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politically deliverable measure for each emission. Accordingly,
it suggests that the European Commission should establish a
road map for long-term global action, along with an action
plan setting out the policy milestones for achieving aviation’s
emissions objectives.
103
ustainable development is the key to future growth of
Europe’s air transport infrastructure. Maximising
existing capacity will help absorb forecast growth in
demand, but new runways and terminals will be needed, too.
The permission to build them and the investment to finance
them will be forthcoming only if the environmental challenges
are addressed and overcome.
There have been significant improvements in aircraft
technology and operational efficiency. Emissions, though,
have continued to grow as traffic has increased.
“The aviation industry is prepared to stand up and be
counted,” says ACI EUROPE Director General Roy Griffins. “Our
industry colleagues, the airlines and manufacturers, have
taken some major steps. They include a multi-pillar approach
addressing technological progress, infrastructure
improvements and operational measures, as well as economic
instruments. Unless we take such concrete measures to tackle
climate change, aviation could become the biggest
contributor by 2050,” Griffins says.
Globally, aviation is currently responsible for around 2-3 per
cent of emissions. Without action to reduce them, that
proportion is forecast to reach 5-15 per cent, and reductions
by other industries could leave it as the biggest single source
of greenhouse gases.
Taxation is not a viable solution: aimed simply at reducing
demand and pricing people out of air travel, taxes destroy
aviation’s economic and social benefits – two of the four
fundamental elements of sustainable development.
The Association of European Airlines agrees. Its policy on
emissions containment points out that various instruments
are being used already to mitigate the environmental impact
of aviation, including technological development, operational
measures to reduce fuel burn and fleet renewal. Therefore
Emissions reductions by
other industries could
leave aviation as the
biggest single source of
greenhouse gases
S
MEETING THE ENVIRONMENTAL CHALLENGE
104
A scheme covering C02 only, but with flanking instruments
such as flight procedures to counter other emissions, is
probably the most appropriate route to follow. It would
address the main identified pollutant, could be implemented
quickly and would constitute a credible response to aviation’s
impact on climate change. In line with the conclusions of the
CE Delft study, that would leave other pollutants such as NOX,
contrails and cirrus cloud enhancement to be tackled using
other, more appropriate local instruments.
The current metric of radiative forcing would not support a
solution based on C02 plus a multiplier for NOX, while the
alternative – Global Temperature Potential (GTP) – is still under
development and in need of further scientific research. A
solution based on a single scale for both CO2 and non-CO2
pollutants is theoretically feasible, but the necessary scientific
development could take up to ten years.
The common classification scheme for aircraft NOX
emissions contained in ECAC Recommendation 27-4 could
form the basis for local measures to be applied continentwide.
ACI EUROPE fully supports this scheme, but there is a
technological trade-off between NOX stringency and noise
reduction. So it is therefore vital to ensure that reductions in
gaseous pollution are not achieved only at the expense of atsource
noise reduction.
Europe’s airlines generally agree that aircraft operators
should be allocated the emissions permits or quotas, an
option that adheres most closely to the principle of ‘polluter
pays’. They could be allocated either by Member States or by
the European Union: ACI EUROPE believes that allocation at
EU level would be the better option in view of the
international competitive nature of civil aviation and the
need to minimise EU-wide market distortions. Allocation by
Member States of quotas for fixed sources has already
become an issue, and it is important that similar issues be
avoided when it comes to air transport.
Allocation could be based on grandfathering, on
benchmarking of performance, or on auctioning. The EU
Greenhouse Gas Emissions Trading Objective allows EU
Member State governments to auction up to 5 per cent of
allowances from 2005 and up to 10 per cent from 2008: the
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A vision for European aviation(33)
