Jetrader - January/February 2010 - 13

Direct+Indirect+ Induced Total including tourism Induced Tourism Matching Responsibilities to Actions % whole economy GDP 0.00% -0.10% Indirect GDP (US$bn) 0 -100 -0.16% -0.09% -0.16% -0.19% -200 -0.20% -0.30% -300 -400 -0.43% -500 -0.40% -0.50% -600 -0.59% -0.60% -700 -0.70% something labeled “food miles.” This has driven a backlash in many western countries against the type of export horticulture that sustains many small farmers in Africa. Blue Skies Ghana, an organization dedicated to the development of sustainable agriculture, recently faced the prospect of a ban on labeling their organic fruit as such because they have to use airfreight to get their produce to western supermarkets while it’s still fresh. However, a single focus on food miles and their associated energy costs doesn’t capture the full picture. The products that are being targeted typically come from small, family-run farms. These use virtually no energy to produce their crops because they don’t have tractors. Neither do they rely on energy-intensive artificial fertilizers, which emit nitrous oxide—a more powerful greenhouse gas that carbon dioxide. This can mean that this form of agriculture is more energy efficient than growing produce in western countries—even before you consider all the benefits that fl ow from creating a sustainable income for poor farmers in developing countries. The situation with tourism is also complex. In terms of energy consumption and environmental impact, the cost associated with air tourism has to be set against the similar costs of replacing tourism with another economic activity. This activity could be energy-intensive manufacturing and transporting of goods to market. Because tourism is an export activity, drawing in foreign currency, the products manufactured would themselves have to be exported, to qualify as replacement activity. In addition, if you deprive areas of revenue from tourists, they might switch to activities that are far more damaging to the environment, such as deforestation or mineral extraction. What this shows is that a single focus on the aviation industry, or a simplistic analysis of the costs of air travel, will not help in the debate about how the world comes to terms with declining energy resources and climate change. Changes to the aviation industry will produce changes to the whole global economy because the two are so interlinked. The choice is clear; with investment in R&D and incentives for fl eet renewal, we can move towards a more efficient world fl eet that gives more people access to social and economic development and helps facilitate a more equitable sharing of the world’s resources, while reducing the environmental impact. Or, with artificially restrained growth we can watch job creation, economic output and social development suffer, then wait to discover what the real impact will be on the environment. Aviation has enabled a connected global economy and society; it hasn’t necessarily caused them in the first place. Does this mean that the aviation industry can simply sit back and say that the issue of a transition to sustainable economies and societies is someone else’s problem? Of course not. It means making planes that are more efficient. In 1985, the average aircraf t fleet consumed eight liters per passenger per 100 kilometers—today it is less than five liters, with an anticipated drop to three liters in the next 15-20 years. It also means making them in a way that minimizes the environmental impact across the whole supply chain and lifetime of an aircraft. Airbus has earned the ISO 14001 environmental certification for all production sites and products for the entire life cycle, the first aeronautics company in the world to do so. But the industry also has a responsibility that extends beyond simply the manufacture and usage of its aircraft. After all, with global business, comes global responsibility. So, as well as continuing to improve the environmental performance of aircraft in an effort to tackle the two percent the industry contributes to CO2 emissions, it’s natural that an international aircraft manufacturer should use its global outreach to helping those trying to tackle the other 98 percent. This is why Airbus has partnered with the United Nations Environment Programme’s Convention on Biological Diversity to support The Green Wave, an initiative designed to raise awareness among young people about the complexity of life on Earth and its role in securing a sustainable future. Direct Everyone Has a Part to Play As the Oxford Economics report claims in its title, there is a case to see aviation as “the real world wide web” because it plays such a central role in the global economy and society. You could decide to focus on aviation as a way of driving the changes necessary to transition to a world that is less dependent on fossil fuels, but to do so in isolation could be seen as irresponsible. There are fragile societies and indeed fragile ecosystems whose survival is bound into air travel in ways which are not always easy to see or understand. Our drive to find simple solutions, which are easy to explain (especially to citizens or voters in the developed world), can easily cause us to overlook or sideline the more complex issues. Finding ways to deal with these complexities and develop the broadest possible understanding and consensus is the real challenge we face. Airbus believes that growth in air travel is a global need and that this need is not inconsistent with creating a better environment for all. As a leader in the industry we recognize our responsibility to pioneer and champion new solutions to greener flight and to work harder each day to promote actions that will support a more sustainable world. Flying enables economic growth, facilitates humanitarian aid and creates jobs. Flying with a conscience brings greater efficiencies, creates better understanding and ultimately builds demand in a greener world. This is an issue for the aviation industry, however, and all its stakeholders need to understand the challenge, be clear about their role and champion the agenda of a more connected and more sustainable world. Jetrader 13

Jetrader - January/February 2010

Table of Contents for the Digital Edition of Jetrader - January/February 2010

Jetrader - January/February 2010
A Message from the President
Q&A: Randy Tinseth
Thinking Global
Dateline: Dubrovnik
Aircraft Appraisals
Aviation History
From the ISTAT Foundation
Advertiser Index
Jetrader - January/February 2010 - Jetrader - January/February 2010
Jetrader - January/February 2010 - Cover2
Jetrader - January/February 2010 - A Message from the President
Jetrader - January/February 2010 - 4
Jetrader - January/February 2010 - Contents
Jetrader - January/February 2010 - 6
Jetrader - January/February 2010 - Calendar/News
Jetrader - January/February 2010 - Q&A: Randy Tinseth
Jetrader - January/February 2010 - 9
Jetrader - January/February 2010 - 10
Jetrader - January/February 2010 - 11
Jetrader - January/February 2010 - Thinking Global
Jetrader - January/February 2010 - 13
Jetrader - January/February 2010 - 14
Jetrader - January/February 2010 - Dateline: Dubrovnik
Jetrader - January/February 2010 - 16
Jetrader - January/February 2010 - 17
Jetrader - January/February 2010 - Aircraft Appraisals
Jetrader - January/February 2010 - 19
Jetrader - January/February 2010 - 20
Jetrader - January/February 2010 - Aviation History
Jetrader - January/February 2010 - 22
Jetrader - January/February 2010 - Advertiser Index
Jetrader - January/February 2010 - Cover4