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More Palm Oil Is Likely To Fuel The Aviation Industry With Great Consequences On The Environment And Local Communities
If your organization feels that this trend should be stopped, please sign the attached letter, by sending your name, the name of your organisation and the country to biofuelwatch@gmail.com by 1st October 2017.
Dear ATM members and partners,
The ICAO (the International Civil Aviation Organization) – a “specialized UN organization” will hold a high-level “Conference on Aviation and Alternative Fuels”, in Mexico City from 11th to 13th October 2017.
ICAO supports the aviation industry’s quest for unending rapid growth, a quest which is incompatible with keeping global warming to 1.5oC or even 2oC per (a goal endorsed by the Paris Agreement). Greenhouse gas emissions from international aviation alone grew by 87% between 1990 and 2014 and are rising faster than those from almost any other sector.
It is likely that more planes will start using hydrocarbon fuels in the near future. In fact, the aviation industry has promised “carbon neutral growth” from 2020, which it claims it can achieve largely through a combination of carbon offsetting and biofuels. ICAO’s carbon offsetting plans were denounced by over 100 civil society organizations in 2016.
Ahead of the conference in Mexico, the ICAO Secretariat has published a proposal for vast-scale use of biofuels in aircraft: it wants to see 128 million tonnes of biofuels a year being burned in plane engines by 2040, going up to 285 million tonnes (half of all aviation fuel) by 2050. By comparison, some 82 million tonnes of biofuels a year are currently used in transport worldwide. Even if the figures proposed by the ICAO Secretariat are unrealistic, creating any new market for biofuels will compound the harm caused by existing policies promoting biofuels for road transport in the EU, US and elsewhere.
Monoculture plantations of crops and trees for biofuel covered at least 30 million hectares of land worldwide, but the indirect impacts of the steep growth in biofuels for road transport (mainly cars) since 2010 have gone far beyond the direct impacts. The harm done by existing biofuel policies and subsidies includes increased land-grabbing in the global South; greater food price volatility, which undermines food security as well as food sovereignty; more deforestation and destruction of other biodiverse ecosystems as demand for vegetable oils, sugar cane and cereals increases; more synthetic fertilizer, pesticide and other agrochemical use; depletion and contamination of waterways; and overall climate impacts which are no lesser than those of fossil fuel oil (per tonne of fuel). Continue reading















