DOCSLIB.ORG

An In-Depth Landscape Report of the Aviation Airlines and Aerospace Companies, Which Was Sector

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
An In-Depth Landscape Report of the Aviation Airlines and Aerospace Companies, Which Was Sector Climate Action Global Investors Driving Business Transition Climate Action Global Investors Driving Business Transition CLIMATE ACTION 100+ SECTOR STRATEGY: AVIATION – LANDSCAPE ANALYSIS JANUARY 2021 Produced by ABOUT THIS PROJECT There are 10 aviation focus companies in Climate • A list of recommended investor expectations for Action 100+. The PRI coordinates investor the aviation sector; engagements for nine of these companies. • A list of case studies aligned to these In February 2020, the PRI published its Investor expectations; and Expectations Statement on Climate Change for • An in-depth landscape report of the aviation Airlines and Aerospace Companies, which was sector. initially signed by over 122 investors with nearly $6 trillion in collective assets under management. The Between June-November 2020, drafts of these purpose of this statement was to publicly signal documents underwent two rounds of feedback investor support for key high-level actions airlines with investors, aviation companies, and aviation and aerospace companies can take to manage sector technical experts. their climate risks and opportunities. These documents are intended to inform In May 2020, the PRI commissioned Chronos Climate Action 100+ investor engagements with Sustainability to prepare a more-detailed investor airline and aerospace companies by setting out engagement guide for the aviation sector that recommended investor expectations for net-zero would build upon the PRI’s February 2020 climate strategies from such companies, exploring statement and serve as the Climate Action 100+ potential pathways for the aviation sector to sector strategy for aviation. This sector strategy decarbonise by 2050 and showcasing examples of consists of three documents: good practice by aviation companies. For further questions or feedback on this project, please email [email protected] Disclaimer: The information contained in this report is meant for the purposes of information only and is not intended to be investment, legal, tax or other advice, nor is it intended to be relied upon in making an investment or other decision. Without limiting the foregoing, this report is not intended as a voting recommendation on any shareholder proposal. This report is provided with the understanding that the authors and publishers are not providing advice on legal, economic, investment or other professional issues and services. PRI Association and Climate Action 100+ are not responsible for the content of websites and information resources that may be referenced in the report. The access provided to these sites or the provision of such information resources does not constitute an endorsement by PRI Association or Climate Action 100+ of the information contained therein. Except where expressly stated otherwise, the opinions, recommendations, findings, interpretations and conclusions expressed in this report are those of PRI Association, and do not necessarily represent the views of the contributors to the report, any signatories to the Principles for Responsible Investment or Climate Action 100+ (individually or as a whole), or the other four Climate Action 100+ investor networks (i.e., Ceres, IIGCC, IGCC, and AIGCC). It should not be inferred that any other organisation referenced on the front cover of, or within, the report, endorses or agrees with the conclusions set out in the report. The inclusion of company examples or case studies does not in any way constitute an endorsement of these organisations by PRI Association, the signatories to the Principles for Responsible Investment or the other four Climate Action 100+ investor networks (i.e., Ceres, IIGCC, IGCC, and AIGCC). While we have endeavoured to ensure that the information contained in this report has been obtained from reliable and up-to-date sources, the changing nature of statistics, laws, rules and regulations may result in delays, omissions or inaccuracies in information contained in this report. PRI Association and Climate Action 100+ are not responsible for any errors or omissions, for any decision made or action taken based on information contained in this report or for any loss or damage arising from or caused by such decision or action. All information in this report is provided “as-is” with no guarantee of completeness, accuracy or timeliness, or of the results obtained from the use of this information, and without warranty of any kind, expressed or implied. 1 Climate Action SECTOR STRATEGY: AVIATION – LANDSCAPE ANALYSIS PRODUCED BY Global Investors Driving Business Transition Climate Action Global Investors Driving Business Transition CONTENTS EXECUTIVE SUMMARY 3 SECTION 1: INTRODUCTION 10 Background 10 Purpose 11 SECTION 2: OVERVIEW OF THE AVIATION SECTOR 12 What is the climate impact of aviation? 13 What is the scale of global aviation CO2 emissions and how are they split? 16 In-depth: sources of aviation greenhouse gas emissions 17 What is the future climate impact of aviation under a “business as usual” scenario? 19 What are the climate risks and opportunities for airline and aerospace companies? 24 SECTION 3: DECARBONISING AVIATION: WHERE DO WE NEED TO GET TO? 26 Decarbonisation pathways 27 Absolute emissions pathways 27 Emissions intensity pathways 28 SECTION 4: ACTIONS REQUIRED FOR DECARBONISATION: HOW DO WE GET THERE? 30 Summary of mitigation options 31 General barriers to progress 34 Interventions required 37 APPENDIX 1: 45 Overview of the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) APPENDIX 2: 48 Expanded discussion on mitigation options to reduce the aviation sector’s climate impact APPENDIX 3: 54 The unique role of carbon offsetting in aviation APPENDIX 4: 57 Addressing non-CO2 impacts ENDNOTES AND ADDITIONAL REFERENCES 59 ACKNOWLEDGMENTS 69 2 Climate Action SECTOR STRATEGY: AVIATION – LANDSCAPE ANALYSIS PRODUCED BY Global Investors Driving Business Transition Climate Action Global Investors Driving Business Transition EXECUTIVE SUMMARY 3 Climate Action SECTOR STRATEGY: AVIATION – LANDSCAPE ANALYSIS PRODUCED BY Global Investors Driving Business Transition SUMMARY EXECUTIVE Climate Action Global Investors Driving Business Transition BACKGROUND THE POLICY CONTEXT Aviation provides many economic and social The airline sector is exceptional in the way its benefits, connecting people and businesses across emissions are regulated. Domestic aviation the globe and contributing both directly and emissions, representing around 35% of total indirectly to the world economy. However, it is also global aviation emissions, are the responsibility a significant contributor to global greenhouse gas of individual states and are dealt with through emissions, accounting for around 2.5% of global national climate policies. Domestic aviation carbon dioxide (CO2) emissions from fossil fuel use emissions are specifically included in the process and 12% of emissions from transport. for setting Nationally Determined Contributions (or NDCs) to the Paris Agreement. This proportion is set to rise significantly in the future. In contrast, emissions from international aviation, i.e., all flights departing from one country and As other sectors decarbonise and air landing in another, representing around 65% of transportation continues to grow, aviation is likely total emissions, are not specifically addressed in to consume a much greater share of the remaining the Paris Agreement. That said, the temperature global carbon budget. It is estimated that, for some goals set apply universally and thus international countries, aviation will be the largest contributor to aviation emissions need to be consistent with carbon emissions by 2050. It is also important to those goals. recognise that flying at altitude results in additional climate impacts, such as those caused by contrail International aviation emissions are addressed at a and cloud formation. While there is considerable global level through the International Civil Aviation uncertainty about these ‘non-CO2’ impacts, recent Organisation (ICAO), a specialist United Nations scientific research indicates that the overall climate (UN) organisation. In addition to policy making at impact of aviation is currently around three times domestic and ICAO levels, there is European Union the impact of its CO2 emissions alone. (EU) regulation, which applies to flight emissions within the European Economic Area (EEA). It is estimated that over three quarters of the total CO2 emissions from the aviation value chain arise The complexity of the regulatory regime has from airline activity, which is the focus of this made mitigating emissions from the aviation paper, and most specifically jet fuel combustion sector challenging. Progress has been slow, from flight operations. Most of the remaining particularly at the ICAO level, not least because CO2 emissions come from the production and of the large number of member states involved in transportation of jet fuel. Emissions from the negotiations. This has led to proposals for a ‘dual operations of aerospace companies account for approach’ to policy making, involving both a top- only around 4% of value chain emissions. down approach through ICAO and a bottom-up approach, through national and regional climate To decarbonise the sector, the focus needs to be policies. on airlines’ Scope 1 emissions, defined as those from jet fuel combustion, and the corresponding Some individual countries have taken unilateral Scope 3 emissions of aerospace companies, that is, action to introduce policies, such as
Load more

Recommended publications
  • Policy Brief
    4 | Issue 01/2016 POLICY BRIEF THREE QUESTIONS FOR NEW A4E WORKING GROUP DANIEL WEDER STAKEHOLDER ON ENVIRONMENT CORNER On the occasion of the etc.) and not a pure presentation of the cost-reduction European Commission’s INSIDE approach. Today‘s “European Strategy for A4E technological possibilities, which would clearly Low-Emission Mobility” improve the situation, are not, or only seldom, on 20 July, A4E set used in Air Navigation Services (for instance out its frst priorities in Virtual Centres). on environmental policy: ICAO’s global Question: On June 28, the CEOs of A4E market-based measure and government airlines presented operational, technological support for sustainable low carbon fuels. and political suggestions to limit the impact Daniel Weder became CEO of skyguide, the of controller’s strikes and are now looking A4E calls on all governments to support Swiss air navigation service provider, in 2007. towards ANSPs for support in implementing ICAO’s (International Civil Aviation Orga- them. What’s your position regarding the A4E nisation) proposeD carbon offset scheme Question: What were your initial thoughts Call for Action? to cap emissions from 2020. During the when you frst heard of A4E? Weder: As for skyguide, we do generally review of the EU Emission TraDing Scheme Weder: With A4E we have now a strong agree with the “9 principles“ put forward by (ETS) for aviation later this year, the Euro- customer voice coming up with focussed A4E concerning strikes in Air Traffc Control. pean legislator should ensure the compe- positions and ideas. Solution oriented airlines However, there are two caveats.
    [Show full text]
  • Aviation 2030 Disruption and Its Implications for the Aviation Sector Thriving on Disruption Series
    Aviation 2030 Disruption and its implications for the aviation sector Thriving on disruption series Major disruption is promised by a range of powerful new technologies and public pressure. Players that turn these trends to their advantage have the opportunity to reshape the industry. In this piece, we evaluate the potential for alternative energy sources, maintenance robotics, and the return of supersonic. We do this through the lens of 5 key player types. Christopher Brown Jono Anderson KPMG in Ireland KPMG in the US Global Strategy Group Kieran O’Brien Charlie Simpson KPMG International KPMG in Ireland KPMG in the UK Introduction Aviation has long been glamorous, but for some players in the value chain, it has also often proved to be unprofitable. Despite current headwinds, aviation Elsewhere in KPMG’s Mobility 2030 has arguably experienced a golden series,3 we have looked at changes age: a phase of relatively profitable affecting ground transport, and in growth, driven especially by ‘Getting Mobility off the ground’4 commercial passengers in developing we considered air-based disruption markets. The International Air in short-distance travel. In KPMG’s Transport Association (IATA) forecasts annual Aviation Industry Leaders that global passenger numbers will Report,5 we look at the ‘traditional’ almost double by 2037, reaching aviation industry’s topical issues. 8.2 billion annually.1 To match that demand, the aviation industry is In this paper, we focus on select continuing to raise output to historic issues for traditional aviation, with highs. In July 2018, Airbus announced that longer-term 2030 lens. In that over 37,000 new aircraft – valued particular, we consider the disruption at $5.8 trillion – are required over 20 potential related to developments in: years.2 With regular retirement of • Alternative energy sources older fleet, that equates to a doubling of the world’s passenger fleet to • Maintenance robotics more than 48,000 aircraft.
    [Show full text]
  • Aviation Week & Space Technology
    STARTS AFTER PAGE 34 Using AI To Boost How Emirates Is Extending ATM Efficiency Maintenance Intervals ™ $14.95 JANUARY 13-26, 2020 2020 THE YEAR OF SUSTAINABILITY RICH MEDIA EXCLUSIVE Digital Edition Copyright Notice The content contained in this digital edition (“Digital Material”), as well as its selection and arrangement, is owned by Informa. and its affiliated companies, licensors, and suppliers, and is protected by their respective copyright, trademark and other proprietary rights. Upon payment of the subscription price, if applicable, you are hereby authorized to view, download, copy, and print Digital Material solely for your own personal, non-commercial use, provided that by doing any of the foregoing, you acknowledge that (i) you do not and will not acquire any ownership rights of any kind in the Digital Material or any portion thereof, (ii) you must preserve all copyright and other proprietary notices included in any downloaded Digital Material, and (iii) you must comply in all respects with the use restrictions set forth below and in the Informa Privacy Policy and the Informa Terms of Use (the “Use Restrictions”), each of which is hereby incorporated by reference. Any use not in accordance with, and any failure to comply fully with, the Use Restrictions is expressly prohibited by law, and may result in severe civil and criminal penalties. Violators will be prosecuted to the maximum possible extent. You may not modify, publish, license, transmit (including by way of email, facsimile or other electronic means), transfer, sell, reproduce (including by copying or posting on any network computer), create derivative works from, display, store, or in any way exploit, broadcast, disseminate or distribute, in any format or media of any kind, any of the Digital Material, in whole or in part, without the express prior written consent of Informa.
    [Show full text]
  • European Airlines Exposed As Significant Opponents of EU Climate
    EMBARGOED to 00:01 GMT, June 10th, 2021 European airlines exposed as significant opponents of EU climate policy New documents shed light on systematic anti-climate lobbying campaign amid billions in government bailouts Europe's largest airlines - which collectively received €30 billion in taxpayer support during the COVID-19 pandemic - have emerged as some of the most significant opponents of ambitious climate policy in the region, according to a new report by InfluenceMap. These efforts have continued even though many companies are now being part-owned by governments due to the COVID-19 bailout agreements. InfluenceMap's report is based on nearly 800 evidence pieces as well as dozens of documents obtained by Freedom of Information requests. Taken together, they shed new light on the extent of the aviation sector's anti-climate lobbying targeting the EU and European governments. This is despite the sector publicly declaring its commitment to net-zero emissions for European aviation by 2050. The report details the industry's two-level strategy to avoid effective regulation. The sector is lobbying against EU- level policies - such as the Sustainable Aviation Fuels blending mandate and the EU Emissions Trading System (EU ETS) while also trying to weaken the international carbon offsetting scheme, CORSIA. Amidst all of this, airlines have initiated extensive climate-focused PR campaigns - like those undertaken by the oil & gas sector - to deflect responsibility for the sector’s carbon footprint and to tackle growing ‘flight shame’ among the public. Information revealed in the report includes: • The ongoing industry campaign to weaken the EU ETS with regards to aviation and replace it with the CORSIA offsetting scheme, including direct lobbying by Lufthansa, Air France-KLM, and International Airlines Group (IAG).
    [Show full text]
  • Air Transport Industry Analysis Report
    Annual Analyses of the EU Air Transport Market 2016 Final Report March 2017 European Commission Annual Analyses related to the EU Air Transport Market 2016 328131 ITD ITA 1 F Annual Analyses of the EU Air Transport Market 2013 Final Report March 2015 Annual Analyses of the EU Air Transport Market 2013 MarchFinal Report 201 7 European Commission European Commission Disclaimer and copyright: This report has been carried out for the Directorate General for Mobility and Transport in the European Commission and expresses the opinion of the organisation undertaking the contract MOVE/E1/5-2010/SI2.579402. These views have not been adopted or in any way approved by the European Commission and should not be relied upon as a statement of the European Commission's or the Mobility and Transport DG's views. The European Commission does not guarantee the accuracy of the information given in the report, nor does it accept responsibility for any use made thereof. Copyright in this report is held by the European Communities. Persons wishing to use the contents of this report (in whole or in part) for purposes other than their personal use are invited to submit a written request to the following address: European Commission - DG MOVE - Library (DM28, 0/36) - B-1049 Brussels e-mail (http://ec.europa.eu/transport/contact/index_en.htm) Mott MacDonald, Mott MacDonald House, 8-10 Sydenham Road, Croydon CR0 2EE, United Kingdom T +44 (0)20 8774 2000 F +44 (0)20 8681 5706 W www.mottmac.com Issue and revision record StandardSta Revision Date Originator Checker Approver Description ndard A 28.03.17 Various K.
    [Show full text]
  • ACI-EUROPE-A4E-IATA-Joint Industry-Letter-To
    Brussels, 01 October 2020 Ms Ursula von der Leyen President European Commission Rue de la Loi, 200 1049 Brussels BELGIUM CC : Ms Adina Vălean, Commissioner, Transport Ms Ylva Johansson, Commissioner, Home Affairs Ms Stella Kyriakides, Commissioner, Health and Food Safety Mr Didier Reynders, Commissioner; Justice Dear President von der Leyen, We reFer to the letter sent to you on 17 September together with 21 other associations representing the travel and tourism sector and their workers, regarding the unsustainable situation as regards travel restrictions reinstated by EU States – in particular quarantines. Since then, the situation has continued to deteriorate For Europe’s airlines and airports, with an accelerated decline in passenger traFFic. With inFections increasing in several European countries and the epidemiological situation set to remain unstable For months, these national regimes oF travel restrictions and quarantines will Further limit the Free movement of people – creating a paralysis oF the internal market. This is not sustainable. We need to move From crisis management to risk management, and thus learn to live - and travel - with the virus. With the end oF the year approaching and many Europeans wondering whether they will be able to come together with their Families and loved-ones For Christmas, re-establishing the Free movement oF people and air connectivity across our continent in a saFe way must be a priority. This is what an EU Testing Protocol For Travel would allow. Replacing the current patchwork oF quarantines with a common EU Testing Protocol For Travel (EU-TPT) is urgently needed – and we are hereby reiterating our call For the Commission to lead the development oF such protocol.
    [Show full text]
  • Brussels, 28 June 2021 Re: Implementation of the EU Digital COVID Certificate and the Smooth Restarting of Air Travel Dear EU He
    Brussels, 28 June 2021 Re: Implementation of the EU Digital COVID Certificate and the smooth restarting of air travel Dear EU heads of State and government, Further to our 21 April letter (see Annex), we are coming back to you as trade associations representing Europe’s airlines and airports ahead of the start of application on 1 July of the EU Digital COVID Certificate Regulation (Regulation (EU) 2021/953 on a framework for the issuance, verification and acceptance of interoperable COVID-19 vaccination, test and recovery certificates (EU Digital COVID Certificate) to facilitate free movement during the COVID-19 pandemic). We have supported this proposal since its publication as we consider that a common and interoperable EU Digital COVID Certificate (DCC) is an essential tool for restoring free movement of European citizens within the EU/EEA and Switzerland, along with an effective and coordinated lifting of restrictions for intra-EU travel1. We welcome the good cooperation with industry that has been set up in some Member States and stand ready to continue supporting national authorities in their endeavour. European aviation remains one of the sectors hardest hit by the pandemic. According to the latest EUROCONTROL forecast, aviation is not expected to make a full recovery before 20242. Passenger traffic across the EU/EEA/Swiss airport network was still down by -77%3 in early June compared to pre-pandemic levels. Similarly, the recovery in air connectivity is proceeding at a slow pace, with over 5,600 air routes4 lost this month compared to June 2019. With the peak summer travel season upon us, the EU thankfully now has a number of tools and measures available to enable and support the restarting of air connectivity, alongside travel and tourism.
    [Show full text]
  • 2015 REVIEW • Ryanair Introduces Direct Flights from Larnaka to Brussels
    2016 REVIEW SPONSORED BY: 1 www.atn.aero 2015 REVIEW • Ryanair introduces direct flights from Larnaka to Brussels JANUARY 4/1/2016 14/1/2016 • Etihad Airways today launched fresh legal action in a bid to overturn a German court’s decision to revoke the approval for 29 of its • Genève Aéroport welcomed a total of nearly 15.8 million passengers codeshare flights with airberlin in 2015 • ALTA welcomes Enrique Cueto as new President of its Executive 5/1/2016 Committee • Spirit Airlines, Inc. today announced Robert L. Fornaro has been appointed President and Chief Executive Officer, effective immediately 6/1/2016 • FAA releases B4UFLY Smartphone App 7/1/2016 • The International Air Transport Association (IATA) announced it is expanding its activities to prevent payment fraud in the air travel industry • Boeing delivered 762 commercial airplanes in 2015, 39 more than the previous year and most ever for the company as it enters its centennial year • Rynair become the first airline to carry over 100m international Source: LATAM customers in one year • American Airlines and LATAM Airlines Group are applying for • BOC Aviation orders 30 A320 Family regulatory approval to enter into a joint business (JB) to better serve their customers • Bordeaux Airport 2015 review: Nearly 5,300,000 passengers in 2015: growth of +7.6% 15/1/2016 • Etihad Airways today welcomed the ruling by the higher administrative 8/1/2016 court in Luneburg reversing an earlier judgment and allowing it to • The European Commission has approved under the EU Merger continue operating
    [Show full text]
  • Sustainability Working Group Agenda  Introductions (15 Min)
    Sustainability Working Group Agenda Introductions (15 min) Attendees introduce themselves and state what is the most important issue around sustainability Sustainable Food / Donation Programs (20 min) Tami McCrossen-Orr, LAWA LAWA’s food donation programs Q&A - Discussion Flight Shame Movement (20 min) and Airport Discussion Danielle Buehler, PHL Background and general info on movements in Europe, NA, etc., airline and airport responses Q & A - Discussion Sustainability Integration and Advisory Council Updates (5 min) Updates from the Council, including update from Sustainable Aviation Fuels Task Force ACRP Updates (10 min) Centerlines Connect Sustainability Resources (10 min) Roundtable open discussion & call for topics for quarterly call (10 min) Food Donation/Food Waste Reduction Programs ACI-NA 2019 Annual Conference September 14, 2019 1 Food Waste at LAX Picture taken during LAX waste audit. 20% of LAX’s waste stream is food waste (according to a waste audit completed in 2017 for the airport). 2 LAX Harvest Food Donation Program - OVERVIEW • The Program began in 2012 and collects unsold, edible prepackaged food from grab-n-go locations in terminals for donation to local charities. • In 2018, over 37,000 pounds* of food was donated. The program has donated over 280,000 pounds** of food since inception. The Program has received the following awards: 2015 LA County Green Leadership Award 2017 South Bay Business Environmental Coalition SEED Award * Equivalent to 82,000 food items 3 ** Equivalent to over 585,000 food items Food Waste Recycling Program – OVERVIEW • Food waste is collected by LAWA and sent to anaerobic digester in Perris, CA for conversion into renewable natural gas and compost.
    [Show full text]
  • Press Release European Aviation Sector Proposes EU Pact for Sustainable Aviation to Realise EU's 2030 and 2050 Decarbonisation
    Press Release 14 July 2021 European aviation sector proposes EU Pact for Sustainable Aviation to realise EU’s 2030 and 2050 decarbonisation ambitions • Destination 2050 already shows a pathway for Europe’s aviation sector to decarbonise, in line with the EU’s 2050 climate objectives. • Pact would complement European Commission’s ‘Fit for 55’ policies to ensure aviation can meet its decarbonisation targets. In its ‘Fit for 55’ legislative package published today, the European Commission set out proposals aimed at reducing net EU greenhouse gas (GHG) emissions by at least 55 per cent1 by 2030. This represents a major stepping stone to reach the EU’s climate goal of net zero emissions by 2050 and is also aligned with the aviation sector’s own objective of achieving net zero CO2 emissions from all flights within and departing Europe by 2050. To support the ‘Fit for 55’ initiative and ensure climate targets can be reached, Europe’s leading airlines, airports, air navigation service providers and manufacturers2 have proposed the development of an EU Pact for Sustainable Aviation – a joint roadmap for industry and policymakers to align their actions towards realising the 2030 and 2050 climate goals. The Pact – led by the European Commission – would set out a shared vision, common aspirational targets and high-level principles for joint aviation and policymaker action. The Destination 2050 initiative, launched earlier this year, shows how a combination of measures across four pillars can be used to achieve net zero CO2 emissions from aviation by 2050, namely: • improvements in aircraft and engine technologies; • ramp-up in production and uptake of sustainable aviation fuels (SAFs); • implementation of smart economic measures; and • improvements in air traffic management (ATM) and aircraft operations.
    [Show full text]
  • Brussels Air Transport Brief: November 2018
    BRUSSELS AIR TRANSPORT BRIEF: NOVEMBER 2018 Date: 19 November 2018 European Regulatory / UK Regulatory Newsletter By: Philip Torbøl, Mélanie Bruneau, Antoine De Rohan Chabot, Alessandro Di Mario, Katrin Hristova, Francesca Lai AVIATION REGULATORY AND POLICY Air Services Regulation: Council reaches agreement on amendment regarding wet-lease agreements with third countries On 21 September 2018, the European Council agreed to an amendment of Regulation (EC) 1008/2008 on common rules for the operation of air services in the Community. This amendment aims to ensure consistency between EU legislation and air transport agreements with third countries, in particular the provisions on wet- leases. In its position, the Council indicated that the amendment should be limited, to align the Regulation with the relevant international obligations of the Air Transport Agreement between the EU and the US. Furthermore, the Council added that any international agreement on wet-leases should include reciprocal rights and obligations for both parties and should be based on an existing Air Transport Agreement. Single European Sky: European Commission answer to MEP question on the fragmentation of the European airspace and disruptions to the air transport system In an answer given on 14 September 2018 to a parliamentary question raised by MEP Deirdre Clune on the fragmentation of the European airspace and disruptions to the air transport system, Transport Commissioner Bulc responded that such issues require an evolution of the Single European Sky (SES) to better
    [Show full text]
  • Airlines and the Environment (PDF)
    AIRLINES AND THE ENVIRONMENT Air Line Pilots Association, Int’l 7950 Jones Branch Drive, Suite 400S McLean, VA 22102 703-689-2270 [email protected] www.alpa.org 2020 Foreword from alpa president joe depete ur modern world is characterized by, perhaps more than almost any other attribute, a continual and aggressive pursuit to do virtually Oeverything in life faster, better, and at a lower cost. No industry exemplifies this so well—nor has been so successful—as commercial aviation, which allows a person to travel at upwards of 600 miles per hour and with less risk than any other mode of transportation at any time in history. During its nearly 90 years of existence, ALPA has been at the forefront of the unceasing effort to make airline travel safer and better. And it is extremely safe— there were zero fatal U.S. passenger airline accidents over the last 10 years—but it is also significantly less expensive when adjusted for inflation than when the industry began, due to airline competition plus advanced aviation technologies, training, and methods. However, there is a growing societal movement to harm the airlines and shame their customers into using other forms of transportation in a perhaps well- intended but profoundly misguided effort to reduce the environmental impacts of air travel. Some may not realize it, but as successful as the airline industry has been in developing a safer, faster, and less expensive mode of transportation, it has also excelled in lessening its impact on the environment. Because of the industry’s efforts, which includes proactive operational procedures performed by airline pilots to reduce fuel burn, airline CO₂ emissions per seat mile have dropped an astounding 80 percent since the first jet aircraft, and presently accounts for only 2 percent of human activity–caused global emissions.
    [Show full text]