(This is LFV Stockholm-Arlanda’s unofficial translation of a leader published on October 2 by the Swedish Air Transport Society on its website in response to an article by BIL Sweden, an organisation representing manufacturers and importers of cars trucks and buses.)
BIL Sweden falsely states that in 2006, carbon dioxide emissions from aviation in Sweden were 3.2 million tonnes of carbon dioxide equivalent. The correct figure is 2.66 million. Road traffic emissions were 18.5 million tonnes. Another interesting fact is that in domestic traffic, emissions from road traffic between 2002 and 2006 (only 4 years) increased by as much as the total emissions from Swedish domestic aviation in 2006. Were the benefits of this increase in road transport equivalent to the benefits of all domestic air traffic?
It is very good that emissions from passenger cars have now turned significantly downward – this is simply because new cars are environmentally cleaner and more fuel-efficient than older cars. This is also true in aviation – new aircraft are both environmentally cleaner and more fuel-efficient than older ones. Forecasts of aviation trends also say that emissions from domestic aviation will decrease sharply by 2020.
It is also an interesting statement that the Swedish Air Transport Society has “forgotten” international aviation. Of course this is not true. The fact remains that even if we include the emissions from aircraft that take off and land in Sweden to/from a first destination abroad, aviation emissions are significantly smaller than emissions from overall road traffic in Sweden alone.
There is great uncertainty about the climate changing impact of high-altitude aviation emissions of water vapour and nitrogen oxides. This is why the UN Intergovernmental Panel on Climate Change recommends multiplying by a factor of 2 in order to include emissions of other climate changing gases as well. Aviation has thus added an extra margin when reporting its emissions. I will also allow myself to point out that road traffic, too, emits climate changing gases other than carbon dioxide – without any multiplication factor being used on top of its carbon dioxide emissions.
In many circles there is a cherished myth that says that “if petrol were tax-free it would cost x kronor; in other words, aviation fuel is subsidised by the price of petrol minus x kronor per litre.” This is completely false. The price of petrol includes a charge for the use of roads, while aviation pays the equivalent charges directly to airport managers.
This week we learned that in its infrastructure bill, the Swedish Government is proposing that a stunning 136 billion kronor of taxpayer money be allocated just for the operation and maintenance of State roads, including State co-financing of private roads, during the years 2010 to 2021. In addition, major new investments are planned. In aviation, there is a straight path between the tickets that passengers buy and the investments made in infrastructure.
Getting back to Stockholm-Arlanda, the fact is that the airport’s emission ceiling includes carbon dioxide emissions from all ground transport to and from Stockholm-Arlanda as well as emissions from aviation during the “LTO cycle”, that is, emissions at below some 900 metres of altitude related to take-offs and landings. The Government believes that Stockholm-Arlanda’s role as an international aviation hub is important and that the airport should continue to be ensured good conditions for expansion.
Stockholm-Arlanda’s role both for domestic aviation and for maintaining and expanding international accessibility by air to and from Sweden cannot be overemphasised. Improved accessibility via public transport is an important element of this. Since ground transport to and from Stockholm-Arlanda today accounts for more than half of emissions, and since unlike aviation emissions these are increasing rapidly, it is reasonable to find solutions for reducing emissions from ground transport in particular. This is why we must make a concerted effort to find solutions to reduce emissions from ground transport to and from Stockholm-Arlanda.
BIL Sweden twists and turns the figures to ensure that road traffic will come out better in comparisons concerning carbon dioxide emissions from traffic. By choosing how you want to use statistics, we know it is possible to prove anything. One might ask, for what purpose? All modes of transport are working hard to reduce their emissions. This is true of road traffic as well as aviation. We need all modes of transport so our society will function, and we have different roles in this.
Today aviation is the global transport system, and in that role it is irreplaceable: fast long-haul travel is the niche for aviation. Road traffic also has an obvious and important role in the transport system. The transition of transport to lower emissions of climate changing gases does not need more myths and incorrect uses of statistics – we need factual, accurate and scientifically based arguments that will enable us to make a concerted effort to lower total emissions and make it easier and more convenient for everyone who wants to live in and visit Sweden.
Peeter Puusepp
Secretary General
Swedish Air Transport Society
The members of the Swedish Air Transport Society include LFV − the State enterprise that operates Sweden’s major airports − Scandinavian Airlines (SAS), Volvo Aero and Saab Aerotech.