The Extent To Which Measures Adopted By The Aviation Industry Have Met Global Expectations On Reduction Of Aircraft Emissions

Introduction

There has been an increase in air traffic for both aircrafts and passengers since 1960. The annual growth of passengers in the aviation industry is recorded as 9 per cent (IPCC, 1999a). However, this growth experienced a decrease in 1997 to 5 per cent annually and is projected to be steady till the year 2015. The growth is largely attributed to three reasons. Firstly, there is global and local economic growth. Secondly, there is an increase in population numbers in most countries around the world. Lastly, there is an increase in travel demand because of expanding businesses, tourists and recreational needs. With the increase in societal and environmental concern over the deteriorating state of the environment in relation to the aviation emissions has forced the industry to adopt strategies and measures both long term and short term that will mitigate human-induced climate change. This has led to research, development and introduction of new technologies, constant evaluation of operational procedures and the introduction of regulating policies that function to minimize the adverse effects of aviation on the environment.

The aviation industry accelerates climate change by increasing amounts of greenhouse gases (GHGs) into the atmosphere. Gases emitted by aircrafts include water vapour (H20), carbon dioxide (CO2), nitrogen oxides (NO×), and unburned hydrocarbons also called volatile organic compounds (VOCs). Aircraft engines emit approximately 70% carbon dioxide, 30% carbon dioxide and about 1% of nitrogen oxides, carbon monoxide and VOCs (IPCC, 1999b). Other greenhouse gas effects caused by emissions from aircrafts include cirrus clouds and condensation trails also known as contrails (IPCC, 1999a). Aircraft emissions contribute to 3 to 5 per cent of carbon dioxide emissions globally (IATA, 2008; IPCC, 1999b; Lapen a-Rey et al, 2008). Carbon dioxide emissions emitted by aircrafts are worse than carbon dioxide emissions from other industries since they are released at high altitudes (IPCC, 1999b).

This essay discusses the extent that measures taken by the aviation industry to reduce human-induced climate change have met global expectations. The essay will start with an introduction to measures that are adopted by the aviation industry to mitigate emission of greenhouse gases. This will be followed by a discussion on whether these measures have met, failed to meet or exceed expectations of the global community.

Strategies for Reducing Aircraft Emissions

The International Air Transport Association (IATA) board of governors came up with targets aimed at reducing aircraft emissions in 2009. The organization set a target to improve aircraft fuel efficiency at an annual average of 1.5% from the year 2009 till 2020. The association also targeted to reduce carbon dioxide emissions by 50% by the year 2050. The percentage in reduction was set according to the carbon dioxide emissions recorded in 2005. In addition, IATA targeted to cap carbon dioxide emissions from aircrafts from 2020.

The greater aim of reducing greenhouse gas emissions from various industrial sectors may be hampered by the expansion of the aviation industry and an increase in its greenhouse gases emissions (Bows et al, 2005; Bows and Anderson, 2007; Lim et al, 2005). The Intergovernmental Panel on Climate Change (IPCC) reported that there will be an increase in fuel use and consumption by the aviation sector (IPCC, 1999a). The panel forecasted that fuel use by the aviation industry will increase by 3 per cent annually between 1990 and 2015. This predicted increase in fuel consumption means that there will be an increase in aircraft emissions. There is an urgent need for placement of strategies and generation of measures that will reduce emission of greenhouse gases.

The aviation industry has adopted various measures to curb aircraft emissions. These measures include the traditional method of command and control (CAC). This requires airports to follow imposed regulations such as upgraded aircrafts, engine standards etc. Another measure recently put in place by the aviation industry is incentive-based strategies (IB). This involves economic incentives for activities that emit greenhouse gases (Stavins, 2001). The incentives are in the form of Tradable emission permits (TEP), voluntary measures, emissions offsetting and emission related levies such as charges and tax (Peeters et al, 2006).

Technology has been suggested to be the most promising ultimate long term solution to reducing aircraft emissions that contributes to environmental degradation. Reduction can only be achieved if the management of technological innovation is properly and carefully managed. In addition the unity of governments across the world will play a bigger role in the strife against environmental emissions.

Voluntary measures generally are those that are an obvious starting point for mitigation of effects on the environment by the aviation industry. These measures play an increasing role in addressing environmental and social issues led by the United Nations Environmental Programme (UNEP). Examples of such measures include signing up of agreements and treaties on efficiency targets, sequestration of carbon dioxide and the investment in established renewable sources of energy. For instance British Airways had established a 30 per cent improvement in efficiency over the span 1990 to 2010 as a target including improvements in air traffic management. The airline is close to achieving the goal with 25 per cent below the 1990 level by the year 2005 (British Airways, 2006).

Airlines have set up their own voluntary schemes whereby passengers pay extra money to offset carbon emissions. The revenues generated from the passengers are spent on various offset programs. Hodgkinson and Coram (2006) argued that the schemes serve a useful purpose in enabling passengers who are concerned about carbon emissions to make a great contribution to carbon neutral flight.

An example of a Law based measure is the NOx release standards. ICAO which is advised by the Committee of Aviation Environmental Protection (CAEP) released standards for NOx dating from 1998. With the presence of such a standard, member states are expected to implement the standard on a national basis.

Effective of the Above Measures in Reducing the Emissions

According to Lee et al (2009), the aviation industry contributes 4.9 per cent to human-induced climate change. IATA has a strong influence in the journey towards reduction in greenhouse gas emissions. Even though complete solutions are not available at the moment, various building blocks, such as new materials and designs, solar power, alternative fuels and hydrogen fuel cells already are in existence. IATA has been able to help meet the expectations by use of their four pillar strategy. This strategy entails, i) Investing in technology, ii) Improving fuel efficiency, iii) Building and using efficient infrastructure, and iv) Positive economic instrument to provide incentives.

Developments and technological advancements in aircraft design, engine performance and efficiency and the use of alternative sources of renewable cleaner fuel are paving the way for future where a zero emission aviation industry exists. New technologies and development have been introduced and integrated by aircraft manufacturers such as advanced alloys, composite material, improved and brand new manufacturing processes and techniques and entirely new systems. Aircrafts of today, are designed for over less 15% fuel burn than the aircrafts designed a decade ago and are estimated to deliver a 40% less in amount of emissions to the environment than previously designed aircrafts. Airlines have been able to improve fuel efficiency and CO2 performance over the past 10 years by 14 per cent.

According to IATA, recent technological developments have led to the significant reduction in emissions by 7-13%. Winglets mounted in the wing tips of aircraft improve aerodynamics and reduce fuel burn. Various winglets and wingtip devices exist on today’s aircrafts and some are still are under development in a bid to reduce drag, reduce fuel burn and in overall improve the mitigation of emission. These devices include wingtip fences, blended winglets, raked wingtips and non-planar wingtip extensions. For example the wingtip fence is common on the Airbus A320 series and A380. By reducing drag, airlines save on costs; reduce fuel consumption and amount of emissions being released into the environment. Data from test flights suggested that a reduction of 4% in emissions is achieved and in addition lowers community noise.

More advanced engine components for better combustion and airflow. With the continuous improvements in the design and manufacturing of engines have helped them become cleaner, quieter, more affordable, more reliable and more efficient on power. Multiple engine upgrades programs have been undertaken in the past decade which has resulted in 2% fuel burn improvement. Such efforts have led to the development and certification of the 50/50 Fischer-Tropsch blend.

Lighter materials for furnishing the cabin have also proved to result in the reduction of aircraft emissions. The reduction of interior and cabin weight provides a significant added benefit for existing aircrafts and future aircrafts. Reducing the weight of interior fittings, sidewalls, panels, seats etc. provide a potential to increase the payload carrier and reduce fuel burn. Traditional sidewalls and panels made from fibreglass are being replaced by carbon fibre panels which have led to a great decrease in weight.

The use of more airframe structure components made of lightweight composite material instead of aluminium has also led to the reduction of aircraft emissions. For example fly-by-wire which has led to reduction in aircraft weight over the years. In the past aircrafts were designed with metallic structures with a small amount of 12% composing of composite or advanced materials. With recent developments, this figure has changed and has seen the rise in use of composite materials in aircraft components. For example the Boeing announced that as much as 50% of the primary structure of certain aircrafts such as 787 will be made of compositing material including the fuselage and wings.

Various advancements and developments in the techniques used for manufacturing have significantly contributed to the reduction of aerodynamic drag resulting to fewer emissions. Advancements in welding techniques such as the use of laser beam, electronic beam and friction stir welding. These technologies have led to the decreased need for conventional rivets in the design of aircrafts which have added advantages from reduced air drag, they also lower manufacturing costs and decreased aircraft weight.

Certain improvements and emergence of new procedure in the operations of airlines and airports have been adopted to enhance aircraft efficiency and help in reducing emissions while at the same time maintaining a high level of safety. Initiatives by air traffic management has led to increased operational efficiencies as they reduce significant costs associated with fuel consumption while reducing carbon emissions into the environment. An example is; According to the IPCC’s 1999 report, fuel consumption and CO2 emissions can be minimized through efficient aircraft operations. This report identified 6 percent inefficiency in aircraft operations. IATA came up with Green Teams in a bid to help reduce this inefficiency in operations on its members. The Green Teams play an important role in advising members of IATA on fuel efficiency, ground operations, flight planning and operations, fleet renewal programmes and aircraft upgrades with certified improvements. From the year 2005, IATA’s Green Teams have been working closely with airlines in the advocacy of adoption of certain practices such as reduced usage of auxiliary power units, weight reduction and more efficient flight procedures.

There exist various examples of improvement in efficiency. In Australia, the Australian Strategic Air Traffic Management Group (ASTRA) is a body that deals with the development of optimum air traffic management systems. The body brings together the whole industry together with its relevant stakeholders to develop and regularly review the strategic management plans set. Currently three main techniques are being used to minimize fuel consumption in Australian aviation operations. These techniques include i) reduced vertical separation minimum, ii) performance based navigation, and iii) continuous descent operations. Reduced Vertical Separation Minimum is a technique that entails the more efficient use of airspace and economical aircraft operations which in turn allows aircrafts to operate closer to the desired levels thereby reducing fuel burn and in the long run emissions. This technique has significantly reduced total fuel burn providing environmental benefits by reducing emissions.

Performance based navigation is a technique allows aircraft to fly even closer to their preferred path. This is used to employ more flexible uses of airspaces and optimize the operations to meet safety and efficiency expectations. It facilitates reduced aircraft flying distances, reducing fuel burn and collectively emissions decrease. Continuous Descent Operations is a method by which an aircraft approaches airports prior to landing. It allows an aircraft to have a more efficient profile which reduces fuel consumption and noise generation hence it’s usually preferred compared to other conventional landing approaches.

However with the growing concern for the environment being the major push and drive for technological advancements and developments in aviation. These eco-efficient technologies however are not long term solutions to the mitigation of emissions compared to the future growth of the industry in relation to passenger traffic. For example, the Sydney Airport passenger forecasts indicated a growth of 31.9 million passengers in the year 2007 to 78.9 million in 2029. The annual average growth rate of 4.8 percent for international and 3.9 percent domestic passengers which highlighted that there will definitely be a significant growth in passenger traffic over time. Efforts on improving operations and development in technology will not be enough to offset the emissions forecast to be generated with the advancement in time.

Setbacks in the Achievement of a Reduction in Aircraft Emissions

Though the aviation industry has met and is still in the process of achieving several expectations regarding emissions and the environment, there are several setbacks which the aviation industry faces in its strife to achieve carbon neutral growth. These setbacks have hindered the achievement of several objectives and goals set by the industry. The technical challenges faced are too large and the regulatory and economic incentives too small for the aviation industry acting alone or through organizations such as International Air Transport Association to minimize the negative environmental effects. However, even with the use of the previously discussed strategies, they alone will not be sufficient enough to offset the total emissions expected to be produced with increase in passenger traffic leading to the adoption of other strategies to aid in the struggle towards carbon neutral growth.

Technology has been identified as the most likely strategy to provide a long term solution. It has been suggested that it can only be effective if the management of the technological innovation and developments are properly and carefully managed and that governments throughout the world should unite and assume a “whole industry” approach to this issue of environmental sustainability. According to d’Edimbourg (2010), the ICAO has failed to effectively handle aviation-induced climate change. ICAO has failed to administer policies that are compulsory for member states and airlines to abide by. The Kyoto Protocol is an international agreement established in 1997, comprising of more than 180 countries that sets binding targets for countries and regions to reduce GHG emissions. It is linked to the United Nations Framework Convention on Climate Change. Even with the presence of the Kyoto Protocol and its well laid out mechanisms, emissions from aviation have grown faster than any other mode of transport and are expected to continue to grow in the future.

The presence of political disagreements between developed and developing countries and between developed countries themselves over the necessity for collective action, what actions to take and who should act. For example, at the ICAO’s Copenhagen Conference December 2009, world leaders failed to reach an accord on a successor agreement to the Kyoto Protocol. They had convened to adopt aviation’s climate change blueprint but there was no agreement on further ambition or for more measures.

Conclusion

The aviation industry continues to expand as the globe experiences an increase in demand of air transport. This increase affects the emission of greenhouse gases by aircrafts which in turn contributes to climate change. The aviation industry is responsible for 4.9 per cent of human-induced climate change (Lee et al, 2009). Several measures have been put in place in the aviation industry to reduce aircraft emissions. Some strategies have achieved milestones while others are not. Improvements in airframe design, air traffic management and engine performance have been shown to reduce aircraft emissions. However, more needs to be done to reduce the increase of greenhouse gases from aircrafts. In 2009, the ICAO had set targets aimed at reducing aircraft emissions. The ICAO however has failed to administer policies that are compulsory for member states and airlines to abide by. The organization needs to set stringent policies aimed at reducing GHGs that should be adhered to by member states.

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