Ddi 2012 1 ✈NextGen Aff
European climate regulations discriminate against and undermine developing aviation sectors
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- Europe Bad XTN Carbon trading regulations from Europe slow airlines Burnson
- EU carbon caps cause trade disputes that interrupt aviation Burnson
- National System Good National improvements in African air control are key – Fragmentation fails Schroeder
- Air Weak Now Poor ATC organization in Africa causes collisions Schroeder
- African aviation is weak now but key to economic development Se’ Kapchangah
- AT: Alt Cause to Africa Economy Some air growth now shows Africa can escape other drags to economy – More investment is key Schroeder
- AT: Europe Solves European climate regulations discriminate against and undermine developing aviation sectors Nkuepo
- AT: Status Quo Solves African airports are undermined by lack of funds and corruption now Schroeder
- Impact – African Economy Air transport is a prerequisite to the African economy – No other transportation works well Schroeder
European climate regulations discriminate against and undermine developing aviation sectors Nkuepo, Research Scholar, Law School – University of Iowa (USA), 12 Henri J. Nkuepo, Research Scholar, Law School – University of Iowa (USA), Associate Fellow, CISDL – University of McGill (Montreal- Canada), 4-26-12, [“EU ETS Aviation Discriminates against Developing Countries ,” Africa’s Trade Law Newsletter Issue: 7, papers.ssrn.com/sol3/papers.cfm?abstract_id=2047247] E. Liu This is the same mistake that the EU Directive makes. It indirectly provides airlines that operate in Europe, in developed and industrialized countries technological and financial assistance. Indeed, by treating all airlines the same, the Directive discriminates against airlines from developing countries in so far as it favors those airlines that have more advanced technologies, newer planes that emit less CO2 (modern fleets), more money, more clients and that operate in a well-regulated environment. The richest airlines, flying modern fleets, will seek more market to cover the cost and this means that they will be competing with African airlines which, for instance, cannot afford ETS scheme and would rather try to limit their flights to the EU zone as much as possible. Developing countries do not have the same technological capacity to reduce the CO2 emission as the industrialized countries. They also do not have enough money and clients to pay the EU and many airlines will run out of business because of increased competition and because they will be trying to reduce their flights to Europe. That is, per se, the Directive does not discriminate against airlines; the discrimination comes from the fact that its implications for developing and developed countries’ airlines will be different. Similarly, the airlines operating in Europe are more familiar with, and are well prepared for the regulation. For instance, the European Commission prepared some guidelines for the monitoring and reporting of aviation activity data (ton-kilometers and CO2 emissions) under which European airlines had to meet certain requirements including: Monitor tonkilometers and CO2 emissions from 1 January 2010, report ton-kilometer data by 31 March 2011, report CO2 emissions data by 31 March 2011, apply for free emissions allowances by 31 March 2011 and surrender allowances for 2012 emissions by 30 April 2013.18 Further, European airlines have in place number of firms with specialist to help them, for instance, with fuel efficiency and to develop optimal trading strategies in the carbon market. African and other developing countries’ airlines do not have money to afford those services and accessing to those services will mean travelling to Europe or inviting the specialists to Africa or South America. Furthermore, the EU Directive forces airlines to increase the cost per passenger. Estimates show that each passenger will be paying about € 1.50 – € 3.50 more. Considering that millions of people live with less than $1/day, in Africa and in other developing countries, this fare increase will be a financial burden and it also constitutes a financial discrimination. Indeed, people would rather fly with more efficient and cheaper airlines which respect their schedules than to go with the ones that change the schedules all the time for lack of clients. While the EU regulation is creating jobs in Europe and increasing the Community’s budget, it is actually going to be cutting jobs in Africa and other developing and least developed countries. There are also potential impacts on food security. Imported food will be more expensive because airlines would like to cover the transportation costs. Europe Bad XTN Carbon trading regulations from Europe slow airlines Burnson is executive editor for Supply Chain Managment Review 12 Patrick Burnson is executive editor for Supply Chain Managment Review, ¾-12, [“Will 2012 be the Turnaround Year?,” Supply Chain Management Review, http://www.scmr.com/images/site/SCMR_MarApr_2012_Air_Cargo_Is_2012_the_Turnaround_Year_t219.pdf] E. Liu As if the EU didn’t have enough problems these days, it’s also earned a great deal of enmity from its air cargo trading partners as of late. When the EU Emissions Trading Scheme (ETS) was initially introduced last year, it appeared to be an intraEuropean solution that would avoid uncoordinated tax measures. But the scope was extended beyond Europe’s borders and there was no let-up in taxation. Departure taxes in the UK, Germany, and Austria— introduced as environmental measures—cost over €4 billion. At current prices for UN issued Certified Emissions Reductions, that would offset aviation’s global CO2 emissions about one-and-a-half times. “And ETS is coming on top of that,” says Tony Tyler, director general and CEO of the International Air Transport Association (IATA). In fact, nonEuropean governments, including the U.S., see this extra-territorial tax collection as an attack on their sovereignty. However, they are taking action. “Aviation can ill afford to be caught in an escalating political or trade conflict over the EU ETS,” says Tyler. “The International Civil Aviation Organization (ICAO) is the only way forward. I sense a greater appreciation in Europe that a global solution under ICAO may take time, but it will produce a superior result. It’s more important than ever for Europe to be a fully Air China, Boeing, and Chinese and U.S. aviation energy partners conducted China’s first sustainable biofuel flight late last year. The two-hour mainland flight from Beijing Capital International Airport was witnessed by officials from both countries and highlights the viability of using sustainable aviation biofuel sourced in China. For example, the troubled European Union (EU) is making life difficult for all airlines by imposing a unilateral carbon-trading scheme. Meanwhile, aircraft manufacturers and shippers agree that biofuels must be gradually introduced across the board. The Asia Pacific, which is still the most vibrant market for U.S. shippers, may be ceding some of its influence to Latin America. Shippers say that fuel and energy costs associated with onerous environmental laws will make “near shoring” more attractive over the next year. (Exhibit 1 on page 56 shows the growing fuel imact on air carrier operating costs over the past decade.)
Patrick Burnson is executive editor for Supply Chain Managment Review, ¾-12, [“Will 2012 be the Turnaround Year?,” Supply Chain Management Review, http://www.scmr.com/images/site/SCMR_MarApr_2012_Air_Cargo_Is_2012_the_Turnaround_Year_t219.pdf] E. Liu As if the EU didn’t have enough problems these days, it’s also earned a great deal of enmity from its air cargo trading partners as of late. When the EU Emissions Trading Scheme (ETS) was initially introduced last year, it appeared to be an intraEuropean solution that would avoid uncoordinated tax measures. But the scope was extended beyond Europe’s borders and there was no let-up in taxation. Departure taxes in the UK, Germany, and Austria— introduced as environmental measures—cost over €4 billion. At current prices for UN issued Certified Emissions Reductions, that would offset aviation’s global CO2 emissions about one-and-a-half times. “And ETS is coming on top of that,” says Tony Tyler, director general and CEO of the International Air Transport Association (IATA). In fact, nonEuropean governments, including the U.S., see this extra-territorial tax collection as an attack on their sovereignty. However, they are taking action. “Aviation can ill afford to be caught in an escalating political or trade conflict over the EU ETS,” says Tyler. “The International Civil Aviation Organization (ICAO) is the only way forward. I sense a greater appreciation in Europe that a global solution under ICAO may take time, but it will produce a superior result. It’s more important than ever for Europe to be a fully Air China, Boeing, and Chinese and U.S. aviation energy partners conducted China’s first sustainable biofuel flight late last year. The two-hour mainland flight from Beijing Capital International Airport was witnessed by officials from both countries and highlights the viability of using sustainable aviation biofuel sourced in China. National System Good National improvements in African air control are key – Fragmentation fails Schroeder, graduate of Squadron Officer School 09 David M. Schroeder, graduate of Squadron Officer School, the Air Command and Staff College via seminar, the United States Army Command and General Staff College, Joint Forces Staff College, and Air War College via correspondence. Colonel Schroeder wears the Master Air Traffic Controller Badge and is a Joint Staff Officer, 2-12-09, [“FRIENDLY SKIES OVER AFRICA: ? IMPROVING AIR TRAFFIC SYSTEM SAFETY IN AFRICA AND ? UNITED STATES AFRICA COMMAND’S ROLE IN ? DEVELOPMENT ?,” Air War College, www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA539848] E. Liu
David M. Schroeder, graduate of Squadron Officer School, the Air Command and Staff College via seminar, the United States Army Command and General Staff College, Joint Forces Staff College, and Air War College via correspondence. Colonel Schroeder wears the Master Air Traffic Controller Badge and is a Joint Staff Officer, 2-12-09, [“FRIENDLY SKIES OVER AFRICA: ? IMPROVING AIR TRAFFIC SYSTEM SAFETY IN AFRICA AND ? UNITED STATES AFRICA COMMAND’S ROLE IN ? DEVELOPMENT ?,” Air War College, www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA539848] E. Liu Many of the shortcomings of Africa’s air traffic system were highlighted in the investigation of a 1997 mid-air mishap between a US Air Force C-141 and a German Air Force Tu-54 aircraft off the coast of Namibia.53 Both aircraft departed African airports and were entering the international en route structure, with the German aircraft bound for Cape Town, South Africa and the US aircraft bound for Ascension Island.54 The aircraft collided at high altitude with virtually no indication of convergence by either aircrew.55 Ultimately, pilot error was listed as the primary cause of the accident, but a number of air traffic related issues may have prevented the disaster. 56 Both aircraft filed ICAO flight plans with appropriate altitudes to be flown based on their routing.57 Both pilots also provided air traffic controllers with their position, but as air traffic control in the area of flight was advisory only, controllers failed to inform the aircraft of one another’s position.58 Although not required, alert traffic advisories may have prevented the disaster. During follow-on review and investigation, USAF investigators noted the lack of reliable landline communications between air traffic control facilities hampered the ability to pass aircraft clearance and movement information.59 For example, communications between Windhoek, Namibia and Luanda, Angola air traffic control facilities were via High Frequency African aviation is weak now but key to economic development Se’ Kapchangah, Aviation Security Consultant in Nairobi, Kenya 08 Mutali K. Se’ Kapchangah, Aviation Security Consultant in Nairobi, Kenya, 7-15-08 , [“Africa Aviation Security: Implications for Peace and Security,” I n s t i t u t e f o r S e c u r i t y S t u d i e s, kms1.isn.ethz.ch/serviceengine/Files/ISN/99981/ipublicationdocument_singledocument/780781cb-117b-4b0e-be8f-38369d511056/en/SITREP150708%255B1%255D.pdf] E. Liu A report carried in The Standard newspaper of June 12th 2008 reaffirms the impact of air disasters in the region. It indicates that Africa traditionally tops international air accidents lists with a crash rate seven times higher than the world. The paper quotes civil aviation authorities as expressing concern over the costly aviation security and safety which has claimed a lot of lives in the recent past to the chagrin of the insurers. The importance of the aviation industry in Africa to many sectors cannot be gainsaid. In Africa, as in other continents, aviation remains the safest, fastest and most reliable form of transportation. Air transport is an important facilitator of economic activity and trade. As such, airports are not just communication hubs but are the core of African trade and international trade.1 The slow aviation infrastructure development pace in Africa therefore has implications not just for the aviation industry but also on African development in general. Understanding the role security plays in assuring passenger and operator confidence has convinced many that adequate security is crucial to the aviation sector’s ability to deliver and to sustain a sound aviation industry and vibrant economies.
David M. Schroeder, graduate of Squadron Officer School, the Air Command and Staff College via seminar, the United States Army Command and General Staff College, Joint Forces Staff College, and Air War College via correspondence. Colonel Schroeder wears the Master Air Traffic Controller Badge and is a Joint Staff Officer, 2-12-09, [“FRIENDLY SKIES OVER AFRICA: ? IMPROVING AIR TRAFFIC SYSTEM SAFETY IN AFRICA AND ? UNITED STATES AFRICA COMMAND’S ROLE IN ? DEVELOPMENT ?,” Air War College, www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA539848] E. Liu
Henri J. Nkuepo, Research Scholar, Law School – University of Iowa (USA), Associate Fellow, CISDL – University of McGill (Montreal- Canada), 4-26-12, [“EU ETS Aviation Discriminates against Developing Countries ,” Africa’s Trade Law Newsletter Issue: 7, papers.ssrn.com/sol3/papers.cfm?abstract_id=2047247] E. Liu This is the same mistake that the EU Directive makes. It indirectly provides airlines that operate in Europe, in developed and industrialized countries technological and financial assistance. Indeed, by treating all airlines the same, the Directive discriminates against airlines from developing countries in so far as it favors those airlines that have more advanced technologies, newer planes that emit less CO2 (modern fleets), more money, more clients and that operate in a well-regulated environment. The richest airlines, flying modern fleets, will seek more market to cover the cost and this means that they will be competing with African airlines which, for instance, cannot afford ETS scheme and would rather try to limit their flights to the EU zone as much as possible. Developing countries do not have the same technological capacity to reduce the CO2 emission as the industrialized countries. They also do not have enough money and clients to pay the EU and many airlines will run out of business because of increased competition and because they will be trying to reduce their flights to Europe. That is, per se, the Directive does not discriminate against airlines; the discrimination comes from the fact that its implications for developing and developed countries’ airlines will be different. Similarly, the airlines operating in Europe are more familiar with, and are well prepared for the regulation. For instance, the European Commission prepared some guidelines for the monitoring and reporting of aviation activity data (ton-kilometers and CO2 emissions) under which European airlines had to meet certain requirements including: Monitor tonkilometers and CO2 emissions from 1 January 2010, report ton-kilometer data by 31 March 2011, report CO2 emissions data by 31 March 2011, apply for free emissions allowances by 31 March 2011 and surrender allowances for 2012 emissions by 30 April 2013.18 Further, European airlines have in place number of firms with specialist to help them, for instance, with fuel efficiency and to develop optimal trading strategies in the carbon market. African and other developing countries’ airlines do not have money to afford those services and accessing to those services will mean travelling to Europe or inviting the specialists to Africa or South America. Furthermore, the EU Directive forces airlines to increase the cost per passenger. Estimates show that each passenger will be paying about € 1.50 – € 3.50 more. Considering that millions of people live with less than $1/day, in Africa and in other developing countries, this fare increase will be a financial burden and it also constitutes a financial discrimination. Indeed, people would rather fly with more efficient and cheaper airlines which respect their schedules than to go with the ones that change the schedules all the time for lack of clients. While the EU regulation is creating jobs in Europe and increasing the Community’s budget, it is actually going to be cutting jobs in Africa and other developing and least developed countries. There are also potential impacts on food security. Imported food will be more expensive because airlines would like to cover the transportation costs. AT: Status Quo Solves African airports are undermined by lack of funds and corruption now Schroeder, graduate of Squadron Officer School 09 David M. Schroeder, graduate of Squadron Officer School, the Air Command and Staff College via seminar, the United States Army Command and General Staff College, Joint Forces Staff College, and Air War College via correspondence. Colonel Schroeder wears the Master Air Traffic Controller Badge and is a Joint Staff Officer, 2-12-09, [“FRIENDLY SKIES OVER AFRICA: ? IMPROVING AIR TRAFFIC SYSTEM SAFETY IN AFRICA AND ? UNITED STATES AFRICA COMMAND’S ROLE IN ? DEVELOPMENT ?,” Air War College, www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA539848] E. Liu
David M. Schroeder, graduate of Squadron Officer School, the Air Command and Staff College via seminar, the United States Army Command and General Staff College, Joint Forces Staff College, and Air War College via correspondence. Colonel Schroeder wears the Master Air Traffic Controller Badge and is a Joint Staff Officer, 2-12-09, [“FRIENDLY SKIES OVER AFRICA: ? IMPROVING AIR TRAFFIC SYSTEM SAFETY IN AFRICA AND ? UNITED STATES AFRICA COMMAND’S ROLE IN ? DEVELOPMENT ?,” Air War College, www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA539848] E. Liu In May 2007, a Kenya Airways Boeing 737 crashed into a jungle swamp just moments after departure from Douala, Cameroon International Airport.4 Information from airport and air traffic system officials sparked a search approximately 100 miles south of the airport for a crash site and any survivors among the 114 aboard. After two days of searching, local villagers advised that despite earlier reports, the wreckage was located just 3.5 miles from the airport, nearly within view of the terminal. There were no survivors. The reporting error and subsequent delay in locating the crash site was due to lack of air traffic controller follow-up when the aircraft failed to contact the control tower after departure. During further investigation, controllers reported that communication disconnects like the Kenya Airways incident are not uncommon.5 A reliable air transportation infrastructure is critical to a secure and thriving economy, and Africa as a continent does not have one. With few national exceptions, roadway navigability depends on the weather, broken vehicles clogging the roadways,6 and the mood of hijackers blocking the roads.7 In general, the continent’s coastal nations enjoy few good ports, and many other nations are landlocked.8 The resulting limitations make reliable air transportation imperative to prosperity.9 Unfortunately, most national air traffic systems have not attained the safety and efficiency needed for economic growth and stability. Directory: files files -> Answer True False 2 points Question 2 files -> Integer programming and game theory files -> 4 Integer Programming files -> Bpa vehicle Window Repair Scenario #1 task: Procure vehicle window relacement. Objective files -> Pop Warner History files -> North Carolina Inclusion Initiative Mapping Where Children with ieps are Being Served Purpose files -> Fall 2013 Spring 2014 Program Data: Standard 1 Exhibit 4d files -> Hanban – asia society confucius classrooms network 2010 request for proposal files -> Northern England’s set-jetting locations Download 0.91 Mb. Share with your friends:
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