Vedi:
ACNUSA, Autorité de contrôle des nuisances sonores aéroportuaires, Paris (F)
The
Aviation Environment Federation (AEF) is the only UK national NGO campaigning exclusively on the environmental impacts of aviation
including noise, air pollution and climate change.
The
Aviation Environment Trust (AET) is a registered charity founded in 1978 to advance knowledge and understanding of aviation’s environmental and
amenity impacts, through research and education.
AirportWatch is an umbrella movement uniting the national environmental organisations, airport community groups, and individuals opposed to unsustainable aviation expansion, and its damaging environmental effects, including climate change and noise.
AirportWatch aims to oppose any expansion of aviation and airports likely to damage the human or natural environment, and to promote an aviation policy for the UK which is in full accordance with the principles of sustainable development (London, UK).
Airport Railways of the World (database).
"This site helps you to find which airports have rail connections - and what sort of connections they are. It tells you the name, web-site, e-mail address and help-line number of the airport operator and the railway operator - or operators - where this is available."
Centre for Air Transport and the Environment Manchester Metropolitan University (UK)
HACAN (Heathrow Association for the Control of Aircraft Noise) is the longstanding body which gives a voice to residents living under the Heathrow flight
paths. Founded 50 years ago, it is now a regional body with members from Berkshire in the west to Greenwich and Blackheath in the east.
Omega: Aviation in a sustainable world. Omega is led by Manchester Metropolitan University, together with Cambridge and Cranfield
universities. Omega’s main objective is to develop and transfer innovative knowledge in the field of aviation sustainability.
Union Françilienne Contre les Nuisances Aériennes
Portale francese sull’impatto ambientale degli aereoporti e dell’aviazione, anche in inglese UFCNA English Database
Network di
rilevazione inquinamento acustico sul territorio
: SEA aeroporti di Milano (Linate e Malpensa)
STATFOR
- Air Traffic Statistics and Forecasts Eurocontrol Agency: Monthly Statistics,
Short-Term, Medium-Term and Long-Term Forecast
Peter Wild, Florian Mathys, Jing Wang (ETH Zurich),
Impact of political and market-based measures on aviation emissions and passenger behaviors (a Swiss case study).
Transportation Research Interdisciplinary Perspectives 10 (2021) 100405 (12 p.) [formato PDF, 3,2 MB]. Open Access.
"The global aviation industry has been increasingly urged to reduce their CO2 emissions. To achieve this, the International Air Transport Association (IATA) and International Civil Aviation
Organization (ICAO) have successfully adopted various operational, technological, and air traffic management/infrastructural measures. However, they have also implemented market-based regulatory
measures, including the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). Additionally, regional measures, such as the European emission trading system (ETS), nationwide
political measures, such as flight taxes, and compensation programs by airlines also exist. Therefore, this study surveyed the impact of such measures, primarily on business travelers and their
behavior, with a focus on Switzerland. Additionally, not only the impact of the first-last mile (airport access) was discussed, but also intermodal aspects like high-speed rails were debated.
Results indicated that flight tax programs were found to have a weak impact on demand. The impact of COVID-19 was addressed and decreased travel frequency from COVID-19 may impact global flight
emissions in the long term. Furthermore, passengers supported investments of flight-tax revenues in sustainable aviation technology; they did not support flight contingents. Conclusions are that
taxes might generate additional airport traffic. An analysis about booking behaviors revealed fundamental differences in environmental terms. Finally, voluntary compensation was highly favored."
Kobe Boussauw, Thomas Vanoutrive,
Flying Green from a Carbon Neutral Airport: The Case of Brussels.
Sustainability 2019, 11(7), 2102 (19 p.) [formato PDF, 1,6 MB]. Open Access.
"The aviation sector is one of the fastest growing emitters of greenhouse gases worldwide. In addition, airports have important local environmental impacts, mainly in the form of noise
pollution and deterioration in air quality. Although noise nuisance in the vicinity of airports is recognized as an important problem of the urban environment which is often addressed by
regulation, other environmental problems associated with aviation are less widely acknowledged. In the climate debate, the importance of which is rising, aviation has remained under the
radar for decades. In the present paper, we use the case of Brussels Airport (Belgium) to demonstrate that the local perception of air travel-related environmental problems may be heavily
influenced by the communication strategy of the airport company in question. Basing our analysis on publicly available data, communication initiatives, media reports, and policy documents, we
find that (1) the noise impact of aviation is recognized and mainly described in an institutionalized format, (2) the impact of aviation on local air quality is ignored, and (3) the communication
on climate impact shows little correspondence or concern with the actual effects. These findings are relevant for other airports and sectors, since the type of environmental communication produced
by airport companies can also be observed elsewhere."
Dieter Scholz (Hamburg University of Applied Sciences),
Evaluating Aircraft with Electric and Hybrid Propulsion. Electric & Hybrid Aerospace Technology Symposium 2018, Cologne, Germany, 08.-09.11.2018, 73 slides [formato PDF, 5,3 MB].
"Purpose: This presentation takes a critical look at various electric air mobility concepts. With a clear focus on requirements and first principles applied to the technologies in question,
it tries to bring inflated expectations down to earth. Economic, ecologic and social (noise) based well accepted evaluation principles are set against wishful thinking.
Design/methodology/approach: Aeronautical teaching basics are complemented with own thoughts and explanations. In addition, the results of past research projects are applied to the topic.
Findings: Electric air mobility may become useful in some areas of aviation. Small short-range general aviation aircraft may benefit from battery-electric or hybrid-electric propulsion.
Urban air mobility in large cities will give time advantages to super-rich people, but mass transportation in cities will require a public urban transport system. Battery-electric passenger
aircraft are neither economic nor ecologic. How overall advantages can be obtained from turbo-electric distributed propulsion (without batteries) is not clear. Maybe turbo-hydraulic propulsion
has some weight advantages over the electric approach.
Research limitations/implications: Research findings are from basic considerations only. A detailed evaluation of system principles on a certain aircraft platform may lead to somewhat different results.
Practical implications: The discussion about electric air mobility concepts may get more factual. Investors may find some of the information provided easy to understand and helpful for their
decision making.
Social implications: How to tackle challenges of resource depletion and environment pollution is a social question. Better knowledge of the problem enables the public to take a firm position
in the discussion.
Originality/value: Holistic evaluation of electric air mobility has not much been applied yet. This presentation shows how to proceed."
James Lees with contributions from Cait Hewitt and Tim Johnson,
Aircraft noise and public health: the evidence is loud and clear. [Report] commissioned by HACAN (Heathrow Association for the Control of Aircraft Noise) and the Aviation Environment Trust from the
Aviation Environment Federation. Aviation Environment Federation, London, January 2016, 60 p. [formato PDF, 636 kB].
"Evidence that has accumulated over 20 years indicates that aircraft noise has pervasive impacts on public health around airports.
At least one million people’s health in the UK could be affected by aircraft noise.
The health costs from aircraft noise across the UK have been conservatively estimated to be in the region of £540 million each year (See section 2.2.3).
However, aviation noise policy does not reflect the evidence on health.
We call on Government to update its overall aircraft noise policy to include specific long-term targets focussed on protecting the public from health impacts.
The Government should review its policies to take account of the latest health based evidence and ensure that policy decision making takes health fully into account and is
in line with a long-term goal to reduce the health burden from aircraft noise.
Any new flightpath decisions must explicitly take health impacts into account and the Government should develop a new approach to understanding the ‘change effect’ of
significant changes in noise exposure associated with new flightpaths.
The decision to build a new runway should be assessed on whether it helps to deliver health-based aircraft noise objectives. A new runway, as currently planned, is
estimated to have noise related health costs of £3.7 billion (see section 2.2.4).
It is essential that the next night flights regime aims to reduce the severe health burden associated with sleep disturbance."
Ipek Gençsü and Miyuki Hino,
Raising Ambition to Reduce International Aviation and Maritime Emissions. Working Paper. Contributing paper for Seizing the Global Opportunity: Partnerships for Better Growth and a Better Climate.
New Climate Economy, London and Washington, DC, 2015, 24 p. [formato PDF, 849 kB].
"Global aviation and shipping together produce about 5% of global CO2 emissions, and by 2050 this is expected to rise
to 10–32%. Yet these sectors offer some of the most costeffective emission reductions available today, particularly
through improved fuel efficiency. There is a 27% difference in the fuel efficiency of the least and most fuel-efficient
US airlines, and the most efficient crude oil tankers are about one-fifth as fuel-intensive as the least efficient. While
domestic aviation and shipping are covered under national policies and emissions inventories, international aviation and
shipping, which make up the majority of emissions, are not.
Two specialised UN agencies, the International Civil Aviation Organization (ICAO) and the International Maritime
Organization (IMO), govern international aviation and shipping activities, and are therefore best placed to drive
further action. While ICAO has committed to introducing measures to cap net emissions at 2020 levels, and new IMO
design efficiency standards for new ships are expected to lead to efficiency gains that will save an average of US$200 billion
in annual fuel costs by 2030, progress in both sectors has been slow.
The Global Commission on the Economy and Climate recommends that emissions from the international aviation
and maritime sectors be reduced in line with a 2°C pathway through action under ICAO and the IMO.
ICAO should take a decision in 2016 to start implementation of a market-based measure (MBM) from 2020, and should
also introduce a stringent aircraft CO2 standard. The IMO should adopt a global emission reduction target, and promote
fuel saving through strong operational efficiency standards and a supporting data-sharing system.
These measures could help reduce annual GHG emissions by 0.6–0.9 Gt CO2e by 2030".
D. S. Lee, L. L. Lim and B. Owen (Manchester Metropolitan University),
Bridging the aviation CO2 emissions gap: why emissions trading is needed.
Centre for Aviation Transport and the Environment, Manchester Metropolitan University, 2013, 29 p. [formato PDF, 5,48 MB].
"Aviation emissions currently account for 2 to 2.5% of global CO2 emissions. Scenarios of future aviation project strong increases in air traffic and therefore emissions.
The International Civil Aviation Organization (ICAO) has set a number of ‘goals’ for the environmental performance of international aviation: (1) a global annual average fuel efficiency improvement of 2 per cent until 2020 and an aspirational global fuel efficiency improvement rate of 2 per cent per annum from 2021 to 2050; (2) a medium term global aspirational goal of keeping the global net carbon emissions from international aviation from 2020 at the same level. Additionally, the US, Canada and Mexico have previously proposed a more ambitious, global goal to achieve a collective global goal of carbon neutral growth by 2020 based on a 2005 baseline, while Europe has proposed a 10% reduction by 2020 compared to 2005 levels.
In this work, the mitigation potential of i) technology and improved operations; ii) biofuels, and iii) the extension of current regional market-based measures to 2050 are quantified for low, central and high traffic growth projections.
Of the three types of measures studied, extension of current regional market-based measures (emissions trading) offers the greatest mitigation potential. None of the measures, or their combinations, for any growth scenario managed to meet ICAO’s aspirational 2020 carbon-neutral goal by 2050, the 2005 stabilization of emissions goal, or the 2005-10% stabilization of emissions goal. The 2% goal would only just be met by 2050, through assuming maximum reductions from technology, operations, and “speculative” availability of biofuels.
If a global emissions trading scheme were to be constructed that covered all international aviation, the emissions savings could be even larger than all other measures calculated in this study."
Benoît Chèze, Julien Chevallier, Pascal Gastineau,
Will technological progress be sufficient to stabilize CO2 emissions from air transport in the mid-term?. (EconomiX Working Papers, 2012-35).
Université de Paris Ouest Nanterre La Défense, Nanterre, August 2012, 27 p. [formato PDF, 702 kB].
"This article investigates whether anticipated technological progress can be expected to be strong enough to offset carbon dioxide (CO2) emissions resulting from the rapid growth of air transport. Aviation CO2 emissions projections are provided at the worldwide level and for eight geographical zones until 2025. Total air traffic flows are first forecast using a dynamic panel-data econometric model, and then converted into corresponding quantities of air traffic CO2 emissions using specific hypotheses and energy factors. None of our nine scenarios appears compatible with the objective of 450 ppm CO2-eq. (a.k.a. "scenario of type I") recommended by the Intergovernmental Panel on Climate Change (IPCC). None is either compatible with the IPCC scenario of type III, which aims at limiting global warming to 3.2°C."
Marisa Korteland, Jasper Faber,
Ban on night flights at Heathrow Airport. A quick scan Social Cost Benefit Analysis.
Delft, CE Delft, January 2011, 47 p. [formato PDF, 444 kB].
"Night flights are often considered an essential element of airline networks. Long haul passengers who want to arrive in Europe at the beginning of the day often need to land during the night, especially when they arrive at a transfer airport such as Heathrow from where they take another flight to their final destination.
However, the noise they create is detrimental to human well-being as it causes sleep disturbance, increase in medicine use, stress and (environmental) insomnia. Around London Heathrow Airport, a large number of people are affected by aircraft noise during the night time.
As the UK Government reviews its limit on the number of night flights allowed at Heathrow, this report endeavours to quantify the costs and benefits to the UK of a ban on night flights at Heathrow before 6.00am. It uses social cost benefit analysis (SCBA) to do so. SCBA systematically identifies all the direct, indirect and external effects of a night flight ban and expresses them in monetary terms so that the net costs or benefits can be calculated. It uses the broad definition of welfare, in which all items that add to the well-being of the society are benefits, and all items that decrease well-being are costs. The boundaries of SCBA presented here are UK welfare effects. The presented SCBA is a quick scan SCBA, based on values from the literature.
We assess the costs and benefits of a night flight ban against a baseline scenario in which the current regime is continued. Airlines and passengers can respond in several ways to a night flight ban. We identify three extremes:
1. All flights and connections are rescheduled to daytime operations.
2. All flights are rescheduled to daytime operations but connections are lost, leading to a decrease in the number of transfer passengers.
3. All flights currently arriving or departing during the night are cancelled.
Most responses are likely to fall within these boundaries. Likewise, the costs and benefits of a night flight ban are likely to fall between the costs and benefits of these extremes.
This report finds that the impacts of a night flight ban on UK welfare are likely to range from an increase of £ 860 million to a decrease of £ 35 million over a period of ten years (2013-2023). The loss would occur if all current night time passengers stopped travelling to Heathrow once a night flight ban was introduced. That however is highly unlikely. The most likely scenario is that a proportion of them will continue to use the airport. If that is the case, a night flight ban before 6.00am will bring economic benefits to the overall economy. This is because there will be a significant decrease in the costs associated with sleep disturbance. The savings that will bring, in terms of improved health and well-being, are expected to offset the main costs of a ban - passengers’ time and airline profits - by a wide margin. The results are sensitive, however, to the valuation of night noise, and we recommend studying the benefits of noise reductions in more detail. Other items that require more study are the impact on passenger choices, on airline networks and on tourism.
Our overall conclusion is that a ban on night flights at Heathrow is likely to be beneficial to the economy as the economic costs of the ban will be outweighed by the savings made by the reduced health costs of the sleep disturbance and stress caused by the noise of the night flights."
Jasper Faber,
A Night Flight Ban on Heathrow. Overview of the Social Costs and Benefits. Presentation, Main findings.
Delft, CE Delft, January 27th, 2011, 18 slides [formato PDF, 444 kB].
Eberhard Greiser, Claudia Greiser,
Risikofaktor nächtlicher Fluglärm. Abschlussbericht über eine Fall-Kontroll-Studie zu kardiovaskulären und psychischen Erkrankungen im Umfeld des
Flughafens Köln-Bonn (Risk factor night-time aircraft noise. Final report on a case-control study in the vicinity of Cologne-Bonn International Airport). (Schriftenreihe Umwelt & Gesundheit Nr. 01/2010).
Umweltbundesamt, Dessau, März 2010, 32 p. [formato PDF, 1,38 MB] + Anlagenband (Supplementary Notes) 606 p. [formato PDF, 4,09 MB].
"The aim of the case-control study was to determine the possible impact of aircraft noise, especially at night, on
cardiovascular diseases and on psychiatric diseases. The data of more than 1.020 Million persons, insured in compulsory
sickness funds with place of residence in the study region (City of Cologne and two counties adjacent to the airport
(Rhein-Sieg-Kreis, Rheinisch-Bergischer Kreis) were linked using a geographic information system to environmental
noise data, area-specific social welfare rates as well as local nursing home bed density. The study populations comprises
more than 55% of the total population of the study region. Multiple logistic regressions were calculated by gender. Results
show an linear increase of disease risk for cardiovascular diseases from 40 dB(A) Leq onwards in all investigated time
windows (6-22, 22-6, 23-1, 3-5 hours) and from 35,25 dB(A) onwards for 24-hours Leq. This does not apply to acute
myocardial infarction. For psychiatric disorders there is one consistent result, only: depressive disorders in females. In
most of the analyses there is a considerably larger increase of disease risk for that part of the study population which was
not entitled to reimbursement of noise prevention measures for bedroom windows. A discussion of available scientific
evidence according to epidemiologic criteria of causation (Hill’s criteria) ascertains that there is sufficient evidence for
causation of cardiovascular diseases (except myocardial infarction) by aircraft noise."
David McCollum, Gregory Gould, David Greene,
Greenhouse Gas Emissions from Aviation and Marine Transportation: Mitigation Potential and Challenges.
Pew Center on Global Climate Change, Arlington, VA, December 2009, 56 p. [formato PDF, 2,11 MB].
"This paper provides an overview of greenhouse gas (GHG) emissions from aviation and marine transportation
and the various mitigation options to reduce these emissions. Reducing global emissions by 50 to 80 percent
below 1990 levels by 2050—reductions scientific studies suggest are necessary to stabilize the climate and
avoid the most destructive impacts of climate change (IPCC 2007)—will require lowering GHG emissions across
all sectors of the economy. Aviation and marine transportation combined are responsible for approximately 5
percent of total GHG emissions in the United States and 3 percent globally1 and are among the fastest growing
modes in the transportation sector. Controlling the growth in aviation and marine transportation GHG emissions
will be an important part of reducing emissions from the transportation sector. The Intergovernmental Panel on
Climate Change (IPCC) reports that global demand for aviation increased by 5.9 percent and demand for marine
transportation by 5.1 percent, during 2005 alone (IPCC 2007). Business-as-usual (BAU) projections for CO2
emissions from global aviation are estimated at 3.1 percent per year over the next 40 years, resulting in a 300
percent increase in emissions by 2050 (IEA 2008b). The projected growth rate of global marine transportation
emissions is more uncertain. BAU growth projections by the IEA (2008b) and IMO (2008) are between 1 and 2
percent per year. By 2050, international marine transportation emissions are estimated to increase by at least 50
percent over 2007 levels.
In summary, the potential for mitigating GHG emissions from aircraft and marine vessels is considerable—
reductions of more than 50 percent below BAU levels by 2050 from global aviation and more than 60 percent
for global marine shipping are possible. For these reductions to be realized, however, international and domestic
policy intervention is required. Developing an effective path forward that facilitates the adoption of meaningful
policies remains both a challenge and an opportunity."
Autorité de contrôle des nuisances sonores aéroportuaires (ACNUSA),
Rapport d'activité 2008.
Paris, 2009, 108 p. [formato PDF, 4,21 MB].
Contiene il capitolo "Survoler sans gêner" sugli interventi già realizzati e da intraprendere per ridurre le emissioni sonore del trasporto aereo.
Eric Pels (VU University, Amsterdam),
The environmental impacts of increased international air transport. Past trends and future perspectives.
Global Forum on Transport and Environment in a Globalising World, 10-12 November 2008, Guadalajara, Mexico.
Presentation and
text, 2008, 22 p. + 22 slides [formato PDF, 428 kB + 200 kB].
Fiona Berry, Sarah Gillhespy and Jean Rogers,
Airport Sustainability Practices. A Synthesis of Airport Practice. (ACRP Synthesis 10).
Transportation Research Board, Washington, DC, 2008, 124 p. [formato PDF, 3,92 MB].
"This synthesis study is intended to inform airport operators, stakeholders, and policy
makers about a range of airport sustainability practices gathered from a literature review
and web-based survey. It specifically targets airport operators and provides a snapshot of
airport sustainability practices across the triple bottom line of environmental, economic,
and social issues."
Matthew A. Coogan,
Ground Access to Major Airports by Public Transportation. (ACRP report 4).
Transportation Research Board, Washington, DC, 2008, 215 p. [formato PDF, 5,92 MB].
"The report examines key elements associated with the creation of a six-step market-based strategy for
improving the quality of public mode services at U.S. airports. The report also addresses the context for public
transportation to major airports, explores the attributes of successful airport ground access systems, presents an
airport by airport summary of air traveler ground access mode-share by public transportation services, and more."
Odette Deuber (Univ. of Cologne),
Climate externalities of aviation – Particularities, economic evaluation methods and emissions trading as internalisation strategy.
GARS Conference "Aviation and Climate Change", Amsterdam, July 2008, 23 p. [formato PDF, 297 KB].
"Aviation emissions contribute to climate change by causing environmental
damages which in general are not or not adequately reflected in the air transport
prices. As long as third parties are affected they represent climate externalities.
Non-optimal allocation of resources leading to welfare losses of society may occur
unless policy intervention is undertaken.
To design effective climate policies in aviation, policy makers should assess the full
impact of candidate policies, while also accounting for potential interdependencies
with other externalities. There is a variety of potentially important impacts and
trade-offs with regard to aviation and climate change, for example the trade-offs
between short-lived and long-lived climate effects like carbon dioxide, nitrogen
oxides and aviation-induced cloud formation. Therefore the identification,
quantification and economic evaluation of aviation-induced climate externalities
and their interdependencies seem to be a valuable basis for evaluating climate
policies in aviation.
In 2006, the EU Commission adopted a proposal for legislation to include aviation
in the European Emissions Trading Scheme (EU-ETS). Although full climate
impact of aviation is more comprehensive, the proposal puts forward a CO2 based
scheme.
In this paper the economic theory of externalities is reviewed. Subsequently the
particularities of climate externalities (in aviation) are pointed out and discussed in
the context of economic evaluation approaches. It was shown that human-induced
climate change is at its most basic level an externality. However, climate change
has some special features that together distinguish it from other environmental
externalities. Furthermore aviation-induced climate impacts take a special position
in climate externalities. Evaluating and regulating short- and long-lived climate
impacts in parallel present a great scientific, economic and political challenge.
Economic evaluation methods focusing on well-mixed GHG fall short when
looking at the aviation sector.
The role of market-based option emissions trading as internalization strategy is
highlighted and exemplified by the planned EU-ETS in aviation. It is a first step
towards an internalization of climate externalities in the aviation sector. A short
evaluation of the planned CO2 EU-ETS finalizes the paper."
CESUR, Instituto Superior Técnico (Technical University of Lisbon) and Department of Transport
and Regional Economics (University of Antwerp),
The Consequences of the Growing European Low-Cost Airline Sector. Study.
European Parliament, December 2007, 76 p. [formato PDF, 1,28 MB].
"The study provides an analysis of the impact of the changes in air transport market as a consequence of the emergence
of low fares airlines. Evidence proves that this development has had a significant impact on established airlines, the
main airports, and also on intra- and intermodal competition, European tourism, passenger flows and regional development."
(Documento disponibile anche in lingua francese e tedesca).
Sven Kesselring,
Globaler Verkehr – Flugverkehr (Il trasporto globale - il trasporto aereo) in:
Schöller, Oliver, Weert Canzler, Andreas Knie, Handbuch Verkehrspolitik, Wiesbaden, VS Verlag, 2007,
p. 828-853 [formato PDF, 477 KB].
(interessante analisi socioeconomica delle tendenze del trasporto aereo mondiale e del ruolo degli aeroporti).
Andreas Petzold,
Aviation particle emissions and airport air quality. UBA Workshop, Berlin, 14 June 2005.
24 slides [formato PDF, 346 KB].
Relazione sulle nanoparticelle emesse dai motori degli aerei.
Observatoire des politiques et des stratégies de transport en Europe,
Les stratégies aéroportuaires en Europe.
Dossier n° 8, Conseil National des Transports, Paris, Mars 2007, 113 p. [formato PDF, 1,11 MB].
"Ce dossier répond aux préoccupations suivantes : comment s'organisent les principaux aéroports en
réponse à la concurrence (rôle de hub, spécialisation dans le trafic national ou international, importance
du fret et des voyageurs, développement des low cost, liaison avec les autres modes…) ? Quel est leur statut
(public, privé, en partenariat) ? Une approche transversale complète la présentation des dix pays étudiés."
Analisi della situazione degli aereoporti in Germania, Belgio, Spagna, Francia, Grecia, Italia, Paesi Bassi,
Polonia, Regno Unito e Svizzera. La parte sull'Italia è del prof. Sergio Bologna.
Royal Commission on Environmental Pollution,
The Environmental Effects of Civil Aircraft in Flight,
Special Report. London, 2002, 48 p. [formato PDF, 655 KB].
Tra le conclusioni del rapporto:
"We have made recommendations in this Report which encompass a wide range of measures that the
government ought to be taking to reduce demand for air travel and to moderate the damage caused by
the future growth that does take place:
impose climate protection charges for aircraft taking off and landing within the EU, and press for
such charges to be adopted beyond Europe;
restrict airport development to encourage greater competition for, and raise the implicit price of, the
available take-off and landing slots, in order to optimise the use of those slots towards longer-haul
flights and to increase the prospects for a modal shift to rail for domestic journeys;
encourage a modal shift to more environmentally benign methods of transport for short-haul flights,
including the development of major airports into land-air hubs integrated with an enhanced rail
network;
include international aviation in the emissions trading scheme that is envisaged as one of the Kyoto
Protocol’s implementing mechanisms."
Clearing the Air:
The Myth and Reality of Aviation and Climate Change,
Bruxelles, Transport & Environment, Climate Action
Network , 2006, 47 p. [formato PDF, 868 KB]. Recentissima pubblicazione di T&E sugli effetti
del trasporto aereo sui cambiamenti climatici e sulle misure possibili per
contrastarli, compresa la tassa sul cherosene.
European Organisation
for the Safety of Air Navigation (EUROCONTROL) ,
Low-Cost Carrier Market Update, Bruxelles, September 2005, 18 p. [formato PDF, 561 KB]
Aeronautics and Space Engineering Board,
For greener skies: reducing environmental impacts of aviation.
Washington, D.C., National Academy Press, 2002, 56 p. (electronic book)
Francesco Marangon, La
valutazione dell'impatto acustico degli aeroporti. Aspetti socio-economici,
Working paper Series in Economics, n. 3/2003, Dipartimento di Scienze
Economiche, Università di Udine, 25 p. [formato PDF, 80 kB]
Eric Cordina,
Aviation and the
Environment. A study on ways to limit the environmental harm caused by engine emissions and an
assessment of future environmentally friendly aircraft technologies.
Thesis submitted as part of the requirements for the award of Masters in Air Transport Management from London
City University, July 2002. 77 p. [formato PDF, 375 kB]