Recent Development of Climate Change Mitigation in the Aviation Sector: For Better Incentive Design Between Developed and Developing Countries

During the past several years, the circumstances surrounding aviation sector have changed considerably from the environmental aspects. International aviation sector is included in neither Kyoto Protocol (1997) nor Paris Agreement (2015), although domestic aviation is covered by both. In fact, the international aviation is left to the deliberation at ICAO, a UN specialized agency. In 2016, ICAO has set the first ever global market-based measure for an entire sector, the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) in order to achieve the global sector target of 2% annual fuel efficiency improvement and carbon-neutral growth from 2020 onward. Market-based mechanism is also written in Paris Agreement (Article 6) but member states continued to negotiate its details and they are not yet agreed upon as of August 2020. It might be said that the general perception of air travel has been significantly diversified from traditional safety and efficiency only, to include more and more environment and sustainability just as we can see in the terminology of "Fly Shame.” This could be because there have been steadily growing concerns about environmentally negative aspects of aviation congestion at many air travel hubs, social and community levels of adverse effects of over-tourism, and occurrence of more and more severe natural disasters from powerful typhoons or huge wildfires, which many suspect could be caused by climate change stemming from emission of GHGs including from autos or aircrafts. Then came the COVID-19, which could fundamentally change the way of traveling, working, and even communicating in the direction of touchless, remote, or virtual relationships. Its imminent effects are overwhelming worldwide, but the medium-or longer-term effects are yet to be seen. We have now common global target and the basket of measures to achieve it in international aviation sector at ICAO. In the domestic aviation sector, which is now covered in Paris Agreement, parties also agreed on the common global target and started constructing details of the measures to achieve the target, such as market-based mechanism. The effective financial and technical aids, for example, from developed countries to the developing ones, are ever more important to incentivize and execute the necessary efforts of both sides to actually meet the global target. We are going to shed lights on the incentive design problem between developing countries and developed ones with the framework of the game theoretic analysis under asymmetric information structure focusing on the so-called double moral hazard situation of the two sides. The main results show that it is extremely difficult for both sides to achieve common optimal incentive rules about aid payments under the information asymmetry. The measures to drastically mitigate the cost of efforts, to fundamentally reduce risk averse, and to equalize damage effects of temperature anomaly between the two sides through scientific researches and long-term education on the matter are the key for such optimal incentive design. © Springer Nature Switzerland AG 2022. All rights are reserved.

Prospects for Increasing the Flight Network in the Ukrainian Aviation Market in the Context of the COVID-19 Pandemic in the Context of the Agreement on a Common Aviation Area

The article examines the prospects for increasing the flight network in the context of the COVID-19 pandemic in the context of the agreement on a Common Aviation Area (CAA). The authors stressed that Ukraine is one of the few countries in the world with a completed aviation development cycle and occupies a leading position in the global market of transport and regional passenger aviation. It is proved that COVID-19 has become a unique challenge and threat to the existence and functioning of one of the largest and most important industries, such as civil aviation. A brief analysis of the work of aviation enterprises in Ukraine testifies to the catastrophic economic situation that has developed at the airfields of our country under the influence of the Covid-19 pandemic. It is proved that the Common Aviation Area agreement allows the gradual introduction into the legislation of Ukraine of more than 60 EU standards and directives in the field of flight safety, aviation security and air traffic management. It was noted that an important factor in signing the Agreement on the establishment of CAA is the production and renewal of the airline fleet with modern aircraft, increasing the level of passenger service and further modernization of airports. With the entry into force of the CAA Agreement, Ukrainian airlines can easily participate in any European airport and compete in different directions with European airlines. The authors highlight the prospects for increasing the flight network in the context of the COVID-19 pandemic in the context of the agreement on a common aviation area. © 2022 Kaunas University of Technology. All rights reserved.

Remote work: Aircraft noise implications, prediction, and management in the built environment.

The COVID-19 pandemic has greatly changed workplace management. Most workplaces have adopted the work-from-home policy to minimize the risk of community spread. Consequently, housing estates remain largely occupied during office hours. Since some housing estates are situated in the vicinity of an airport, noise pollution resulted from the takeoff and landing of aircraft is now more noticed by residents, causing annoyance. This problem would be most acute for those located directly under the flight path. Before the pandemic, such aircraft operations had lower effect on the residents because most of them were not at home but at workplaces. Evidently, it is timely that more emphasis should now be placed during urban planning to predict and minimize aircraft noise in the built environment. This article first defines the aircraft noise metrics commonly used to assess environmental impact. Preceded by an overview of how aircraft noise affects the built environment, this article reviews how various aircraft noise prediction models have been used in urban planning. Lastly, this article reviews how aircraft noise can be managed for better acoustic comfort of the residents. Anticipating the adoption of hybrid work arrangement moving forward, this article aims to provide urban planning professionals with an avenue to understand how aircraft noise can negatively affect the built environment, which, in turn, justify why prediction and management of aircraft noise should be emphasized from the outset of urban planning.

The High-level ICAO COVID-19 Conference: A Critical Commentary

The International Civil Aviation Organization (ICAO) held its High-level Conference on COVID-19 (HLCC 2021)from 12 to 22 October 2021. The somewhat wordy theme of the conference was 'One Vision for Aviation Recovery, Resilience and Sustainability beyond the Global Pandemic'. Even more ambitious, albeit laudable in motive was its objective of seeking to reach a global consensus on a multilateral approach, supported by political will and commitments of States, to enable the safe and efficient recovery of air transport. In ICAO language the words global consensus', political will' and 'commitment of States' have not always produced desired results. Added to this conundrum The High-level, Ministerial Declaration that emerged at the end of the Conference recognized in ICAO an already existing global leadership role' and ascribed to it the task of facilitating aviation's recovery from the Coronavirus disease 2019 (COVID-19) pandemic and ensuring its future resilience - a task which has to be accommodated within the parameters assigned to ICAO in the Chicago Convention of fostering the planning and development of air transport' - which is a far cry from leadership of any kind. However, the Declaration sparks a note of sanguine optimism if only for the reason that the global pandemic has presented to the world of aviation a message of catastrophic gloom that could well surpass previous issues and problems that have besieged aviation which, on a comparative basis, have proved transitory. This article comments on the outcome of the ICAO Conference and offers some points to consider.

Aeropolitics in a post-COVID-19 world.

We review selected aeropolitical issues that may impact the international aviation sector post-COVID-19. Consideration regarding ICAO's role in coordinating safety provisions using existing frameworks will be important. Issues relating to national airline bailouts and recapitalisation as well as international ownership are also explored. We offer several further, as yet unanswerable, questions about future aeropolitical issues, including how ICAO will continue to address the crisis, implications for air services capacity restrictions, the impact of deglobalisation and the question of state aid for national carriers and other parts of the aviation system.