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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.


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.


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.


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.


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.


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.


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

http://www.aci.aero/About-ACI/Priorities/Environment/ACERT

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


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


Anticipated CO2

saving/year


This will be determined in consultation with relevant stakeholders.

Assistance

Required

Internally resourced

Title PBN - Optimization of operation of airways


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



Assistance

Required


Title Air Traffic Flow Management


Action Optimization of Air Traffic Flows

Timeline 2017 commence

Anticipated CO2

saving/year



Assistance

Required


Comments Directive from MoT

30

Title Flexible operation of airspace


Action Establishing flexible operation of airspace between Civil Aviation

and Air Force

Timeline 2016

Anticipated CO2

saving/year



Assistance Required


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


Anticipated CO2

saving/year


To be determined

Assistance Required

To be determined

Title Slots Management

Category Operational Improvements

Actions Distribution, Evaluation, Improvement of Slots use


Anticipated CO2

saving/year


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

33

Aircraft on the Ground CO2 Reduction Programme Best Guidance Practice

Forms

1. ICAO Form M - Fuel Consumption and Traffic - International and Total

Services, Commercial Air Carriers (ICAO Fuel Form)