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unleaded there will be a need to supply both fuels simultaneously for a number of years," says Hjelmberg. "That will mean putting up a second tank at each field for unleaded. Not only would this be a
significant investment, but the incumbent supplier would see a reduction in leaded consumption and would be inclined to cut his price to compete."
In this scenario, the incumbents would have a built-in advantage, explains Hjelm¬berg. "Their tanks and other equipment are already paid for, having been used for
20 years or more. So they would be in a better position to cut prices than a new¬comer planning to build a new station for unleaded and pay for it from scratch."
Unleaded fuel is now commonplace on the world's roads, however, and Hjelmberg believes there is much to learn from expe¬rience in that sector. "When unleaded for cars was introduced in the 1980s there was a lot of government encouragement to get it out into the market," he recalls. "The European Commission allowed national governments to cut tax on the fuel, which gave garages an incentive to acquire the new facilities they needed, and car buyers enjoyed substantial tax discounts on new cars that could use unleaded."
0n the face of it, there's no reason why similar measures, particularly in relation to tax, should not work in GA. Under Euro¬pean law, a minimum tax level is set for each class of goods, identified by its own 'statistical number'. National governments are free to impose a higher level of tax, but they may not go below the minimum. Two years ago a number of EU govern¬ments, together representing around 170 million people, said that they wished to be free to make their own decisions about taxes on Avgas.
The unleaded fuel community is still waiting for a response from the European Commission and for the 'statistical num¬ber' needed to identify unleaded Avgas as a separate product for taxation purposes.
This may well be a golden opportunity to enable Europe's private pilots to make their contribution to a greener world.
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The Single European
Sky and SESAR
Ian Goold assesses the progress of the Single European Sky programme and looks at the key technologies being developed within the SES ATM Research project
Since the SES
was launched,
enlargement and
neighbourhood
policies have
extended Europe's
aviation market to
37 countries
European citizens are enti¬tled to the best-performing air-transport system, according to the European Commission (EC) energy and transport directorate. In 2008, the EC unveiled
new proposals intended to enhance work underway to establish a Single European Sky (SES). This ambitious plan aims to reform Air Traffic Management (ATM) under Europe's common transport policy to meet future capacity and safety needs.
Since the SES was launched in 2000, enlargement and neighbourhood policies have extended Europe's aviation market to 37 countries with more than 500 mil¬lion citizens, and transformed the Euro¬pean Union into a global player. Also, the European Aviation Safety Agency (EASA) has been established and global warming has raised environmental concerns, says the EC, which sees regional integration of operational information as key to network performance.
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EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(48)
