Doc 10184. Издание 1. Corrigendum № 1

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Doc 10184. Издание 1

Документ обновлён на дату:03.03.2023

Corrigendum № 1

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13 pages INTERNATIONAL CIVIL AVIATION ORGANIZATION ASSEMBLY RESOLUTIONS IN FORCE as of 7 October 2022 CORRIGENDUM NO. 1 The attached corrigendum should be incorporated into the Assembly Resolutions in Force as of 7 October 2022 Doc 10184. Doc 10184 CORRIGENDUM NO. 1 English, Arabic, French, Russian, Spanish 3/3/23

Doc 10184 CORRIGENDUM No.1 - 3 - 1. Replace Resolution A41-21 as contained in Doc 10184, with the following, which reflects the re-numbering of the operative clauses coming after operative clause 17. A41-21 Consolidated statement of continuing ICAO policies and practices related to environmental protection Climate change Whereas ICAO and its Member States recognize the critical importance of providing continuous leadership to international civil aviation in limiting or reducing its emissions that contribute to global climate change Reemphasizing the vital role which international aviation plays in global economic and social development and the need to ensure that international aviation continues to develop in a sustainable manner Acknowledging that the work of the Organization on the environment contributes to 14 of the 17 United Nations Sustainable Development Goals SDGs, including SDG 13 Take urgent action to combat climate change and its impacts Whereas a comprehensive assessment of aviations impact on the atmosphere is contained in the special report on Aviation and the Global Atmosphere, published in 1999, which was prepared at ICAOs request by the Intergovernmental Panel on Climate Change IPCC Whereas the IPCC special report recognized that the effects of some types of aircraft emissions are well understood, it revealed that the effects of others are not, and identified a number of key areas of scientific uncertainty that limit the ability to project aviations full impacts on climate and ozone the Organization will update the information contained in the IPCC special report Acknowledging that international aviation emissions continue to account for less than 2 per cent of total global CO2 emissions, and they are projected to increase as a result of the continued growth of air transport, unless action for emissions reduction is taken Whereas the ultimate objective of the United Nations Framework Convention on Climate Change UNFCCC is to achieve stabilization of greenhouse gas GHG concentrations in the atmosphere at a level that would prevent dangerous anthropogenic interference with the climate system Whereas the Kyoto Protocol, which was adopted by the Conference of the Parties to the UNFCCC in December 1997 and entered into force on 16 February 2005, calls for developed countries Annex I Parties to pursue limitation or reduction of greenhouse gases from aviation bunker fuels international aviation working through ICAO Article 2.2 Whereas the Paris Agreement, which was adopted by the Conference of the Parties to the UNFCCC in December 2015, enhances the implementation of the UNFCCC including its objective, and aims to strengthen the global response to the threat of climate change, in the context of sustainable development and efforts to eradicate poverty, including by holding the increase in the global average temperature to well below 2C above pre-industrial levels and pursuing efforts to limit the temperature increase to 1.5C above pre-industrial levels, recognizing that this would significantly reduce the risks and impacts of climate change Whereas the Glasgow Climate Pact, which was adopted by the Conference of the Parties to the UNFCCC in November 2021, reaffirms the long-term global goal to hold the increase in the global average temperature to well below 2C above pre-industrial levels and to pursue efforts to limit the temperature increase to 1.5C above pre-industrial levels, recognizing that this would significantly reduce the risks and impacts of climate change, and the Glasgow Climate Pact also recognizes that the impacts of climate change will be much lower at the temperature increase of 1.5C compared with 2C and resolves to pursue efforts to limit the temperature increase to 1.5C Recognizing the global aspirational goals for the international aviation sector of improving fuel efficiency by 2 per cent per annum and keeping the net carbon emissions from 2020 at the same level, as adopted by the ICAO Assembly at its 37th Session in 2010 and reaffirmed at its 38th, 39th and 40th Sessions in 2013, 2016 and 2019, respectively Acknowledging the substantial ICAO work undertaken to explore the feasibility of a long-term global aspirational goal LTAG for international aviation in light of the 2C and 1.5C temperature goals of the Paris Agreement

- 4 - Doc 10184 CORRIGENDUM No.1 Recognizing the information-sharing and consultative process on the feasibility of an LTAG for international aviation, including the ICAO stocktaking on aviation in-sector CO2 emissions reduction, and the convening of ICAO Global Aviation Dialogues GLADs and the High-level Meeting on the Feasibility of a Long-Term Aspirational Goal for International Aviation CO2 Emission Reductions, since the 40th Session of the ICAO Assembly Recognizing that the ICAO Report on the Feasibility of a Long-Term Aspirational Goal for International Civil Aviation CO2 Emission Reductions, which assessed the technical feasibility of various aviation in-sector CO2 emissions reduction scenarios, serves as the basis for the consideration of the LTAG Recognizing that the global aspirational goals for the international aviation sector of improving fuel efficiency by 2 per cent per annum and keeping the net carbon emissions from 2020 at the same level do not deliver the level of reduction necessary to reduce aviations absolute emissions contribution to climate change, and that goals of more ambition are needed to deliver a sustainable path for aviation Affirming that addressing GHG emissions from international aviation requires the active engagement and cooperation of States and the industry, and noting the collective commitments announced by Airports Council International ACI, Civil Air Navigation Services Organisation CANSO, International Air Transport Association IATA, International Business Aviation Council IBAC and International Coordinating Council of Aerospace Industries Associations ICCAIA on behalf of the international air transport industry, to continuously improve CO2 efficiency by an average of 1.5 per cent per annum from 2009 until 2020, to achieve carbon neutral growth from 2020 and to achieve a long-term goal of net-zero carbon emissions by 2050 Recalling the UNFCCC and the Paris Agreement and acknowledging its principle of common but differentiated responsibilities and respective capabilities, in light of different national circumstances Also acknowledging the principles of non-discrimination and equal and fair opportunities to develop international aviation set forth in the Chicago Convention Recognizing that this Resolution does not set a precedent for or prejudge the outcome of negotiations under the UNFCCC or the Paris Agreement, nor represent the position of the Parties to those agreements Noting that, to promote sustainable growth of international aviation and to achieve its global aspirational goals, a comprehensive approach, consisting of a basket of measures including technology, sustainable aviation fuels, operational improvements and market-based measures to reduce emissions and possible evolution of Standards and Recommended Practices SARPs, is necessary Acknowledging the significant technological progress made in the aviation sector, with aircraft produced today being about 80 per cent more fuel efficient per passenger kilometre than in the 1960s, while observing an unprecedented level of emerging new technologies and innovations towards green aviation transition Acknowledging the adoption of the CO2 emissions certification Standard for aeroplanes by the Council in March 2017, and the need to keep this Standard up to date based on the latest aircraft efficiency technology improvements Acknowledging the need for the timely update and development of relevant ICAO environmental SARPs and guidance for new advanced aircraft technologies, as appropriate Recognizing the work being undertaken to consider the environmental aspects of aircraft end-of-life such as through aircraft recycling Recognizing that air traffic management ATM measures under the ICAO Global Air Navigation Plan contribute to enhanced operational efficiency and the reduction of aircraft CO2 emissions Welcoming the assessment of the environmental benefits of the Aviation System Block Upgrades ASBUs completed for Block 0 and Block 1, and the results of the global horizontal and vertical flight efficiency analysis Welcoming the convening of the ICAO Seminars on Green Airports in November 2017, May 2019 and November 2021, and recognizing the important role of airports in the distribution of new innovative sources of energy to air transport Noting that the first Conference on Aviation and Alternative Fuels in November 2009 CAAF/1 endorsed the use of sustainable aviation fuels, particularly the use of drop-in fuels in the short- to mid-term, as an important means of reducing aviation emissions

Doc 10184 CORRIGENDUM No.1 - 5 - Also noting that the CAAF/1 established an ICAO Global Framework for Aviation Alternative Fuels GFAAF through which progress has been registered, including the increasing number of fuel conversions processes, and airports distributing such fuels for more commercial flights Further noting that the second Conference on Aviation and Alternative Fuels in October 2017 CAAF/2 adopted recommendations and approved a declaration, including the 2050 ICAO Vision for Sustainable Aviation Fuels, as a living inspirational path for a significant proportion of aviation fuels to be substituted with sustainable aviation fuels by 2050, and the need to update the 2050 ICAO Vision to include a quantified proportion of such fuels to be used by 2050 Recognizing that the technological feasibility of drop-in sustainable aviation fuels is proven and such fuels are expected to have the largest impact on aviation CO2 emissions reduction by 2050 and continue to have a large impact beyond 2050, and that the introduction of appropriate policies and incentives to create a long-term market perspective is required Recognizing the continuing developments in drop-in fuels such as sustainable aviation fuel SAF and lower carbon aviation fuel LCAF to reduce aviation CO2 emissions, and welcoming the development of new fuels and cleaner energy sources for aviation, including the use of hydrogen and renewable electricity Acknowledging the need for such fuels to be developed and deployed in an economically feasible, socially and environmentally acceptable manner and the progress achieved in the harmonization of the approaches to sustainability Recognizing that sustainability criteria, sustainability certification, and the assessment of life cycle emissions of such fuels are developed and updated as part of work for the implementation of Carbon Offsetting and Reduction Scheme for International Aviation CORSIA Acknowledging the need to explore and facilitate the civil aviation sectors access to renewable energy including through its cooperation with the Sustainable Energy for All SE4ALL initiative, as part of the Organizations contribution to SDG 7 Ensure access to affordable, reliable, sustainable and modern energy for all Recalling that Assembly Resolution A37-19 requested the Council, with the support of Member States, to undertake work to develop a framework for market-based measures MBMs in international aviation, including further elaboration of the guiding principles listed in the Annex to A37-19, and that the guiding principles were elaborated as listed in the Annex to Assembly Resolutions A38-18, A39-2 and A40-18, which are reproduced in the Annex to this Resolution Noting that a substantial strategy for capacity building and other technical and financial assistance was undertaken by the Organization, in line with the No Country Left Behind NCLB initiative, to assist with the preparation and submission of States action plans, including the holding of regional seminars, the development and update of ICAO Doc 9988, Guidance on the Development of States Action Plans on CO2 Emissions Reduction Activities, an interactive web-interface, the ICAO Fuel Savings Estimation Tool IFSET, the ICAO Environmental Benefits Tool EBT and a Marginal Abatement Cost MAC curve tool Welcoming that, as of July 2022, 133 Member States that represent more than 98 per cent of global international air traffic voluntarily prepared and submitted action plans to ICAO Recognizing the need to further develop and update State Action Plans, including the quantification of CO2 emissions reduction benefits with practical tools, for sustainable aviation and infrastructure with the focus on environment-driven innovations Recognizing the different circumstances among States in their capacity to respond to the challenges associated with climate change and the need to provide necessary support, in particular to developing countries and States having particular needs Affirming that specific measures to assist developing States as well as to facilitate access to financial support, technology transfer and capacity building should be initiated as soon as possible Recognizing the assistance provided by ICAO in partnership with other organizations to facilitate Member States actions to reduce aviation emissions, as well as to continuously search for potential assistance partnerships with other organizations Welcoming the launch of the ICAO Assistance, Capacity-building and Training for Sustainable Aviation Fuel ACT-SAF Programme to support the development and deployment of SAF, including the establishment of partnerships among States and relevant stakeholders, in line with the No Country Left Behind NCLB initiative

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