Aviation and the Global Atmosphere

Aviation and the Global Atmosphere
Aviation and the Global Atmosphere
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EXECUTIVE SUMMARY
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. Although improvements in aircraft engine technology and air traffic management technology will bring environmental benefits, these benefits are not expected to be
sufficient to fully offset the projected growth of aviation emissions arising from increased demand for air transportation services (as discussed in the scenarios in
Chapter 9). These scenarios adopt simplifying assumptions of full implementation of communication, navigation, and surveillance/air traffic management (CNS/ATM)
and no infrastructure constraints. As a result, they are thought to show unrealistically high projected growth of air traffic and emissions. Policy measures aimed at
addressing the growth of aviation emissions will need to take this factor into account.
. The International Civil Aviation Organization (ICAO) is the United Nations (UN) specialized agency that has global responsibility for the establishment of standards,
recommended practices, and guidance on various aspects of international civil aviation, including the environment. The Kyoto Protocol committed countries to work
through ICAO in limiting or reducing emissions of greenhouse gases from aviation bunker fuels, but international aviation emissions are not covered by emissions
reduction targets in the Kyoto Protocol.
. Policy measures have the potential to limit the growth of aircraft emissions by encouraging technological innovation, effecting greater operating efficiencies in the
aviation industry, and affecting demand. Such measures include initiatives to ensure timely implementation of CNS/ATM; development of regulatory standards for
aircraft emissions, operational measures, and avoidance of delay; and market-based instruments such as environmental levies and emissions trading. Voluntary and
mandated policies to reduce emissions internalize to the producer or consumer many of the associated environmental costs.
. Cost-benefit analysis (CBA) has been used as a tool to conduct economic analysis of environmental mitigation measures across many areas of economic activity, but
some difficulties have arisen in its application to aviation, primarily because of measurement and information problems. CBA provides a framework for balancing
economic and environmental impacts associated with different policy options. The precautionary and "polluter pays" principles set out in the 1992 Rio Declaration are
also relevant to economic analysis of policies aimed at limiting the growth of aviation emissions.
. In 1981, ICAO established aircraft engine emission standards for oxides of nitrogen (NOx ). Since then, the NOx standard has been made more stringent (by 20% in
1993). A further 16% change to newly certified engines after 2003 was recommended in 1998. ICAO has established an approach that requires that any actions to
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