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ICAO Action Plan on CO2 Emission

Reduction of Israel

December 4102

Civil Aviation Authority of Israel (CAAI)

ICAO Action Plan on CO2 Emission Reduction of Israel

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Table of Contents

TABLE OF CONTENTS 2

POINTS OF CONTACT IN THE CIVIL AVIATION AUTHORITY 3

POINTS OF CONTACT IN STAKEHOLDERS HELPING TO PREPARE THE PLAN 3

1 INTRODUCTION 4

1.1 OVERVIEW 4 1.2 THE BACKGROUND TO THE RESOLUTION 5 1.3 THE ICAO ASSEMBLY RESOLUTION A38-18 AND STATES’ ACTION PLAN 8 1.4 ICAO’S ACTION PLAN - STRATEGY AND CAPACITY BUILDING 13 1.5 REVIEW OF ICAO’S BASKET OF MEASURES 17 2 CIVIL AVIATION IN ISRAEL - CURRENT SITUATION 21

2.1 ISRAEL - GENERAL INFORMATION 21 2.2 AVIATION REGULATION OF ISRAEL 22 2.3 REVIEW OF ISRAEL'S CIVIL AVIATION INDUSTRY 26 3 EMISSIONS FROM CIVIL AVIATION IN ISRAEL – HISTORY AND FORECAST 36

3.1 OVERVIEW 36 3.2 EMISSIONS HISTORY (AIR CARRIERS REGISTERED IN ISRAEL) 37 3.3 ISRAEL EMISSIONS – FORECASTING FUTURE BASELINE (WITHOUT ACTION) 38 4 ISRAEL’S ACTION PLAN FOR REDUCTION IN CO2 GASES EMISSION 44

4.1 OVERVIEW 44 4.2 REVIEW OF MEASURES ON GLOBAL AND REGIONAL LEVEL 44 4.3 REVIEW OF MEASURES IN THE NATIONAL / STATE LEVEL 45 4.4 REVIEW OF MEASURES IN STAKEHOLDER LEVEL 46 4.5 ISRAEL EMISSIONS FORECAST, INCLUDING REDUCTIONS CALCULATION 50 5 ASSISTANCE NEEDS 52

6 SUMMARY AND CONCLUSIONS 53

APPENDICES - MEASURES TO REDUCE CO2 EMISSIONS

A. MEASURES OF AIRLINES AND AEROSPACE INDUSTRY 2

B. MEASURES OF ISRAEL AIRPORTS AUTHORITY (IAA) 21

C. MEASURES OF GOVERNMENTAL OFFICES 27


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Points of Contact in the Civil Aviation Authority Board Member in

charge Action Plan Coordinator ICAO Stat. Reports POC

POC Name Gad Regev Gadi Brandl Eran Zaltzberg

Position Chief Operations Officer

UAS Certification & Aviation Research Manager

Aviation economist

Address Golan House, Golan Street

Golan House, Golan Street

Golan House, Golan Street

City Airport City Airport City Airport City

Phone 03-9774577 03-9774578 03-9774645

Mobile 050-6212757 050-6212745 054-3170013

Fax 03-9774599 03-9774599 03-9774594

Email [email protected] [email protected] [email protected]

Points of Contact in stakeholders helping to prepare the plan Stakeholders Contact name Position Email

Airlines

EL AL Israel Airlines

Capt. Noam Lowenstein

Fuel Conservation Manager

[email protected]

ARKIA Israeli Airlines

Moshe Turteltaub Manager Operational Planning & Coordination

[email protected]

ISRAIR Airlines Capt. Eyal Kuttner Airbus Fleet Chief Pilot [email protected]

C.A.L. Cargo Air Lines

Capt. Eshel Heffetz V.P. Flight Operations [email protected]

Israel Airports Authority

Udi Baroz V.P. Operations [email protected] Iris Raz Head of Environmental

Unit [email protected]

Government offices

Ministry of Environmental Protection

Dr. Tzur Galin Director of Air Quality and Climate Change Division

[email protected]

The Fuel Choices Initiative at the Prime Minister's Office

Dr. Anat Bonstein Technology and Regulation Manager

[email protected]

mailto:[email protected]













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1 Introduction

1.1 Overview

The air transport sector impacts the environment in three main areas:

a) Noise;

b) Local air quality (Major pollutants: HC, CO, NOx, SO2, PM10);

c) Global Climate Change (Major greenhouse gases :CO2, H2O, NOx, O3).

The International Civil Aviation Organization1 (ICAO) is engaged in establishing uniform

international standards for civil aviation. In light of the vital role of international aviation in global economic and social development, and the need to ensure that international aviation will continue to develop in a sustainable manner, ICAO Leads an Initiative to reduce emissions of CO2 (Carbon dioxide) greenhouse gas, which contribute to global climate change.

The Initiative, Action Plan on Emissions Reduction (APER), focuses on international civil aviation.

The Initiative had formally started following Resolution A37-19, adopted at the 37th session of the ICAO assembly (October 20102) – a consolidated statement of continuing ICAO policies and practices related to environmental protection – climate change.

In this resolution, the Assembly encourages Member States to submit their action plans, outlining their respective policies and actions, by June 2012, as well as their annual reporting on international aviation CO2 emissions to ICAO;

The Initiative is based on the States’ Action Plan. The Action Plan is a tool for planning and reporting of the State to ICAO on the State’s activities regarding CO2 emissions from International aviation, or in other words, a document that identifies the steps that the State intends to take during a given period of time in order to achieve the desirable goals.

In accordance with the ICAO Assembly resolution, ICAO took upon itself to lead the strategy for capacity building, in order to assist in the preparation and submission of Member States’ Action Plans, including conducting practical training workshops (in all areas) and the development of training materials (such as a guidance material3), an interactive web interface and ICAO Fuel Savings Estimation Tool (IFSET). The agency that leads the initiative in the organization is the Environment Branch, reporting to the Air Transport Bureau (ATB).

According to the data presented by ICAO, by June 2014, 74 countries have submitted an initial State Action Plan. These countries represent approximately 82% of emissions from International aviation in terms of RTK (further explained on the next page). 8 additional countries are planning to submit their Action Plan during 2014.

1 The organization is an UN agency established under the Convention on International Civil Aviation (the Chicago Convention)

of 1944. 191 countries are Member States in the organization, which is the professional agency outlining uniform international standards in the civil aviation field

2 The Assembly convenes every three years. The 38

th Assembly (the last) was held on September 24

th – October 4

th , 2013

3 Guidance Material for the Development of States‘ Action Plans, Towards the Achievement of ICAO’s Global Climate Change

Goals, VERSION 1.0, 12 September 2011.


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Resolution A38-18 (adopted at the 38th session of the Assembly, in October 2013) establishes and updates the initiative, and its main articles are described below. Following the Resolution and experience gained from plans submitted by the first submission (in June 2102) , lessons were learned, training materials were updated and another series of workshops to Member States had been started in order to help States submit updates to their first plan or to complete the first submission required by June 2015.

Aircraft emissions of greenhouse gas CO2 are measured in terms of RTK4 (Revenue Tonne Kilometres), defined as the sum of the products obtained by multiplying the number of tonnes of revenue load (passengers and cargo) by the distance flown.

Israel's Action Plan, as described in this document, is intended both for ICAO submission and for the use of stakeholders in Israel such as other government agencies, airlines, Israel Airport Authority (IAA) (the operator of both airports and air traffic management services), Israeli manufactures of aircrafts and parts, fuel suppliers and so on.

1.2 The background to the Resolution

1.2.1 Greenhouse gas emissions and climate change

The United Nations Framework Convention on Climate Change (UNFCCC) was signed in 1992 and entered into force in 1994. The purpose of the Convention is to reduce the damage caused to global climate system (global warming) as a result of man-made greenhouse gas emissions.

In order to turn the Convention into a mean through which the reduction measures can be applied, the Annex to the Convention, known as the Kyoto Protocol, was adopted in 1997 and entered into force in 2005. The protocol commits 37 developed countries and the European Community, which are parties to the Convention, to large emissions reductions5 .

The Kyoto Protocol has defined six gases (or group of gaseous compounds) that are included in the greenhouse gas inventories. Those gases include CO2, emitted from burning fossil fuels to generate electricity and steam and for transportation, and five other gases6

.

Kyoto Protocol, in article 2.2, called developed countries (Annex I - the Parties) to work towards the limitation or reduction of greenhouse emissions gases from International aviation (Aviation Bunker Fuels) working through the ICAO.

Israel ratified the Framework Convention on Climate Change in 1996 and the Kyoto Protocol in 2004. Israel is not defined as a developed country (in Annex I to the Protocol) under the Climate Convention definitions7, and therefore it is not subjected, at the moment, to any practical restrictions on greenhouse gas emissions. It is expected that in the future reduction

4 RTK – Revenue Tonne Kilometres – The sum of the products obtained by multiplying the number of tonnes of revenue load

(i.e. one for which remuneration is received) carried on each flight stage, by the corresponding stage distance. The components of RTK are Passengers, Freight, and Mail.

5 It is expected that in future, greenhouse gas emissions reduction requirements will be directed also toward developing states.

6 Methane / CH4, Nitrous oxide /N2O, Sulfur hexafluoride / SF6, Hydrofluorocarbons / HFCs, perfluorocarbons PFCs.

7 Although comparison of CO2 emissions in Israel and in other countries indicates that Israel is on the same level as developed

countries.


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requirements will be imposed on all States Party to the convention (195 countries have signed the Convention on Climate Change).

However, Israel (represented by President Shimon Peres) has stated at the Copenhagen

Conference in 2009 that it will work to reduce 20% of greenhouse gas emissions compared with business-as-usual, by 2020. Indeed, in November 2010 the government approved the National Program for Greenhouse Gas Emissions Reduction in Israel (Government Resolution No. 2508). It should be emphasized that this program does not deals with aviation.

The National Program, led by the Ministry of Environmental protection (Division of Air Quality and Climate Change), established a support program (grants) for investments in greenhouse gas emissions reduction and overall energy efficiency, as well as a registry for the registration and reporting of greenhouse gas emissions, in which organizations are voluntarily reporting on greenhouse gas emissions from their activities.

1.2.2 CO2 gas from aviation and climate change

Emissions from the international aviation sector constitute today less than 2% of total global CO2 emissions. However, those emissions are expected to increase due to continued growth in aviation. According to forecast prepared by ICAO8, global passenger traffic is expected to grow by 4.4% annually.

Evaluation of the aviation sector’s impact on the atmosphere is included in the Special Report on Aviation and the Global Atmosphere, prepared for the Montreal Protocol in relation to substances that impact the ozone layer. The report was published in 1999 and has been prepared at the request of ICAO by the Intergovernmental Panel on Climate Change (IPCC) in collaboration with the Scientific Assessment Panel (SAP).

While the IPCC’s report recognized that the effects of certain types of emissions from aircraft are well understood, it found that the effects of other types are not understood, i.e. there are a number of scientific uncertainty areas that limit the ability to predict the full impact of aviation on climate and on the ozone. According to the accepted scientific view, global mean temperature must not exceed 2oC above pre-industrial levels.

Most emissions from International aviation are released directly to the upper troposphere and lower stratosphere, and thus their impact on climate differs from emissions released closer to the ground. CO2 emissions are well characterized and are independent in source location due to long atmospheric lifetime, while the impact of other emissions on the climate varies across space and time.

Quantification of CO2 gas emissions is easy to calculate since the emissions are proportional to fuel consumed by aircraft, and fuel saving anyway serves the airlines’ interest as part of their costs reduction activities.

8 ICAO Facts and Figures retrieved 27 March 2014


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1.2.3 Carbon emissions from aviation - additional plans

1) The Emissions Trading System / Scheme of the European Union (EU ETS)

The Emissions Trading System (ETS) is the foundation of the EU initiative for the reduction of man-made greenhouse gas emissions causing global warming and climate change.

ETS method of operation is by placing a limit on overall emissions from industry sectors with high emission9

and reducing the limit each year. In light of the limits, emitting companies are allowed to trade (buy or sell) their emission allowances according to their needs on any certain year. This approach of cap and trade provides companies with the flexibility they need to cut down emissions in the most cost-effective manner.

ETS in the Aviation industry – applicability:

As of 2012 emissions from all flights to, from and within the European Economic Area (EEA) - 28 Member States, as well as Iceland, Liechtenstein and Norway - are included in the EU ETS.

The legislation, adopted in 2008, applies to both EU airlines and airlines flying to the EU. Similarly to industrial facilities, airlines receive tradable caps which correspond to a certain level of their emissions from flights in the base year.

The Commission has applied the ETS on aviation after concluding that this is the most cost-effective option to control emissions from aviation.The decision was made after consultation with stakeholders and the public, and analysis of a number of market-based solutions such as fuel taxation.

ETS in the Aviation industry - current situation:

In practice, the implementation of the program was suspended for flights in 2012 to or from non-European countries, following the strong opposition of several countries, in order to allow time to negotiate a global market based measure for aviation emissions reduction.

European legislation for 2013 to 2016 has been amended so that only emissions from flights within the European Economic Area (EEA) were Included in the program. In addition, exemptions to operators with very low emissions were introduced. This change was made following the ICAO Resolution of October 2013 in which the Assembly requested the Council to develop a global market-based mechanism for International aviation emissions by 2016 and to implement it by 2020.

According to the European law amendment, the 2016 Assembly outcome will be reported to the European Commission, which will recommend measures for implementation starting at 2017.

2) Airport Carbon Accreditation (ACA – ACI)

Airport Carbon Accreditation (ACA) is a program led by the Airports Council International (ACI). The program, designed for carbon emissions management, is voluntary and allows airports to implement optimal carbon management processes, while setting measurable goals and objectives and a reporting system.

9 power stations and industrial plants


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The airports designated program includes both site-specific features and features common to all airports. The program relates to airport operations activities which account for the majority of carbon emissions.

The program includes 4 consecutive and separate levels:

a) Mapping: Carbon footprint measurement.

b) Reduction: Carbon management towards a reduced carbon footprint.

c) Optimisation: Third party engagement in carbon footprint reduction.

d) Neutrality – Carbon neutrality for direct emissions by offsetting.

Israel Airport Authority (IAA) has decided to join the program and intends to establish carbon management and reduction procedures as part of the international program.

1.3 The ICAO Assembly Resolution A38-18 and States’ Action Plan

1.3.1 The Resolution includes the following key elements

1) Collective global aspirational goals for the international aviation sector of improving 2% fuel efficiency per year and keeping net global CO2 emissions from 2020 at the same levels;

2) Further work to explore the feasibility of a long-term global aspirational goals for international aviation;

3) Development of a global CO2 certification Standard for Aircraft10, aiming for adoption by the ICAO Council in 2016;

4) Implementation of operational improvements (relating to aircraft and infrastructure) and further development and update of tools and guidance to assess environmental benefits;

5) Further facilitation of developing and deploying sustainable alternative fuels for aviation, including consideration of methodologies to account for life-cycle CO2 benefits and projection of future production.

6) Development of a global MBM11 scheme for international aviation, which addresses key design elements, including means to take into account the special circumstances and respective capabilities of States, in particular developing States, as well as the implementation mechanisms from 2020, for decision by the 39th Assembly in 2016;

7) Voluntary12 preparation and update of States’ Action Plans on CO2 emissions reduction activities, for submission to ICAO by June 2015, and to be publically available; and

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Complying with this certification will be a condition for obtaining a license. Aircraft not meeting the standard will be grounded.

11 Market Based Measure

12 The addition of “Voluntary” is an accepted terminology in the field of environmental protection.


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8) Enhancement of ICAO strategy for capacity building and assistance (to States), including support for development and update of States’ Action Plans, as well as the mechanisms to facilitate access to financial resources.

1.3.2 Action Plan - Objectives ,Scope and Partnerships

Plan’s Goals

Article 5: Member States and relevant organizations will work through ICAO to achieve a global annual average fuel efficiency improvement of 2 per cent until 2020, and an aspirational global fuel efficiency improvement rate of 2 per cent per annum from 2021 to 2050.

Article 7: Without any attribution of specific obligations to individual states, ICAO and its Member States, together with applicable organizations, will work together to strive for achieving collective medium term global aspirational goal of keeping the global net carbon emissions from international aviation starting from 2020 at the same level, taking into account the special circumstances and the capabilities of the Member States, in particular developing countries; the level of maturity of aviation markets; sustainable growth of the international aviation; and the fact that the emission may increase due to the expected increase in international air traffic until the development and application of technologies and fuels with lower emissions and other mitigating measures;

The scope of the plan

Article 11: The Assembly further encourages States to submit their voluntary action plans outlining their respective policies and actions, and their annual reporting on international aviation CO2 emissions to ICAO;

Article 12: The Assembly invites those States that choose to prepare or update their action plans to submit them to ICAO as soon as possible, preferably by the end of June 2015 and once every three years thereafter, in order that ICAO can continue to compile the information in relation to achieving the global aspirational goals. The action plans should include information on the basket of measures (from ICAO ‘s basket) considered by Member States reflecting their respective national capacities and circumstances, information on the expected environmental benefits from the implementation of the measures chosen from the basket, and information on any specific assistance needs;

Cooperation in States’ action plans

Article 13 The Assembly encourages Member States that already submitted their action plans to share information contained in their action plans and build partnerships with other Member States in order to support those States that have not prepared their action plans;

Article 14: The assembly encourages Member States to make their action plans available to the public, taking into account the commercial sensitivity of information contained in States’ action plans;

1.3.3 The Action Plan – purpose, benefits to States and contents

The purpose of the plan is to be a working tool between ICAO and Member States:


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For the States - an opportunity to identify measures regarding CO2 emissions from

International aviation as well as to communicate in regard of assistance that may be required for the implementation of the measures;

For ICAO - allows to estimate the expected progress in global environmental goals and to receive information about required specific assistance to States.

Action Plan allows Member States the ability to:

Establish partnerships;

Promote cooperation and capacity building;

Facilitate technology transfer;

Obtain assistance.

The Plan constitutes a tool for States to:

Report CO2 emissions from international aviation to ICAO;

Outline their respective policies and actions taken to reduce emissions;

Provide information on the measures taken by the State, reflecting its respective national capacities and circumstances, and on any specific assistance needs.


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The following table describes the interaction and information flow between the States and

ICAO in the Action Plan:

Timing During plan preparation / update

A quarter following the end of each year

Member States

Action plans are submitted to ICAO.

ICAO Secretariat follows-up with the State’s Point of Contact in regard of any question

Annual reporting on fuel consumption

Timing During plan preparation / update

During plans’ summary (and evaluation)

ICAO Action Plan submitted will be available to the public if the State approves it

Results from all States are aggregated to estimate future progress toward Assembly goals

Council and Assembly are informed of results

Contents of the action plan - the plan will contain at least the following information:

1) History and forecast of air traffic (in terms of RTK – definition in page 5), fuel consumption and CO2 emissions (from 2010 or earlier to 2050) at the baseline, i.e. without action / measures to reduce emissions;

2) List of actions / measures to reduce emissions selected by the State;

3) Expected outcomes from 2014 to 2050 (air traffic, fuel consumption and CO2 emissions after taking into account the actions / measures to reduce emissions listed in section 2

above)

4) Assistance needs for the Member State from ICAO;

5) Contact Information.

Connection of the action plan to domestic aviation

The Assembly Resolution and action plan’s goals focus on international aviation, however most of the actions taken to reduce emissions may also contribute to emission reduction in domestic aviation. According to ICAO, International and domestic activities must be separated and common benefits for domestic aviation may be reported separately.


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A38-18 Resolution relating to developed and developing countries

The Introduction to the Assembly’s resolution contains clauses linking the Climate Change Convention with international aviation:

Acknowledging the principles and provisions on Common but Differentiated Responsibilities (CBDR) 13 and respective capabilities, and with developed states taking the lead under the United Nations Framework Convention on Climate Change (UNFCCC) and the Kyoto Protocol;

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 and its Kyoto Protocol nor represent the position of the Parties to the UNFCCC and its Kyoto Protocol;

The UNFCCC and its Kyoto Protocol (Annex I of the Convention) contains a definition for developing and developed states. ICAO Resolution A38-18 addresses developing and developed states in several places, but it does not define developing and developed states. The following is a summary of references in the Resolution to developed and developing states:

Emphasis should be on those policy options that will reduce aircraft engine emissions without negatively impacting the growth of air transport especially in developing economies (section 3 b);

The Assembly agrees that the goals mentioned in paragraph 5 above would not attribute specific obligations to individual States, and the different circumstances, respective capabilities and contribution of developing and developed States to the concentration of aviation GHG emissions in the atmosphere will determine how each State may voluntarily contribute to achieving the global aspirational goals (section 6);

The Assembly requests the Council to continue to explore the feasibility of a long term global aspirational goal for international aviation … including the impact on growth as well as costs in all countries, especially developing countries … Assessment of long term goals should include information from member States on their experiences working towards the medium term goal (Section 10).

The Assembly resolves that an MBM should take into account the special circumstances and respective capabilities of States, in particular developing States, while minimizing market distortion (section 20);

The Assembly resolves that special circumstances and respective capabilities of developing States could be accommodated through de minimis exemptions from, or

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This principle holds that although all states shares responsibility to protect the climate system, their respective capabilities to contribute to the matter are different (developed states versus developing states) and should be taken in account when applying standard.


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phased implementation for, the application of an MBM to particular routes or markets with low levels of international aviation activity (section 21).

1.4 ICAO’s Action Plan - Strategy and Capacity Building

1.4.1 Emissions reduction - approaches

1. Quantification through data collection and compilation ( RTK, fuel consumption reduction) modeling and forecasting;

2. Reduction (or Mitigation) through technology and standards, operational measures, market-based measures,,alternative fuels;

3. Implementation through States’ action plans and assistance to Member States.

1.4.2 Basket of measures

In order to limit or reduce CO2 emissions from aviation, ICAO defined basket of measures, which is a list of all actions that may reduce or limit CO2 emissions, classified to 7 categories (for detailed list see section 1.5):

1. Aircraft-related technology development

2. Alternative Fuels

3. Improved air traffic management and infrastructure use

4. More efficient operations

5. Market-based measures (MBMs)

6. Regulatory measures

7. Airport improvements

Below is extended information about the nature of the measures and ICAO activity in their regard:

Technology and standards - applicable for category 1

Development of ICAO CO2 Certification requirement for aircraft to be published in a new Annex 16 Vol. III;

Certification requirements were agreed in February 2013 and published as Information Circular 337.

Sustainable Drop-in Alternative Fuels for Aviation - applicable for category 2

A promising approach in terms of the potential for reducing CO2 emissions from aviation, while improving local air quality;

Technological aspects of alternative fuels have been proved to be viable;


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Airlines are using14 sustainable drop-in biofuels from different feedstocks that do not require

changes to aircraft or fuel delivery infrastructure;

The 38th Assembly requested Member States to define coordinated national policy actions to accelerate the appropriate development, deployment and use of sustainable alternative fuels for aviation, with measures to ensure the sustainability of the fuels.

Operational Improvements - applicable for category 3 and 4

Improved air traffic management and infrastructure use;

More efficient operations;

The 38th Assembly requested the Council to continue the development of tools and guidance to assess the benefits of:

Air traffic management improvements

Assessment of the environmental benefits associated with the Aviation System Block Upgrades (ASBUs) strategy

Market-Based Measures (MBMs) - applicable for category 5

MBMs aim and may contribute to the achievement of environmental goals, at a lower cost and in a more flexible manner than traditional command and control regulatory measures.

The 38th Assembly decided to develop a global MBM scheme for international aviation, taking into account:

Finalization of the work on the technical aspects, environmental and economic impacts and modalities of the possible options for a global MBM scheme;

The organization of seminars and workshops on the global scheme;

The identification of major issues and making recommendations that appropriately addresses them, including the means to take into accounts the special circumstances and respective capabilities of Member States.

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From ICAO Slideshow at the Fueling Aviation with Green Technology seminar held on September 9-10, 2014: first demonstrational flights with commercial aircraft were conducted in 2008, 3 alternative fuels have been shown to be suitable for aviation in 2009, 2011 and 2014. Since 2011, about 1,700 commercial flights have been operated by 17 operators.


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1.4.3 Details of ICAO applicable environmental tools

Tool name Description of use Icon

Carbon Emissions Calculator To calculate the carbon dioxide emissions from air travel for use in offset programmes

Green Meetings Calculator To support decision-making in reducing the carbon emissions from air travel to attend meetings

ICAO Fuel Saving Estimation Tool

To assist the States to estimate fuel savings from operational improvements in a manner consistent with the models approved by CAEP and aligned with the Global Air Navigation Plan (GNAP)

In regard of environmental tools, the 38th Assembly noted the ICAO strategy for capacity building to assist the preparation of States’ action plans, including the development of an interactive web-interface and IFSET;

The Assembly also requested the Council to continue the development and dissemination of best practices and tools that will help harmonize the implementation of carbon offset programs.

1.4.4 Lessons Learned from the Action Plans Submitted

Following the submission of States’ action plans at the first date requested (by the end of June 2012), ICAO examined the plans and conducted a lessons learned process. The Action Plans Initiative has been a success story for both Member States and ICAO. Action plan were submitted for more than 80% of the international RTK. Lessons learned were as follow:

1. The plans were incomplete: In order to allow States to implement their plans and for ICAO to measure progress toward the global climate change goals, action plans should contain: a) Description of actions taken; b) Quantified expected results; c) Description of assistance needs from ICAO. Most plans only included a.

2. Requirements were unclear : Many found that the guidance was unclear in regard of which information should be included in an action plan. The solution: guidance was streamlined and clarified.


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3. There were difficulties in the development of baseline data : Although guidance material was issued in 2011 regarding the development of a baseline – it was difficult to implement in practice

Solution: A new, straightforward explanation has been provided in the second edition.

4. It was difficult to quantify the expected results :Most States found it difficult to quantify the changes in emissions as a result of their actions. Solution: Development of Rules of thumb for all measures, and concise guidance on the use of tools, such as IFSET and the ICAO Carbon Emissions Calculator – all with examples.

5. Political challenges / difficulties : Some States faced obstacles in obtaining permission to submit the Action Plan once it was complete.

Solution: Revised guidance that suggests that stakeholders should be involved in the preparation process, based on the measures being considered.

Following lessons learned at the first attempt to prepare action plans, ICAO has adapted the guidance and support provided to Member States.

1.4.5 ICAO Support Components to Member states include the following:

Guidance Document for the Development of States’ Action Plans (ICAO Doc 9988);

Interactive Web Interface;

Hands-on Training seminars in all ICAO Regions;

Teleconferences and Meetings with States’ Focal Points;

Support provided by ICAO Regional Offices and Technical Cooperation Bureau.

Environment Branch, which leads the Action Plan Initiative, emphasizes the high priority given to the climate change area among its tasks, and notes the following priorities:

States’ action plans and assistance;

Sustainable alternative fuels for aviation;

Market-based measures (MBMs);

Research regarding global aspirational goals;

Development of CO2 Standard by 2016; and

Working in cooperation with other UN bodies, particularly in support of the UNFCCC process.

In view of these, climate change will remain the main challenge of ICAO’s environmental activities in the upcoming years.


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1.5 Review of ICAO’s basket of measures

ICAO’s basket of measures15 is the list of all actions that could reduce / limit CO2 gas emissions from aviation, divided into seven )7( categories. The State is requested to prioritize and to select mitigation measures from the list below.

The following is the list of actions:

No. Measures category Subdivision

1 Aircraft-related Technology Development (AC-Tech)

a. Aircraft minimum fuel efficiency16 standards; b. Aggressive aircraft fuel efficiency standards, setting

standards for the future; c. Purchase of new aircraft; d. Retrofitting and upgrade improvements on existing

aircraft; 1) Improve fuel efficiency through development of

modification17 2) Replacement of engines 3) Replacement or modification of avionics 4) Other

e. Optimizing improvements in aircraft produced in the near- to mid-term; 1) Maximising contribution of lightweight materials

in aircraft planned for the near future 2) Maximising contribution of engine technology in

aircraft planned for the near future 3) Maximising contribution of auxiliary power

sources in aircraft planned for the near future 4) Other

f. Avionics g. Adoption of revolutionary new designs in aircraft /

engines 1) open rotor 2) blended wing body 3) improved laminar flow 4) other

h. Other

2 Alternative Fuels (Alt. Fuels)

a. Development of biofuels; b. Development of other fuels with lower life-cycle CO2

emissions; c. Standards/requirements for alternative fuel use.

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The list was approved In October 2009 at the High-Level Meeting on International Aviation and climate change (HLM-ENV/09).

16 Minimum requirements to remove the inefficient (obsolete) aircraft.

17 wingtip fence, blended winglet / sharklets, raked wingtip, etc., drag reduction, turbulent flow drag coatings, high power LEDs, wireless/optical connections)


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d. Other

3 Improved Air Traffic Management and Infrastructure Use (ATM & Infra.)

a. More efficient ATM planning, ground operations, terminal operations (departure, approach and arrivals), en-route operations, airspace design and usage, aircraft capabilities; 1) Measures to improve pre-departure planning

(DMAN) 2) Measures to improve ground operations 3) Measures to improve collaborative decision

making (A-CDM) 4) Measures to improve the use of optimum flight

levels 5) Measures to improve the use of optimum routings 6) Measures to improve flexible tracks 7) Measures to improve fuel efficient departure and

approach procedures (PBN STAR, CCO, CDO) 8) Measures to fully utilize RNAV/RNP capabilities 9) Measures to improve flexible use of civil-military

airspace 10) Other

b. More efficient use and planning of airport capacities; 1) Measures to improve taxiing 2) Measures to improve parking 3) Measures to enhance terminal support facilities 4) Measures to plan new capacity when bottlenecks

cause environmental problems 5) Other

c. Collaborative research endeavours. 1) AIRE 2) ASPIRE 3) Other

d. Other

4 More efficient operations (Ops.)

a. Best practices in operations – ICAO Circular 303; 1) Minimising weight 2) Minimising flaps (take-off and landing) 3) Minimising thrust reversers use 4) Single engine taxi 5) E-Taxi (only for A320 and B737) 6) Improving load factors 7) Reduced speed 8) Improved ground operations 9) Training pilots 10) Other

b. Optimized aircraft maintenance;


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1) Engine wash 2) Aircraft wash 3) Zonal dryer 4) Other

c. Selecting aircraft best suited to the mission. d. Other

5 Economic / market-based measures (MBM / Economic) Including different approaches to Emissions Trading Schemes (ETS)

a. Voluntary inclusion of aviation sector in market-based measures;

b. Incorporation of emissions from international aviation into regional or national market-based measures, in accordance with relevant international instruments;

c. Establishment of a multilateral emissions trading scheme for aviation which allows trading permits with other sectors, in accordance with relevant international instruments;

d. Establishment of a framework for linking existing emissions trading schemes and providing for their extension to international aviation, in accordance with relevant international instruments;

e. Emission charges or modulation of landing/take-off (LTO) charges, in accordance with relevant international instruments: 1) NOx charges 2) Fuel charges 3) Other

f. Positive economic stimulation by regulator; 1) Research programs 2) Special consideration and government

programs/legislation 3) Accelerated depreciation of aircraft 4) Other

g. Accredited offset schemes; h. Explore extension of Clean Development Mechanism

(CDM) for domestic emissions; i. Taxation of aviation fuel, in accordance with relevant

international instruments. j. Other

6 Regulatory measures / Other (Reg.& Other)

a. Airport movement caps / slot management; b. Enhancing weather forecasting services; c. Requiring transparent carbon reporting; d. Conferences / workshops. e. Other


20

7 Airport improvements Airport improvements (Airport)

a. Airfield improvements 1) Installation of led instead of classic light 2) Construction of runways 3) Construction of taxiways 4) Construction of additional taxiway-exits and/or

speed-exit (allowing aircraft to leave runways at higher speed)

5) Installation of fixed electrical ground power and pre-conditioned air to allow aircraft APU switch-off

6) Other b. Reduced energy demand and preferred cleaner

energy sources 1) Use cleaner alternative sources of power

generation (photovoltaic panels, wind generators) 2) Use cleaner heater / cooler equipment and/or

minimize heater / cooler utilization 3) Reduce electrical demand (switch off unnecessary

lights; promote stairs instead of lifts, etc.) 4) Other

c. Enhanced GSE (ground support equipment) management 1) Reduce distance travelled 2) Avoid unnecessary idling of equipment 3) Other

d. Conversion of GSE to cleaner fuels 1) Electrical operated ground vehicles 2) Gas operated ground vehicles 3) Biofuel operated ground vehicles 4) Other

e. Improved transportation to and from airport 1) Improved public transport access 2) Improved employee transportation 3) Other

f. Other


21

2 Civil Aviation in Israel - current situation

2.1 Israel - general information

2.1.1 Location and boundaries

The State of Israel is located along the eastern coast of the Mediterranean Sea.

Israel is bordered by four countries: Lebanon to the north, Syria to the north-east, Jordan to the east and Egypt to the south, as well as the Hamas-controlled Gaza Strip and the Palestinian Authority. Israel also has three maritime boundaries: the Mediterranean Sea to the west, the Dead Sea to the east (part of the border with Jordan) and the Red Sea to the south.

Israel is long and narrow, about 074 km long and 135 km wide at its widest point. In light of the state’s dimensions, most domestic traffic follows the single north-south route from Israel's center to Eilat, Israel's southernmost city on the north coast of the Red Sea.

2.1.2 Economic data relating to Israel

Exports and imports of goods and services18 (Million NIS)

Year Export Import

Services Goods Total Services Goods Total 19

2102 000,111 211,277 960,950 10,252 256,625 915,711

2109 000,601 229,525 919,221 79,071 215,110 900,500

Note: Average exchange rate20 in 2102 was 3.8559 NIS/US dollar, and in 2013 3.6107 NIS/US dollar. Gross Domestic Product (GDP) and GDP per capita21

Year Annual gross domestic product at base prices

Annual GDP per capita

(Million NIS, data expressed in 2010 prices) (NIS, in market prices)

2102 192,190 026,562

2109 151,010 091,611

2.1.3 The gates to the world for passengers and cargo / goods

Land border crossings:

2 border crossings between Israel and Egypt: Nitzana terminal for cargo / goods and Taba terminal for goods and passengers.

3 border crossings between Israel and Jordan for cargo / goods and passengers: Yitzhak Rabin terminal (formerly Arava), Jordan River terminal and Allenby terminal (which also serves as a border crossing between Jordan and the Palestinian Authority).

18

Central Bureau of Statistics, Macro-economic statistics quarterly, January - March 2014, Tables 1.5 and 1.6. 19

Excluding defense imports 20

Monthly average rate is calculated as the average of representative rates in trading days during the month, and annual average rate in calculated from monthly averages

21 Central Bureau of Statistics, Macro-economic statistics quarterly, January - March 2014, Tables 2.1 and 1.7.


22

Three seaports in Haifa, Ashdod and Eilat.

International airports will be described in detail below.

2.2 Aviation regulation of Israel

2.2.1 Regulatory framework

The Chicago Convention of 1944 (Convention on International Civil Aviation22), including its 19 annexes and rules established by the ICAO23 as Standards and Recommended Practices (SARPs), regulate the international aviation.

The application of the Convention to Israeli Aviation laws and regulations, motivated by Israel's wish to comply with international standards, binds the organizations regulated by Civil Aviation Authority of Israel (CAAI).

The Air Navigation Law24, 2011 and the regulation thereunder regulate the civil aviation sector, primarily in accordance with international standards25 established by ICAO. The Air Navigation Law regulates, among other things, licensing obligations of all the components – personal, institutional and technological - involved in civil aviation, grants surveillance authority over them and provides effective enforcement measures. Air Navigation Law also regulated for the first time the interaction and coordination between civil aviation and military aviation in Israel, a fundamental issue essential for to the development of the civil aviation sector in Israel.

2.2.2 Israeli aviation regulator

The CAAI is Israel's aviation regulator according to the Civil Aviation Authority Act 2005 (the CAAI Act), which sets the CAAI as an Internal governmental Authority and an independent unit in the Ministry of Transport and Road Safety and its employees as members of the civil service, and provides provisions regarding the director general of the CAAI: his or her nomination and corporate responsibility and authority. Article 4 of the act establishes the CAAI functions:

1) To determine and to ensure the existence of domestic and international aviation procedures under the Aviation Laws;

2) To grant licenses, certificates and permits in the field of civil aviation, under the Aviation Laws, including to the following:

a. Aircraft and aviation equipment;

b. Aviation personnel, aircraft operators and aviation equipment operators;

c. Airports, airstrips, air traffic management units, navigational aids, means of communication and flight routes;

d. Manufacturing of aircraft and aircraft parts;

22

The State of Israel is a Party to the Convention – signed the Chicago Convention on 24 May 1949. 23

In Article 38 of the Convention, Member States undertake to incorporate the International standards in their respective national legislation

24 Enacted by the Knesset on March 31, 2011 and replaced the British Mandate Aviation Law of 1927 and the King's Order in Council on aviation in the colonies of 1939.

25 Non-compliance with international standards has international legal implications, and CAAI must therefore report on the acceptance or non-acceptance of the standards


23

e. Flight Training schools, maintenance training organizations and Approved Maintenance Organizations (AMO);

3) To conduct surveillance of the civil aviation field, including maintaining an adequate level of flight safety in Israeli aircraft and in aircraft located in Israeli airspace;

4) To collect and publish international and domestic aeronautical information and directives in regard of safety, regularity and efficiency of air traffic, under the Aviation Laws;

5) To work toward the implementation of International conventions and agreements in the field of civil aviation, to which Israel is a Party, and to initiate and maintain relations with relevant International organizations;

6) To Initiate research in the field of civil aviation and to coordinate information and data in this field;

7) To advise the Minister (of Transport and Road Safety) on any matter relating to the authority's functions;

8) To fulfill any other function assigned to it under the provisions of this Act or under the Aviation laws.

Israeli regulation has a four level architecture:

1. Air Navigation Law (main legislation);

2. Air Navigation Regulations (and administrative provisions, Aeronautical Information Publications(AIP) and Director General’s provisions - all of these constitute a secondary legislation);

3. CAAI Directives26;

4. Advisory Pamphlets27 ;

26

To instruct its supervisors, employees and agents in carrying out their duties and exercising their powers, especially in the areas of legislation, licensing, supervision and enforcement

27 To guide the public, using means acceptable by the CAA, to comply with regulatory requirements and standards established by the CAA.


24

Civil Aviation Authority - Organizational Structure

Licencing – scope of licensing handled by CAAI (as of 2013)

Aviation personnel licensing

Aircrew 2,500

Aircraft Technician 1,500

Air traffic Controller 150

Remote Pilot (RPAS28/UAV29)

200

Aircraft Certification:

Aircraft 550

Israel - state of the design:

TC )2112-2102( 6

STC )2102-2109( 5

28

Remotely Piloted Aircraft System 29

Unmanned Aerial Vehicle


25

Aviation Operators Certification:

Airlines 26

Approved Maintenance Organizations (AMOs)

32

Flight training Schools 10

Maintenance training organizations

2

Airports 7

Airstrip 37

Air traffic management units

9

Aircraft and parts manufacturers30

7

Surveillance - scope of surveillance at the CAAI

Section 64 of the Air Navigation Law authorizes the CAAI director General to appoint safety inspectors from among the CAAI employees to supervise the implementation of the Air Navigation Law’s provisions, and Section 96 provides certain Surveillance powers31 to Aviation Safety Inspector. In total, CAAI performs more than 1,600 inspection activities per year, as follows:

Air carriers (Israeli and foreign)

Operations - 211 Airworthiness - 011

Light Aviation 60

RPAS / UAV32 150

Infrastructure 110

Manufacturing 200

International activities in the CAAI

CAAI is responsible for the economic regulation of commercial air transport, and in this framework it initiates and develops relations to create aviation agreements or to make amendments and updates in Israel’s bilateral and multilateral aviation agreements.

Scope of aviation rights:

1) ~50 bilateral aviation agreements (~80 before the Open Skies agreement with the EU);

30

Not including UAVs 31

Mainly: the authority to demand identification, the authority to demand information and documents, the authority to conduct checks and to take measurements, to take samples, and entrance authority.

32 The amount of supervisory activities includes issuing a large amount of Airworthiness Certificates (COA) for experimental use, which is considered supervision.


26

2) Airlines from over 50 countries flying to Israel;

3) About 65 foreign Airlines (scheduled flights);

4) About 80 foreign Airlines (charter flights);

In addition, the State of Israel has close working relationships with CAAs of various states and with aviation organizations such as FAA, EASA, Euro-Control, ECAC, Blue-Med and others.

2.3 Review of Israel's civil aviation industry

2.3.1 Volume of international traffic

Tables 1 - 4 describe international aircraft traffic (landings) and passengers, by company and type of flight33.

1. International landings of Aircraft, by Companies and Type of Flight, Absolute Numbers

Foreign Companies Israeli Companies Grand Total Scheduled Charter Total Scheduled Charter Total

2009 18,956 5,300 24,256 13,160 1,133 14,293 38,549

2010 19,737 5391 25,128 14,041 1,343 15,384 40,512

2011 21,261 5151 26,412 13,874 2,459 16,333 42,745

2012 22,081 5,010 27,091 13,523 2,028 15,551 42,642

2013 24,577 5,609 30,186 14,067 1,697 15,764 45,950

2. International landings of Aircraft, by Companies and Type of Flight

Percentages


2009 49.2 13.7 62.9 34.1 2.9 37.1 100.0

2010 48.7 13.3 62.0 34.7 3.3 38.0 100.0

2011 49.7 12.1 61.8 32.5 5.8 38.2 100.0

2012 51.8 11.7 63.5 31.7 4.8 36.5 100.0

2013 53.5 12.2 65.7 30.6 3.7 34.3 100.0

33

Reference: CBS, Transport Statistics Quarterly no.2, 2014 (Table 22)


27

3. International Air Transport of Passengers, by Companies and Type of Flight Thousands


2009 4,756.4 1,617.2 6,373.6 3,868.1 331.7 4,199.8 10,573.5

2010 5,294.5 1,643.2 6,937.7 4,219.7 413.5 4,633.2 11,570.9

2011 5,865.2 1,537.0 7,402.3 4,181.2 759.4 4,940.7 12,343.0

2012 6,128.8 1,516.6 7,645.4 4,252.2 617.3 4,869.5 12,515.0

2013 6,685.9 1,808.2 8,494.2 4,554.4 510.4 5,064.8 13,558.9

4. International Air Transport of Passengers, by Companies and Type of Flight Percentages


2009 45.0 15.3 60.3 36.6 3.1 39.7 100.0

2010 45.8 14.2 60.0 36.5 3.6 40.0 100.0

2011 47.5 12.5 60.0 33.9 6.2 40.0 100.0

2012 49.0 12.1 61.1 34.0 4.9 38.9 100.0

2013 49.3 13.3 62.6 33.6 3.8 37.2 100.0

5. International Air Transport of Passengers, via Ben Gurion Airport34 (Scheduled & Charter); Thousands

Ben Gurion Airport

Departing Arriving Total

2009 5,247.4 5,221.7 10,469.1

2010 5,742.9 5,703.6 11,446.5

2011 6,113.0 6,090.2 12,203.2

2012 6,198.4 6,181.3 12,379.7

2013 6,718.6 6,718.3 13,436.9

34

Reference: CBS, Transport Statistics Quarterly no.2, 2014 (Table 24)


28

6. International Air Transport of Passengers, via Eilat & Ovda35 Airport36 (Charter only); Absolute Numbers

Eilat & Ovda Airport

Departing Arriving Total

2009 36,280 37,691 73,971

2010 50,465 51,745 102,210

2011 70,455 69,298 139,753

2012 67,102 68,145 135,247

2013 60,807 61,227 122,034

7. International Air Transport of Freight and Mail 37 ; Tonnes

Freight Mail

Loaded Unloaded Total Loaded Unloaded Total

2009 150,397 114,167 264,563 4,430 3,610 8,040

2010 160,938 131,701 292,639 4,433 3,891 8,324

2011 152,745 135,017 287,762 4,224 4,476 8,700

2012 144,054 131,814 275,869 4,670 4,782 9,451

2013 136,114 130,308 266,422 4,769 5,671 10,440

2.3.2 Airports

Ground infrastructure / Airport layout in Israel (National Outline Plan 15)

National Outline Plan38 (NOS) for airports layout includes existing and proposed airport sites. The airports are divided into four categories:

Category 1 airport: airport designed primarily to meet the demand for scheduled and charter flights to international destinations.

Category 2 airport: airport designed primarily to meet the demand for charter flights to international destinations.

Category 3 airport: airport designed primarily to meet the demand for scheduled and charter flights to domestic destinations.

Category 4 airport: airport designed primarily to meet the demand for commercial, charter, private and agriculture flights.

35

Military airport at 63 km from the city of Eilat, serves as an international airport for charter flights to Eilat with aircraft that are not permitted to land in Eilat airport due to their size.

36 Reference: CBS, Transport Statistics Quarterly no.2, 2014 (Table 25)

37 Reference: CBS, Transport Statistics Quarterly no.2, 2014 (Table 29)

38 Planning and Building Law ,Law 5725 – 1965 sets forth various levels of Israeli outline plans – National Outline Plans (NOS), national infrastructure plans, district outline plans and local /detailed outline plans. NOS is a plan that applies to the entire area of Israel and it affects district and local planning as well as issues of public importance.


29

Operation of airports and airstrips

Israel Airports Authority (IAA) operates the airports under the Airports Authority Act– 1977, and its functions under that Act are:

1. Maintenance, operation, development and management of the airports.

2. Design and construction of airports as set forth in the airports’ outline plan and approved by the Minister.

3. Taking measures to secure airports, people, goods, buildings, facilities and equipment.

4. Providing services to military airports under orders given by the Transport Minister and by the Defense Minister.

IAA is a statutory corporation supervised by the government. IAA Activity is funded by fees from aviation and commercial activity taking place primarily in Ben Gurion Airport. In accordance with the annex to the Act above, IAA operates the following airports: Ben Gurion Airport, Eilat airport, Haifa Airport, Rosh Pina Airport and Herzliya airport.

As stated, IAA provides civil aviation services in the military airports Dov Hoz and Ovda, under orders issued by the Transport Minister and by the Defense Minister in 1989 and renewed from time to time. This means that the IAA provides services for civil aircraft and passengers in active military airfields, using military infrastructure and some of the military services.

Note: By law, entities other than IAA may also operate airports.

In addition to the airports operated by the IAA39, there are other ground-based infrastructures operated by other entities. Those infrastructures are called Airstrips. Airstrip operation requires a license from CAAI’s Director General and the airstrip operator is required to comply with Air Navigation regulations - Airstrips - 1975. There are 34 licenced airstrips in Israel and a number of non-licenced and unused airstrips, as well as airstrips for light sport aviation.

As stated, there is a difference between the legal status of airports in Israel which are operated by IAA by virtue of the IAA Act (or orders) or by other entities (in accordance with Air Navigation Regulations - Safety at Airports,) and of airstrips operated by other entities under the Air Navigation Regulations (Airstrips).

Airport provides such services as detailed in the regulations under which the IAA operates. Safety level in airports is established in the Air Navigation Regulations (safety at IAA airports) – 1992. Required Levels of service and operation are established by the State, as the IAA is a statutory regulated corporation. Conversely, the level of services in airstrips depends in the airstrip’s operator.

39

Detailed in the annex to IAA law or in the Ministers' orders to the IAA.


30

Airports Review

Existing airport Civil Uses Status

Rosh Pina (Mahanaim)

Domestic, light and light sport aviation

Low level of activity

Haifa Domestic40 and light aviation, international charter flights, private flights and air taxis

Will be affected by the expansion of the seaport to the north, no significant change is expected

Herzliya Light Aviation Scheduled to close in 2015

Dov Hoz (military airport)

Domestic41, international light aviation for private flights, and air taxis

Scheduled to close in2105 . Air carriers’ activities will be transferred to Ben Gurion airport.

Ben Gurion Main international airport42, domestic

Infrastructure upgrade project was completed and operational pattern change was made, details below

Ovda43 (military airport)

International for charter flights to Eilat44, currently is not (was in the past) alternate airport to Ben Gurion.

Once Ramon (Timna) airport will operate, civilian activities are expected to be transferred from Ovda

Eilat International for private flights and air taxis ,domestic

Suffers from environmental limitation, is expected to close with the operation of Ramon (Timna) airport

Future airport Civil Uses Status

Ramon (Timna) Intended as a substitute for Eilat and Ovda airports, as well as an alternate airport to Ben-Gurion

expected to be opened in 2017

Complementary airport to Ben Gurion

Mainly for international flights According to government decision of October 2014, will be built in Ramat David

Replacement airport to Herzliya (Ein Shemer airport)

Light Aviation According to government decision of 2012 will be built as replacement airport to Sde Dov Hoz and Herzliya airports’ activities.

40

To Eilat and Sde Dov. 41

To Eilat, Haifa ,Rosh Pina and Eyn Yahav (Arava). Companies operating Dov Hos serve as air carrier or air-taxi for passengers’ transportation.

42 The overall international operations held in other airports that are defined as international are negligible (about 1% of international passenger traffic).

43 At a distance of 63 kilometers from the city of Eilat and connected to Eilat with inadequate transportation infrastructure.

44 For aircraft which are not permitted to land at Eilat airport due to their size.


31

Ben Gurion Airport - infrastructure upgrade project and operational procedures change

The project implements National Outline Plan 2/4, as approved by the National Council for Planning and Construction and by the government in 1997. The project improves and renews many ground infrastructures in the airport.

The project's most significant impact on the airspace and flight procedures in the airspace surrounding the airport is allowing the separation between incoming traffic landing at the airport and outgoing traffic leaving Israel, in the "Open V” concept:

a. Extension of runway 21 and making it suitable for landing of all types of airplanes operating at the airport.

b. Adjustment of runway 26 to allow take-off simultaneously with aircraft landing on runway 21, with a minimum of mutual impact.

The use of operational procedure 21 for landing and 26 for takeoff is restricted by the National Outline Plan due to noise environmental considerations.

The Ben Gurion’s upgrade project achieves:

a. Increasing aviation safety level (in light of the complete separation45 when using runway 21 procedure for landing and runway 26 for takeoff).

b. Increasing airport capacity - meets some of the expected increase in international traffic to and from Israel, and the transfer of a large part of domestic traffic from Sde Dov to Ben Gurion airport (with the closing of Sde Dov airport expected during 2017).

c. Upgrading the ground infrastructure in Ben Gurion airport to the international aviation standards required by ICAO’s SARPS under the Chicago Convention.

2.3.3 Aerial infrastructure

Airspace

Israel's airspace is divided to military and civilian purposes. Area Control Centers are controlled by joint military and civilian control units using defined separation. General description of Flight Information Region (FIR), Area Control Centers (ACC), Ben Gurion Terminal Control Area (TMA) and airports location is detailed in Figure 2 below.

45

Of landing aircraft in all stages of entry to the airspace, descent for landing ,landing and taxi to the parking stand, from aircraft leaving the airport, from taxi to the runway ,takeoff and climb to departure routes west to the Mediterranean Sea and Cyprus airspace.


32

Figure 2: General description of Flight Information Region of Israel

Air traffic management

Israel airspace implements an advanced separation standard - reduced vertical separation of 1000 feet in accordance with RVSM (Reduced Vertical Separation Minima or Minimum).

Israel is integrated into the Single European Sky (SES) plan - the distribution of the airspace into Functional Airspace Blocks (FABs) and the creation of more efficient routes for aircraft with advanced navigation systems using Performance-Based Navigation (PBN). Reducing intervals between aircraft takeoff, reduced vertical separation, improvement of access to airports, flight routes planning, and military - civilian coordination regarding optimal flight space, will allow shorter flight duration resulting in fuel savings and emissions reductions.


33

2.3.4 General data by operation categories (as of early 3102)

Air carriers:

Operators 4 Israeli Operators

Fleet 52 airplanes owned by the Operators or leased

Maintenance 5 approved maintenance organizations – EL AL, Israel Aerospace Industries, Arkia ,Israir and TAECO (China).

Aviation workers employed

About 670 pilots, about 1700 ground crew46, about 170 IAA controllers

Light Aviation:

Operators 26 operators in areas such as flight training schools, crop dusting, firefighting, air taxis, utility line surveys, aerial work 4 operators of balloons and hot air balloons

Fleet A total of approximately 315, of which: About 210 airplanes of various types (active) About 40 helicopters About 50 gliders About 15 balloons

Maintenance 25 approved maintenance organizations

Personnel employed

About 1600 pilots, about 150 ground crew.

RPA / UAV47 systems:

Manufacturers About 15

Operators 9 operators (commercial certification holders)

Fleet 100 registered aircraft. Employ different platforms (very large to very small)

Maintenance Performed by the manufacturers

Extent of civil activity

Thousands of flight hours – experiments, instruction and training (for customers) Civil commercial operation

Personnel employed

About 200 remote pilots, about 05 technicians

46

Ground crew personnel (aircraft technicians etc.) 47 Remotely Piloted Aircraft / Unmanned Aerial Vehicle


34

Light Sport aviation:

Aircraft

About 80 in Rishon LeZion, 15 in Tnuvot, about 20 in Ein Vered (and about 80 in other sites)

About 1000 including Para gliders, Powered Para gliders, Hang gliders and Powered Parachutes48)

Operators 2 schools in Rishon Lezion ,1 in Tnuvot

Maintenance Approved Maintenance Organizations in Rishon Lezion Tnuvot and Sde Teiman

Personnel About 450 pilots, about 10 technicians, about 1100 people that are engaged in various types of gliding.

48

Powered parachutes, also known as motorized parachute or Para plane


35

2.3.5 Air carriers’ fleets - breakdown by companies and types

Israeli Aircraft Register of Air Carriers

Aircraft type Aircraft in fleet

Manufacturer and Model

Version code

Jan. 2010

Jan. 2011

Jan. 2012

Jan. 2013

Jan. 2014

EL AL

B747-400 P 5 5 6 6 6

B747-200 F 1 1 0 0 0

B747-400 F 1 1 1 1

B767-200/300 P 6 8 8 8 649

B757 P 5 5 3 0 0

B737-700 P 2 2 2 2 2

B737-800 P 11 12 12 14 15

B737-900 P 2

B777-200 P 6 6 6 6 6

Sub-Total 36 40 38 37 38

ARKIA

B757-300 P 2 2 2 2 2

E195 P 1 1 1 1 1

E190 P 1

ATR 72 P 5 5 5 5 5

DH 7 P 1 0 0 0 0

Sub-Total 9 8 8 8 9

ISRAIR

ATR 72 P 2 2 2

ATR 42 P 3 3 1 1 0

A320 P 2 2 2 2 2

Sub-Total 5 5 5 5 4

CAL

B747-200 F 1 2 2 2 250

Turbojet total P 40 43 42 41 43

Turbojet total F 2 4 3 3 3

Turbojet total P + F 42 47 45 44 46

Turboprop total P 9 8 8 8 7

Total 51 55 53 52 53

Version code: P - Passenger version of aircraft; F - Freighter version of aircraft.

49

As of 2014 all aircraft are B767-300. 50

The aircraft were replaced in October 2014 to B747-400.


36

3 Emissions from civil aviation in Israel – history and forecast

3.1 Overview

Calculation of the emissions in ICAO State’s action plan is using data from statistical reports that all aviation operators are required to submit. The reports are delivered to ICAO through the authority in the country where the operator is registered. ICAO reports applicable to that State’s action plan are:

a. Form M51 is used to report traffic statistics in terms of RTK and its relation to fuel consumption. Reporting based on this form starts from 2010 data onwards.

b. Form A52 is used to report traffic statistics for each commercial air carrier. This report is more detailed then Form M in regard of traffic information.

RTK represents the sum of the products obtains by multiplying the mass of revenue load (passenger and cargo) by flight distance. The mass is expressed in kg and distance in km. Mass of a single passenger53

for RTK calculation is 100 kg.

The mass of fuel consumed is expressed in metric tonnes54, and conversion factor from volume to mass is 0.8 kg / liter.

Conversion factor from kg/tonne fuel to kg/tonne CO2 gas is 3.157.

The instructions for filling Forms A and M, as stated in the ICAO’s website, are as follows:

RTK (Revenue Tonne Kilometre or Tonne-kilometres performed) – The sum of the products obtained by multiplying the number of tonnes of revenue load (i.e. one for which remuneration is received) carried on each flight stage by the corresponding stage distance. Separate calculations should be made for Passengers, Freight and Mail.

Fuel consumed – The mass of fuel uplifted in metric tonnes for all aircraft in each aircraft type in air carrier’s fleet should be reported. There should not be distinction given between fuel types. Fuel uplift can be determined based on the measurement by the fuel supplier, as documented in the fuel delivery notes or invoices. Alternatively, fuel uplift can also be established using aircraft onboard measurement systems.

RTK data are requested in both Form M and Form A. The total for all types of aircraft for a given year in Form M Should be equal to the sum reported in Form A for the same year.

ICAO portal in regard of States’ action plan publishes the following RTK data of all States:

a. Scheduled total RTK - total RTK of international and domestic scheduled flights.

b. Scheduled International RTK - RTK of international scheduled flights.

51

Aircraft Fuel Consumption and Traffic - Commercial Air Carriers 52

Traffic - Commercial Air Carriers 53

Passenger plus both normal baggage allowance and excess baggage 54

According to the decimal system of weights and measures


37

ICAO has reliable information available for scheduled flights, for which the main source is Form A. In addition, ICAO Cross-references the information with other sources. With respect to RTK

from international flights, States have to identify the most appropriate source and inform ICAO

which source is used in the plan.

Examination of data from airlines registered in Israel for 2010 - 2012 indicates that total RTK based on Forms A is compatible with ICAO’s data, however total RTK based on Forms M is not equal to Forms A summary, although the total numbers should have been equal. Following those findings, 2013 data has been checked with the companies which led to an improvement in the compatibility of RTK data in Form A and in Form M.

Emissions history and forecast – current action plan includes emissions from scheduled flights only

Sources of data presented in the plan are as follow:

The source for RTK data for 2111 to 2012 is ICAO website.

The source for RTK data for 2013 is Forms A of the air carriers registered in Israel.

The source for Fuel Consumption for 2010 to 2013 is Forms M of the air carriers registered in Israel and correction factor based on the ratio of the total amount in Forms A divided by the total amount in Forms M.

There are different definitions distinguishing between domestic and international flights. In order to properly interpret the information presented in the Plan, it is required to indicate whether aviation activities data are according to ICAO definition or according to IPCC55

definition. In the current action plan, international aviation data is defined in accordance with ICAO56 definition.

The action plan deals with International aviation (RTK and Fuel Consumption) Only.

3.2 Emissions History (air carriers registered in Israel)

Source for RTK

1) 2000-2012: International Civil Aviation Organization (ICAO), ICAO Air Transport Reporting Forms A and A-S plus ICAO estimates.

2) 2013: Form A of Israeli Air Carriers

Source for Fuel consumed

1) 2010-2013: Form M of Israeli Air Carriers and Correction Factor

55

The IPCC defines an international flight as one that departs one State and arrives in another and a domestic flight as one that departs and arrives in the same State.

56 A flight stage with one or both terminals in the territory of a state, other than the State in which the air carrier has its principal place of business (State of registration basis)


38

Year Scheduled

Total RTK

(thousands)

Scheduled

Int'l RTK

(thousands)

Scheduled Int'l

Fuel consumed

(tonnes)

Scheduled

Int'l RTK57

Total RTK

2000 2,584,309 2,550,106 No Data 0.987

2001 2,451,774 2,418,523 " 0.986

2002 2,783,261 2,749,717 " 0.988

2003 2,915,721 2,885,152 No Data 0.990

2004 2,847,886 2,821,638 " 0.991

2005 2,962,544 2,934,429 " 0.991

2006 2,901,169 2,873,806 No Data 0.991

2007 3,331,458 3,301,856 " 0.991

2008 2,958,289 2,929,371 " 0.990

2009 2,613,923 2,586,216 No Data 0.989

2010 2,687,150 2,653,203 748,340 0.987

2011 2,687,930 2,651,207 747,229 0.986

2012 2,610,898 2,592,760 724,548 0.993

2013 2,565,644 705,468

3.3 Israel emissions – forecasting future baseline (without action)

3.3.1 Forecast for growth in international traffic

The forecast of the change (increase) in fuel consumption and correspondingly CO2 emissions at base, i.e. before reductions resulting from taking measures to reduce emission, is directly proportional to the increase in Israel’s international traffic of passengers. Israel’s action plan deals with air carriers registered in Israel, and we assume that the relative share of Israel's air carriers is kept58 i.e. the increase in passengers of Israeli carriers is equal to the increase in total passengers. Israel's traffic growth was estimated by Professor Ezra Sadan59, who prepared a forecast in two phases:

1. Basic test phase: Past and present trends in passenger traffic and their continuation in the future, within the framework of current aviation policy. All passengers forecast (Column 3) is the summary of Israeli and tourist traffic. Assumptions selected for the conservative forecast used by the action plan for emissions reduction are average economic forecast (according to experience gained during the 2000s) and traffic in moderate security conditions (without fluctuations and without major incidents)

2. Repeated test phase: Trends in future passenger traffic under Open Skies Agreement with the EU. It assumes that Open Skies Agreement is a significant event that would result in a change (increase) in passenger traffic. The estimation of the average change

57

It was found that emissions, in terms of RTK, from scheduled international aviation are 99% of the total emissions from scheduled aviation in Israel, and domestic aviation contributes only 1%.

58 This is a strict assumption in light of the decline in the relative share of Israel's air carriers, as indicated in Table 4 in section

2.3.1 59

Passenger traffic in International aviation to and from Israel, Sadan - Lovental Ltd, September 2013.


39

in number of passengers due to flight price change (according to the researchers) has a lower limit - an increase of 2.4% (column 4) and an upper limit - an increase of 6% (column 5). The impact of the change in flight price on passenger traffic will come into full play in 2016 - 2017. The forecast for the current plan is using the average of the lower and upper limits - an increase of 4.2%.

Israeli passengers

Tourists visits

All passengers (basic test)

All passengers (repeated

test)

All passengers (repeated

test)

Column )0( )3( )2( )4( )5( )3( + )0( Lower limit Upper limit

Assumption GDP growth rate of 3.5% per

year

Moderate security

conditions60

Israeli + tourists passengers

An increase of 2.4% due to open skies agreement

An increase of 6.0% due to open skies agreement

Year (Thousands) (Thousands) (Thousands) (Thousands) (Thousands)

2013 8,445 4,725 13,170

2014 8,820 4,825 13,645

2015 9,210 4,930 14,135

2016 9,615 5,035 14,650 15,002 15,529

2017 10,040 5,140 15,180 15,544 16,091

2018 10,485 5,250 15,735 16,113 16,679

2019 10,950 5,360 16,310 16,701 17,289

2020 11,435 5,475 16,910 17,316 17,925

2021 11,940 5,595 17,535 17,956 18,587

2022 12,470 5,715 18,180 18,616 19,271

2023 13,020 5,835 18,855 19,308 19,986

2024 13,595 5,960 19,555 20,024 20,728

2025 14,200 6,086 20,285 20,772 21,502

2026 14,825 6,215 21,040 21,545 22,302

2027 15,480 6,350 21,830 22,354 23,140

2028 16,165 6,485 22,650 23,194 24,009

2029 16,880 6,625 23,505 24,069 24,915

2030 17,630 6,765 24,395 24,980 25,859

60

A forecast of the number of tourists visits movements subject to conditions’ basket, including moderate security incidents without sharp fluctuations and without any major incident.


40

3.3.2 Forecast of growth in emissions from international traffic

In order to perform the forecast of fuel consumption and CO2 emissions, 2013 was selected as the base year.

The forecast of growth in RTK, Fuel consumption and CO2 emissions as received from the increase in passenger traffic to and from Israel is as follows:

Year Int'l passengers to / from Israel

Growth Scheduled Int'l RTK

Scheduled Int'l Fuel consumed

Scheduled Int'l CO2 Emissions

Column )0( )3( )2( )4( )5(

(thousands) (percent) (thousands) (tonnes) (tonnes)

Source Central Bureau of Statistics

ICAO Portal Form M of IL Air Carriers61

Fuel*9.067

2101 11,571 2,653,203 748,340 2,362,509

2100 12,343 6.67% 2,651,207 747,229 2,359,001

2102 12,515 1.39% 2,592,760 724,548 2,287,398

Source Central Bureau of Statistics

Form A of IL Air Carriers

Correction factor 62

Fuel*9.067

2109 13,559 8.34% 2,656,511 716,151 2,227,163

Forecast of passenger traffic in column (1) is based on Sadan’s forecast assuming an increase of 4.2% Due to Open Skies Agreement

2014 14,102 4.00% 2,668,391 733,720 2,316,355

2015 14,666 4.00% 2,775,111 763,065 2,408,996

2016 15,266 4.09% 2,888,549 794,257 2,507,468

2017 15,818 3.62% 2,992,999 822,977 2,598,138

2018 16,396 3.66% 3,102,463 853,076 2,693,161

2019 16,995 3.65% 3,215,806 884,242 2,791,551

2020 17,621 3.68% 3,334,164 916,786 2,894,294

2021 18,272 3.69% 3,457,346 950,657 3,001,225

2022 18,944 3.68% 3,584,503 985,621 3,111,606

2023 19,647 3.71% 3,717,620 1,022,224 3,227,161

2024 20,376 3.71% 3,855,561 1,060,153 3,346,905

2025 21,137 3.73% 3,999,558 1,099,748 3,471,904

2026 21,924 3.72% 4,148,381 1,140,669 3,601,093

2027 22,747 3.76% 4,304,204 1,183,515 3,736,358

2028 23,602 3.76% 4,465,893 1,227,975 3,876,716

2029 24,492 3.77% 4,634,394 1,274,307 4,022,987

2030 25,420 3.79% 4,809,896 1,322,564 4,175,336

61

Fuel consumption data for 2010, 2011 and 2012 are multiplied by correction factor (RTK ICAO / RTK Form M): 1.0266, 1.0184 and 1.0464 respectively.

62 Fuel consumption data for 2013 are multiplied by correction factor (RTK Form A / RTK Form M): 0.9998


41

Clarifications in regard of the forecast in growth of international passenger traffic and fuel consumption:

1) The impact of Open Skies Agreement with the EC on international traffic growth (column 1) is fully reflected from 2016 onward.

2) Israel’s action plan for emissions reduction uses average growth - 4.2% (average of the lower and upper limit).

3) Passenger traffic data selected for the years 2014 and 2015 are “intermediate data” based on the assumption of an approximated fixed growth from real data in 2013 to the forecast data in 2016.

4) Real data for 2013 (according to Central Bureau of Statistics) were significantly higher than expected by Sadan (footnote 59) due to the beginning of the Open Skies impact and other economic impacts.

5) The impact of the 2014 Israel - Gaza conflict (Operation Protective Edge) has not been reviewed yet. Probably 2014 data will be lower than the forecast in the table, however assuming that the calm situation will last over time it can be expected that traffic will increase later on, which will bring it back to the original forecast.

6) According to the data of passenger traffic in scheduled flights (see section 2.3.1), the relative share of Israeli companies in international passenger traffic is somewhat decreasing.


42

The following table elaborate the previous table and contains forecast of growth in RTK, Fuel consumption (in tonnes), CO2 emissions (in tonnes) as well as t fuel consumption (in liters) and fuel efficiency;

Year Scheduled Int'l RTK

Scheduled Int'l Fuel

consumed

Scheduled Int'l CO2

Emissions

Scheduled Int'l Fuel

consumed

Fuel Efficiency

Column )0( )3( )2( )4( )5(

(thousands) (tonnes) (tonnes) (Billion litres)

Source ICAO Portal Form M of IL Air Carriers63

Fuel*9.067 (or Giga litres)

Fuel consumed / RTK

2101 2,653,203 748,340 2,362,509 0.935 0.2821

2100 2,651,207 747,229 2,359,001 0.934 0.2818

2102 2,592,760 724,548 2,287,398 0.906 0.2795

Source Form A of IL Air Carriers

Correction factor64

2109 2,656,511 716,151 2,227,163 0.882 0.2750

2014 2,668,391 733,720 2,316,355 0.917 0.2750

2015 2,775,111 763,065 2,408,996 0.954 0.2750

2016 2,888,549 794,257 2,507,468 0.993 0.2750

2017 2,992,999 822,977 2,598,138 1.029 0.2750

2018 3,102,463 853,076 2,693,161 1.066 0.2750

2019 3,215,806 884,242 2,791,551 1.105 0.2750

2020 3,334,164 916,786 2,894,294 1.146 0.2750

2021 3,457,346 950,657 3,001,225 1.188 0.2750

2022 3,584,503 985,621 3,111,606 1.232 0.2750

2023 3,717,620 1,022,224 3,227,161 1.278 0.2750

2024 3,855,561 1,060,153 3,346,905 1.325 0.2750

2025 3,999,558 1,099,748 3,471,904 1.375 0.2750

2026 4,148,381 1,140,669 3,601,093 1.426 0.2750

2027 4,304,204 1,183,515 3,736,358 1.479 0.2750

2028 4,465,893 1,227,975 3,876,716 1.535 0.2750

2029 4,634,394 1,274,307 4,022,987 1.593 0.2750

2030 4,809,896 1,322,564 4,175,336 1.653 0.2750

Explanation on fuel efficiency column:

The right column in the table indicates that in 2010 to 2013 fuel efficiency (Fuel consumed / RTK) has improved, since the Israeli airlines have already begun to take measures for fuel

63

Fuel consumption data for 2010, 2011 and 2012 are multiplied by correction factor (RTK ICAO / RTK Form M): 1.0266, 1.0184 and 1.0464 respectively.

64 Fuel consumption data for 2013 are multiplied by correction factor (RTK Form A / RTK Form M): 0.9998


43

economy in recent years as detailed in the next section, and their implementation had led, as expected, to fuel efficiency improvement.

Fuel efficiency from 2013, the base year, and onward is constant, since the purpose of the table is to present Israel’s emissions forecast at the base, before taking any actions / measures to reduce emissions.

A graphical representation of the forecasted growth in RTK and fuel consumption (tonnes):

To conclude this chapter, below are the base results (before taking any measures to reduce emissions)

The succinct summary in this table, including the choice of units ,is presented as requested by the ICAO.

International CO2 emissions

International fuel International RTKs Year

(metric tonnes) (litres) (tonne-kilometres) Units

2,227,163 881,835,312 2,565,644 2013

2,894,294 1,145,982,676 3,334,164 2020

4,175,336 1,653,205,450 4,809,896 2030

0

1000000

2000000

3000000

4000000

5000000

6000000

2555 2515 2513 2525 2520 2535

Year

Figure 1: baseline traffic and fuel consumption - projections

RTK (thousands)

Fuel (tonnes)


44

4 Israel’s action plan for reduction in CO3 Gases emission

4.1 Overview

The plan includes use of measures at various levels. First the review presents measures on a global or regional level - these measures are expected to serve global or regional aviation in the coming years, and will be adopted subject to their applicability. Then we will present measures with potential for use in state level, followed by measures with potential for saving fuel and reducing emissions in the stakeholders’ level - airlines and Israel Airport Authority.

Measures at the state level and at the stakeholders’ level are briefly described in this chapter, and are described in detail in the appendices to the plan.

The various measures have different statuses, such as:

Measures in which implementation date has been set, and expected reductions have been estimated;

Measures implemented few years ago and their respective reductions are reflected in the 2013 report (fuel consumption and RTK), and even in reports of previous years.

Measures in which implementation date has been set, but expected reductions have not yet been estimated;

Measures in which implementation date has not been set;

The action plan and the estimations for improving fuel consumptions and CO2 reduction are based on information and data available at the time of plan preparation. New data and information on fuel consumption improvement will be reflected in revisions of the plan.

4.2 Review of measures on global and regional level

On global level (ICAO):

Adoption of ICAO’s global CO2 certification standard for aircraft - after its approval at the 39th Assembly in 2016.

Adoption of economic / market based measures for aviation – ICAO’s Global MBM - after its approval at the 39th Assembly in 2016. The implementation of the measure has been set by the 38th Assembly to begin on 2020.

On global / regional level:

Alternative fuels – at the time when alternative jet fuel will be available and commonly used by the airlines (and it’s probable that use of alternative fuels will be economically viable by that time), Israeli civil aviation will prepare according to ICAO standards.

At this time, the relevant bodies in Israel have not yet taken actions to put them into use.

A fuels choice initiative in Israel promotes research in this area (see details below in the review at state level) and constitutes a knowledge center on the subject. The technology manager of the fuels choice initiative estimates that alternative fuels will begin to be moderately used for aircraft in the next decade, and an increase in their use is expected further on until 2050.


45

On the regional level:

Integration into the Single European Sky (SES) plan, which includes division of the airspace into Functional Airspace Block (FAB), and creation of more efficient routes for aircraft with advanced navigation systems, flying according to performance-based navigation (PBN) principles.

4.3 Review of measures in the national / state level

Improved air traffic management and infrastructure use

Actions for significant shortening of flight and taxi distances and duration, fuel economy and emissions reduction:

Planning optimum flight routings.

An advanced standard for Reduced Vertical Separation Minimum (RVSM65) - 1,000 Ft - is applied in Israel airspace.

Increasing use of PBN procedures and shortening approach procedures in Ben Gurion airport.

Changes in Operational procedures in Ben Gurion airport as a result of runways system upgrade.

TaxiBot development and licensing

An engineering project for the development of semi-robotic system of aircraft tug controlled by the pilot and designed to taxi aircraft from the jet bridge in the terminal to the runway and back.

The project is run by Israel Aerospace Industries and is supervised by the CAAI under the certificating program for the provision of Israeli certification.

Completion of certificating tests for this model (designed for narrow-body aircraft) is ended in November 2014.

EL AL is considering joining the project, however currently no plan is approved for procurement and use of this system in Israel.

Alternative Fuels

The Fuel Choice Initiative at the Prime Minister's Office is working to develop alternative fuels for transport. It is emphasized that in the past the initiative was focused mainly on ground transportation, and support for this sector was made mainly by funding academic research. Recently there is an initiative to promote alternative fuels for air transportation, and as a first step to create a work plan and an interface for operations with international organizations.

It is worth noting the promotion of research activities for turning carbon dioxide into jet fuel, performed in the Blechner Center for Industrial Catalysis at Ben Gurion University.

65

Reduced Vertical Separation Minima or Minimum


46

Regulatory / other measures

The Ministry of Environmental protection (Division of Air Quality and Climate Change) promotes activity encouraging the market to voluntarily reduce emissions, in accordance with the National Plan for Reducing Greenhouse Gas Emissions (Government Resolution No. 2611 of November 2010).

Within the framework of the national plan, a support program (grants) was established, for investments in reducing greenhouse gas emissions and increasing energy efficiency, and a system for the registration and reporting of greenhouse gas emissions was created. Under this system, organizations voluntarily report on greenhouse gas emissions from their operations.

The Ministry of Environmental Protection, which runs the plan66, considers the integration of the civil aviation sector in the program.

The Ministry of Environmental Protection is preparing a strategic plan to reduce greenhouse gas emissions in all sectors. The plan will include the CAAI’s plan for greenhouse gas reduction from international civil aviation.

4.4 Review of measures in stakeholder level

It should be noted that this chapter presents a snapshot of activities that are already being carried out, that are planned to be carried out, or that are under examination, for the various operators.

Aircraft Category (as of October 1st, 2014)

Renewal of aircraft fleet –procurement of B737-900 airplanes in EL AL, procurement of B747-400 cargo airplanes in C.A.L., procurement of A321 airplanes with Neo engines, and an Embraer airplane in Arkia.

Winglets retrofit in EL AL’s B737-700 / 800 fleet, and in Arkia’s B757-300 fleet.

More efficient operations category

Pre-active activity to reduce weight - mainly through reducing water amount and removing redundant items.

Maintenance - engine wash, and in some airlines also external wash, as well as reducing the use of APU in aircraft.

Techniques and flight procedures - rear center of gravity loading, in taxiing (start last engine) before takeoff, in taxiing (turn off one engine) after landing, lowering acceleration altitude and flaps retracting altitude, and extending landing gear in lower altitude.

66

The National Plan for Reducing Greenhouse Gas Emissions


47

Improved air traffic management and infrastructure use category

Reducing the amount of fuel in dispatch, using measures such as reducing redundant Route Reserve, using Cost Index software, increasing cruise flight level in B737, dispatching without alternate airport in a good weather and performing Required Navigation Performance (RNP) approaches.

The following table summarize the measures to reduce emissions:

Measure Description ICAO Category classification

Full implementation

date

Estimated reduction

Super national level

Adoption of ICAO’s CO2 certification standard

Aircraft Technology

2105 TBD

Adoption of ICAO’s Global MBM Economic/Market-based

2020 TBD

Integration into European airspace - SES Improved ATM & Infra.

TBD

Development and deployment / use of aviation biofuel

Alternative Fuels TBD

National level

Planning flight routes and advanced approach procedures (RVSM, RNP RNAV)

Improved ATM & Infra.

TBD

Use of military airspace based on time division in order to shorten routes

2013

Taxi-Bot Development and Certificating Improved ATM & Infra.

Unknown

Government plan for Alternative Fuels focusing on ground transportation, initial initiative to promote Alternative Fuels for aviation

Alternative Fuels Unknown

Research in Ben Gurion University to convert CO2 into Jet fuel

Alternative Fuels Unknown

Integrating aviation into the national plan to reduce greenhouse gas emissions, managed by the Ministry of Environmental Protection

Regulatory measures / Other

Unknown

Airlines

Purchase of new aircraft Aircraft Technology


48


Full implementation

date

Estimated reduction

EL AL - 6 Boeing 737-900 airplanes 2013-2015 2016

10% 20%

Arkia - 4 Airbus 321 neo airplanes 2018-2019 2020

10% 20%

C.A.L. - 2 Boeing 744 cargo airplanes 2014 2015

3% 15%

Winglets retrofit Aircraft Technology

EL AL - in Boeing 737-700 / 800 fleet 2013 2-3%

Arkia - in Boeing 757-300 fleet 2013 3%

Israir - Sharklets installation in Airbus fleet is under examination

is considered 2015

3%

Reduction of Aircraft weight More Efficient Ops.

EL AL - reducing water amount, removing redundant items and rear fuel tank

2014-2015 2016

250,000 kg 500,000 kg

Israir – Activation of EFB67 , Reducing water amount, Removing redundant items

2016 2012 2012

10,000 kg 18,000 kg

TBD

C.A.L - reducing water amount, removing redundant / unnecessary items

2007

Flight techniques and procedures More Efficient Ops.

EL AL In taxiing (start last engine) before takeoff, In taxiing (turn off one engine) after landing, Lowering acceleration altitude and flaps retracting altitude extending landing gear in lower altitude, Flight balance - center of gravity loading

7/14 – 1/15

7/2014 7/2014 7/2014

2013

400,000 kg 600,000 kg 500,000 kg 500,000 kg 500,000 kg

Flight techniques and procedures More Efficient Ops.

67

Electronic Flight Bag


49


Full implementation

date

Estimated reduction

Israir - Flight balance - center of gravity loading switch to idle position in thrust reversers In taxiing (turn off engine) after landing

2012 2012 2012

90,000 kg 38,000 kg 29,000 kg

Reducing fuel amount in dispatching Improved ATM & Infra.

EL AL Reduction in superfluous route reserve Using cost index software Increase flight level during cruise in B737 Dispatching to airports that have no alternate airport in good weather implementation of RNP approaches Location of alternate airports closer to the destination and obtaining CAAI’s approval

2015

3/2014 8/2014

2014 / 2015

2106 2014 / 2015

300,000 kg

1,000,000 kg 500,000 kg

1,000,000 kg

400,000 kg 200,000 kg

Arkia - Dispatch using Re-dispatch method

2014 0.5%

Arkia - Using Cost Index software 2000 0.1%

Israir - Using Cost Index software Use of FMGS managed speed Weather procedure to allow dispatch to alternate airport

2011 2011 2015

TBD TBD TBD

C.A.L. - Reducing access Route Reserve (beyond law requirements)

2007

C.A.L. - Using Cost Index software 2007

Maintenance More Efficient Ops.

EL AL Engine wash Reduce use of APU

2014 110,000 kg 350,000 kg

Arkia - Engine wash and aircraft external wash

2007 0.5%

Israir – aircraft external wash Reduce use of APU

2012 2012

TBD TBD

C.A.L. - aircraft external cleaning 2007

Israel Airport Authority


50


Full implementation

date

Estimated reduction

Changes in Operational procedures68 Using PBN approach procedures

Airport 2014 TBD

Reducing the use of APU in Ben Gurion airport

Airport TBD

Ben Gurion airport Carbon footprint Accreditation

Airport Co-benefits69

Green Building in Ben Gurion airport Airport Co-benefits

4.5 Israel emissions forecast, including reductions calculation

As stated in previous chapters, the State’s action plan deals with international traffic of air carriers registered in the State. Applicable data for the action plan, which are reported on an annual basis, are traffic (in terms of RTK) and fuel consumption, for scheduled and unscheduled traffic.

ICAO presents traffic data (in terms of RTK) for scheduled flights only. Since the data obtained from the air carriers for 2010-2012 (according to Form M) and the ICAO’s data were found to have differences, the forecast of emissions and fuel consumption and the calculations of fuel consumption improvement include scheduled flights operations only.

It is noteworthy that the main activity of Israel’s primary air carrier (and cargo carrier) is scheduled flights, while in the smaller air carriers, unscheduled activity constitutes a significant share.

Updates to the CAAI’s plan will consider adding data from unscheduled activity.

The forecast is based on the approach of baseline year (methodology 3 according to ICAO

terminology), with 2013 as the base year.

The calculation is taking into account the contribution of future measures, in accordance with current estimations. The contribution of the measures implemented before 2013 has already been included in the base, and indeed Table II in section 3.3.2 indicates fuel efficiency improvement between 2010 and 2013.

68

Using short taxiway for takeoff on runway 26 and exit of runway 12/21. 69

This measure will not contribute to reduce fuel consumption by aircraft flying internationally.


51

Fuel consumption forecast after the implementation of fuel savings, compared to base year:

Expected Results Fuel (Giga Litres)

Gain relative to base year fuel (Giga Litres) Base Year Fuel

(Giga Litres)

Year

Total (+Growth)

Improved ATM & Infra.

Efficient Operations

Fleet Renewal

0.882 0.000 0.000 0.000 0.000 0.882 2013

0.908 0.009 0.002 0.003 0.004 0.917 2014

0.933 0.021 0.004 0.004 0.012 0.954 2015

0.968 0.025 0.004 0.004 0.016 0.993 2016

1.004 0.025 0.004 0.004 0.016 1.029 2017

1.041 0.025 0.004 0.004 0.016 1.066 2018

1.146 2020

1.375 2025

1.653 2030

Fuel consumption forecast for 3131 and 2030

Implementation of fuel savings for the next five years, and extrapolation for future years:

Fuel / RTK RTK Fuel (Giga Litres) Year

0.2750 4,555,522 0.882 2013

0.2684 3,102,463 1.041 2018

-0.4814% Efficiency improvement

0.2658 3,334,164 1.108 2020

0.2595 3,999,558 1.297 2025

0.2533 4,809,896 1.523 2030

The annual improvement in fuel efficiency, based on the contribution of measures to reduce emissions for which we have estimation for expected fuel savings, is approximately 0.5%. In updates for the plan we expect improvement of emissions reductions, since there are measures for which reduction estimation is not available and are therefore not included in the calculations.


52

A graphical presentation of fuel consumption forecast, at base and after measures implementation:

5 Assistance needs

ICAO requested that State’s action plan will contain description of the assistance needs of the State from ICAO for the implementation of the emissions reduction plan.

CAAI is considering the assistance required to implement the plan. After the formulation of the required “assistance package”, it will be delivered to ICAO separately from the current document.


53

6 Summary and Conclusions

ICAO Assembly Resolution A38-18 established collective global goals (for international aviation) of 2 per cent annual fuel efficiency improvement, and keeping the global net carbon emissions from 2020 onwards at the same level, as well as to continue with feasibility studies of the long term global goals.

Roadmaps for emissions reduction previously presented by ICAO and IATA estimated that alternative fuels and Market Based Measures (MBMs) will be required in order to achieve the

2020 goal, i.e. assuming the forecasted growth in demand for aviation the combination of the policy measures: Aircraft-related technology development, Improved air traffic management and infrastructure use, and more efficient operations, does not alone enable to reach the short and medium term reduction goals.

Fleet renewal is a promising measure to reduce emissions in the long term, particularly with innovative future design in the very long term. The timing and pace of new aircraft purchases will be made in accordance with the economic and commercial considerations of the airlines, without regulator influence, except for the possibility of regulation requiring removal of obsolete airplanes.

Alternative fuels are considered to have high potential for emissions reductions; however, since they require research and development activities pending widespread use, such fuels may be applicable for the long term.

Regarding regulatory and other measures - Israel, as a state with aspirations for economic growth that has no other international transport alternatives other than international aviation due to its location and geopolitical situation, is interested in increasing the capacity and scope of aviation activity.

The expected improvement in fuel savings and emissions reduction of 0.5% annually described in this plan does not include measures for which an estimate of reduction potential is not yet available; therefore some measure of improvement is expected. It also does not include the use of alternative fuels, and it assumes that ICAO will delay implementation of economic measures

until the development of a global plan (global MBM) and mechanisms for its implementation.

The action plan to reduce emissions detailed in this document constitutes the first submission of Israel’s action plan. Revisions or updates for the States’ action plans are required to be submitted, in accordance with Article 15 of ICAO resolution A38-18, by the end of June 2015.

ICAO believes that environmental issues are a potential constraint on the development of the international aviation industry. The CAA of Israel (CAAI) supports the ICAO's continued efforts

for a systematic treatment of the subject of developing sustainable international aviation, including addressing the strategic challenge posed by climate change.

Israel is committed, by virtue of being an ICAO Member State and under the Assembly resolutions, to the ICAO’s Initiative to reduce greenhouse gas (CO2) emissions from international civil aviation, which is one of the global measures taken in the area of global climate change ,and will contribute its share to achieve the global goals.


54

In this document, the CAAI has mapped the currently known measures that could lead to fuel saving and reduction of CO2 emissions, as well as estimated future emission reduction expected in respect of the measures where such estimation was available. Israel’s Action Plan reviews activities already implemented as well as activities planned in the future at the state level for greenhouse gas (CO2) emissions reduction from Israel’s civil aviation sector.

Mapping and the estimation of the reduction had been carried out with the assistance of stakeholders in Israel’s aviation industry: the air carriers and Israel Airports Authority, which operates both airports and air traffic management units, and with the assistance of governmental bodies - Ministry of Environmental protection and the Fuel Choice Initiative at the Prime Minister's Office. Most of the measures taken today by stakeholders in Israel’s aviation industry derive from increased operative and commercial efficiency of the air carriers.

The CAAI future activities:

Continuous overseeing and monitoring of statistical reports submitted by the air carriers in regard of fuel consumption and RTK, in order to improve data reliability. Prior to the Action plan's revision target date, the CAAI will consider expanding the plan to include also data of unscheduled international aviation activities.

Maintaining currency and up to date follow up of ICAO information regarding the emissions reductions initiative; in particular monitoring and adopting future ICAO approved global measures (e.g. CO2 Certification Standards for aircraft, Global MBM etc.).

Ongoing monitoring, with the assistance of Israel's Aviation industry stakeholders, of the implementation of measures already included in the current plan, and developments concerning emissions reduction.

Israel plans to update its Action Plan in the future in accordance with the schedule to be established by the ICAO.

Appendices - Measures To Reduce CO2 Emissions

1

Appendices – Measures to Reduce CO2

Emissions

a. Measures of Airlines and Aerospace Industry

b. Measures of Israel Airports Authority (IAA)

c. Measures of Governmental Offices


2

A. Measures of Airlines and Aerospace Industry

EL AL

1 EL AL fleet renewal program

Title EL AL fleet renewal program

Description Technological improvement

ICAO Category Aircraft-related technology development

Measure Purchase of new aircraft

Action EL AL fleet renewal program: Purchase of Boeing 737-900 airplanes, following the removal of Boeing 757 planes. The next step is the removal of Boeing 737-700 planes. By 2016 the company fleet will include 6 Boeing 737-900 planes. Boeing 737-900 aircraft are about 20% more fuel efficient compared with Boeing 757 aircraft.

Commencement 2013

Full implementation 2016

Stakeholders involved

Boeing

Incremental improvements / benefits obtain from each measure

Year 2014-2016 partial improvement, 2017 onwards full improvement

Fuel improvement )%(

20%

Additional benefits expected

New and low noise aircraft

Point of contact for this measure: Capt. Noam Lowenstein | Fuel Conservation Manager E-mail: [email protected] Tel: 03-9717885



3

2 Retrofit of EL AL’s B727 )-711/-811( fleet with blended winglets

Title Retrofit of EL AL’s B737 fleet–with Blended Winglets

Description Technological improvement / aerodynamic

ICAO Category Technological development applications relating to aircraft

Measure Retrofitting and upgrade improvements on existing aircraft

Action Retrofit wingtip with blended winglets in the B737 (-700 / -800) fleet. Winglets installation in the B737 fleet was completed at the end of 2012. Reviewing implication for installing new, more efficient wingtip winglets from New-split-scimitar-winglets type in B737-700 / 800

aircraft. Savings potential is estimated at 2% per flight compared to existing winglets, and about 2 million kg of fuel per year when all aircraft in the fleet will be retrofitted.

Commencement 2010



EL AL; Boeing

Incremental improvements / benefits obtained from each measure

Year 2013 onward


2% -3% per flight (depending on flight length)


Better climb performance Noise reduction




4

3 Reduction of Aircraft weight

Title Reduction of Aircraft Weight (as part of EL AL’s a fuel saving program)

Description Removing redundant items from the aircraft

ICAO Category More efficient operations

Measure Exploring fuel saving implications for the removal of various items

Action 1. Removing rear fuel tank (including its pumps) which is almost never used in B747 aircraft. Boeing was contacted to examine implications of making this modification. If decided to carry it out, the modification is expected to take about a year and a half for the entire fleet.

2. Reducing the amount of water for kitchens and bathrooms. Water supply charts (by destination and number of passengers) will be updated during 2014.

3. Removing redundant items from Fly Away Kit in B737 and B747-400 aircraft.

Commencement 2014



EL AL

Incremental improvements / benefits obtain from each measure:


Fuel improvement (kg)

3600 kg fuel per year per each 1 kg aircraft weight reduction. Expected aircraft weight reduction - 150 kg In total about 500,000 kg fuel per year




5

4 Flight techniques and procedures in EL AL

Title Flight techniques and procedures in EL AL

Description Operating procedures


Measure Reducing engine thrust in taxiing and reducing drag during acceleration and landing

Action 1. Fuel saving during taxiing before takeoff – staring last engine only before takeoff .Implementation to begin in B747-400 fleet and later in B737 and B767 fleets.

2. Fuel saving during taxiing after landing – turn off one engine after landing .In B747-400 fleet turn off 2 engines, subject to weight restrictions and runway condition.

3. Lowering acceleration altitude and flaps retracting altitude from 1500 feet to 1000 feet (in airports that allow it).

4. Extending landing gear before landing in lower altitude, from 2500 feet to 2000 feet (resulting in less flying with open throttle against drag)

5. Weight and balance in flight - training of load controllers and emphasizing the importance of rear center of gravity loading

Commencement 1. B747 fleet starting July 2014 , B737 and B767 fleet starting at the beginning of 2015

2. Starting July 2014 3. Starting July 2014 4. Starting July 2014 5. 2013



EL AL


Year 2014 partial improvement, 2015 onwards full improvement

Fuel improvement (kg) Estimation

400,000 kg per year

600,000 kg per year

500,000 kg per year

500,000 kg per year

500,000 kg per year Point of contact for this measure: Capt. Noam Lowenstein | Fuel Conservation Manager E-mail: [email protected] Tel: 03-9717885



6

5 Reducing fuel amount in dispatching

Title Reducing fuel amount in dispatching

Description Route planning and optimal alternate airports

ICAO Category Improved air traffic management and infrastructure use

Measure More efficient ATM planning, terminal operation and routes

Action 1. Reduction in superfluous Route Reserve Fuel (beyond regulations requirements – reducing from 5% to 3%)

2. Using Cost Index (Route planning optimization software) resulting in slower flight and fuel saving

3. Increasing flight level during cruise in B737 aircraft – this issue had been examined and the restriction was released for day flights; releasing the restriction for B747 fleet is being examined.

4. Dispatching to European airports that have no alternate airport (in good weather conditions) - real-time weather monitoring system, NOTAM and standby in destination.

5. Ongoing location of alternate airports closer to the destination and obtaining CAAI’s approval.

6. Training and approval to perform RNP approaches.

Commencement 1. For each fleet after its respective re-certificating 2. March 2014 3. August 2014 4. For each fleet after its respective re-certificating 5. Ongoing 6. Beginning of 2015



EL AL


Year 2014 partial improvement ,2015 onwards full improvement

Fuel improvement (kg) Estimation

1. 300,000 kg per year 2. 1,000,000 kg per year 3. 500,000 kg per year 4. 1,000,000 kg per year 5. 200,000 kg per year 6. 400,000 kg per year




7

6 Maintenance: improved engine wash and reduction of APU utilization

Title Maintenance: improved engine wash and reduction of APU utilization

Description Operating improvements


Measure Aircraft maintenance optimization

Action Increasing the frequency of engines wash cycles: Increasing the frequency of engines wash: Increased expenditure on compressors wash is expected. Engines consume less fuel and monetary savings are higher than the expenditure, resulting in savings in fuel consumption and emissions. EL AL purchased a more efficient machine and this procedure is being performed routinely for all aircraft of the company. Reduction of APU utilization: Maximum use of air conditioning and external electric power from external stands. Work is being performed to accurately monitor APU usage.

Commencement 2014



EL AL


Year 2014 onwards

Fuel improvement (kg) Engine wash: 400,000 kg of fuel per year Reducing use of APU: 350,000 kg per year (estimation)


Increased engines’ life duration Better operating capabilities




8

Arkia

7 Arkia fleet renewal program

Title Arkia fleet renewal program




Action Arkia fleet renewal program: Purchase of four (4) Airbus 321 planes with neo engine (and removal of Boeing 757-300 planes)

Purchase of 1 plane is planned to 2018

Purchase of 3 planes is planned to 2019 Neo engine aircraft are about 20-25% more efficient in fuel consumption compared with Airbus 321 of the current model, and compared with the Boeing 757-300 aircraft that the company currently operates.

Commencement 2018


Stakeholders involved Arkia Incremental improvements / benefits obtain from each measure:


Fuel improvement (%)

20%


New, low noise and more efficient aircraft

Point of contact for this measure: Arkia / Manager of Operational Planning & Coordination -Moshe Turteltaub E-mail: [email protected]



9

8 Retrofit of Arkia’s B757-211 fleet with Blended Winglets

Title Retrofit of Arkia’s B757-300 fleet with Blended Winglets



Measure Retrofitting and upgrade improvement on existing aircraft

Action Retrofit wingtip with Blended Winglets was done in 2 B757-300 airplanes. Resulting in 1%-4% fuel savings, depending on flight length.

Commencement 2012


Stakeholders involved Arkia Boeing


Year 2013 onward - full Improvement


510,000 kg per year


3% per flight


Improved performance in different flight phases Increased flight range




10

9 Best practice methods in flight operations in Arkia

Title Best practice methods in flight operations in Arkia

Description Flight cost optimization


Measure Operating procedures

Action 1. Using Cost Index (optimization of flight routes planning, performance and flight profile according to cost data)

2. Dispatch using Re-dispatch method, which reduces the fuel amount required for the flight, consequently reducing aircraft weight and reducing fuel consumption

Commencement Cost Index - 2000 Re-dispatch - June 4102 (commenced in 2005 and was discontinued during runway infrastructure upgrading in Ben Gurion airport)

Full implementation Implemented

Stakeholders involved Arkia Incremental improvements / benefits obtain from each measure

Year


0.6% of which 0.1% due to Cost-Index and 0.5% due to Re-dispatch




11

10 External wash of aircraft and engines in Arkia

Title External wash of aircraft and engines in Arkia

Description Operating improvements


Measure Aircraft maintenance optimization

Action Increase washes frequency Engine wash improves combustion efficiency and reduces fuel consumption. External wash reduces aircraft weight and improves aircraft laminar flow, and thus improves fuel consumption.

Commencement 2007

Full implementation

Stakeholders involved Arkia Maintenance (EL AL as service provider). Incremental improvements / benefits obtain from each measure

Year


0.5%

Additional benefits Increasing engines life Point of contact for this measure: Arkia / Manager of Operational Planning & Coordination -Moshe Turteltaub E-mail: [email protected]



12

Israir

11 Flight techniques and procedures in Israir’s Airbus fleet

Title Flight techniques and procedures in Israir’s Airbus fleet



Measure Center of gravity in loading, reducing engine thrust in taxi after landing, reduction of APU utilization on the ground

Action 1. Loading cargo to achieve optimal center of gravity - guidance in procedures to achieve optimal center of gravity for cost-effective flight during cruise, of 25% + 2% toward the rear from reference point - before 2012;

2. After landing, switch to idle position (instead of full position) in thrust reversers. Implemented after risk management process in consultation with Airbus and other airlines, since from flight safety aspect it was recommended to use full position as standard - Implemented before 2012

3. Turn off one engine after landing, resulting in fuel savings during taxi to parking stand .After switching to idle position in thrust reversers, engine may be turned off almost immediately after clearing the runway and starting taxiing in a straight line – Implemented before 2012

4. Reducing APU usage on the ground using stations connected to Jet Bridge and a quick transition to GPU equipment and air-conditioning use.

Optional techniques under examination: 5. Lowering acceleration altitude from 1500 feet to 800 feet and

reduced climb thrust when destination airports and the authorities allow it - this option will be available in the new FMS release and its implementation will be reviewed.

6. Single engine taxi to takeoff runway - operational option available when aircraft weight is below 70 tonnes and taxiing time is minimal - enabled in a small number of flights - according to CAAI it is not justified and not approved at this stage. Might be re-discussed in the future.

Commencement 2010



Israir ,Airbus


13


Year

Fuel improvement (kg) 1. 0.5% improvement in fuel consumption in cruise - 90,000 kg per year

2. About 41 kg per landing, 38-40000 kg per year 3. About 15 kg per landing, 28-30000 kg per year 4. There is no information regarding savings - to be checked during

the plan's update Point of contact for this measure: Capt. Eyal Kuttner | Airbus Fleet Chief Pilot E-mail: [email protected] Tel: 03-5115502

http://robustus.impactia.com/AnalyticServer/redirect?cid=4d7436e686874d0d&mid=42450733&eurl=bWFpbHRvOmV5YWxrQGlzcmFpci5jby5pbA==&[email protected]


14

12 Retrofit of Israir’s Airbus fleet - Sharklets installation

Title Retrofit of Israir’s Airbus fleet - Sharklets installation



Measure Retrofit improvements and upgrading of existing aircraft

Action Airbus developed sharklets for A320 aircraft, available for installation at a cost of about 2 million $ per plane. Potential savings are estimated at 3% to 4% per flight and approximately 588 tonnes of fuel per year, after upgrading the 2 airplanes in the fleet. Israir is considering the feasibility of this retrofit.

Commencement 2015 (if decided to perform the retrofit)



Israir Airbus


Year


588,000 kg per year for the fleet


3-4% per flight

Additional benefits Improved climbing performance Noise Reduction

Point of contact for this measure: Capt. Eyal Kuttner | Airbus Fleet Chief Pilot E-mail: [email protected] Tel: 03-5115502



15

13 Reducing fuel amount in dispatching - Israir

Title Reducing fuel amount in dispatching

Description Route planning and optimal alternate airports


Measure More efficient ATM in planning, terminal operation and routes

Action 1. Managed planning and dispatching concept, and using Cost Index (Using FWZ software for route planning optimization) - resulting in slower flight and fuel consumption saving.

2. Operations - maximum use of FMGS managed speed. Exists and implemented in the fleet’s procedures.

3. Update dispatching weather procedure to allow direct dispatch to alternate airport and eliminating the need to dispatch to airport expected to be closed. Implementation is scheduled for early 2015

with the introduction of new regulations. 4. Early acceleration during climb, if possible in terms of airspace

traffic, and subject to air traffic control approval .Since most often it is not authorized by air traffic control, this procedure is not implemented in practice.

Commencement 2012



Israir


Year


1. Implemented before 2012 - improvement has not yet been evaluated

2. Implemented before 2012 - improvement has not yet been evaluated

3. Commencement in 2015 - improvement has not yet been evaluated

4. About 15 kg per flight (about 35,000 kg per year) - not implemented




16

14 Reduction of Aircraft Weight in Israir

Title Reduction of aircraft weight (within the framework of fuel efficiency improvements in Israir’s Airbus fleet)

Description Reducing weight by reducing the amount of fuel, removing redundant items from the aircraft and reducing the amount of water to the amount required.


Measure Exploring fuel saving implications for reducing various weights

Action 1. Partial filling of the water tank in accordance with planned operation - implemented in 2012.

2. Reducing additional equipment (Fly Away Kit) on the aircraft to the minimum required, however there is additional equipment that increases the weight. a. In light of past experience, FAK of Spare wheels is regularly

flown, which add around 411kg. b. In addition, one aircraft was installed with Flight Guard

protection system - added weight of 01 kg. Total system weight after installation will be approximately 401kg, which is expected to increase overall fuel consumption by 1%.

3. Reducing the amount of spare fuel taken by the crews through a process of trust building in flight plan data. This action is under continuous improvement process. The amount of fuel at the beginning of the flight it larger than the amount proposed in the flight plan - new operations officers are in learning process, gaining experience and building trust with the pilots.

4. Activation of Electronic Flight Bag (EFB) in the cockpit. Following 6 months evaluation period, reduction of 30 kg is expected from cockpit’s aircraft manuals. (Full implementation by early 2016).

Commencement 2011



Israir


17


Year


1. Reduction of water amount (departures with 70% container in short flights and small amount of passengers) saves about 18,000 kg per year.

2. FAK Reduction – in practice overall weight increase of approximately 215 kg ,which causes an increase in fuel consumption

3. Implementation started before 2012 – gradual continuous improvement. Improvement degree has not yet been evaluated

4. EFB activation – saving of about 10,000 kg fuel consumption per year.




18

15 Maintenance: keep clean aircraft to reduce drag in Airbus fleet

Title keep clean aircraft to reduce drag in Israir’s Airbus fleet

Description operations improvements


Measure Optimized external cleaning of the aircraft

Action Increasing frequency of aircraft’s wash cycles: Ensuring external cleaning of the aircraft, including their top part, reduces airplane drag and reduces fuel consumption. Currently partially implemented by the maintenance facilities (in part due to the difficulty of finding available ground facility to perform the wash).

Commencement 2010



Lufthansa


Year 2013 onward


Has not yet been evaluated

Additional benefits An increase in aircraft life Better operating capabilities




19

C.A.L.

16 C.A.L. fleet renewal program

Title C.A.L. fleet renewal program




Action C.A.L. fleet renewal program: Procurement of Boeing 747-400 cargo aircraft and removal of Boeing 747-200 aircraft By 2015 the company’s fleet will include 2 Boeing 747-400 airplanes, replacing Boeing 747-200. The new aircraft are about 15% more efficient in fuel consumption than the previous model.

Commencement 2014


Stakeholders involved C.A.L. Improvements / benefits obtain from each measure

Year 2014 partial improvement, 2015 onward full Improvement

The improvement in fuel)%(

15%

Additional benefits are expected

New and low noise aircraft

Point of contact for this measure: C.A.L. / V.P. Flight Operations -Capt. Eshel Heffetz E-mail: [email protected]



20

17 Fuel savings plan - operating procedures in C.A.L.

Title Fuel savings plan - operating procedures in C.A.L.



Measure Update operating procedures

Action 1. Reducing excess weight a. Limiting water tank b. Periodically removing redundant items from the aircraft c. Removing unnecessary items from Fly Away Kit

2. Using Cost Index (Route planning optimization software) 3. Improvement of fuel consumption in cruise 4. Internal and external cleaning of the aircraft 5. Minimizing use of APU (Auxiliary Power Unit) 6. Reducing access route reserve (beyond law requirements)

Commencement 2006



C.A.L.


Year


0.5% Per flight

Point of contact for this measure: C.A.L. / V.P. Flight Operations -Capt. Eshel Heffetz E-mail: [email protected]



21

B. Measures of Israel Airports Authority )IAA(

18 Development and Certificating of semi-robotic 70 system of aircraft tug )TaxiBot( in IAI

Title Development and Certificating of semi-robotic system of aircraft tug (TaxiBot) in IAI

Description Technological and operational


Measure Development and certificating of system for more efficient ground operations

Action TaxiBot - an engineering project for the development of semi-robotic system of aircraft tug, controlled by the pilot, and designed to transport aircraft from the jet bridge in the terminal to the runway and back. IAI is working since 2008 with Airbus, Lufthansa and TLD to develop this system Management, supervision and coordination of engineering projects as part of the licensing plans: The project is managed and supervised by IAI as part of the licensing plan for the provision of an Israeli license .This system is designed for narrow-body (NB) aircraft and is currently in licensing tests stage, done with B737 (300-500 models) in Frankfurt airport .The current system is manned. Licensing for the model designed for narrow-body aircraft was completed and STC was issued in November 3rd, 2014. At the same time, Airbus is working directly with EASA to licence the system for A320 aircraft. IAI performs engineering activities (continuation project) to develop a system suitable for wide-body aircraft, as well as an unmanned system. So far, IAI didn’t request the CAAI involvement in this project. Another benefit expected from the system (in addition to reduction in fuel consumption and CO2 emissions) is a significant reduction in FOD71 incidents, estimated at 50%, since aircraft engines are switched off during taxiing. El Al considers joining the project, however there is no approved plan currently to use or to acquire this system in Israel.

70

The system does not drive by itself but receives steering instructions from the pilot. Driving speed is set in advance and is not

under the direct control of the pilot (the control is only by braking). 71

Foreign Objects Damages - Damages where the engine sucks waste on the taxiways or runways


22

Commencement

Full implementation


IAI / Lahav division - system developer Airbus TLD (Tractor manufacturer) Lufthansa, LEOS (Lufthansa's ground services) Civil Aviation Authority (Israel) - Engineering Department EASA

Point of contact for this measure: Civil Aviation Authority / Manager of Engineering Dept. / Tamir Bar-Am E-mail: [email protected] Phone: 03-9774506



23

Israel Airports Authority (IAA) at the Ben Gurion Airport 19 Operational Procedures Changes in Ben Gurion Airport

Title Operational Procedures Changes in Ben Gurion Airport

Description Operational improvements


Measure Shortening transportation distances and duration following the upgrade of the runways system in Ben Gurion Airport and modifications in operational patterns

Action Extension of runway 21, making it suitable for landing72, and adjustment of runway 26 for takeoff simultaneously with aircraft landing on runway 21, with minimal mutual impact (creating separations in an open V format). Following the changes, movement of aircraft in the airport is expected to improve and waiting times to shorten, both in the air and on the ground. Construction of taxiways to shorten taxi distance before takeoff in runway 26 (significantly shorter) and after landing in runway 21, compared to previous state. Future activities: Construction of parking ramps east to 03-21 runway to allow shorter distances and duration of taxi to takeoff and from landing compared to current state. Expected fuel / emissions savings- TBD. The extent of the savings will be examined over time with IAA and the airlines .

Commencement June 2014

Full implementation


Israel Airport Authority (IAA) Airlines


Year 2015



Point of contact for this measure: Israel Airports Authority / Uri Orlev – Head of Air Traffic Control Dept. E-mail: [email protected] hone: 03-9750145

72

Physically the runway is suitable for all aircraft operating in the airport, however the current outline plan does not allow the landing of aircraft with four engines



24

20 Reduction of APU utilization in Ben Gurion airport

Title Reduction of APU utilization use

Description Technological and operational improvement


Measure installation of fixed electrical ground power and pre-conditioned air to allow aircraft APU switch-off

Action APU fuel consumption and emissions are significantly higher compared to the alternative of electrical ground power supply. With infrastructure in place in the parking stand, airlines reduce the use of APU on each aircraft turnaround. Parking stands in Terminal 3 have electricity infrastructure and some also have air conditioning, allowing aircraft not to use APU in the parking stand (except for exceptional situations). Electrical power and air conditioning are planned in future parking areas and in the additional concourse to be built in the terminal. Terminal 1 does not have fixed infrastructure, and ground service companies operate 400 Hertz system and sometimes even external air conditioning. El Al’s aircraft (other than the cargo aircraft) use the fixed infrastructure in Terminal 3 parking stands adjacent to the jet bridge. Aircraft of Arkia, Israir and C.A.L. (cargo) does not use the fixed infrastructure but mobile infrastructure subject to availability.

Commencement 2010



IAA / Ben Gurion Airport Airlines


Year



Reducing APU use also reduces overall costs and noise

Point of contact for this measure: Israel Airports Authority / Rami Nir - Head of Ground Operations Dept. E-mail: [email protected] Phone: 03-9752524



25

21 Ben Gurion airport’s carbon accreditation

Title Ben Gurion airport’s carbon accreditation

Description Managerial and operational improvement

ICAO Category Airport improvements

Measure Establishment of management and carbon reduction array as part of the international program

Action Joining the Airport Carbon Accreditation program - an independent program led by the Airports Council International (ACI). This is a voluntary program for carbon emissions management, allowing airports to implement optimum carbon management processes, while setting measurable goals and objectives and reporting system. The program is dedicated to airports – with features unique to each site and features common to all airports. Relates to those activities of airport operations that are responsible for most carbon emissions.

Commencement 2014

Full implementation TBD


Israel Airports Authority (IAA)

Point of contact for this measure: Israel Airports Authority /Head of Environmental Unit - Iris Raz E-mail: [email protected] Phone :03-9750283




26

22 Green sustainable buildings in Ben Gurion airport

Title Green sustainable buildings in Ben Gurion airport

Description Technological and operational improvement

ICAO Category Airport improvements

Measure Reduced energy demand and preferred cleaner energy sources

Action Expansion of Ben Gurion airport by construction of a fourth concourse is planned in order to increase the capacity of the main terminal. The planned construction will be carried out in accordance with the Israeli Green Building Standard (5281), in order to reduce resource consumption in the structure, make use of materials with less impact on the environment and improve Indoor air quality (IAQ). Terminal expansion will be done using passive strategies for heating and cooling, improved thermal insulation, use of advanced energy management systems, reducing energy consumption for air conditioning, lighting ,communications and more.

Commencement August 2014

Full implementation August 2017


Israel Airports Authority (IAA)

Point of contact for this measure: Israel Airports Authority /Head of Environmental Unit - Iris Raz E-mail: [email protected] Phone :03-9750283




27

a. Measures of Governmental Offices

Prime Minister's Office - Fuel Choice Initiative

23 National Fuel Choice Initiative in the Prime Minister’s Office

Title National Fuel Choice Initiative in the Prime Minister's Office

Description Integrative Initiative (administrative, scientific and technological)

ICAO Category Alternative Fuels

Measure Development of alternative fuels for transportation

It is emphasized that in the past the initiative was focused mainly in land transportation, and support for this sector was made mainly by funding of academic research .Recently, there is initiative to establish a team to promote alternative fuels for aviation transportation, aims to create a work plan and to serve as an interface for operations with international organizations.

Action The national Initiative for fuel alternatives in transportation was launched in 2011 .The Initiative, led by a designated administration in the Prime Minister’s Office, is based on cooperation between 01

government Ministries. The program serves as a catalyst for the reduction of global dependence on oil by establishing Israel as a center of knowledge and industry in the field of fuel alternatives for transportation. The Initiative has been budgeted for ten years in order to create regulatory stability and an investment horizon for stakeholders.

Goals:

Turn Israel into a center of knowledge and industry

Implementing fuel alternatives in the local market

Raising global awareness and build a global partnership network

Objectives:

Development of the next generation of technologies

Experimenting with new technologies

Industry Support

Promoting the next generation of transportation in Israel

Partnerships in raising international awareness

Operational tools:

Supporting investments


28

Integration in the local market

Encouraging entrepreneurship

Research development

Initiating conferences

International activities

Companies promotion

Leading field experiments

Specific activities:

Promoting relevant regulation

Support and assistance for field experiments

Creating a regulatory framework to support new technologies

Tax adjustment for alternative fuels as part of “Green Taxation 9”

Holding informational conferences

One Stop Center73 for companies

Establishment of dedicated research centers

Support for basic research

Development of community of entrepreneurs in the field of alternative fuels and smart transportation

Prime Minister's Award for innovation in the areas of alternative fuels for transportation

An examination of the establishment of a national center for biofuel creation, in order, among other things, to create Jet Fuel .The main objective of the center is to enable vertical and horizontal integration of the various players in biofuel value chain .Among other things, the center will serve as a meeting point between private corporations, public agencies and academic institutions, and will attract major companies in the biofuel field from over the world, as well as investment companies specializing in this field.

Establishing an Israeli team to promote alternative fuels for air transport. The purpose of the team is to create a regulated work plan in relation of alternative fuels for air transport and to serve as an interface for activities and cooperation with international organizations .In addition, to promote work plan to leverage Israeli research in the field, to join Israeli airlines in the discourse and as partners to examine alternative fuels, and to serve as advisory entity in the field of bio-fuels for aviation.

73

Integrative entity that combines knowledge center, regulation, budget for activities, connection to other Ministries and process support


29

Commencement 2011



Various ministries

Research institutions in Israel

Relevant companies

Entrepreneurs

International Organizations

Point of contact for this measure:

Technology and Regulation Manager / Dr. Anat Bonshtien E-mail: [email protected], Phone :03-7779101




30

24 Research on turning carbon dioxide into jet fuel at the Blechner center, Ben-Gurion University

Title Research on turning Carbon Dioxide into Jet Fuel at the Blechner Center for Industrial Catalysis, Ben-Gurion University

Description Scientific

ICAO Category Alternative Fuels

Measure Promoting research for the production of renewable fuels

Action The Blechner Center for Industrial Catalysis and Process Development at Ben-Gurion University conducts research on producing renewable fuels from various sources, such as Carbon Dioxide, water and solar energy, or biomass and oil. Research on turning carbon dioxide into jet fuel Feasibility research on systems converting carbon dioxide and hydrogen produced from water into enhanced liquid fuels that meet all existing standards for liquid fuels. This system is based on catalysis processes and enhanced, innovative catalysts producing Syngas, a mixture of carbon monoxide and hydrogen, which is converted using existing methods into liquid fuels such as jet fuel. Further research taking place in the Blechner center that has already been proven in a mini pilot level, is a single-stage process to create liquid fuel from various types of oils .The fuel produced in this process has excellent properties. This technology produces fuel suitable for existing engines and for the transmission sector. There are two patents registered on the innovation processes .The range of fuels generated from this technology includes clean jet fuel that meets all of the requirements of Jet Fuel

Commencement 2012

Full implementation


Ben Gurion University / Prof. Moti Herskowitz and Prof. Miron Landau Fuel Choice Initiative in the Prime Minister's Office Other research institutions in Israel: the Technion and the Weizmann Institute

Point of contact for this measure: Prof. Moti Herskowitz VP and Dean of Research and Development Director of the Blechner Center for Industrial Catalysis & Process Development Ben-Gurion University of the Negev Mail :[email protected] Phone :972-8-6472421/2/3/4




31

Civil Aviation Authority

25 Advanced flight routes planning based on advanced navigation systems

Title Advanced flight routes planning based on advanced navigation systems

Description Technological and operational

ICAO Category Improved air traffic management use

Measure Route planning

Action Optimum routings planning that allows to shorten flight duration, resulting in fuel savings and emissions reductions: 1. Israel airspace implements an advanced separation standard -

reduced vertical separation of 1000 feet in accordance with RVSM (Reduced Vertical Separation Minima or Minimum).

2. Israel is integrating into the Single European Sky (SES) plan - partially implemented, following CAAI membership in BLUE MED FAB

Single European Sky (SES) plan - dividing the airspace into Functional Airspace Blocks (FABs) and creating more efficient routes for aircraft with advanced navigation systems , flying using Performance-Based Navigation (PBN)

Commencement 2012



Israel Airport Authority (IAA) Airlines

Point of contact for this measure: Moti Shmuely, Director of aviation infrastructure Civil Aviation Authority Mail :[email protected] Phone :03-9774581




32

Ministry of Environmental protection

26 Integrating the civil aviation sector in the national plan to reduce greenhouse gases emissions

Title Integrating the civil aviation sector in the national plan to reduce greenhouse gases emissions managed by the Ministry of Environmental protection

Description Raising awareness to the plan to reduce emissions from aviation

Category Regulatory measures / other

Measure Cooperation with the Ministry of Environmental protection

Action Background The Ministry of Environmental protection (Division of Air Quality and Climate Change) promotes activity focusing in encouraging the economy to voluntarily reduce emissions, following the President's declaration in Copenhagen Climate Change Conference of 2009 and in accordance with the national plan to reduce greenhouse gas emission (Government Resolution 2508 of November 2010) The Ministry is currently leading an inter- Ministry project to quantify the long-term potential for energy efficiency and greenhouse gas emissions reductions in all sectors of the economy .The purpose of this project is to formulate a strategic plan to reduce greenhouse gas emissions .It will also include the civil aviation sector, including all relevant stakeholders, and in particular representatives of the Civil Aviation Authority in the Ministry of Transport. Activities Presentation of Israel’s action plan to reduce CO2 emission from civil aviation to the Ministry of the Environmental Protection, in order to raise awareness to this plan, and examination of the integration of the civil aviation sector in the national plan, as well as in the voluntary system for registration and reporting of emissions inventory. Future actions Review plans for projects to reduce greenhouse gas CO2 emissions

and energy efficiency in civil aviation, including investments and reduction outcomes, in order to possibly receiving incentives / subsidies. Environmental regulation (in the future, in accordance with the needs)


33

Commencement 2015

Full implementation


Ministry of the Environmental protection Airport Authority Airlines

Point of contact for this measure: Director of Air Quality and Climate Change Division / Dr. Tzur Galin E-mail: [email protected] Phone :02-6553778



icao action plan on co2 emission reduction of israel · icao action plan on co2 emission reduction...

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