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could become the single biggest contributor to climate
change by 2050. Similarly, it is now widely believed that
technological improvements in aircraft noise are becoming
more difficult to achieve and will no longer off-set the
increase in demand for air travel. Thus without a step change
in technology, noise impact around many airports could
actually grow for the first time in decades. It is a similar
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said at the Aviation and Environment Summit in Geneva in
March 2005, “We are waiting for the next revolution in
propulsion systems and new technological breakthroughs – only
then will we make a quantum leap ahead. In the meantime we
have to adopt a multi-faceted, multi-layered approach.” He also
highlighted the fact that a paradigm shift had occurred
situation with air quality. Because of these trends, airports will
find it increasingly difficult to win permission to increase
capacity, unless the aviation sector as a whole can convince
not only governments but society in general, that its impact
on climate change remains affordable.
In the words of the ACI EUROPE Director General, Roy
Griffins, “Gone are the days of simplistic ‘predict and provide’
and of government largesse. To get permission to grow, the
aviation industry as a whole needs to rise to the environmental
challenge. It must pass the green test!” This is set against an
efficiency deficit in which the combined worldwide fleet is
achieving efficiency gains of 1 per cent per year through the
introduction of newer, more efficient aircraft to replace older
aircraft being retired from the fleet, but demand for travel is
increasing by as much as 4-5 per cent each year.
The Director General of EUROCONTROL, Víctor M. Aguado,
“The aviation industry
as a whole needs to rise
to the environmental
challenge. It must pass
the green test!”
MEETING THE ENVIRONMENTAL CHALLENGE
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regarding the environment with the entry into force on 16
February 2005 of the Kyoto Protocol, even though civil aviation’s
effect on the environment has been essentially omitted.
Both EUROCONTROL and ACI EUROPE have their own strong
views on how they can each support the best way forward
and have already put in place steps to address the challenge.
EUROCONTROL members, for example, unanimously approved
the Environmental Policy and Strategy in April 2001. This set
out the following environmental objectives:
• To permit daily aircraft operations in such a way that all
ATM-related environmental impact is minimised
• To be compliant with the appropriate international
standards, statutory and regulatory requirements in
respect of environmental demands
• To actively support actions, which will contribute to
reduce or limit noise and aircraft emissions
There are an increasing number of EUROCONTROL
programmes that are taking into account the impact of
aviation on the environment. The most prominent of these is
the Dynamic Management of European Airspace Management
(DMEAN) framework programme which, according to Andrew
Watt, EUROCONTROL’s Environment Domain Manager, is the
first EUROCONTROL programme which has had an
environmental case embedded in it from the start. The
DMEAN programme aims to allow airspace users access to the
most direct routes between departure and arrival as well as
achieving the best possible flight profiles. This will result in less
fuel being burned which in turn limits the release of aircraft
emissions to the atmosphere for a given flight. It is a pan-
European effort relying on the involvement of civil and military
airspace users, Air Navigation Service Providers (ANSPs), airports
and EUROCONTROL working together to enhance the local and
network capacity and flight efficiency through improved
planning, demand-capacity balancing, collaborative decision
making and information exchange.
EUROCONTROL’s Environment Domain as well as its Society,
Environment and Economics (SEE) Research Area are jointly
involved in ensuring that the DMEAN programme adequately
captures any environmental impact that it may have, as well
as providing advice to the programme managers on
environmental issues. DMEAN follows the successful Reduced
Vertical Separation Minima (RSVM) programme, which,
although primarily implemented to increase airspace capacity,
had a beneficial knock-on effect on the environment by
allowing more aircraft to fly at optimum altitudes, letting
them burn fuel more efficiently and therefore create fewer
harmful greenhouse gases. The next step in creating a more
　
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