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Focus on Article 6 as VCM flounders

  • : Emissions
  • 30.09.24

As the UN Cop 29 climate summit in Baku, Azerbaijan, approaches in November, the focus is increasingly on whether countries will finally agree on the rules that can unlock future carbon markets under Article 6 of the Paris agreement.

Market proponents consider a repeat of last year's Cop 28 in Dubai — where parties failed to agree on the mechanism's rules — would be the worst possible outcome. But they are optimistic given Article 6's placement high on the agenda. "Now it is at the heads of delegation level, which we've never seen," International Emissions Trading Association managing director Katie Sullivan says. But she warns that uncertainty over Article 6's fate is keeping potential carbon market capital "on the sidelines".

The voluntary carbon market (VCM), which allows firm to offset their emissions with carbon credits, has found itself in a reputational crisis since last year, with prices crashing. Many potential host countries that are Article 6-ready have felt the impact of climate change this year as they battle with droughts or floods. A functioning market could plough much-needed finance into those countries.

But the recent difficulties in the VCM also highlight the importance of integrity. And it is precisely the issues that set Article 6 apart from the VCM that have proved the trickiest to solve. A crucial difference is the need for a corresponding adjustment under Article 6 to prevent double counting by countries of mitigation outcomes. It took five years of talks leading up to Cop 26 in Glasgow to resolve the issue, an EU negotiator said at a World Bank event in Berlin this month.

The negotiator, also a member of the supervisory body for the more regulated Article 6.4 mechanism, stressed that "only" three years have passed since Glasgow, and that integrity will continue to go before speed in reaching an agreement. Progress has been slow this year, as the supervisory body works on the rules and standards for the permitted methodologies underlying mitigation and removal activities, and on revising the methodologies of the Kyoto Protocol's Clean Development Mechanism (CDM) that Article 6.4 essentially replaces.

Some progress was made this summer on standards for proving "additionality" — that the mitigation would not have happened without the project finance — and setting the "baseline" against which the emissions outcome is measured.

Missing rules

In contrast, Article 6.2, which allows parties to form bilateral agreements for carbon mitigation projects that generate "internationally traded mitigation outcomes", already provides the possibility of engaging in carbon credit trades. In Berlin, several buyer countries, including Japan and Singapore, made it clear that they will press ahead with deals even if an agreement fails in Baku.

Parties under Article 6.2 will typically resort to CDM or the strictest VCM methodologies to underpin their mitigation activities, as they await a final agreement at UN level. And there are no removals projects in the Article 6.2 pipeline, given the lack of precedent in the CDM.

They said the main problem is a lack of capacity at host country level, and not so much the missing rules. But some of those missing rules also affect Article 6.2, such as those for credit registries, and more crucially, the timing and scope of credit authorisation, and the extent to which an authorisation might be revoked.

German deputy special envoy for climate action Norbert Gorissen last week called for progress on mitigation and ambition at Cop 29. "I'm very concerned that the focus of the incoming presidency is only on finance," he said. The EU does not intend to take part in Article 6 activities. One reason behind the failure in Dubai was stiff opposition from the EU, on grounds of environmental integrity.

Voluntary carbon credits

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15.05.25

Verkehrssektor verfehlt Klimaziele

Verkehrssektor verfehlt Klimaziele

Hamburg, 15 May (Argus) — Der Verkehrssenktor hat sein Emissionsreduktionsziel in 2024 verfehlt. Dies geht aus dem Prüfbericht des Expertenrats für Klimafragen hervor. Branchenverbände des Kraftstoffmarktes nutzen den Bericht als Appell an die Bundesregierung. Laut des Berichtes vom 15. April hat der Verkehrssektor in Deutschland im Jahr 2024 rund 143 Mio. t CO2-Äquivalent emittiert. Dies stellt einen Rückgang um etwa 1,4 % gegenüber dem Vorjahr dar und entspricht etwa dem Rückgang der Emissionen von 2022 zu 2023. Ursprünglich sollte der Verkehrssektor eine Reduzierung auf 125,2 Mio. t CO2e erzielen. Entsprechend wurde diese Zielmarke um knapp 18 Mio. t CO2e überschritten. Insgesamt ist der Verkehrssektor für 9 % der bundesweiten Emissionen verantwortlich, so der Expertenrat. Dabei sei ein Großteil des Rückgangs auf den Bereich schwerer Fahrzeuge wie LKW und Busse zurückzuführen. Die Emissionen des privaten Personenverkehrs sind konstant geblieben. Der geringe Emissionsrückgang ist laut Expertenrat auf die mangelnde strukturelle Entwicklung im Verkehrssektor sowie der anhaltenden Dominanz fossiler Antriebsarten zurückzuführen. Außerdem soll die Verkehrsleistung von PKW zugenommen haben. Die daraus resultierenden Mehremissionen seien jedoch aufgrund des im Vergleich zum Vorjahr höheren Bestand an batterieelektrischen Fahrzeugen ein Stück weit ausgeglichen worden. Auch das geringe Wirtschaftswachstum hat zum Emissionsrückgang beigetragen. Die neue Bundesregierung hat im Koalitionsvertrag bestätigt, am Anstieg der THG-Quote festzuhalten. Dies soll Inverkehrbringer von Kraftstoffen dazu anregen, mehr emissionsärmere Kraftstoffe anstelle von fossilen in Verkehr zu bringen. Der Branchenverband Uniti begrüßt dieses Vorhaben zwar, mahnt jedoch an, dass diese Maßnahmen nicht ausreichen würden, um den Markthochlauf der erneuerbaren und alternativen Kraftstoffen voranzutreiben. Der Verband fordert die Regierung auf, sich auf europäischer Ebene für eine Anpassung der CO2-Flottenregulierung einsetzen. Diese berücksichtigt bei der Ermittlung der Emissionen nicht etwaige Einsparungen bei der Produktion des Kraftstoffes, sondern nur die tatsächlichen Emissionen im Betrieb. Von Max Steinhau Senden Sie Kommentare und fordern Sie weitere Informationen an feedback@argusmedia.com Copyright © 2025. Argus Media group . Alle Rechte vorbehalten.

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