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imbalances in the market through governments imposing their
own tax regimes domestically rather than in a wider
international context. Taxation could also be used to price
passengers out of the market. The use of this sort of blunt
instrument lacks credibility, as it may only serve to make air
travel more damaging in terms of passengers per flight, in
that, after the imposition of taxes, there would still probably
be a similar number of flights, but many of the aircraft could
be flying with far fewer passengers. Once introduced, the
additional tax streams may also start to tempt politicians to
find other uses for the money raised, instead of to mitigate
environmental damage. Governments may want to divert airrelated
tax revenues into other worthy causes such as famine
and debt relief, as has already been proposed at 2005’s G8
meeting in Gleneagles.
During the UK’s presidency of the EU – July to December
2005 – the EU Environment Council (consisting of EU
Environment Ministers) agreed, on 2 December, that aviation
should be brought into the EU Emissions Trading Scheme as
proposed by the CE Delft study Giving Wings to Emissions
Trading. It therefore called on the European Commission to
produce a legislative procedure by the end of 2006.
The EC’s response was to set up an Aviation Working Group
(AWG) under the European Climate Change Programme (ECCP)
to look for the best way of introducing aviation into the
Emissions Trading System. EU Vice President and Commissioner
for Transport, Jacques Barrot, has conceded: “There is a
growing consensus in the aviation sector that emissions trading
represents the best way forward to cut greenhouse emissions.”
However, International Air Transport Association (IATA)
President and CEO, Giovanni Bisignani has pointed out that,
“Air transport is a global industry and the environment a global
concern. Effective solutions must be global solutions. Member
states of the ICAO, including all EU members, are committed
to deciding a course of action on aviation emissions in 2007. A
European solution is no solution at all. Unilateral, regional
efforts will only distract from this process.”
The European Aviation Industry Joint Position Paper on the
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Emissions Containment Policy, which represents the views of
European associations, including the Association of European
Airlines (AEA) and the AeroSpace and Defence Industries
Association of Europe (ASD), puts forward similar views to
Bisignani, and points out that any proposal to deal with the
effects of aircraft emissions should be based on a more
comprehensive approach and should include other factors,
such as technological progress, infrastructure improvements,
operational measures as well as economic measures.
The response to environmental challenges
There is already a lot of activity in these areas. Protection of
the environment is fundamental to the European
Commission’s Framework Programmes and its Single European
Sky initiative. Industry is heavily involved in R&D programmes
to produce greener quieter aircraft and aircraft systems.
International agencies such as ICAO and IATA have been
involved in environmental protection for decades.
ICAO’s Committee on Aviation Environmental Protection
(CAEP) helps to produce a ‘Consolidated Statement of
continuing policies and practices related to environmental
protection’, which is updated every three years and was last
adopted in October 2004. IATA supports ICAO in these
activities through its own Environment Committee (ENCOM). It
also brokers deals to reduce the length of international air
lanes. IATA recently announced – 10 April 2006 – a deal it had
brokered with China to reduce flight times to and from
Europe, with a new route, officially known as Y-1, but
frequently referred to as IATA-1. This route will have a
significant impact on the environment. It will eliminate 2,860
hours of flight time, 27,000 tonnes of fuel, 84,800 tonnes of
carbon dioxide and 340,000 kg of nitrogen oxides every year.
“Air transport is a
global industry and
the environment
a global concern.
Effective solutions must
be global solutions”
Operational enhancements are being introduced via
mechanisms such as EUROCONTROL’s Dynamic Management of
the European Airspace Network (DMEAN) programme. This
seeks to offer airlines more direct, and therefore more fuelefficient,
routes. A further step along this path will be
introduced as a consequence of the Single European Sky, which
　
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