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Cablegate: Hmg Does Not See Eye-to-Eye with Usg Environmental

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John J Goodfriend 08/15/2007 01:59:27 PM From DB/Inbox: John J
Goodfriend

Cable
Text:


UNCLAS SIPDIS LONDON 03141

SIPDIS
CXLONDON:
ACTION: FAA
INFO: EST AMB RSO ECON DCM
Laser2:
ACTION: FAAUNCL COPYUN1

DISSEMINATION: FAA /1
CHARGE: STA

APPROVED: ECON:JMCNAMARA
DRAFTED: EST:WJPATON
CLEARED: FAA:CBARKS (INFO)

VZCZCLOI573
PP RUEHC RUEHMT RHMFIUU
DE RUEHLO #3141/01 2261614
ZNR UUUUU ZZH
P 141614Z AUG 07
FM AMEMBASSY LONDON
TO RUEHC/SECSTATE WASHDC PRIORITY 4947
INFO RUEHMT/AMCONSUL MONTREAL PRIORITY 0046
RHMFIUU/FAA NATIONAL HQ WASHINGTON DC PRIORITY

UNCLAS SECTION 01 OF 02 LONDON 003141

SIPDIS

SENSITIVE
SIPDIS

DEPT FOR IO/T AND EB/TRA
AMCONSUL MONTREAL PASS TO U.S. MISSION TO ICAO
FAA FOR JIM FILIPATTOS, DI REIMOLD AND CARL BURLESON

E.O. 12958: N/A
TAGS: EAIR ETRD SENV KGHG ECON UK
SUBJECT: HMG DOES NOT SEE EYE-TO-EYE WITH USG ENVIRONMENTAL
POSITIONS AT ICAO

REF: A. STATE 83246

B. LONDON 02589

1. (U) Action Request: Post received the comments
at para 2 in response to ref A, from Danny Powers,
Head of the International Branch, Aviation
Environment Division, UK Department for Transport.
HMG requests USG support and endorsement of its
position as set out in para 2.

2. (SBU) Begin HMG Comments:

United Kingdom Response to the United States
Environmental Positions for the ICAO Assembly

The UK welcomes this action by the U.S. in its
intention to help find a constructive way forward at
the ICAO Assembly. We are also seeking to be
constructive. Our comments below are given against
the background that it is essential to have an
approach which recognizes the scale of the challenge
facing aviation and responds accordingly. The U.S.
proposals are constructive, however where, in our,
they view represent an incomplete solution, we are
looking to work with the grain and build on those
proposals to present an effective way forward.

(USG Talking Point 1) The United States believes it is
critical for ICAO to continue its important role and
efforts in addressing aviation's environmental
impacts in order to ensure the sustainable growth of
aviation with all the benefits it brings to the
world.

(USG Talking Point 5) The United States believes it
critical that ICAO should continue its leadership in
fostering cost-effective solutions for use by
Contracting States to address the environmental
objectives they have agreed to.

The United Kingdom believes it is critical for ICAO
to take a strong leadership role in addressing
aviation's environmental impacts. The United
Kingdom considers that ICAO must provide a
comprehensive vision for a sustainable aviation
industry that reflects the seriousness of the
environmental challenge and must promote the
measures necessary to realize that vision. In order
to remain at the forefront of the global debate,
ICAO must ensure that international arrangements
keep pace with the changing context.

(USG Talking Point 2) The United States endorses a
systematic and comprehensive approach to mitigating
the impacts of aircraft engine emissions on the
environment. Such an approach should include better
scientific understanding, modernization of air
traffic management procedures, development of new
lower emissions and energy-efficient technologies
for aircraft and engines, and exploration of the
potential of alternative fuels.

(USG Talking Point 3) The United States also believes
cost-beneficial market-based measures have a role to
play. The United States supports endorsement of the
ICAO guidance on emissions trading, provided that
incorporation of airlines of other States is done on
the basis of mutual consent. That is the only
acceptable manner for implementation of emissions
trading for international aviation consistent with
international aviation law.

(USG Talking Point 6) With respect to greenhouse gas
emissions, ICAO should exercise leadership through
the Global Air Navigation Plan to encourage
improvements in fuel efficiency around the world.

The United Kingdom strongly supports a systematic
and comprehensive approach to mitigating the impacts
of aircraft engine emissions on the environment.
However, the United Kingdom believes that such an
approach should include, and recognize the benefits
of, market-based measures.

The United Kingdom is disappointed, therefore, that
market-based measures do not form part of the United
States' vision of a systematic and comprehensive
approach. We are also disappointed that the United
States does not appear to have accepted the
conclusion reached by CAEP/7 in relation to the
guidance on market based measures.

The United Kingdom notes further that there have
been discussions through CAEP including a meeting of
legal experts. That meeting did not reach a
conclusion that "mutual consent" was the only
acceptable manner for implementation of emissions
trading for international aviation consistent with
international aviation law. Point 3 must therefore
be seen as an opinion - with other states having a
different opinion - rather than a statement of fact

(USG Talking point 4) The United States believes the
guidance developed on local air quality emissions
charges is a step forward. However, we still have
doubts about whether these charges are cost-
effective in many cases. ICAO should further assess
the cost-effectiveness of such charges. For States
using such charges we encourage transparency,
openness, and accountability in how such charges are
set and revenues employed.

The United Kingdom believes that the ICAO guidance
provides an effective framework for the
consideration of local air quality emissions
charges. In relation to further work, the United
Kingdom considers that the FESG analysis on the
cost-effectiveness of local air quality charges
prepared for CAEP/7 represented the result of well-
considered work. CAEP accepted the conclusions
drawn from the analysis. We do not therefore see a
role for further assessment at this stage. But, of
course, we share the desire for openness and
accountability which is set out in the guidance.

(USG Talking point 7) Further, development of an ICAO
Emissions Plan must include a systematic
understanding of trends in growth, impacts of
various emissions, changes in aircraft technology,
air traffic operational improvements and trade-offs
between various environmental objectives -
especially mitigation strategies. ICAO's Emission
Plan should also reflect a philosophy that a "one
size fits all" approach will not be effective in
tackling the important issue of aviation greenhouse
gas emissions.

The United Kingdom agrees that an Emissions Plan
needs to incorporate these elements, but believes
that it must also set out a clear vision of how ICAO
will achieve its environmental goal of limiting or
reducing the impact of aviation greenhouse gas
emissions on the global climate. Such a Plan also
needs to provide States with sufficient flexibility
to adopt appropriate measures to tackle aviation
greenhouse gas emissions.

The United Kingdom solicits your support and
endorsement of its position as set out in this
response.

End HMG Comments.

Visit London's Classified Website:
http://www.state.sgov.gov/p/eur/london/index. cfm
TUTTLE

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