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rest will be given away free of charge under national
allocation plans. It is important that aviation should be
treated equitably alongside other sectors within the emissions
trading regime.
Allocation by auctioning would not meet that objective, so
ACI EUROPE favours a methodology based primarily on
grandfathering and/or benchmarking of performance. It is
also important that aircraft operators who are already
environmentally efficient should not be penalised; they could
be allocated early credits in compensation. Nor would new
entrants be penalised.
There is no ideal solution. Any option considered should be
non-discriminatory and subject to an impact analysis, with the
final choice being political. In its first phase, however, ACI
EUROPE recommends that only intra-EU flights should be
included. Additional bilateral agreements between EU
Member States and third countries would then effectively
introduce other states into the EU scheme.
The issue of overflights, particularly by third-country aircraft
operators, remains unresolved and must be tackled largely
through political discussion with individual countries.
Nevertheless, to avoid discrimination between EU aircraft
operators and those from third countries, all airlines would be
included, regardless of their nationality.
MEETING THE ENVIRONMENTAL CHALLENGE
106
ENVIRONMENTALLY
SUSTAINABLE AIRPORT
OPERATIONS
There is an immediate threat to the air transport industry’s ability to
meet demand unless it changes the way it operates. David Learmount
looks at how this threat is directly linked to environmental concerns
and how ATM may help to turn the threat into an opportunity
107
he level of disquiet among politicians, environmental
lobbying groups and ordinary citizens about the effect
of aviation on the environment is rapidly growing. It is a
fact that commercial air transport’s global growth means its
contribution to the production of ‘greenhouse gases’ like
carbon dioxide – though still small – is increasing as a
proportion of the world emissions total. Noise in the vicinity of
airports remains a focus of most of the socio-environmental
attention aviation receives, but now an acute awareness of air
quality is adding to the local pressure to curb traffic growth.
Meanwhile, global warming is forcing the hand of national
governments because they have emissions targets to meet.
Aviation’s emissions were omitted from the Kyoto Protocol.
But now, in the European Union, moves are afoot to bring
aviation emissions within the existing quotas and within the
European Emissions Trading Scheme. This, if it succeeds
represents a sea-change in attitudes, the effect of which will
be that aviation will be held to account, to a degree not
foreseen even three years ago, for its emissions production.
Meanwhile, EUROCONTROL has warned for some time now
that the most serious constraint on the capacity of the air
traffic management (ATM) system as a whole in a populous
continent like Europe is not the skies but airports. This is
caused by simple factors like having too few runways at the
major hubs, and by a general lack of investment in
maximising the efficiency of the total ground infrastructure
that supports aircraft movements.
Airport managers would protest that the issue is more
complex than that. They are right, but they might not
explain the situation as EUROCONTROL’s Environmental
Sustainability Expert, Alan Melrose, does. He says there is a
relentless logic leading to the conclusion that the
environment is the key to the future of the entire ATM
system – particularly in Europe.
According to Melrose the logic is this: airports are the ATM
system’s bottleneck; they are a bottleneck because, although
airports are the air transport industry’s most consistently
profitable sector, they are not able to invest as much as
required in new runways and better infrastructure; this failure
to invest occurs because the local and national planning
authorities will not give permission to construct much-needed
facilities; or at best require onerous planning processes and
conditions. The reason permission is withheld is that the
The most serious
constraint on the capacity
of the ATM system as a
whole in a populous
continent like Europe is
not the skies but airports
T
authorities fear the environmental effects of traffic growth.
Melrose’s conclusion is that unless airport and airline
expansion can become more environmentally sustainable, the
　
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