FRANCE: AVIATION AND THE ENVIRONMENT: FOLLOW-UP ON

UNCLAS PARIS 000942 SENSITIVE SIPDIS FOR STATE EB/TRA (BYERLY, WALKLET-TIEGE),OES, EUR/WE FAA FOR CBURLESON E.O. 12958: N/A TAGS: EAIR ECON ETRD SENV FR SUBJECT: FRANCE: AVIATION AND THE ENVIRONMENT: FOLLOW-UP ON EMISSIONS AND NOISE REF: STATE 24750 -------------- SUMMARY -------------- ¶1. (SBU): Following last fall's Grenelle environmental consultation France adopted a number of measures to fight greenhouse gases and noise from aviation. As they prepare to assume the EU presidency, in spite of some misgivings the French appear ready to follow an EU consensus toward adoption of ETS and on applying it to foreign carriers. End summary. -------------- The Grenelle Consultation -------------- ¶2. (SBU) Recent environmental measures affecting aviation in France have largely followed from last fall's Grenelle Environmental Consultation between government, NGOs and industrial stakeholders. A number of goals were identified, including reducing CO2 emissions and their impact on climate change, reducing NOx emissions and improving the air quality around airports, and aviation noise-reduction. The Grenelle called for an intensified program of research, modernization of aircraft fleets, improved performance of merchant aviation, adoption of the EU's ETS system, improved Air Navigation systems, more environmentally efficient airports, and increased soundproofing of lodgings near airports. ¶3. (SBU) These were codified in a series of "engagements" and resulted in a Convention which was signed with great fanfare on Monday 28 January. Signatories included the Minister of Ecology and Sustainable Development Jean-Louis Borloo, the French Civil Aviation Administration (DGAC),and industry stakeholders including Air France-KLM, The Merchant Aviation National Federation (FNAM),the Paris Airport Authority (ADP),the French Aerospace Industries Association (GIFAS),and the Union of French Airports. The measures with the most significant impact were a pledge to support adoption of the EU's Emissions Trading scheme, which at least one U.S. carrier (FEDEX) objected to indirectly supporting via its membership FNAM, and increased charges for evening and nighttime takeoffs destined to finance soundproofing. This cable follows up on these and related issues based on recent discussions with French transportation officials. --- ETS --- ¶4. (SBU) Director General of Civil Aviation Paul Gandil told us France had a "pragmatic" and "nuanced" approach to EU policymaking on ETS. It supported the system, but believed bilateral negotiations would be necessary to apply it to international flights. France hoped these could be linked to discussions within ICAO. He noted however that this was not a majority view within the EU, either in the Council or Parliament, where differences between proposed texts remained and discussions about "equivalence" with other systems continued. As President of the Council when the legislation would probably be finally adopted, France would likely follow majority opinion. Michel Wachenheim, Chief of Staff to Minister of State for Transportation Dominique Bussereau echoed these views, telling us that though ETS represented an advance for EU policy, France believed that it would be legally difficult to integrate foreign flights into the system without prior bilateral agreement. He also stressed that this was a French view, and did not represent that of the EU Council. -------------- GIACC -------------- ¶5. (SBU) DGAC officials have also told us France remains engaged in the ICAO Group on International Aviation and Climate Change (GIACC) process in a "constructive" spirit. They believe a change in the U.S. position is needed to make revision of the ETS legislation more likely, and are hopeful that this will occur in 2009. Paul Schwach, who represented France at GIACC, told the FAA rep in April that that there is a real "will" within Europe to find a solution, particularly though recognition of Article 25 equivalent systems and other compensating factors. He said that if other countries were to adopt a system (such as Australia is now looking at) they would be would be willing to "adapt" ETS. He even seemed open to the idea of including "mutual consent" wording into the text. Schwach felt that it was likely ETS legislation would be enacted under the French Presidency, and that this would facilitate the integration of the GIACC activities with EU legislation. -------------- Noise -------------- ¶6. (SBU) Last October's Grenelle environmental consultation also adopted a number of measures to combat noise. Specific measures adopted involved raising the altitude on approach, experimenting with CDA at Orly airport on some selected Air France flights, and higher charges for take-offs in the evening and nighttime hours that are used to finance soundproofing of houses near airports. The latter entered into force January 1. Transportation officials with whom we have discussed these measures appear largely satisfied with the results. Noting that France had increased traffic yet decreased noise at Charles De Gaulle since 1999, DGAC Gandil dismissed a recent report critical of French progress in noise-reduction, saying that one reason aviation had not confronted stricter measures at the Grenelle was the "credibility" that this history brought it. He said that the increased charges for evening and night take-offs brought France in to conformity with international practice, and would allow it to catch up with a two year backlog in soundproofing homes at a number of French airports. -------------- Comment -------------- ¶7. (SBU) French officials are on the whole pleased with the process and results of last fall's environmental consultation, in which they enrolled industry support-particularly from Air France-for ETS, and struck a preemptive blow against growing pressures from the public and green organizations for more environmental regulation of noise and other forms of airport pollution. Though they clearly have doubts about the EU's position of unilaterally applying ETS to foreign carriers, they are likely to follow the consensus view from the EU, if it seeks to push ahead with final adoption of the legislation in the second half of 2009. They remain willing to engage in discussions at ICAO. Hopes that a new U.S. administration will adopt some ETS "equivalent" system in 2009 seem above all to show the lack of any firm ideas about how to lead the EU out of its current impasse.