐ-TTg approving the State Strategy on
Climate Change. Based on Vietnam’s Climate Change Strategy and Action Plan,
the Ministry of Transportation (MoT) issued its Action Plan to respond to climate
change in the transportation sector, including civil aviation. One of its primary
objectives is to develop and implement an action plan on CO2 emissions reduction
from civil aviation sector and gradually prepare the necessary conditions to 1 The 2007 IPCC Fourth Assessment Report (AR4). 2 http://aviationbenefits.org/environmental-efficiency/aviation-and-climate-change/ 3 http://www.atag.org/facts-and-figures.html
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implement market-based mechanism for greenhouse gas emissions under ICAO’s
provisions.
Based on the Decision number 1277/QĐ-TTg, dated 31st, July 2014 by the Prime
Minister providing approval of the Policy Framework for the Support Program to
Respond to Climate Change (SP-RCC), MoT assigned the Civil Aviation
Authority of Vietnam (CAAV) to prepare a “State Action Plan to Reduce CO2
Emissions from Civil Aviation”.
2.2. Outline of the Action Plan
This action plan has been designed to be utilized as a practical guidance document
for the Vietnamese aviation industry as they address greenhouse gas emissions
from their operations. While the primary focus is on international operations the
actions and strategies contained in this plan addresses international scenarios.
The plan sets out the baseline for international aviation emissions and lists a range
of technical and supporting strategic actions. Most of the technical actions require
further development and quantification of anticipated savings more details of
which will be supplied in the next action plan update.
3. OVERVIEW OF VIETNAM CIVIL AVIATION
3.1. Background
Vietnam’s civil aviation industry is an important sector of the country’s economy.
IATA has evaluated the domestic market as having high potential for continued
growth. The sector has witnessed impressive development in three areas: air
transportation, airport infrastructure, and air traffic management.
The Vietnam air transportation market has maintained fast growth at a double-
digit-rate for the last 5-year period. The route network of the nation’s airlines has
been expanded in line with the directions described in the Decision numbered
21/QĐ-TTg by the Prime Minister, dated 8th, January 2009 approving the
Development of a Master Plan for Air Transportation for the period to 2020 and
orientation to 2030. The service quality has been improving constantly. Opening
for private investment and equitization in the air transportation business has
promoted and created positive conditions for private airlines, created motivation
for competition in the domestic market, diversification of products and services,
increased opportunities for the population to utilize air transport products and
services, all contributing to the development of the market. The Policy of
liberalization of air transport in accordance with the plan has encouraged
international airlines to open routes to Vietnam, expanded business opportunities
and accelerated the development of the market between Vietnam and the world,
playing an important part in the market growth during the last period. The
planning of new airports that can accept international flights creates positive
conditions for social-economic development of the regions in line with the
Government directions, and opens opportunities for tourism centers to connect
with international destinations. The country has established three primary
international gateways: Noi Bai, Da Nang, Tan Son Nhat. Other international
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airports have been developed to receive scheduled/unscheduled international
flights of Vietnamese airlines and foreign carriers when needed in accordance
with the tourism development plans of the Government.
The aircraft fleet has experience positive growth with delivery of new aircraft and
modern technology. Priority has been on the expansion of the owned fleet
contributing to the sustainable and efficient development of Vietnamese airlines.
3.2. Market and Development Performance Indicators of Air
Transportation
During the period 2009 – 2016, the air transportation market achieved high,
continuous growth at an average annual rate of 17% for passengers and 14.4% for
cargo. In 2016, the Vietnam’s total air transportation market was estimated at
around 52.2 million passengers (an increase of 28.8% from 2015) and 902,107
tones of cargo (an increase of more than 13.8% from 2015).
There has been a balance in the growth of the international and domestic markets.
The domestic market has caught up and surpassed the international in number of
passengers carried. In 2009, the ratio of international/domestic passenger was
1.03. In 2014, the domestic market was estimated to achieve 17.7 million
passengers and it was the first time the domestic market surpassed the
international in absolute passenger numbers.
At present, there are 5 Vietnam-based carriers exploiting the market: Vietnam
Airlines (VN), Jetstar Pacific (BL), VASCO, VietJet Air (VJ) and Hai Au.
Amongst these BL and VJ are operating as low cost carriers (LCC). Vietnam
Airlines, Jetstar Pacific and VietJet Air operate 56 international routes to 32
destinations in 17 countries and territories. In the domestic market these airlines
operate 46 routes connecting Hanoi, Da Nang, Ho Chi Minh City with 17 local
airports in a hub-and-spoke model and point-to-point countrywide.
3.2.1. The Aircraft Fleet
During the period 2009-2016, Vietnam’s airline fleet has grown rapidly in both
quantity and quality. The quantity of aircraft has increased in all 3 groups: short-
range, medium range and long range. Up to 2016, Total of Vietnam’s airline fleet
was 157 aircraft and the average age of the fleet was 5.1 years. The owned fleet
had 59 units, and counted for 37.6% of the total fleet.
3.2.2. Airport Operations
According to the airport network plan approved by the Prime Minister under
Decision No. 21/QĐ-TTg, dated 8th, January 2009, during the period up to 2020
there will be 26 airports commissioned.
Currently, there are 21 civil aviation airports in operation. Among those there are
7 international airports and 14 domestic. Besides the three major international
airports, Vietnam is commissioning or will soon commission new airports that are
able to receive international flights in major cities and locations including: Hue
(Phu Bai airport), Nha Trang (Cam Ranh airport), Can Tho (Can Tho airport), Da
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Lat (Lien Khuong airport) and Phu Quoc (Phu Quoc airport).
Total throughput of the existing airport network is over 50 million passengers/year
and almost 1 million tones of cargo/year.
Throughput achieved at Vietnam’s airport network during the period 2009- 2016
was as follows:
Table 1. Performance of the airport network (International and Domestic)
during 2009-2016
Year Take-off and
landings
Passengers Cargo
(Tones)
2009 204,147 26,159,116 445,762
2010 244,288 31,507,846 583,560
2011 295,306 35,704,264 604,280
2012 308,990 37,532,267 648,995
2013 329,917 44,039,568 766,616
2014 370,450 50,527,820 905,398
2015 449,310 52.200.519 902.107
2016 558,504 63.017.277 964.644
Figure 1. Total passenger and cargo throughput during the 2009-2016 period.
0
500.000
1.000.000
1.500.000
2.000.000
2.500.000
2009 2010 2011 2012 2013 2014 2015 2016
Hàng hóa
Hành khách
Cargo
Pax
10
3.2.3. Air Traffic Management Infrastructure
With oversight by the Vietnam Air Traffic Management Corporation, The ATM
system is organized as follows:
Operation and management of the two Flight Information Regions (FIRs),
Ho Chi Minh and Hanoi, covering all the territorial airspace of Vietnam and the
airspace above international waters assigned by ICAO to Vietnam for navigation
with 25 domestic airways, 34 international airways, 3 approach areas: Noi Bai, Da
Nang and Tan Son Nhat, 22 airport controlling areas and 3 ground controlling
areas at Noi Bai, Da Nang, and Tan Son Nhat airports;
Operation of more than 300 equipment systems (with issued Operation
Certificates) with 4 primary radar and 7 secondary radar, point-to-point ground
communication network (AFTN, on-duty telephone), ground-to-air
communication network, navigation systems (ILS, VOD, DME, NDB and lighting
signalization), aviation weather systems, aeronautical information systems, and
the Search and Rescue equipment. Among those, VATM has invested and
developed CNS services with advanced modern technology solutions, particularly:
+ Aeronautical Communication Service including two types: Aeronautical Mobile
Service – AMS and Aeronautical Fixed Services – AFS;
+ Ground-air-communication providing communication between ground ATM
officials and pilots.
Table 2. Performance of ATM across all flights
Year 2009 2010 2011 2012 2013
Flights managed 312,038 359,505 420,660 457,172 502,765
Equivalent Km
managed
(1000’s of km)
411,365 474,510 568,976 648,445 703,564
Year 2014 2015
Flights managed 544,931 640,848
Equivalent Km
managed
(1000’s of km)
919,820,507 1,056,539,147
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4. THE CURENT STATUS OF AVIATION CO2 EMISSIONS
CO2 emissions from in ternat ional civil aviation activities include primarily
aircraft operations and relevant ground service equipment operation, runway and
taxiway lighting and proportionally other activities such as refrigeration, airport
facility operations (heating/cooling), and waste management.
4.1. Definition of International Flights
For Vietnam aviation the ICAO definition for international flights is applied:
International flight is a flight stage with one or both terminals in the territory of
a state, other than the state in which the air carriers has its principal place of
business i.e. Vietnam.
This includes flights where the departure or destination state is Vietnam and
flights between states outside of Vietnam.
4.2. Data Collection and Estimation
Historical data used for calculations has been collected and provided by
CAAV. The structure and units of measurement of data align with ICAO form
M including fuel consumption, RTKs for international flights and Total Services
(revenue and non-revenue for International and Domestic).
The aggregated data covers a 5-year period from 2010-2014 and includes all
airlines undertaking international operations that have been operating during
the period. It is used to calculate the baseline.
4.3. Establishment of the Baseline for 2010-2014
As per Document 9988, the formula for calculation of CO2 as follow:
CO2 Emission (tones) = Fuel Consumption (tones) x 3.157
Calculation of CO2 Emission for period 2010-2014:
Based on the collected historical fuel consumption data, the CO2 emissions and
fuel efficiency (tones Fuel/RTK) for international flights for the period 2010-
2014 are presented in Table 3.
Table 3. International CO2 Emissions for the period 2010-2014
Year Fuel consumed
(Tones)
RTK (1000’s)
CO2
Emission
(Tones)
Fuel Efficiency
(kg/RTK)
2010 461,404 1,449,033 1,456,652 0.318
2011 546,357 1,608,362 1,724,849 0.340
2012 586,836 1,851,973 1,852,641 0.317
2013 636,363 2,049,072 2,008,998 0.311
2014 672,248 2,106,225 2,122,287 0.319
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Figure 2 charts the fuel efficiency of Vietnamese carriers for international sectors
from 2010 to 2014.
Figure 2. Fuel efficiency for international sectors flown by Vietnamese carriers
for 2010-2014.
The average fuel efficiency (kg/RTK) for the period 2010-2014 for international
sectors flown by Vietnamese carriers improved by approximately 0.9% per year.
5. FORECAST OF AIR TRANSPORTATION GROWTH AND CO2
EMISSIONS TO 2030
5.1. Forecast of the CO2 emission Baseline for 2015-2030
For the 2015-2030 period, the forecasted data have been estimated based on the
ICAO Aggregated Methodology – Method 1.
Utilizing the ICAO estimation Model, the growth rate of emissions is estimated to
2030 based on estimated fuel efficiency utilizing known data (2010-2014) and
forecast RTK growth rate. The average RTK growth rate for the Asia-Pacific
region was referenced from “ICAO Circular 313 – Outlook for Air Transportation
to the year 2025”4 as 7.1%. The actual growth rate in RTKs (Table 3) for the period
2010 to 2014 was about 9.8% per year.
Due to the unprecedented growth of the industry since publication of the
Circular in 2007 a figure of 9% per year is utilized for baseline forecasting.
4 http://www.icao.int/sustainability/Documents/C313_Outlook_En.pdf
y = -0,0027x + 0,3291
0,2
0,25
0,3
0,35
0,4
2010 2011 2012 2013 2014
Fu
el
Eff
icie
ncy
(k
g/
RT
K)
Fuel Efficiency (kg/RTK)
Linear (Fuel Efficiency (kg/RTK))
13
The yellow shaded portion of Table 4 is duplicated from Table 3 and shows actual
values. The fuel efficiency data was extrapolated to 2030 based on the
improvement in fuel efficiency from 2010-14. The RTK data was extrapolated
from 2014 using the agreed growth rate of 9%. From these fuel consumed and
CO2 emissions were calculated. See Figure 3 for graphical representation.
Table 4. International CO2 Emission for the period 2015-2030
Year
Fuel
consumed
(Tonnes)
RTK
(1000's)
CO2
Emission
(Tonnes)
Fuel
Efficiency
(kg/RTK)
2010 461,404 1,449,033 1,456,652 0.318
2011 546,357 1,608,362 1,724,849 0.340
2012 586,836 1,851,973 1,852,641 0.317
2013 636,363 2,049,072 2,008,998 0.311
2014 672,248 2,106,225 2,122,287 0.319
2015 718,351 2,295,785 2,267,835 0.313
2016 776,246 2,502,406 2,450,610 0.310
2017 838,744 2,727,622 2,647,915 0.308
2018 906,203 2,973,108 2,860,884 0.305
2019 979,012 3,240,688 3,090,741 0.302
2020 1,057,586 3,532,350 3,338,798 0.299
2021 1,142,373 3,850,262 3,606,470 0.297
2022 1,233,855 4,196,785 3,895,280 0.294
2023 1,332,551 4,574,496 4,206,862 0.291
2024 1,439,017 4,986,201 4,542,978 0.289
2025 1,553,855 5,434,959 4,905,519 0.286
2026 1,677,707 5,924,105 5,296,519 0.283
2027 1,811,265 6,457,274 5,718,165 0.281
2028 1,955,276 7,038,429 6,172,805 0.278
2029 2,110,536 7,671,888 6,662,963 0.275
2030 2,277,906 8,362,358 7,191,350 0.272
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Figure 3. Projected CO2 emissions from international sectors flown by
Vietnamese airlines.
5.2. Data Verification
Research has shown that the average fuel efficiency value for the period 2010-
2014 corresponds with industry averages. In the research project “Establishing a
Benchmark of Fuel Efficiency for Commercial Airline Operations”5, it was
shown that the average fuel efficiency of the airlines studied was 0.4 L/RTK
(0.32 kg/RTK) based on a passenger weight of 91kg.
6. ADDRESSING CO2 EMISSION REDUCTIONS FROM THE CIVIL
AVIATION SECTOR
As part of its normal business improvement processes airline continually seek
fuel use efficiency which has the added benefit of reducing emissions. While
emissions reduction has not been a focus for airlines in the past it has
increasingly gained importance as the industry has mobilized to address the issue
that will increasingly impact operations into the future.
This section will outline actions Vietnam aviation has taken to address
emissions, the challenges and issues it faces achieving its objectives, and the
measures that are proposed or are underway that will contribute to national and
international targets.
6.1. Challenges and Impediments to Achieving Emissions Reductions
There are a number of issues that act to hamper efforts to reduce emissions.
These are discussed below.
6.1.1. Government Policies
By unilaterally applying market-based-measures relating to environmental
aspects, countries risk preferentially burdening the industry without clear benefit
to the environment.
5 Journal of Aviation Technology and Engineering 4:1 (2014) 32–39
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The Standing Committee of the Vietnam National Assembly passed Resolution
numbered 1269/2011/UBTVQH12, dated 14th July 2011 on Environment
Protection Taxes. In accordance with this Resolution, a tax on fuel for aircraft
(1,000 VND per liter), and on diesel fuel for ground service vehicles (500 VND
per liter) was established. In March 2015 a new resolution was passed by the
Standing Committee increasing the Environment Protection Tax rates to 3,000
VND per liter for aircraft fuel and to 1500 VND per liter for diesel for ground
service equipment effective from May 2015. None of the revenues from this tax
are directed to the industry to assist it to improve efficiency or reduce
emissions. It acts as a disincentive as there is less capital available to direct into
efficiency improvements.
This extra cost burden cannot easily be passed on to customers, as demand for
air services is highly elastic, the end result being that carriers must redirect
revenues to pay the charges that could be better spent on reducing emissions.
Also by applying a tax to fuel in Vietnam it provides no incentive to critical
stakeholders such as the air service navigation provider (VATM) to assist the
carriers in being more fuel-efficient.
6.1.2. Economic aspects
In the past, the Government, through MoT, has provided limited financial
support for two researches conducted by Vietnam Airlines and by CAAV jointly
with VATM on reducing CO2 emission.
In majority of cases, the airlines and airports pay by their own financial
resources for researches focusing on methodologies, technologies, equipment,
emission control instruments, and realization of those.
There have not been set up either the financial mechanisms, or market-based
instruments that allow the airlines and airports to have access to the funding
opportunities to conducts their programs to reduce CO2 or apply green
technologies, and get back the results.
There also have not been created any economical motivation and protection for
the outside investors who would be interested in investment in reducing CO2
emission.
6.1.3. Social aspects
The GHG emission has been placed in the center of Environment Protection in
Aviation for decades. However, it is not always seen the clear accountability
and effective actions of the top management of the airlines, airports, ATM, and
operational levels. The accountability is normally limited among the small
groups who are dealing directly with the emission problems.
It can be found that the structure of responsibilities for the emission in the
airlines, airports, ATM is not always clear. The human resource and expertise,
technology are limited and often are not relevant to the huge amount of works
they have been assigned to do.
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6.1.4. Technology aspects
The Vietnam Aviation sector mainly purchases and operates the technology and
equipment manufactured by the foreign OEMs. The domestic stakeholders
possess limited knowledge and expertise, and always are facing difficulties
while evaluating these technology, including: aircraft, engines, avionics, ground
support equipment, ATM technology, and so on.
The other challenges relate to research and implementation of the domestically
manufactured equipment and technology. Lack of framework for raising and
using the funds for technology innovation; reluctance with the manufacturer’
reputation; lack of approved processes in design, test, verification, and approval
of the new technologies.
7. REQUIRED MEASURES TO MANAGE CARBON EMISSIONS
This section details the measures to be considered by the government, industry
and relevant stakeholders to achieve effective management of greenhouse gas
emissions and the realization of the agreed international goals.
The section will be divided into measures relating to strategy and support, and
those that are tactical relating largely to technical issues.
7.1. Strategic Measures
This includes all supporting measures to enable this strategy to be successfully
executed. It can be broadly categorized in the areas of commitment, coordination
(internally and externally), capacity building, measurement and reporting, market
measures and adaptation. Actions also include renewable jet fuel and airport
initiatives.
7.1.1. Government Commitment and Support
The Vietnamese Government has actively supported decisive action on climate
change in the international and domestic arenas. Most recently it has reinforced its
commitment to addressing aviation emissions in it recently released “Action Plan
on Climate Change Adaptation and Green Growth of the Ministry of Transport for
the Period 2017 – 2020”.
Objective Vietnam to have an active role as a contracting state to ICAO in
determining fair and effective policy and actions to address carbon
emissions in the international community.
Action To actively participate as appropriate in high level negotiations
in ICAO and in the ICAO General Assembly
Responsible Party CAAV
Timeline Ongoing
Based on the Decision number 1277/QĐ-TTg, dated 31st, July 2014 by the Prime
Minister providing approval of the Policy Framework for the Support Program to
Respond to Climate Change (SP-RCC), MoT assigned CAAV to prepare a “State
17
Action Plan to Reduce CO2 Emissions from Civil Aviation”.
7.1.2. Industry Coordination
In order to achieve optimal results and effectively implement operational
measures, collaboration and coordination between different stakeholders is
essential. This will be particularly important when resolving issues related to the
interdependencies between the different effects of operational measures.
Depending on the initiative, strong collaboration may be required between the
following stakeholders:
Air navigation services providers (policy/decision makers, airspace and
procedure designers, operational air traffic control staff);
Airspace users (policy/decision makers, senior pilots, technical staff);
Airport operators (operations and environment departments); and
Regulatory authorities (aviation regulators, local authorities).
Objective To achieve an industry driven structure to fuel and carbon
management that instills ownership and allows for the timely
transfer of information.
Action Aviation carbon action committee chaired by CAAV to be
established made up of airlines, VATM, airports, MOT and
other relevant stakeholders.
The committee will input into:
The implementation of the national action plan.
Protocols for measuring carbon saving associated with
initiatives.
Plan revision and update.
The committee to convene every three months.
Responsible Party CAAV
Resources and/or
Support Required
Resources required for secretariat function and travel
Timeline
2017
7.1.3. Domestic Technology Development
As mentioned, a significant challenge relates to research and implementation of
domestically manufactured equipment and technology. Lack of a framework for
raising and utilizing the funds for technology innovation; lack of approved
processes in design, test, verification, and approval of the new technologies; have
all contributed to delaying and negatively impacting on the creation and
implementation of domestic technologies to reduce CO2 emission.
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Objective To encourage innovation in aviation technology development
that improves fuel efficiency and reduces emissions.
Action Ministry of Transport and Institute of Transport Science and
Technology to review domestic programs that develop and
encourage fuel efficiency technologies.
Responsible Party MoT
Resources and/or
Support Required
Resources required to undertake study.
Timeline 2017
7.1.4. Capacity Building
In order to meet the challenges of addressing emissions in the aviation industry
stakeholders must increase their skills and knowledge as required and put in place
a framework to continually monitor developments in the field.
Improve Knowledge Base
Objective To assemble a knowledge base of up-to-date information relating
to carbon management in the aviation industry.
Action CAAV to avail itself of technical information available from
relevant sources including -
Standards and Recommended Practices (SARPs) and guidance
documentation from ICAO Publications and technical assistance
from airlines, engine manufacturers, Civil Air Navigation Services
Organization (CANSO), IATA.
CAAV to maintain library of relevant reference material.
Responsible Party CAAV
Resources and/or
Support Required
Administration support to oversee.
Timeline 2017
7.1.5. Training
Action Plan Team to identify knowledge gaps and arrange suitable training as required.
This would also include attendance at conferences, seminars etc. ICAO may assist with
knowledge building.
Objective To deliver ongoing capacity building within the team and
stakeholders.
Action Promote training activities of CAAV staff and Stakeholders on
aviation and climate change and their participation in
International discussion forum.
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Focal point to undertake knowledge gap analysis and design
training plan.
Responsible Party CAAV
Resources and/or
Support Required
Support with training costs and travel.
Timeline 2017
7.1.6. Coordination with other National Level Programs
Measures taken by the Vietnam airline industry to limit or reduce the impact of
international aviation on the environment, pursuant to the global aspirational goals
agreed by the ICAO Assembly, should be an integral part of the broader
sustainable development priorities and objectives of a State. This would contribute
towards promoting the sustainable growth of international aviation while ensuring
consistency with any overarching GHG emissions limitation or reduction efforts in
the State.
Objective To ensure effective interface between the aviation carbon reduction
program and the Green Growth strategy project.
Action Establish and maintain association with the Green Growth
strategy.
Investigate and implement methodology for information exchange
including membership of the appropriate committee.
Responsible Party MOT
Resources and/or
Support Required
To Be Determined
Timeline 2016
7.1.7. Data Measuring, Reporting and Verification (MRV)
Successful management of emissions hinges on the ability to measure and analyze
metrics related to emissions and associated performance output. This is not only
required to determine the success of measures but also liability under market
based measures.
It is anticipated that there will be an MRV program introduced in 2018 ahead of
the introduction of the global market based measure for international aviation. It is
important that tools and procedures are in place before then to ensure a smooth
transition.
Objective To establish protocols for collecting, analyzing, verifying and
reporting data from the industry relating to fuel consumption and
payload.
Include reporting obligations for international emissions (Form M
20
– ICAO) as well as domestic emissions (UNFCCC requirements)
Actions Undertake review of current data collection and analysis
procedures with a focus on identifying data gaps and errors.
Develop tools to enable accurate reporting and data transfer.
This will include database tool agreed on by the industry
stakeholders.
Establish regulation/agreement to ensure carriers submit
accurate and complete data sets in a timely manner.
Monitor international and domestic reporting programs and
requirements and create/modify tools accordingly. This will
help with continual improvement and verification of state
data.
Responsible Party CAAV
Resources and/or
Support Required
This will require additional resource and appropriate software
packages.
Timeline 2017
7.1.8. Cooperation with Other States
Asia is undergoing significant growth in its aviation sector and the governments and
carriers in the region are experiencing similar issues. It would be to Vietnam’s advantage
to establish ties with a nation in the region to share information and resources to the
benefit of both states.
Objective To share knowledge with countries in the region on aviation
emissions management.
Action Establish links with strategically aligned countries. This may
include Indonesia and other ASEAN countries, EU, Oceania
and NE Asia.
Responsible Party CAAV
Resources and/or
Support Required
Minimal
Timeline 2016
7.1.9. Market-Based Measures
In order to assist the international aviation industry achieve carbon-neutral growth,
MBMs will be required to bridge the gap between actual and target emissions.
In addition to contributing to a reduction in net emissions MBM can be used to realize
revenue streams that can be directed to aviation reduction activities or carbon offset
projects in Vietnam that have co-benefits for the community and environment.
21
Objective To take the best advantage of market-based-measures manage
emissions and meet agreed targets.
Action
Review fiscal instruments that act to discourage the use of jet
fuel ie the Environment Protection tax
Undertake modeling on the implications of the proposed
carbon offset reduction scheme for international aviation
(CORSIA).
Vietnam to provide input into the development of the CORSIA
protocols to ensure favorable outcomes for indigenous offset
credits.
Vietnam to monitor and input into development of the
CORSIA methodology including the MRV requirements
proposed for 2018.
Responsible Party CAAV with other relevant agencies
Resources and/or
Support Required
Staff and resources
Timeline 2018
7.1.10. Alternative Aviation Fuel
Alternative aviation fuels will play a significant role in meeting the industry’s emissions
targets in the medium term.
In addition conventional biofuel can be utilized to fuel ground support equipment in the
short term without modification to engines.
Objective To understand if aircraft biofuel is a viable option for Vietnam.
Action Commission high-level feasibility study into development and
implementation of an alternative aviation fuel industry in
Vietnam.
Aircraft manufacturers are taking a particular interest in this area at
a regional level.
Responsible Party CAAV
Resources and/or
Support Required
Financial support to action.
Timeline 2017
7.1.11. Airport Carbon Management
Significant effort has been made while incorporating energy efficiency into the
upgrade of Noi Bai Airport and that is continuing at other facilities. The Airports
Council International (ACI) has a number of tools that can assist airports with
carbon management.
22
The Airports Corporation of Vietnam with assistance from the CAAV Carbon
Management Team to consider the following:
Utilizing ACI’s Airport Carbon and Emissions Reporting Tool (ACERT).
This is a self-contained Excel spreadsheet that enables an airport operator to
calculate its own greenhouse gas (GHG) emissions inventory. The tool is available
at no cost to airports and can be used without emissions or environmental
expertise by inputting readily available operational data. More information is
available at http://www.aci.aero/About-ACI/Priorities/Environment/ACERT
Membership of the ACI Airport Carbon Accreditation program.
Airports applying to become accredited must have their carbon footprints
independently verified in accordance with ISO14064 (Greenhouse Gas
Accounting). Evidence of this must be provided to the program administrator
together with all claims regarding carbon management processes that must also be
independently verified.
Objective To encourage airports to utilize available tools to enhance and
improve carbon management.
Action Investigate utilizing tools available from the Airports Council
International including -
Utilizing ACI’s Airport Carbon and Emissions
Reporting Tool (ACERT).
Membership of the ACI Airport Carbon Accreditation
program.
Responsible Party Airports with support from CAAV and MoT
Resources and/or
Support Required
Cost required for verification.
Timeline Undertake investigation in 2017
7.1.12. Adaptation
Viet Nam is likely to be one of the several countries most adversely affected by
climate change. During the last 50 years, Viet Nam’s annual average surface
temperature has increased by approximately 0.5 - 0.7oC, while the sea level along
its coastline has risen by approximately 20 cm. The El Nino and La-Nina
phenomena have caused increasingly adverse impacts to Viet Nam. Climate
change has resulted in more severe and/or frequent occurrences of natural
disasters, especially cyclonic storms, floods and droughts becoming more extreme
in Viet Nam.6 Aviation is particularly vulnerable to climate change: airports are
generally situated in low lying areas making them vulnerable to flooding, and
severe weather events are increasing in frequency posing operational issues.
6 Vietnam Assessment Report on Climate Change. UNEP, 2009
23
Objective To understand the potential impact of climate change on
aviation and how the industry may adapt.
Action Commission high-level evaluation of potential impacts of
climate change on the Vietnamese aviation industry and
strategies to address.
Responsible Party MoT
Resources and/or
Support Required
Cost of study
Timeline 2017
7.2. Overview of Existing Measures to Reduce CO2 Emissions in Vietnam
Civil Aviation
Under the instructions and guidance of the Ministry of Transport, Vietnam
Civil Aviation, including CAAV and enterprises have put constant efforts
toward reducing CO2 emissions in the sector. Current measures include:
7.2.1. Aircraft-Related Technology Measures
New aircraft possess high performance fuel efficiency and emission reduction
technology. CAAV has set criteria for new aircraft to be purchased or leased to
meet the latest ICAO Environmental Protection requirements.
By December 2014, the total number of aircraft in fleets of Vietnam’s airlines has
numbered 110 units. The fleet is ranked as one of the most modern and advanced in
the world with an average age of 5.5 years.
Vietnam Airlines was the launch carrier for the Airbus 350-900 and Boeing 787-
9. Both aircraft possess advanced technologies that provide fuel consumption
savings up to 25% over the aircraft they are replacing.
VietJet Air has selected the first Airbus 320/321 with Sharklets – a specialized
winglet that reduces drag and improves fuel efficiency. VietJet Air h a s also
decided to equip its new fleet with NEO-New Engine Option promising
significant fuel and emission savings.
Modification and upgrade of the fleet in operation: Vietnam Airlines has
conducted a retrofit program on its A320 fleet upgrading its SAC CFM-56-5B4
engines to improve fuel efficiency and environment parameters.
7.2.2. Measures to improve air traffic management and infrastructure use
by VATM
(1) Flight procedures:
- Creating new and revised flight procedures in term of optimization (reduction of
distance, time, and optimization of routes). These measures have been approved
24
and put into operation, particularly:
Period 2008-2010: VATM established and submitted to CAAV for
approval more than 100 flight procedures including: special procedures using
DVOR/DME equipment for runway 02 at Cam Ranh airport; the approach
procedures integrated with NDB and DVOR/DME at Con Son airport; correction
of flight procedures using DVOR/DME at Phu Quoc airport; the flight procedures
at Can Tho airport.
Period 2011-2013: this period focused on optimization of central areas,
airways and flight procedures in the airport areas. VATM has coordinated closely
with CAAV to establish and submitted for approval of more than 150 flight
procedures at the airport having civil activities, including: flight procedures at Phu
Quoc, Vinh, Cam Ranh, Cat Bi, Dong Hoi; the flight departure procedures with
the conditions of using airway route W12 and track T1 at Tan Son Nhat; flight
procedures using air force’ NDB and DVOR/DME serving take-off and landing at
Tho Xuan; flight procedures using DVOR/DME at Vinh, Dong Hoi, Can Tho, Cat
Bi, Chu Lai… the area under responsibility of the Navigation Tower (TWR) at
Can Tho, Phu Quoc, Phu Cat, Dong Hoi, Pleiku…
- Performance Based Navigation (PBN):
Participation in the specialized team to establish and realize the PBN
implement plan for Vietnam Civil Aviation.
Realization of PNB implementation in line with the ICAO roadmap for
Asia- Pacific region and the project of enhancement of capabilities to transfer to
the new CNS/ATM.
Coordination with CAAV and ACV to experiment the approach
procedures, departure and arrival procedures implementing PBN at Phu Bai, Phu
Quoc airports.
(2) Airways optimization:
Annually, CAAV coordinates with Air Force and other agencies to optimize
airways, to enhance organizational and coordination procedures to maximize
the use of the airspace, to propose flexible air routes and tracks, to reduce
flight distances and time, contributing to fuel saving and CO2 emission
reduction.
These measures have shortened flight patterns; help the airlines greatly reduce
fuel burn and CO2 emissions respectively.
According to Vietnam Airlines data, during the period 2009-2014 the
operator saved almost 50,500 tones of fuel over business as usual, equal to a
reduction of 159,400 tones of CO2.
(3) Optimization of flight procedures:
Creating new flight procedures and revising the ones of departure, arrival,
approach and waiting at the airports. Upon implementation these optimizations
have contributed to fuel saving and reducing CO2 emission.
25
For Vietnam Airlines, during the period 2009-2014 the company had accumulated
savings of fuel of more than 51,000 tones which is equal to almost 163,400 tones
of CO2.
(4) Measures to improve pre-departure planning and target take off times
(DMAN)7
In cooperation with VATM, all the airlines are using specialized software for pre-
departure planning. This measure prevents carrying excess fuel.
Applying this measure, Vietnam Airlines had accumulated savings of fuel for
the period 2009-2014 of more than 15,000 tones equal to almost 47,400 tones of
CO2.
Air Traffic Management
Adding to the Master Plan of the Vietnam CNS/ATM development to 2020 and
orientation to 2030:
- The Program of Upgrading Airspace Business Unit (ASBU); realizing Block 0
(2013-2018);
- Continuing upgrade and investment of surveillance radar, considering
implementation of Radar Mode S relevant to the world technology; increasing the
coverage of VHF in the South-East Ho Chi Minh FIR;
- Implementing new surveillance technology, Performance-Based Navigation
(PBN), Air Traffic Flow Management (ATFM);
- Implementing new weather forecast products for ATM (MSTA) and exchange
of weather information for 2015-2020 period; investing in the wind shear warning
systems at the international airports.
7.2.3. More efficient operations
Airlines have been addressing the following:
(5) Minimizing weight;
(6) Minimizing flaps (take-off and landing);
(7) Minimizing reversers use;
(8) Single engine taxi;
(9) Improving load factors;
(10) Improved ground operations: limit usage of APU;
(11) Training pilots in practicing flight operation measures to save fuel and
reduce emissions;
(12) Optimized aircraft maintenance integrated with the airline’ specific
conditions;
(13) Selecting aircraft best suited to the mission: Downgrading/Upgrading
aircraft is applied to achieve optimal load/seat factor.
7.2.4. Economic/market-based measures
Current measures in place:
(14) Emissions charges: The Government applies emission charges on quantity of
7 DMAN is a planning system to improve departure flows at airports by calculating the Target Take Off Time (TTOT)
and Target Start-up Approval Time (TSAT) for each flight, taking multiple constraints and preferences into account.
26
fuel consumed under the environmental protection tax policy of the Ministry of
Finance;
(15) Positive economic stimulation by regulator: Government and related
Ministries have provided some funding for research toward reduction of emission.
However, this kind of support to Vietnam Civil Aviation has been at a limited
level.
(16) Taxation of aviation fuel: taxation of aviation fuel is applied and regulated.
7.2.5. Airport improvement Measures
Energy audits have been undertaken on the three major international airports.
New airport constructions have incorporated a high level of energy efficiency
and are operated efficiently.
7.2.6. Regulatory measures and other
(17) In 2012, the Circular numbered 53/2012/TT-BGTVT signed by Minister of
Transportation, dated 25th December 2012 has been issued regulating environment
protection in civil aviation. The Circular provides instructions to aircraft and
airport operators and the enterprises having operations at the airports on reducing
GHG emissions. Aircraft engines are required to meet the emission standards set
by ICAO. Aircraft operators are required to implement technological solutions and
operational procedures to reduce aircraft engine emissions. The Circular also
assigns the responsibility to airport operators and other enterprises to implement
measures to reduce emission, to prevent and to respond to environment
incidents;
(18) Instructions to the service providers to implement measures in fuel saving,
efficient use of energy and reduce GHG emission;
(19) Increased directions in controlling, supervising conformity with the legal
regulations in environment protection by the service providers and other
enterprises operating at airports.
7.2.7. Enhanced GSE (Ground Support Equipment) management
(20) Limit usage of air conditioning equipment
(21) Investigate usage of electrical-powered GSE.
8. TECHNICAL MEASURES TO REDUCE CO2 EMISSION FOR
PERIOD UP TO 2030
8.1. ICAO Guidance on measures to reduce CO2 emission from civil
aviation
The measures to reduce CO2 emission from Vietnam’s civil aviation have
been drawn from the basket of measures listed in the ICAO Guidance Doc 9988,
and based on following:
- Evaluation of the capabilities in initiating, implementing, controlling
27
processes, and efficiency of the CO2 reduction measures, as well as achieved
results during 2010-2014 period by the airlines, VATM and ACV;
- The existing legal framework and positive impacts as well as negative of the
legal mechanism regulating, promoting and advancing the CO2 reduction actions;
- The difficulties and challenges that airlines, VATM and ACV have been
facing with and will deal with while implementing the CO2 reduction actions;
- The trends of the technologies, economic conditions, financial investments,
and legal mechanisms across the globe now and into the future;
- The feasibility of the measures in Vietnam’ conditions.
8.2. Planned Measures
The following measures are under active development by industry stakeholders.
8.2.1. Airlines
Title Single Engine Taxy
Category Operational improvement
Action One engine taxy in
Carrier Vietnam Airlines
Anticipated CO2
saving/year
(international
only)
2017 – 750t
2020 – 1050t
2025 - 1625t
2030 – 2500t
Timeline Implement Q3 2016
Issues/Assistance
Required
N/A
8.2.2. Airports
Title Energy Efficiency in Terminal
Category Operational and technology improvement
Action Energy Efficiency improvement and fuel switching
Airport Tan Son Nhat Airport
Anticipated CO2
saving/year
(international
only)
2017 – 460t
2020 – 650t
2025 - 1000t
2030 – 1540t
Timeline Implemented by Q3 2017
Issues/Assistance
Required
N/A
8.3. Measures for Further Development
The following groups of technical measures have gone through an initial
evaluation process and will be developed further with the relevant industry
stakeholders. Only broad information is available at this point.
28
8.3.1. Aircraft technology related measures
Title Optimized aircraft maintenance
Category Aircraft-related technology
Actions Improvement of the airline Maintenance Schedule
Engine wash;
Aircraft wash;
Zonal dryer
Timeline To be determined
Anticipated CO2
saving/year
(international only)
To be determined
Assistance
Required
To be determined
8.3.2. Airports
Title Improving efficiency in Takeoff/Landing and ground
movement
Category Operational and technology improvement
Action Includes evaluation of current capabilities;
Construction of new Runways, Taxiways, Exits from runways.
Airport To be determined
Timeline To be determined
Issues/Assistance
Required
To be determined
8.3.3. Improved air traffic management and infrastructure use
Air Navigation Service Providers (ANSP) contribution to reducing climate change
can best be achieved by increasing fuel efficiency for aircraft using the ATM
system. They can influence fuel efficiency through improved airspace design, and
by supporting more fuel efficient trajectories. The Civil Air Navigation Services
Organization (CANSO), of which VATM is a member, is working on consistent
methods to identify trajectory inefficiencies that can be measured directly by
ANSPs using trajectory based surveillance data which can identify excess distance
flown and vertical flight inefficiency.
100% Efficiency represents aircraft flying point to point via the optimum
trajectory such as the great circle ground track route at the most fuel efficient
altitude and speed. In practice, 100% efficiency is not possible for a number of
reasons such as safety, (i.e. the need to keep aircraft separated by a certain
distance or time), weather, capacity, and noise, all of which can be considered as
interdependencies.
ATM efficiency improvements may be achieved by introducing a range of
initiatives. Some of these can be directly introduced by ANSPs, such as new
operating procedures. However, many rely on other participants in the aviation
system, such as institutional change to reduce airspace fragmentation.
29
The Vietnam Air Traffic Management Corporation (VATM) is implementing a
Master Plan on CNS/ATM to integrate fully into aviation communities in the
region and the world and to concentrate resources for continuously investing and
modernizing technical equipment and facilities and enhancing high quality human
resources to ensure the criteria of "safety, regularity and efficiency".
Significant improvements rely on the full collaboration between all aviation
stakeholders, including States, in order to reduce the negative impact of the
airspace interdependencies.
Title Arrival and Departure Efficiencies
Category Air Traffic Management
Action Investment of DMAN/AMAN at Tan Son Nhat International
Airport
Planning ATM efficiently, better usage of ground services, en-
route management, airspace utilization and aircraft features
Timeline To be determined
Anticipated CO2
saving/year
(international only)
This will be determined in consultation with relevant stakeholders.
Assistance
Required
Internally resourced
Title PBN - Optimization of operation of airways
Category Air Traffic Management
Action Implement of parallel airways in accordance with PBN RNAV 5
on the North-South airspace and upgrade airway B239 to be
RNAV 5
Timeline 7/2016 officially approved
Anticipated CO2
saving/year
(international only)
This will be determined in consultation with relevant stakeholders.
Assistance
Required
Internally resourced
Title Air Traffic Flow Management
Category Air Traffic Management
Action Optimization of Air Traffic Flows
Timeline 2017 commence
Anticipated CO2
saving/year
(international only)
This will be determined in consultation with relevant stakeholders.
Assistance
Required
Internally resourced
Comments Directive from MoT
30
Title Flexible operation of airspace
Category Air Traffic Management
Action Establishing flexible operation of airspace between Civil Aviation
and Air Force
Timeline 2016
Anticipated CO2
saving/year
(international only)
This will be determined in consultation with relevant stakeholders.
Assistance Required
Internally resourced
There are a number of metrics available to depict the fuel burn and CO2
performance of the aviation industry as a whole (or a proxy of it) which can be
utilized by VATM such as:
Metric Description
Description
Excess Time Flown converted to
fuel
Measured by additional time versus an
unimpeded time and converted for various
aircraft types. This method can apply to the
taxi phase or any flight phase as a first
approximation.
Vertical Inefficiency
Measured by level flight segments on
departure or approach as well as non-optimal
cruise altitudes.
Excess Distance Flown
Measured in Nautical Miles (NM) or
kilometers, a potential proxy for fuel burn and
emissions in cruise and arrival phases. (Note,
excess distance and Vertical Inefficiency can
be combined.)
Excess Fuel on Oceanic Routes
Measured as a modelled optimum versus
actual fuel burn.
Requires sophisticated wind modelling.
Percentage achievement of
Continuous Climb Operations
(CCO) and Continuous Descent
Operations (CDO)
A potential measure of flight in a relatively
efficient mode.
8.3.4. More efficient operation
The Aviation Carbon Action Committee will review a range of efficiency
31
initiatives drawn from ICAO document 10013 Operational Opportunities to
reduce Fuel Burn and Emissions for potential utilization by stakeholders.
Title Improvement of Ground Services
Category Operational Improvements
Actions Usage of Ground Power Supply Units
Usage of Ground Air Conditioning equipment to reduce APU
utilization
Timeline To be determined
Anticipated CO2
saving/year
(international only)
To be determined
Assistance Required
To be determined
Title Slots Management
Category Operational Improvements
Actions Distribution, Evaluation, Improvement of Slots use
Timeline To be determined
Anticipated CO2
saving/year
(international only)
To be determined
Assistance
Required
To be determined
9. ANNEX 1 - REFERENCES
Assembly Resolution
1. Assembly Resolution A37-19, ICAO, 2010
2. Assembly Resolution A38-18, ICAO, 2013
ICAO Manuals
1. Asia/Pacific Area Traffic Forecasts 2010-2030 (Doc 9961)
2. Guidance on the Use of Emissions Trading for Aviation (Doc 9885)
3. Manual on Air Traffic Forecasting (Doc 8991)
4. Guidance on Aircraft Emissions Charges Related to Local Air Quality (Doc
9884)
5. Operational Opportunities to Reduce Fuel Burn and Emissions (Doc 10013)
6. ICAO’s Policies on Charges for Airports and Air Navigation Services (Doc
9082)
7. ICAO’s Policies on Taxation in the Field of International Air Transport (Doc
8632)
8. Offsetting Emissions from the Aviation Sector (Doc 9951)
9. Performance-based Navigation (PBN) Manual (Doc 9613)
10. Report on Voluntary Emissions Trading for Aviation (VETS) Report (Doc
32
9950)
11. Guidance on the Development of States’ Action Plans on CO2 Emissions
12. Reduction Activities, Doc 9988, First Edition - 2013
13. Guidance on the Development of States’ Action Plans on CO2 Emissions
14. Reduction Activities, Doc 9988 Second edition, Fifth draft: June 2015
Circulars
1. Operational Opportunities to Minimize Fuel Use and Reduce Emissions (Cir
303)
2. Outlook for Air Transport to the Year 2025 (Cir 313)
Forms
1. ICAO Form M - Fuel Consumption and Traffic - International and Total
Services, Commercial Air Carriers (ICAO Fuel Form)
Publications of other organizations
1. Air Transport Action Group (ATAG) Beginner's Guide to Aviation Biofuels
Committed to Making Your Flight Greener
2. Airbus
Getting to Grips with Fuel Economy
3. Airports Council International (ACI)
Guidance Manual: Airport Greenhouse Gas Emissions Management
4. Boeing
Fuel Conservation Strategies
5. Civil Air Navigation Services Organization (CANSO) Introduction to
Environmental Management Systems for ANSPs Environmental Impact Reduction
Measures for ANSPs
5. European Monitoring and Evaluation Programme (EMEP)/European
Environment Agency (EEA)
Air Pollutant Emission Inventory Guidebook
6. Inter-governmental Panel on Climate Change (IPCC)
Guidelines for National Greenhouse Gas Inventories
7. International Air Transport Association (IATA)
Guidance on Best Practices for Fuel and Environmental Management Report on
Alternative Fuels
8. Sustainable Aviation