Environmental Engineering Reference
In-Depth Information
Policy-making focus
In some of its earlier forms, aviation environmental policy-making was characterized
more by an apparent intent to contain aviation growth per se than by a full under-
standing of the effects
on the atmosphere of cruise altitude emissions from aircraft
(Barrett, 1991). Almost all policy-making since then tends to give emphasis to con-
trolling aviation's apparent 'negative' environmental outputs through a combination
of technological, operational, regulatory and market-based policies (such as eco-
nomic instruments and demand management). Application of these policies has had
the effect of drawing attention away from the 'positive' contributions that aviation
makes to social and economic development.
Paradoxically however, policy-making generally appears to recognize that access
to aviation is one of the key foundations of the global economy and a powerful
driver (and beneficiary) of economic and social progress (Environment Agency, UK,
2001). In many countries, civil aviation policy is directed towards encouraging eco-
nomic growth, competition, trade and investment. Today, aviation is perceived by
many to be as necessary to most economies as the railway was a century ago. It has
created a unique world of business connections, economic opportunities, travel and
tourism. Its contribution to the creation of global wealth and eradication of poverty
is seen as a solution to global environmental issues, particularly in the developing
world where travel and tourism are the only common service exports. These countries
access the global trading arena through the medium of air transport, and most of
them cannot benefit from the global market without air transport links (Dobbie,
1999).
Policy-makers are now being led to believe that the environmental burden of
aviation may jeopardize this contribution, and that the widely accepted link between
aviation growth and economic gross domestic product (GDP) growth should not be
taken for granted. In 'decoupling' aviation growth from that of GDP in this way, it
becomes possible to justify tougher environmental commitments for aviation, even
though the environmental impact from aviation is less than proportionally related to
its economic effects.
More fundamentally, policy-making approaches of this kind implicitly under-
state aviation's economic and social contributions to society. They also do not take
into account the way in which the global air transport system largely functions as a
public transport system, both in the developed and developing world. Under this
interpretation, the facilities and services offered to society by aviation thus constitute
a public good, just like telecommunications, postal, security or health services. Sim-
ilarly, whether they travel or not, many people benefit from the facilities and services
provided by aviation.
Current policy-making appears to work against, even undermine, the delivery of
appropriate policies based upon accepted definitions of sustainable development as
enshrined in policy-making theory and law (Brundtland, 1987).
3
The established
definitions of sustainable development include three interdependent and equally
important components: economy, environment and society. This relationship implies
that complex trade-offs may be required in order to achieve the desired level(s) of
sustainability or sustainable development. Moreover, there is a clear distinction between
the concepts of environmental protection and sustainability, which, although linked,
