Environmental Engineering Reference
In-Depth Information
As evidence about aviation's impact on the global climate is relatively new, public
awareness campaigns may both influence decisions on demand and increase the accept-
ability of stricter measures. Hand in hand with this, a public consultation process on
the future of aviation similar to that being performed in the UK may increase the
public perception of the challenges ahead and foster a common understanding of
the measures and instruments available for policy-making (DETR, 2000). Volun-
tary agreements may be considered as a short-term measure until economic instru-
ments are implemented.
Publicly financed research into aviation's climate impact is a necessary prerequi-
site for appropriate public awareness measures, as well as for industry investment
decisions on new technologies and aircraft. Refocusing of research and development
(R&D) funding, with more emphasis on improved aircraft design in terms of lower
GHG emissions, is complementary to other policy instruments aimed at increased
technical and operational efficiency.
Even though some progress has been made in the EU regarding the abolishment
of state aid to airlines and of duty-free sales on intra-EU flights, the phasing-out of
environmentally perverse subsidies is not yet on the agenda. The most prominent
tax exemptions are those for excise duties on fuels and value-added tax (VAT) on
tickets for international travel. A wide definition of subsidies would include a tax on
kerosene similar to excise duties imposed on other fuels used for transport purposes.
However, existing bilateral air-service agreements preclude the introduction of fuel
taxes and would need to be renegotiated. While a fuel tax would primarily work as
an incentive for increasing fuel efficiency, an emission charge may be designed in a way
that covers all GHG emissions from aviation. A trust fund charge with a low charge
rate, the proceeds of which are recycled for financing additional climate-change mit-
igation measures inside and outside the aviation sector, may ideally be suited for
implementation at the global level. Despite a low rate and related direct incentives for
emission reduction, the combined effect may be significant (Leifert et al, 1997).
Emission trading is increasingly under discussion for the aviation sector. Normally
emission-trading schemes for climate policy are restricted to CO
2
emissions. How-
ever, as with an emission charge, other important GHG from aviation need to be
included in emission trading. Otherwise, in an open trading regime the sector may
become a net buyer of emission permits from other sectors, resulting in an increase
in total radiative forcing (Lee and Sausen, 2000, p2).
Regarding regulations and guidelines, privatization of airlines and airports may
help to separate governmental and commercial interests in relation to air traffic oper-
ation and airport capacity planning, and avoid quasi subsidies from capital holdings.
In contrast to infrastructure planning for other modes of transport, there is currently
no federal planning for airport capacity in Germany because there is no federal money
spent on such projects. This results in planning decisions being uncoordinated
between regional and local authorities and in relation to growth in airport capacity.
Strategic environmental assessment (SEA) for transport infrastructure, currently
underway within the EU, may help to better spatially coordinate airport capacity plan-
ning and, hence, eliminate excess capacity and supply-side driven growth in demand.
Taking account of the influence of cruise altitude on radiative forcing, regulations
for flying at somewhat lower altitudes than are currently usual may allow for a sub-
stantial reduction in aviation's effect on the climate. An international agreement may
