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same quantity of carbon dioxide emitted by any other
source. The other gases (e.g. NOx, SOx, water vapour)
and particles have shorter atmospheric residence times
and remain concentrated near flight routes, mainly in
the northern mid-latitudes. These emissions can lead to
radiative forcing that is regionally located near the flight
routes for some components (e.g. ozone and contrails)
in contrast to emissions that are globally mixed
(e.g. carbon dioxide and methane).”2
Many of the leading scientists in the field now consider
that radiative forcing (or a simple multiplier based on it)
is not the correct metric to account for the non-CO2
effects of aviation. As a recent scientific report states:
“However, the application of a factor of 2.5 (as used
by the UK Government in certain publications) to
aviation appears inequitable; for other sectors, the only
non-CO2 climate effects that are included are from
emissions of other gases included under the Kyoto
Protocol (specifically, methane, nitrous oxide, the
hydrofluorocarbons, perfluorocarbons and SF6), using
a well-defined metric (the 100 year global warming
potential (“GWP”)), whereas for aviation, the RFI
impacts are from ‘’non-Kyoto’’ sources of radiative
forcing, for which metric design is much more difficult
(Shine et al., 2005b). Worse, the use of the RFI
multiplier is a mis-application of science as it fails to
account for the resident timescales of emissions and
thus attributes a larger fraction of climate change
emissions to aircraft than is currently justifiable.”3
Corporate and social
responsibility report
1. Stern Review on the Economics of Climate Change, 30/10/06.
2. IPCC Summary for Policymakers on Aviation and the Global Atmosphere, 1999, Section 2.
3. It is premature to include non-CO2 effects of aviation in emission trading schemes, Forster, Shine and Stuber, Atmospheric Environment, 40, 2006, 1117-1121.
Our business model is designed around safety and
efficiency, minimising the environmental impact of
each flight.
24 easyJet plc
Annual report and accounts 2007
Improved concepts for including the non-CO2 effects
of aviation are currently being discussed in the scientific
community such as the temperature change resulting
from an aviation induced perturbation of the
atmosphere after a certain time, e.g. after 100 years
(Global Temperature Potential)4. When accounting for
the non-CO2 effects of aviation easyJet considers the
use of radiative forcing as clearly inappropriate and
potentially misleading as it cannot accommodate the
variance in the non-CO2 effects of aviation between
flights and it tends to overstate the climate impact of
aviation emissions.
easyJet’s emissions
easyJet’s business is to fly passengers between
European and Mediterranean cities. easyJet does
not carry cargo. Therefore, for easyJet, the most
appropriate measures of environmental efficiency with
regard to CO2 emissions are: grammes per passenger
kilometre and kilogrammes per passenger flight.
In 2007, easyJet flights produced an average CO2
emission of 95.6g per passenger kilometre and
94.9kg per passenger flight.
All aspects of easyJet’s business model are designed
around safety and efficiency. This focus on efficiency
minimises the environmental impact of each passenger
flight. easyJet’s network development has the
following attributes:
• 80% of easyJet’s current and future capacity is
employed in established markets; easyJet aims to
grow those markets but in the process substitute
existing, less efficient services.
• Some easyJet passengers have other transport
options available to them (such as road, rail and ferry).
However, there are only three routes (London to
Newcastle, London to Paris, and Paris to Geneva)
where the city-centre to city-centre rail journey
would be less than four hours. These routes
represented less than 3% of passengers carried
by easyJet in 2007. In both cases, easyJet caters for
demand which is not necessarily travelling city-centre
to city-centre.
From its inception in 1995, easyJet’s network
development has focused on substituting services in
markets dominated by inefficient former state-owned
airlines with its more efficient product. easyJet
stimulates demand through its low fares when it enters
a market; the efficiency that easyJet brings to a market,
though, can mean an overall reduction in emissions in
absolute terms.
Noise performance
At the airports easyJet operates from it also has a
　
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