Planes

Emissions from aviation have been growing faster than any other mode of transport, and have more than doubled between 1990 and 2019. Aviation emissions went from 1.5% of all European emissions in 1990 to 4.7% in 2019. 

If unmitigated, aviation emissions could more than double (compared to 2019) by 2050 and in doing so, the sector will consume more than 10% of the remaining carbon budget to stay below 1.5°C of warming.

Aviation remains heavily subsidised, with all parts of the sector – from airports to aircraft to airlines – receiving state support. Aid is being given to airports by local, regional or national authorities – often in breach of EU guidelines concerning state aid. At EU and national level, aid is also granted to aircraft manufacturers.

And airlines are exempt from paying tax on their fuel and VAT on their tickets. These subsidies result in artificially cheap ticket prices, which serve to drive up demand and reduce incentives for more sustainable aviation. Any public money should come with green strings attached.

Cleaner fuels and changes to aircraft design can play an essential role in reducing emissions from flying. Ensuring planes are as efficient as possible and are capable of being powered by alternatives to fossil kerosene, is essential. Both pathways have a role to play, and will require cooperation between industry and regulators.

However, the right type of fuels need to be pursued. Using crop-based biofuels would cause negative effects such as driving deforestation or increasing food prices. Therefore the focus needs to be on Sustainable Aviation Fuels (SAF). These can be advanced biofuels, which are produced using feedstocks which don’t compete with food, or feedstocks derived from renewable electricity, known as e-kerosene.

To deliver savings in the short term, we will need to maximise the efficiency of traditional aircraft design. Unlike most other transport modes, there are no credible CO₂ efficiency standards for aircraft design. It is therefore important that regulators step in with more effective standards, and provide further incentives through higher taxation of the aviation sector.

But tweaks to traditional aircraft design are not enough We need zero-emission airplanes powered by clean electricity or hydrogen from renewable sources to decarbonise the sector. Several concepts for such aircrafts have emerged, with potential entry into service in the 2030s. With the right measures in place, electric, hybrid-electric and hydrogen planes could start flying in the 2030s.

However, barriers exist, including the weight of batteries and certification challenges. Cooperation between industry and regulators is crucial. Airbus's efforts in developing hydrogen planes show promise, especially with potential cost advantages if kerosene is taxed adequately.

An "all of the above" approach is necessary, focusing on efficiency improvements, new fuels, and government support for breakthrough designs, considering that zero-emission aircraft may initially be limited to short and medium-range flights.

The EU has put in place a carbon market for aviation called the Emission Trading System (ETS) which remains one of the few measures in place attempting to address the sector’s soaring emissions. Under the carbon market, airlines must pay for emissions on flights within the European Economic Area (EEA). However, airlines still get more than half of their pollution permits for free and all long-haul flights – which represent the bulk of aviation emissions – are not counted under the carbon market.

Transport & Environment has published a Roadmap to climate neutral aviation in Europe, which outlines the pathway to reducing the emissions of this carbon-intensive industry.