Greenhouse gases have had a devastating impact on the environment, particularly on the ozone layer. ICAO is pursuing the goal of making the civil aviation carbon neutral by 2020. This goal is aligned with the 2015 United Nations resolutions on environmental protection in response to climate change concerns (ICAO, 2016). On air pollution, Singapore follows ICAO’s standard that governs the levels of non-volatile particulate matter emissions by aircraft to minimize air pollution from the aviation industry. The standard was adopted to encourage the development of more fuel-efficient planes. In addition, ICAO environmental report highlights requirements regarding carbon emissions. For instance, newer airplanes must meet specified CO2 emissions standards. Although ICAO’s main agenda is making air transport green and sustainable, more focus should be on adopting broader initiatives on a global scale to achieve this objective.
Many of the standards adopted by ICAO towards curbing noise, particulate emissions, and carbon levels are mostly at the airplane level. For instance, more emphasis is evident within the industry on developing technology that would make airplanes more fuel efficient, reduce particulate emissions, and eliminate carbon levels. Therefore, Singapore has adopted these elements in its environmental strategy.
Research Question
Are civil aviation environmental protection standards and practices sufficient to tackle noise, carbon, and air pollution in the industry?
Problem Statement/ Causes of the Problem
Singapore’s civil aviation industry is committed to the reduction of noise, air, and carbon pollution. Based on statistics from the Ministry of the Environment and Water Resources (2011), it is evident that the industry in the country is focused on adopting plans and standards that tackle the problem from multiple angles. However, various measures are airplane-centric in terms of the potentials of technology and design. Velasco and Roth (2012) supported the same aspect in their study when examining the situation of Singapore’s crucial aviation industry impact on the environment. The country has achieved requirements by the World Health Organization (WHO) and the U.S. Environment Protection Agency (EPA) (Hamilton, 2009). Velasco and Roth (2012) also acknowledge that the civil aviation industry in the country would greatly benefit from a multi-pronged approach to environmental sustainability. Singapore needs to diversify measures taken to address environmental issues related to civil aviation.
Proposed Solutions
Currently, issues such as the structure of the airplane, propulsion, and aerodynamics are the main focus of environmental sustainability in the aviation industry. The structural design affects wind resistance and fuel consumption while propulsion systems and aerodynamics determine the amount of energy required to make the craft airborne. While the logic of this emphasis is apparent, it would be more beneficial to the environment if policies and actions in the aviation industry would be stakeholder-centric. Environmental issues from the industry affect stakeholders differently. For instance, an industrial location will be affected differently by noise pollution as will communities producing fuel and those where it is disposed or consumed.
By involving all stakeholders, including the government, communities, industries, researchers, and designers, the approach would broaden Singapore’s and ICAO actions and standards based on how environmental threats are affecting the different parties (Velasco & Roth, 2012). Solutions for noise reduction around schools may require relocation, redesigning of airports to increase the distance between people and taxing planes, and scheduling changes, among other approaches. Available options are highly specific to the area and most urgent environmental issues, making the stakeholder approach a complimentary response to airplane-specific adjustments. It also makes better cases for collaboration in finding and implementing solutions that go beyond theoretical ideas into actualized actions that bring the overall objective closer to realization.
A comprehensive approach would also prioritize the sustainable production of fuel, fuel-efficient engines, and structural design, which has the potential to reduce greenhouse gas emissions and air pollution. The solution would account for every product and service that drives the industry, including catering, food production and transportation, greening supply chains, minimal environmental impact in the construction of airports, human resources management, power and waste management efficiency, recycling, physical documentation management, furnishings and work implements, packaging, and inspection. If left unmanaged, these factors would have adverse implications, especially to surrounding communities.
Conclusion
As it is evident from the discussion, action taken in the aviation industry should be based on environmental conservation to ensure that the cumulative benefits have an impact on the entire sustainability agenda. Focusing on a single aspect is barely adequate to address the endemic issues that contribute to environmental degradation. As much as Singapore’s civil aviation sector is notably ahead of peers in terms of environmental protection, a broader framework has the potential to enhance sustainability in all industrial processes and activities by allowing the full participation of all stakeholders.
References
Hamilton, N. (2009). Singapore’s climate change policy and carbon emissions. Innovation, 9, 26-29.
International Civil Aviation Organization, ICAO. (2016). On board sustainable future: 2016 Environmental Report. Aviation and Climate Change. ICAO Environment Branch.
Ministry of the Environment and Water Resources. (2011). Key Environmental statistics 2011, Singapore: Singapore Government.
Velasco, E., & Roth, M. (2012). Review of Singapore’s air quality and greenhouse gas emissions: Current situation and opportunities. Journal of the Air & Waste Management Association, 62(6), 625-641.
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