Environmental Engineering Reference
In-Depth Information
Moreover, political support to the aviation industry has played an important role
in its success. Airlines that are state owned still serve as symbols of national economic
success and power (Ragumaran, 1997, p240). Such a role may be particularly vital
in some developing countries. However, it still persists in developed countries, as
illustrated by the way in which Swissair was perceived as the 'flying Swiss identity'
(Anon, 2001, p30). This role of aviation, as well as airlines owned by governments,
seems to be no longer appropriate given the rising adverse environmental effects of
aviation.
T HE CHALLENGE OF LIMITING GHG EMISSIONS FROM
CIVIL AVIATION
Climate policy generally is in a situation where there is a high degree of negotiating
activity, while the results obtained so far appear to be somewhat limited. Tackling
greenhouse gas (GHG) emissions from civil aviation seems to be even more tricky
and cumbersome owing to a lack of well-established and agreed scientific basis and
the diversity of interests involved. Although some uncertainties remain, the scien-
tific basis has been significantly improved since the special report, Aviation and the
Global Atmosphere , prepared by the Intergovernmental Panel on Climate Change
(IPCC) (Penner et al, 1999) on behalf of the International Civil Aviation Organiza-
tion (ICAO). However, just as with climate policy in general, the diversity of inter-
ests of the various actors and stakeholders involved remains a decisive obstacle. In
fact, the situation regarding aviation is worse, as the issue of limiting the climate
change consequences of civil aviation has not yet reached the stage of international
negotiations.
In the context of the United Nations Framework Convention on Climate Change
(UNFCCC), it has been recognized that there is a lack of mechanisms for addressing
international GHG emission sources. Article 2, paragraph 2, of the Kyoto Protocol
states that the parties included in Annex I (developed countries) shall pursue limita-
tion on, or reduction of, emissions of greenhouse gases not controlled by the Mont-
real Protocol from aviation, working through the ICAO. In the national GHG
inventories, emissions that directly result from international civil aviation (combus-
tion and evaporation of fuels) are to be excluded from other national GHG emis-
sions of the transport sector and are to be reported separately according to the
IPCC's Greenhouse Gas Inventory Reporting Instructions (IPCC, 1995, p1.5). A review
of the national emission inventories submitted has revealed that, in particular, with
regard to emissions from international civil aviation, there are significant inconsis-
tencies in current reporting practices as to the definition of fuels used for international
transport and coverage of GHG other than carbon dioxide (CO 2 ) (Det Norske Ver-
itas, 1999). At the same time, there is an ongoing debate as to whether these emis-
sions should be allocated to individual countries or international bodies.
As long as the problems associated with the assessment and allocation of GHG
emissions from civil aviation persist, individual countries will have little interest in
reducing emissions. Moreover, in contrast to the technological options that are pos-
sible in principle for stationary sources of pollutants, the potential for individual
countries to apply technological solutions is more limited for globalized sectors. For
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