Aviation in times of global warming

The threat of global warming has led to global panic, and even the aviation industry, with all its glories, has not been exempted from public flogging. Reema Sisodia takes a closer look at the impact of air travel on the environment

The global aviation industry seems to be threatened by a roadblock in the form of an environmental crisis, even as the sector back home was just beginning to get its act together. The on-again-off-again menace of an impending global warming has reared its head yet again and this time it is making air travel its chosen target.

Although a few associations and other entities that might have interests in this particular segment have demonstrated partial (or complete) dissent from the majority opinion, the level of emissions caused by air travel is still a matter of concern - even to an industry as young and developing as that in India. Even though it might not figure in the five top polluting industries in the world today, it may come back to haunt it in future.

Concern or indifference?

Global warming and climate change is a serious cause of concern; it has even made its way in high level forums and discussions internationally. While the recent World Travel & Tourism Summit held in Lisbon, Portugal dedicated a session to this topic, the 2nd International Conference on Tourism & Climate Change by World Tourism Organisation (UNWTO) to be held in Davos this October is scheduled to address this topic as well.

While there are other industries and businesses that contribute to global warming, the aviation sector is regarded to be among the fastest growing contributors. And even though aviation's share of overall greenhouse gas emissions is still modest (about three per cent), its rapid growth undermines progress made in other sectors.

A bit of statistics clears the air. According to a few reports and studies, the amount of carbon dioxide emitted by air travel doubled between 1990 and 2004. That is incompatible with the need to reduce carbon emissions by 60 per cent by 2050 (or nearer 70 per cent by 2035 according to the latest research from the UK-based Tyndall Centre for climate change research).

International airline companies are however showing commitment to do their bit. Scientific advisors to Sir Richard Branson of Virgin Atlantic Airways disagree with George Monbiot, author of best-selling books like The Age of Consent, when he suggests that airline fuel could be replaced by kerosene. Reportedly, Branson is prepared to invest over £1 billion in researching how bio-fuels might provide a low carbon alternative to kerosene.

EasyJet has also worked out measures to tackle its carbon emissions. Its passengers can opt into its voluntary scheme to buy carbon offset when they book their tickets online, which is also a UN- accredited. programme Even NatureAir Group, Naturegate has started the practice of going carbon neutral. Alex E Khajavi, its CEO and chairman of the board, says, "We have the dreamers and we have the practitioners. There needs to be balance. We felt it was our duty and our wish to go carbon neutral."

Greener option

Airlines have an option, albeit financially exhausting, to go green. Here's what they can do to reduce emissions.

• Investing in more efficient aircraft

Airlines can reduce their emissions by investing in more efficient aircraft and engines and in optimising operations. Although the biggest improvements would typically arise from accelerated fleet renewal, many aircraft in the current fleets also hold potential for improvements. For instance, some aircraft can be retrofitted with technical devices at the tip of the wings ('winglets'), new surface treatments that reduce drag (air resistance) and even new engines. Airlines can also optimise their timetables, route network and flight frequencies to minimise the number of empty seats flown. 'Operational Opportunities to Minimise Fuel Use & Reduce Emissions', a catalogue published by ICAO, the international body responsible for aviation matters, offers more suggestions.

In the longer term, research into more efficient technologies and alternative fuels may provide additional opportunities. Arnie Weissmann, editor-in-chief of Travel Weekly, explains, "Aviation is certainly investing in new technologies, both in aircraft and alternative fuels. But I doubt that that will be enough. It's possible that many gas-guzzling aircraft now in current use, such as the MD-80, will be banished from the skies. The problem is thorny - alternatives to aviation are not really any better for the environment (cars and buses contribute, in total, much higher emissions), and rail networks do not exist everywhere."

John Francis, PhD, founder of PlanetWalk, agrees and adds, "Plane manufacturers and airlines need to take a proactive stance by developing more efficient and less polluting engines, such as the Boeing 787. Also I think there needs to be more research on alternative fuels as well as airport sites and operations and other methods of travel."

• Guidelines for emission reduction

According to Weissmann, guidelines and targets for emission reduction will be established, with yearly emission reduction goals, and certain aircraft banned from the skies. "There needs to be clear outlines of duties and responsibilities established, and it's becoming clear that the airline industry will not self-regulate. Governments will step in and intervene, setting guidelines. I believe it will happen first in Europe, and if a Democrat is elected president in 2008, the US will follow closely thereafter."

As for the rest of the world, he thinks they will come into line simply because they cannot afford to be closed out of these markets. "Unless world governments are convinced we are looking at certain doom as a planet or species, commercial aviation will continue, but with greater efficiency. If targets are not reached through technology, it's conceivable that goals for emissions per-passenger-mile will be established, which could have an impact on first-class and business class models - those might be considered extravagances (though, again, if offsets are considered valid, there will be people who will be willing to pay the price, by buying offsets, for the comfort)," he adds.

A strong and persistent campaign that would bring in a sort of an international awakening may also prove to be effective in the long run.

• Airlines as educators

Airlines can play a major role in familiarising consumers in what offsetting means and how it contributes to the reduction of carbon. Tony Charters, Principal Tony Charters & Associates, Australia, says, "I think airlines have a great opportunity to educate the consumer about carbon offsetting and climate change. However it will be important that offsetting isn't treated in a superficial way - the price of offsetting should be based on the real cost of carbon and not just some token amount."

Responsible travel - will it be a reality?

This is a tough question to answer. Who would define responsible travel? Let's face it: it is impossible to stop flying completely. But there are things that may be undone - like countries stressing more on domestic tourism. Better rail connectivity would help. Francis, who did not speak for 17 years and refrained from using any transport for 22 years, says, "While I spent those years walking I realised that there was plenty to see and experience on the ground and in my own backyard. While I believe air travel will be with us for the foreseeable future, a new travel model is evolving - 'going slow'. Whether we use air travel or not, our travel becomes one of human power once we reach our destination."

But things might not be as simple when it comes to business travel. Weissmann says, "For business travel, things get more complicated - carbon offsets are likely to be the only way that businesses will be able to justify travel, and they will likely be held publicly accountable in this regard."

Other sectors such as power generation and household temperature control are far bigger. The goal for our globalised society should be to reduce the absolute amount of emissions from all sources while rebalancing the share that different sectors make. Air travel could become 10 per cent of a smaller total amount because we appreciate the value it gives to trade, relationships and peace.

This, Jon Pontin of The Converging World feels, places a huge responsibility on the aviation industry to converge onto an appropriate scale where the benefits are equally shared and a long-term future makes sense in the light of total carbon emissions and dwindling energy supplies. "It will require all efforts possible to improve efficiency especially to reduce the number of planes taking off. It means a different pact with passengers to achieve these goals," he says.

Dispelling myths

Despite all these discussions, there are associations like the International Air Transport Association (IATA) that say that these are "myths". At the opening of the Second Aviation & the Environment Summit, Giovanni Bisignani, its director general and CEO, said, ""The environment is among aviation's top challenges. First we must kill some persistent myths about our approach to the environment." He identified five "myths" that must be debunked with fact:

I. Air transport was excluded from Kyoto and is doing nothing on the environment.

Fact: "Domestic aviation is included in Kyoto. International air transport was excluded but with a commitment to find a solution through ICAO by the 2007 Assembly. Airlines took environmental performance seriously long before Kyoto. Over the last 40 years emissions per passenger-kilometre have decreased by 70 per cent."

II. Air transport is a major source of greenhouse gas emissions.

Fact: "Air transport contributes a small part of global CO2 emissions-two per cent. By contrast, the air transport industry supports eight per cent of global economic activity. Even if all air travel stopped, the result is only a two per cent global improvement in CO2 emissions. But the impact on global economies would be disastrous."

III. Air transport is the most polluting form of transport.

Fact: "Airline fuel efficiency improved 20 per cent in the last decade, nearly five per cent over the past two years alone. Today's modern aircraft consume, on average 3.5 litres per 100 passenger-kilometres. This is similar to a small compact car but with six times the speed. Next generation aircraft-the Boeing 787 and Airbus A380 are targeting fuel efficiencies below three litres per 100 passenger-kilometers."

IV. Air transport is getting a free ride by not paying tax on fuel.

Fact: "Air transport pays entirely for its own infrastructure-a US$ 42 billion annual bill. Airlines pay when they land, when they fly and when they park. This is completely different from both road and rail. On top of that air transport is a cash cow for many governments. In Europe every rail journey is subsidised between 2.4 and 7.4 Euros. But every air journey contributes between 4.6 and 8.4 Euros in government revenues and avoided expenditure."

V. Air transport growth is not sustainable.

Fact: "Air transport is essential. Air transport brings people to business, products to markets, tourists to holiday destinations and unites families and friends around the world. In short, air transport made the global village a reality. 80 per cent of aviation emissions are related to flights over 1,500 km for which there is no alternative mode of transport."

IATA's strategy consists of four core principles. According to Bisignani, there are:

• Lighter materials and more efficient engines have driven progress so far. Now it is time for governments to ensure that oil companies invest in research on alternative fuel sources.
• Infrastructure and operations must be a part of the solution. Airlines are on track with their voluntary commitment to reduce emissions by 10 per cent between 2000 and 2010. Governments and air traffic service providers must contribute as well. Globally, optimised air traffic procedures could deliver 12 per cent greater efficiency.
• Taxes are not the answer. They do nothing for the environment. And they kill the economic social benefits that air transport brings. A solution must be found that does not limit airlines' ability to invest in new technology.
• Emissions trading may be a part of the solution. But it must be a global solution agreed through ICAO. We are in the process to achieve a result for the 2007 Assembly. There is no time to get distracted with local or regional schemes that will be less effective than a global solution.

He adds, "Environmental responsibility is a pillar of our industry alongside safety and security. We are the safest form of transport because of global standards and harmonisation. The same approach is needed to deliver the best results on environment issues."