By Alex Macheras
The Single European Sky initiative will one-day increase the efficiency of air traffic management and air navigation services by reducing the immense fragmentation of European airspace. By its nature, this ongoing initiative is pan-European and open to neighbouring countries. But the question is…when?
Under the Single European Skies initiative, European airspace management would move away from the current, dated arrangement: A fragmented airspace map determined by national borders, to the use of ‘functional airspace blocks’ the boundaries of which will be designed to maximise the efficiency of the airspace for air travel across Europe as a whole. The aim is clear: To use air traffic management that is more closely based on desired flight patterns leading to greater safety (by preventing congestion in the skies), efficiency (both environmentally and economically) and greater capacity. The Single European Skies initiative will reduce airlines’ annual fuel costs by €5.5bn, meaning Europe could better handle large scale disruptions (such as the 2010 Icelandic volcano eruption), overcrowding in the skies (as was happening in summer 2019), as well as unprecedented collapses in air travel demand such as the immediate impact of the Covid-19 pandemic.
But the European Commission has been trying to deliver a Single European Sky since the early 2000s. State inaction has meant that none of its targets have been met. New legislation, as proposed by the commission, is the only way to force the reform and improvements that are desperately needed. IATA pointed to the intransigence and selfishness of key EU states and their air navigation service providers, adding that their delays threaten to collapse the latest commission effort. Some EU member states have expressed certain objections to relinquishing their current systems, primarily relating to national security and sovereignty concerns.
With Europe’s air traffic management system being so dated and fragmented, a Single European Sky initiative is vital for a safe, sustainable, and efficient European air transport industry. It would lead to a 10% cut in EU aviation emissions, supporting the European Green Deal. Capacity can be increased, and delays will occur less (especially in summer) giving a €245bn boost to Europe’s GDP and a million extra jobs annually from 2035. Airbus says that pressure is also rising with new types of aircraft entering the airspace, but old, fragmented airspace plans are not enabling these jets to operate flights as efficiently as could be possible.
The aviation industry is firmly behind efforts to achieve a fully integrated airspace, not only for the benefit of airlines, but also for the sake of passengers and the environment. It’s the politics of implementation that’s not aligned. Currently, travellers are enduring unnecessary delays and aircraft are producing more CO2 emissions than they would under a modern, streamlined system.
A study revealed airspace modernisation could deliver European consumers an additional $36bn (€32bn) of welfare benefits in the year 2035, compared to a ‘do nothing’ scenario (in which no further airspace modernisation takes place).
“The European Commission has been trying to deliver the benefits of SES since the early 2000s. But state inaction has meant that none of its targets have been met. New legislation, as proposed by the Commission, is the only way to force the reform and improvements that are desperately needed. But the intransigence and selfishness of key EU states and their air navigation service providers (ANSPs) threatens to collapse the latest commission effort,” said Willie Walsh, IATA’s director general. He added, “The Covid-19 crisis makes the efficiency gains of the SES more critical than ever. And the climate crisis makes the sustainability benefits essential. Europe talks a good game about the importance of sustainability and competitiveness. It’s time to put action behind those words with the SES. If the combined weight of the climate crisis and the Covid-19 crisis are not sufficiently compelling drivers for SES, it’s hard to know what could be.”
Commercial aviation continues to be responsible for about 2-3% of global carbon emissions. To date, the industry has made most progress on efficiency gains on new aircraft. Today, around 85% more efficient than those entering service in the 1960s. Alternative fuels, particularly sustainable aviation fuels (SAF), have been proven to help achieve the industry climate targets. SAF derived sources such as algae, jatropha, or waste by-products have been shown to reduce the carbon footprint of aviation fuel by up to 80% over their full lifecycle. Nearly a quarter of the operating costs of airlines spent on fuel: 23.7% in 2019, which is up from 13% in 2001. The proportion is likely to rise further as fuel prices go up. This alone is a major incentive for the whole industry to focus on fuel efficiency.
Countries have committed to achieving net zero emissions by 2050, through an international approach, working with governments around the world and through the UN’s aviation agency, ICAO.
* The author is an aviation analyst. Twitter handle: @AlexInAir
LEAVE A COMMENT Your email address will not be published. Required fields are marked*
‘UAE central bank working to replace interbank rates’
Evergrande market fallout grows as local unit halts bond trading
Europe energy crunch forcing factories in UK to shut down
Outlook for stronger 2022 oil demand offering support to bullish traders, says Rystad Energy
Wasata Financial Securities to begin liquidity provisioning for newly listed Mekdam
QSE Thursday gains 70 points, inches near 11,220
Marks & Spencer shuts France stores on Brexit fallout
Biggest Saudi IPO since Aramco sees ACWA planning $1.2bn offer
Top German executives push Merkel successor to lay out growth plan