/

PHITIPPINES'
ACT'OX PI.A'I ON CO2 EM$'TON NEI'ACTTON
EXECUTIVE SUMMARY

This action plan provide an overview of the primary initiatives of the Civil Aviation
Authority of the Philippines (CAAP) in partnership with the Philippine aviation indusry
and the other Philippine Government Authorities, to reduce greenhouse gas (GHG)
emission from Philippine aviation. The CAAP is committed to managing the carbon
footprint of Philippine aviation industry while simultaneously enhancing its safe and
efficienry. The commitment to reducing environmental impacts is reflected in an
aspiratlonal goal of achieving carbon-neutral growth for Philippine aviation by 2020 using
the 2010-2015 emission as the baseline. CAAP used the ICAO methodolory in preparation
ofthe Action Plan for International emission.

Recognizing the effects of global warming the Philippines has been sincerely exerting
aggressive efforts to minimize aviation's carbon foo@rint through measures such as,
including but not limited to, air traffic improvements, airport initiatives, as well as aircraft
emission reduction measurements. These aim to continually address the GHG emission
from the air sector by targeting an average of z%oyear-on-year improvement in fuel
efficiency by 2020, in both domestic and international operations.

Taking into account achievements to date, the Action Plan sets an ambitious goal to reduce
GHG emissions from both domestic and international operations, which we expect to
contribute to global efforts in line with the broad international consensus. To help reach
t}is goal, the Action Plan identifies three key measures that are expected to have the
greatest environmental impact:

o Aircraft and Engine Technologr Improvement;

. Improvement ofAirport Ground Operadons and Infrastnrcnrre Use; and
o Air Traffic Management Operational Improvements.

Meanwhile, from GHG emission reduction beyond 2020, the philippines will continue to
make technical efforts and implement realizable measure aiming to improve fuel efficiency
by 25% by 2030 compared to t}lat of the 2016 baseline.

With best efforts, the Philippine Aviation indusrry expects these measures to have
beneficial environmental results, but these results are not expressed in quantitative terms
due to the nature or current stage ofthe activities. These include:

o Aviation Environmental Research and Developmeng

o Alternative Fuels;
o Regulatory Measures;
. lnternationalcoordination;
o Eco-Friendlylnfrastructuresand
. Global Market-Based Measures for International Aviation

APPROVED BY:

CAPTAIN NGCO
Director ral
Page 2 of ?l
Civil Aviation Authority of the Philippines

TABLE OF CONTENTS

BACKGROUND. 4
PURPOSE AND SCOPE......,....,,, s
DEFINITION OF TERMS,.,..... 5
CONTACT INFORMATION....,,-.. 7
BASELINE WITHOUT ACTIONS 8
IT{ITIGATION MEASURES....... 10
a) Aircraft and Engine Technolory Improvement...................... 10
b) Alternative Fuel................... 10
c) Regulatory Me;rsures............. 11
dl Air Traffic Management Operational lmprovements. 12
eJ Air Traffic FIow Management (ATFM] Performance.... 25
fl Joint Memorandum Circular No. 201G02 dated 28 fuly 2016. 26
g) Airport lnitiatives................ 27
hJ Airlines lnitiatives......... 28
il Philippines' GHG Emissions Reduction Strategres................... 31
EXPECTED RESULTS.......... 32
CONCLUSION... 32

Page 3 of 31
I. BACKGROUND

The Philippine Government is committed to addressing the effects on climate change of

domestic and international commercial aviation. ln support of this effort, the Civil
Aviation Authoriry of the Philippines ICAAP) works collaboratively with the
International Civil Aviation Organization IICAO) to address aviationk impact on the
e[vironment The CAAP supports the policy of ICAO and the technical work conducted
in Committee on Aviation Environment Protection [CAEP), in partnership with the
Department of Transportation [DOTr), the Department of Euvironment and Na0rral
Resources [DENR), and the Climate Change Commission [CCC), and other Philippines
agencies.

The United Nations Framework Convention on Climate Change IUNFCCC), to which the
Philippines is a signatory, has the ultimate objective to stabilize greenhouse gas
concentrations in the atrnosphere at a level that will prevent dangerous human
interference with the climate system. This objective led to an International Treaty
lctown as the Kyoto Protocol, which was adopted by the UNFCCC in 1997. As a
sigrratory, the Philippines promulga.ted a law, to proGct t}re climate system, Republic
Act No. 9279, known as the Climate Change Act of 2009.

In October 2010, the ICAO adopted a resolution for its policies and practices related to
environmental protection. The resolution became known as Resolution A37-79:
'Consolidated statement of continuing ICAO policies and practices related to
environmental protection - Climate Change". The objective of the resolution is to reduce
the aviation activities' absolute emissions conEibution to climate change. With this
obiective, ICAO resolves that States and relevant organizations will work through ICAO
to achieve the agreed global fuel efficienry improvement targeB.

According to ICAO data, the international aviation emissions is less tian 2 percent (296)
of total global carbon dioxide emissions, but are projected to grow as a result of the
continued development of the international aviation sector.

In aviation, the significant source of greenhouse gas (GHG) emissiorx is the utilization of
aircralt fuel. By improving fuel efficienry, the GHGs emitled through aviation activities
will be minimized proportionally.

According to the Philippine Climate Change Act of 2009, the GHGs are constituene of
the atrnosphere that contribute to the greenhouse effect including but not limited to,
carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons and
sulfur hexafluoride. The said Act defines the greenhouse effect as the process by which
the absorption of inliared radiation by the atrnosphere warms the Earth.

Tte greenhouse effect is internationally recognized as the cause of climate change.

According to the aforesaid Act, climate change is defined as a change in climate that can
be identified by changes in the mean and/or variability of its properties and that
persists for an extended period typically decades or longer, whether due to naurral
variabiliqy or as a result of human activity. The Act recogtrizes that the climate change
and global warming have potential dangerous consequences such as increasing
temperatsrres, rising seaq changing landscapes, increasing frequency and/or severity of

Page 4 of 31
droughts, fire, floods and storms, climate-related illnesses and diseases, damage to
ecosystems, and biodiversity loss.
Cogrrizant of the recent effects of climatc change on the Philippine archipelago, and
consistent with the Philippine Climate Change Act of 2O09., and thelCAO Assembly
Resolution No. A37-19, the C AAP is committed to achieve an annual average fuel
efficiency improvement of 2 percent until 2020, and an aspirational global fuel
efficienry imprrcvement rate of 2 percent per annum from 2O21to 2050, calculated on
tIrc basis of volume of fuel used per revenue ton kilometer performed.

With improved fuel efficienry, the cost of airlhres and sewices will be reduced, and the
dangerous consequences of climate change and global warming will be minimized. This
in urrn is forecasted to improve the Philippine economy.

II. PURPOSEAND SCOPE

The intent of this document is to establish a means for the Philippines, as a ConEacting
State, to communicate to ICAO information on its activities to address COz emission
from international ayiation. The level of information contained in this document
demonstrates the actions that the Philippines have already undertaken and fuurre
mitjgation strategies that the State vows to implement, for the ICAO to measure, to meet
the global goals set by ICAO Assembly Resolution A37-19.

III. DEFINITION OF TERMS

Air taxi nevenue fli&ts - On-deman4 non-scheduled flighS on short notice for t}re
carriage by air of passengers, freight or mail, or any mmbination thereof for
temuneration usually performed with smaller aircraft including helicopters (Typically
no mone than 3O seatsl. This definition includes any positioning flights required for the
provision of the service.

Biofuels - Produc6 refer to non-fossil energ/ sources which are made from living
organism or from biogenic feedstock (plant oils or animal fats). In order to be
considered as biofuel, the fuel must contain over 80 percent renewable materials.

Ilight Stage - A flight stage is the operation of an aircraft from take-off to its next
landing. A flight stige is classified as either international or domestic based on the
fiollowing definitions:

a) Intcrnational A flight stage with one or both terminals in tie territory of a State,
otler than the State in which the air carrier has its principal place ofbusiness.
b) Domestic A flight stage not classified as international. Domesric flight stages
include all flight stages flown between points within the domestic boundaries of a State
by an air carrier whose principal place of business is in that State. Flight stages between
a State and territories belonging to iq as well as any flight stages between two such
territories, should be classified as domestic. This applies even though a stage may cross
international waters or over the territory of another State.

Fuel consumed - The mass of fuel uplifted in metric tonnes for all aircraft in each
aircraft qrpe 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

Page 5 of 31
the fuel supplier, as documented in t}le frrel delivery notes or invoices. Alternatively, fuel
uplift can also be established using aircraft onboard measurement s5rstems.

Tonne-kilometres performed - For all aircraft in each aircraft type the sum of the
product obtained by multiplying the number of tonnes of revenue load [i.e one for
which remuneration is receivedJ carried on each flight stage by the corresponding stage
distance shall be entered.

To convert aircraft passenger load into weight loads, the number of revenue passenger
plus both normal baggage allowance and excess baggage. This conversion factor is left
to the discretion of the carrier. However, if no conversion factor is available, it is
recommended that 10O kilograms is used. Freight shall include expness and diplomatic
bags.

Mail shall include all correspondence and other objects tendered by and intended for
delivery to postal administration shall be included under this heading

The factor to convert fieight and mail loads from volume into mass ls left to the
discussion of the carrier. However, if no conversion is available, it is recommended that
161 kilograms per cubic meter be used.

tV.acronyms

CAAP - Civil Aviation Authority of the Philippines

CAEP - Committee on Aviation Environment Protection
cNS/ATM Communication Navigation Surveillance / Air Traffic Management
DENR - Departrnent of Environment and Natrral Remurces
DOTr - DepartrnentofTransportation
ccc - Climate Change Commission
ICAO - International Civil Aviation Organization

V. CONTACTINFORMATION
Name of the Authoriry cIvIL AVIATION AUrrrORrTr OF THE PHTLTPPTNES (CAAP)
Focal Point Captain Nestor Vicente D.T. Pasano
C.ounEy Philippines
Address OId Mia Road, Pasay City
Telephone Number +63944-2OO7
E-mail Address ndpasono@yahoo.com

Name of the Authorit5r cIvIL AVIATIOI{ AUTHORITY OF TIIE PHTLIPPII{ES (CAAP}

Focal Point Engr. Vincent Paul P. Galdones
Country Philippines
Address Old Mia Road Pasay City
Telephone Number +63944-2086
E-mail Address committee_enviprotection@gmail,com

Page 5 of 31
 VT. BASELINE WITHOUT ACTION

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P.8r 7 of 31
VII. MITIGATIONMEASURES

1. Aircraft and Ensine Technologv Improvement

a) Purchase of Nu Aircraft
The airline companies plan to purchase new airsraft.

b) Avionics

With the implementaflon of PCAR 7 , I and 9, it is part of CAAP'S oversight function

to ensure that avionics equipment meet orrrent navigational requirement on
aircraft to be operated in Performance Based Navigation. Guidelines for this type of
operation are also made available in the published CAAP Advisory Cirorlar (AC) for
aircraft operators.

2. Alternative Fuel

o) Development of Bio-Fuel or other fuel with lower corbn lifuycle content ond
associotd standards for altcrnotive fuek.

S0rdies on the production of Bio-Fuels (Used Cooking Oil) are being conducted by
the Scientists of University of the Philippines-[os Banos in coordination with the
Deparurent of Science and Technologr.

3. ReguliatorvMeasures

a) ANNEX 76 Port 1 ond Port 2

Compliance by adopting Annex 16 Part 1 Noise into national regulation under PCAR
5 Noise.

b) TTansparent Corbon Reporting

ln response to the urgency for action on climate change the Philippines passed
Republic Act 9729, also known as the Climate Change Act of 2O09, Establishment of
a Climate Change Commission [CCC), an independent and autonomous body that has
the same status as tiat of a national government agency. The CCC is under the Office
of the President and is the 'sole' policy making body of the government which shall
be tasked b coordinaE, moni&)r and evaluaE the pmgrams and action plans of the
government relating to climate change. One of the action plan is a centralized data
management system that would aid the general public in g3thering relevant

ge8of31
 information on dimate change. As an initiative by the CAAP and in parallel with the
CCC action plan, carbon reporting will be recommended to be part of dle
amendment of the PCAR.

c) Conferences and Seminar

The CAAP actively partjcipates in confurences and seminars for the aviation
industry to educate and increase the awareness ofthe public in the aviation sector.
As of the moment, a drive for tte "Green Airporf is on-going.

d) Deploying toblet computer

A simple mlution of ustng consumer electronic devices such as lPadS and other tablet
computer to replace the heauy paper flight manua| maps and charts that pilots are
required to carry.

Aside fiom allowing pilots to update their manuals faster and more easily. file flight
plan and manage schedule changes and weadrer disruptiong tlere is a significant
environment benefiL Many pilots and flight deck rouUnely have to carry up to 20kgs
worth of maps, manuals and charts. A typical paper flight plan for a Manila to United
States trip could be almost ten meErs long By putting it in a hblet computer,
airlines can save paper, and spare pilots fi'om carrying it all around, and most
importandy, save fuel and reduce COz emissions.

4. Air Traffic Management Operational Improvements

The Philippines developed its Performarce-based Navigation [PBN) implementation

PIan in 2009, updated in 2011, as a response to the 36s ICAO General Assembly
Resolution urging States to develop PBN lmplementation Plan with a firm trelief that
implementing PBN witl improve existing conditions in many of its airport, such as
congestion, diversion, unstabilized approaches, flight delays and COz emission.

Considering the many aspects related to its implementation, such as aerodrome

developmen! CNS infrastructure, obstacle survey, airspace and procedure design, flight
validation, ATC training and formulating applieble regulations in accordance with
ICAO regulations, tfie State organized the CAAP PBN Task Force Committee to ensure a
collaborative approach of its implementation. The CAAP PBN Task Force includes
operator representatiyes, air tramc contmllers, surveyors, engineer, flight validaUon
inspectors, flight operation i[spector, airspace planners, procedure designers and
safety oversight inspectors. A PBN stakeholder workshop conducted by the ICAO Asia
Pacific Flight Procedure Program in Novemlrer 2011 was held to assess stakeholders'
readiness to implement PBN. The workshop identified tasks for the different

Page 9 of 31
 stakeholders drat need to be accornplished in order to meet the short term goal of
implementing PBN in Philippines.

The Philippines PBN lmplementation Plan considered a phased-approached consistent

with the Asia Pacific Regional PBN Implementation Plan.

The table below shows the stahs of operational implementation of different PBN
procedures for airports included in the PBN plan:

INTERNATIONAL AIRPORT lnternational Planned for 2016 C.ompleted as

APAC AIR NAVIGATION lnstrument lmplementation ofDecember Remarks
Runway Ends 31,2016
Airport RWY

1. NinoyAquino AIP 8-23-12

InternaEonal 06 2+
Airport
(RPLL) 13 RVYY 13 - DEP
For 3 2 2
DepnrErre

2. Clark SUP AO12.T6

.,
International 02 ZO 2 2 ot-o2-17
Airport
(RPr.C)
3- Mactan
Cebu SUP AOO3.16
International o4 22 2 2 2 03-03-16
Airport
(RPvt{)
,L Davao
International 05 23 ) 2 2 AIP 5-26'16
Airport
(RPUD)
5. Iaoag suP Ao12-16
InErnational 01 19 Z z 2 07-o2-17
Airport
tRPro
6 Zamboanga
International 09 27 2 ? z AIP 5-29-14
Airport
TRPMZ)
7- Tambler SUP 4012.16
lnternational t7 35 2 2 2 ot-o2-17
Airport
(RPMR)
8. lloilo Airport AIP 8-23- 12
tRPVD oz 70 2 2 z

Page 10 of 31
 9. Subic Bay
I To be
International designed if
Airport o7 ZS 2 0 0 there will be
TRPLB) operational
advantages
Tohle 2: Oryrptionol lm tion lDtemodooalAt,
DOMESTIC AIRPORT lnternational Planned for 2016 Completed as
lnstrument lmplementation ofDecember Remarks
Runway Ends 31,2016
Airport RWY

I Bacolod-Silay SUP A006-

Airport 03 2t 2 2 Z 15 10-15-
15

2- Kaliho Airport SUPAOG).

TRPVR l5
05 23 2 2 I 2-+t6
-Completed
lFPs for 2d
RWY on-
going
verification
3. Puerto Princesa
Airport [RPVP) 09' 27 I 1 I AJP 8-23-
12
4. l,aguindingan SUP
Airport IRPMY) 09 27 2 Z 2 A0017-14
2-5-15
5. Tacloban AtP 5-26-
Airport (RPVAJ 18 36 2 2 I 16
2"d RWY
desigl on-
going
A Dunraguete suPA007-
Airport (RPVD) 09' 27 1 I 1 t4
5-29- r.,[
7. Buuran Airport SUPAOOG
(RPME) 72 30 2 z 2 t4
5-29-11
8. Leg"zpi Airport suP AooS-
(RPrP) 06 ?4 2 2 2 t4
5-29-11
{{on-instrument runway: to be desigrred if the operators will declare nNP AR capability
9. Caticlan SUP
Airport (RPVE) o6 24 2 2 A0011-16
12-08-16
ToHc 3: Oryrotionol Implenen ution oIPBN Ior Domestic AirWrE

Page 11 of 31
The CAAP first implemented the Performance Based Navigation [PBN) routes in
selected airports in 2O12. To date, new instrument procedures consisting of Standard
Arrival Route ISTARJ, lnsFument Approati Procedures [AP) and Standard Instrument
Departure [SID) have treen established in nine (9) airports and three [3) enroute to
terminal procedure with RNAV-S navigation specification:

o) PBN instrumentlight procedures in airporB with Conventional Ptocedure

The establishment of STAR/SID ffight procedure at Ninoy Aquino International

Airport (NAIAJ, Puerto Princesa International Airport, lloilo International Airport,
and Zamboanga International Airport made possible the sigaificant reduction in
fliglrt time when electing to use the PBN instrument flight procedures in lieu of
conventional procedures. PBN arrival procedures allow aircraft to fly direcdy to the
initial approach fix CIAF leading to the instrument approach path thereby
siglificantly reducing track meter to intercept the final approach patlr-

As estimated by the flCA Evaluation Team in their Terminal Evaluation Report 2013
of the Capacity Development Project for Improvement of Safety and Efficiency for
Air Navigation System, ten [10] minutes of A320 flight time reduction can save
USD336 of fuel costs and reduce CO2 emission by 1.1tons per arrival.

b] New IFR mted airprts with PBN instrumentfiight procedures

ln 2O14, tfiree (3) VFR domestic airports, namely Legazpl Butuarl Dumaguete and
taguindingan airports were upgraded to instrument rated airport following
establishment of instrument flight procedures in the said airports.

The establishment of instrument flight procedures in these airports significandy

increased the accessibility and safety of aircraft operations thereby reducing the
possibility of costly diversion to alternate airport when ceiling and visibiliry
requirement dictate suspension of take-off and landing operations.

c) Enroute to Terminol Routes

The use of W-25 instead of 8462 W-8 route reduces the track mile by 11.6NM with
the corresponding reduction of 104 seconds of flight time, USD 58 of fuel
consumption and 271 kilograms of CO2 emission per A320 flight (JICA Joint
Terminal Report 2013). During the llCA Project evaluation sample period
September 2013, 128 flights use W-25 which correspond to an average reduction of
USD0.4 million in fuel costs and 1,300 tons of CO2 emission peryear.

Page 12 of 31
 Expectedly, the increased utilization of PBN procedure in more airports enalrle a
significant contribufon to the efficienry of flighq improvement of safegr and
reduction in fuel cost and CO2 emission.

d) Continuous Descent Operotion (CDO) / Continuous Climb Operotion (CCO)

Continuous Descent Operations (CDO) allow an aircraft to approach and land on the
runway on smooth motion, rather than the traditional steeped approach to airport
where engine power w:rs needed to level off at multiple altitude before landing.
Meanwhilq Continuous Climb Operations (CCO) allow an aircraft to take-off and
reach its cruising altitude on smooth maneuver. The flight can attain the most fuel-
efficient flying condition quickly and also reduce the fuel used by leveling-off at
different altitude.

The CAAP already implemenEd the CDO and CCO at Ninoy Aquino lnternauonal
Airport INAIA).

By using the CDO I CCO techniques through collaboration with stakeholders, it is

possible to increase emciency, flight predictability and airspace capacity, while
reducing fuel burn, emissions and aircraft noise and whilst maiotaining safety. By
usingthe CDO technique, fuel burn, emissions and aircraft noise can be reduced.

e) N*v Communication Navigotion Suneillance / Air Tiofic Management (CNS/ATM)

Sy stems Dat e loprrent Proj e ct

The objective of the CNS-ATM is to develop a dynamic and integrated CNS/ATM

System using satellite technolory to enhance safuty, reliability, efficiency of air
traffic service in the Philippine airspace and to reduce COz emission.

The proiect covers, (1) the establishment of priority elements of the new satellite-
based CNS/ATM systems in accordance with the ICAO Global Air Navigation Plan for
CNS/ATM Systems (ICAO Doc 9750); (2) the deployment of vital communications,
navigation, surveillance and information equipment/facilities; (3) the replacement
of agrng vital communicltions, surveillance and air traffic control
equipment/hcilities at selected airports/sites nationwide.

Page 13 of 31
 Figur? 7; CAAP Netry CNS-ATM Buildinq

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Page 14 of 31
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Ftgan 2t ltistrifution oJ CarnmunkotiotL llovigotion and Lle@orological Focilities ot vrnbl/6 oir,E,r8

Page 15 of 31
OO}f }IUNICATION:

CURREITIT cr{s/AT[ (vrrr, ADS-G r/sAT, cPDrc, A"irHs, ir(f)

VHF
HF

CPDLG

VHF
I
Wure 34. Cureftt Corn,auni@tion Frg.ae 3k I mplerrrentatioa of Ci{S-ATN

Page 16 of 31
IYAVIGATION:

Lrca! Ri-_-G SilR Ls lEq

C()MMUNICATIONS &l !8 lr rC -c.;nt RC.C;SSR
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CURRENT cI{s/ArM (GsMs)

,{
F$urt 1llc Cuftent Novbation Systara Fqurt 1R-- I n pleraerra tion of CNS-ATL4

Page 17 of 31
SURVEILI.I\NCE:

CURRENT cNs/ATU (AS& SS& ADS-E ADS-q

/ RAOAn _A
7
POStTtON RADAR
j REPORTING ADS.C

t ADs.cl
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NADAN

postTtoN !
REPORTING RADAR RADAR
E

RADAR
POStTtON
REPORTING \ AOS-C

Wwc 5k lmplemea.tutioe o{CNS-AT

AIRTRAFFIC FLOW MANAGEMENT

SUFT\/EILLANCE I
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CNS/ATM ARRIVAL MANAGER

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\a AMAN,/DMAN .._..u'--
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DEPARTURE MANAGER

+ + d. + +
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Page 19 ot 31
AIRSPACE MANAGEMENT

MANILA ACC

MACTAN AC

AN T AA a1 II BACOLOD

MANI
n I TWR r
Cunnmut ILOILO TWR

MANILA ATMC

TAKEOFF
MANILA TWR ILOILO TWR
CNS,/ATM

Page 20 of 31
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Page 21 of 31
5. Air Traffic Flow Manapement (ATFIll) Performance

Ground Delay Program is a program implemented and monitored by Air Traffic Flow
Management Unit of Air Traffic Service for compliance. Ground Delay Program [GDP)
whereby an EDCT is assigned to ensure that the number ofaircraft per time period does
not exceed ATC apacity.

The following are lndicators ofthe effect ofGDP:

Timeliness on Arrival [Based on ATS target)

Target At least 70% of NAIA arrival u'amc

Out ome Actual results fell short of target by L2.95 percentage points. From the
table below, for tlte same number of arrival that flowed per hour (20/hr, there is a
sharp decrease in the timeliness ofarrirral fiom the period of luly to October.

At least 7096 compliance to Estimated Departure Clearance fime (EDCT)

Target 70o/o or more of GDP flighB departure within 3 minutes of assigrred wheels-
up time.

Outrome: Table showg 71.98o/o of 3,169 EDCT assigned flights took off within the
EDTC tolerance window of 3 minutes advance to 3 minutes late for the period of
lanuary 2017. The -3/+3 minute tolerance is for aircraffs compliance. A separaE
tolerance, -3/+10 minute is allowed to ATC to minimize Fequenry of coordination
bettrreen ATC hcilities which could increase ATC workload. This tolerance is given
to ATC as 'extension to EDTC".

Pa8€ 22 of ?l
 Estimated Departure Clearance Time Compliance
tan 17
De..- 16

,{ov'15
Oct 16
-Ef,E-
IT'*-
seo-16
-rE-
re-
*tig 15 -G-
;u!16 -33II
.;lJl,, i6 E
May'16 -;-
rei
4rr- 15
t4. r-16 re
Feo-16 r -t

taflc * kimabd Deporure Cleomrce Time Complkzrce (EDCr)

Ground Delay Outcome:

Average Ground Delay per Month of 2016/2A17

35.m

3o'9s
25.m

:
g
E 47

ooo
F€b-15 Mar-15 Apr-15 May-15 Jun-16 ,t -16 Aug-15 S€F16 Oct-16 Lorr-16 D€c-16 jao-17
lok S: Alqqe Grcund Moy pq t onca of 2Ot6

Page 23 of 31
 Ground delay in HRS per Month
20@
1774
lso
1m
1/m
um
!(m
tu) 580
5d)

I I
4fl)
20
o
J.n feb M.. Ap{ MaV ,uo lul Au8 Sep Oct ov ilei
l& & Due b hirc Circulor lie.ndwdum 2016-02, rrd,i<tiry the n@yet@,t of he gervol oviotk n oircrafr. fro/,, DmU
@ lqn aDd *ict impbrnqt&,dol, of N ACA slof, no night di.rt, there b a bA rd$tio., , grourt detoy hddi,V tuttit!,
Wnbqurtil Mernbq2016.

5. loint Memorandum Circular No. 2O16-O2 dated 28 luly 2O16

A foint Memorandum for all general aviation operators operating at Ninoy Aquino
International Airport (NAIA) was signed between DOTr, CAAP and NAIA whidt
recognized that the growing demand for air transportation, coupled with limited
airport runway infrasbxcutre at the NALA necessitated the government to impose
aircraft movement resEictions. This restriction mmes in the form of limitation in the
number of aircraft movement per hour at the runway, which is currendy set at forty
(40).

Despite this limitatiorL it is observed that airc, aft movement still sometimes exceeds
forty (40) per hour during peak periods.

Moreover, given the limited number of runrvay slots that may be safely operated in and
out of Manila, the government had to ensure dnt these slots are utilized in a manner
that promoEs public interest and in accordance with public onvenience and necessary.

Hence, in order to promote safety and efficienry in air transport services in Manila.
General Avladon operations and Aerlal Works have to be prohiblted.

The guidelines sate that general aviation operation and aerial work shall be prohibited
to use NAIA trom 1200H to 1900H local time daily, except helicopter operations,
medical evacuation, and aircraft emergency. Furthermore, general aviation operation
and aerial works shall be limited to only two cycle per hour 0600H to 1200H local time
daily.

l,age 24 of 31
 Since the effectivigr of the Joint Circular Memorandum 2016-02, there is a big reduction
in ground delay holding starting September until December 2016 as shown in table 5
and 6.

7- AirDort Initiatives

The attempts to reduce aviation carbon emissions have focused on airlines and
aircrafu. However, non-aviation emissions such as tlose generaEd by ground
operations, can make up a relafively large part of total aviation-related emissions. In
addition, inefficiencies in airport design can keep airplanes circling in the skies
overhead or idling on the ground. Many of the airports in t}Ie Philippines were built
almost 50 years ago when sustainability was not generally considered as part of the
design concept Through the Green AirporB initiative, CAAP assists airports in
embracing opporurnities and managing risks derived from economic, environmental
and social developments. lt is expected that the demand for air Eansport will increase.
To accommodate this demand, airports need to improve, otherwise airlines may choose
to move out their operations to otler airports, However, the growth of an airport is
Iimited by many factors, including physical space, noise pollution, qualiry of life in $e
surrounding areas, and environmental allowances. In addition, many airports face
serious image problems in the community, irhich constihrtes anotler limiting factor.
Putfing sustainability as the top priority in the corporate agenda will provide airporB
the opportunity tr) operate safely and efficiendy that will atfact inyestors or
stakeholders to do business and earn more revenues.

The solutions to reduce emissions can be found in all areas. The CAAP already
implemented dte use of LED lighting in some airports which has replaced traditional
lighting therebyreducing Iight pollution as well as COz emissions and enerry costs.

?he airports are the perfect location for solar electricity-generating installatiom, as the
large, flat surface both on the ground and on top of terminals and hangar buildingp
allow for signifiant solar installations to be built The Mactan Cebu International
Airport [MCIA), dte gateway to the Visayas and Mindanao regions, is the second busiest
airport in the Philippines and caters to rapidly growing tourism and business traffic In
2O16, to make the MCIA more environmentally friendly, a 1.64 MW roof solar plant was
installed at the airport premises. MCIA is the first solar installation in an airport in the
Philippines.

Page 25 of 31
 a
i
, a 7 n

E-l

AJso, the CAAP already implemented the use of Aircraft Auxiliary Power Units (ApU) in
some airports which produces power for the aircraft when it is on the ground and the
main engines are turned off. This allows cleaners to plug in their equipment and air
conditioning to run when passengers are boarding.

gwqi
-ie
E.- .-----

W
Fl,xI,! 7: Aircrdft Auxiliary Power Unit IAPU)

CAAP launched its 1$ creen Airport Award in 2013 thru Memorandum Order dated 06
November 2013 in line with t-he vision to have green skies and in active support for the
global effort of addressing climate change. The green airport award is awarded to the
best and deserving airport categorized as International Airpo& Principal Class I
Airpoc Principal Class Il Airpo6 and Community Airport for exemplary performane
in greening the airport during the ceremonies commemorating the CAAP anniversary.

FaBe 25 of 31
 In addiUon, the DOTr built a modern airport brminal that has a floor area of 13,000 sq.
meters and seating capacity of 1,500 in Puerto Princesa lnternational Airport It is the
greenest airport terminal in the Philippines based on its design The terminal building
has been designed more uniquely than other airports because of its transparent roofing
thus savlng electridty which would otherwise be used for lighting The new puerb
Princesa terminal airport follows the program of DOTr and CAAP that requires hcilities
to reduce their carbon footprint

ar-

J 't
-_t
-l i
,l

8. Airlires Inidatives
Airline companies in the Philippines believe that one of the most visible signs of
technological progress in aviation is the laundr ofa new aircraft, These new aircraft do
provide a sEpc*range in technologr, emission rcduction often between 15-25 percent
fuel and COz emission from the aircraft they replace. As they enter the flee( the
efficienry of the whole industryr improves.

The application ofadvanced tecirnologes for new engines, improved aerodynamics, and
the new high efficiency composite wing will deliver substanfial improvements in fuel
efficienry and lower COz emission to the world's largest twin engine jets. New aircraft
entered service with integrated neu, avionics, resulting in lower carbon and noise
fooQrints than their predecessors, and achieved weight saving equivalent which
naErally saves on fuel burn and COz emissions.

The table below shows the number ofnew registered aircrafo in the philippines:

Page 27 of 3l
 PHILIPPINE AIRTINES INC.
?20
el
E l5
a
o
c to
4
o
o
cio
z'
2013 2014
YEAR

,!ffiA321-2J1
Tak 7.-8777"100€R -87/7,3f6fR
Philippine A in6 nqistered Aircmla -A340!313 -A330343 -Alt0!21J

CEBU AIR INC.

40

E3c
c --
6 ),1
c --
9 .^
E5
-,1
2 2014 2015 2Cl6
YEAR

Tak 8: C&u PociJic -433rG343

Rqirte.d Ai.r,:afts -A12G214 -At19tl1

Page 2E of 31
 PHILIPPINE AIRASIA INC.
F
t5
u5
E
<.1
o
ct
6z
0
o0
;
z 20i2 2013 2014 20! 6
YEIN

ToN. * AirAsio Rqis'P,,"d Aircrofs-4320-216, -432G232 -!320-211

AI R PHITIPPINES CORPORATION

10

I
c
6

0
z
2013 2014
YEAR

Tok 10: PAL Expr€5s

-4320214
Rqiserd Aircrofrs -A32t_231 -Dtr-8,314 -Otlc-&ao2

PHILTPPTNE REGTSTERED ATRCRAFTS (MATOR AtRUNES)

from 2012-2016

,l{irpf{rlEs
PHILIPP'NI
tlruNts tNc.
52
cfEu AtR lNc.
46

tNc
13

To* lC Summory of PhiliPit€s Rqgjsfcrd Aircraft

Page 29 of 31
 As ofdate, airline companies are planning to purchase a total ofsevety-five [75) unis of
jet aircrafts and fiorty (,10) units ofturboprop aircrafts as shown in table below:

AircraftType
Airlines 4350 A32t 4320 ATR72. ATR72,
Q,+00
NEO 2124 600
Philippines Airlines 6
Cebu Pacific Air 54 5 6
AirAsia lnc 10
PAl,ex t2
CEBGO 22
Table 11: a!ufiber Ltimrl rrr,.rrru lis lo rle pr;rcirrrer/ !i. r:rrrlrne ;orr6,r,rtis

This new generauon jet aircrafts bring bgether the latest in aerod]mamics, desigr and
adtranced technologies, which provide a 25% step change in fuel efficiency compared to
the aicraft they will replace. New urrboprop aircraft such as the ATR6o0 series integrates
new avionics which results in lower carbon and noise footprints than their predecessors.

9. PhilippineC GHG F.missions Reduction Strategies

As early as 1991, the Philippines has been proactive in responding to the impact of
dimate change, whidr include the reduction of GHG emissions in the atrnosphere.

The strategies are embedded in various laws, stahttes and government issuances:

Stratery / Acnity Year of lmplementation

Formulation of the
Philippine Strabgl/, for Sustainable 7991
Development (PSSD) and ad option of the Philippine Agenda 21
Creafion of the InEr-Agency Committee on Climate Change 1991
IACcc)
Enactnent of the Clean Air Act of 1999 IRA 874e) 1999
Enacunent of the Ecological Solid Waste Uanagement Act of 2000
2q00 IRA 9003)
Signing of the UNFCCC on lune 1992 and ratjfication on 20 2003
November 2003
Designation of the Departrnent of Environment and Nautral
Resources (DENR) as the National Authority for Clean 2004
Development Mechanism (CDM) by virtue of Exeartive Order
l{o. 320
Enacfinent of the Biofuels Act of 2006 (RA e364 2006
Enactment of the Climate Change Act of2OO9 (RA9729) 2009
Sigring of the National Framework Strates/ on Climate Change 2010

Page :10 of 31
 (NFscc)
Mainsfeaming climate change in the Philippine Development 2010
Plan (PDP) 20lt-2016
Signing of tlre National Climate Change Action Plan (NCCAP) 20tl
SaIre: Envi vnment aad Chmote Chongc OivillotL Natioial fd.tlo ic and bvelopaeot Authoriq NEDA)-Agriculdlre Suff

VIII. EXPECTED RESULTS

The basket of measures selected that appropriate for aviation industry in the Philippines
will reduce the COz Emission by 3,62A,432.52 tonnes. This reduction will be achieved
through aircraft-related technolory developmenq improved air raffic management and
infrastructure use, and airport improvements

TX"CONCLUSION

The Action Plan provides an overview of the actions undertaken and to be undertaken by
the Philippines in order to reduce the COz emission of its civil aviation sector on a global as
well as on a national level,

The CAAP is committed to addressing the climate change impacts of commercial aviation
and achieving greenhouse gas (GHG) emissions reductions &rough an integrated stratesr
of technologl, operations and policy foamework

The Philippines has already achieved significant reducfion in GHG emission as well as
enerry efficiency impmvemenE in the ayiation sector over the past years through public
and private efforts, and it is on a positive tralectory tonrard more progress in these areas in
the coming years.

The Philippines shares the view that environmental concerns represent a potential
@nsfaint on the fuurre development of the international aviation sector, and fully support
ICAO'S ongoing efforts to address the full range of these concens, including the key
strategic challenge posed by climate ctrange for the sustaimble development of
internafional air fansport

Page 31 of 3l