It ain’t easy flying green
My sister lives near Halifax and my husband’s brother in Vancouver. It’s fine for me to self-righteously say I haven’t flown in seven years, but if my sister and brother-in-law didn’t fly, I would rarely see them. The reality is that families aren’t always living in the same community, or even on the same continent. Sometimes going by air is the only practical way to visit. Given that flying is one of our most carbon intensive activities, that’s hard to swallow for those who want to reduce their climate impact.
As Kermit acknowledged, it ain’t easy being green.
The aviation industry is a top-10 emitter, accounting for at least 2.5 per cent of global carbon pollution. Its global heating impact, however, rises to an estimated 4 per cent or more because of non-C02 emissions, including condensation trails. Those ice particle clouds trap heat.
Air travel is particularly hard to decarbonize. We see more and more electric cars and buses on the road. Electric trains are increasingly common – especially in Europe. But electric motors right now would be too huge and heavy to fly that big ol’ jet airliner.
Some inroads are being made for smaller passenger planes. Harbour Air in British Columbia has converted the first of its seaplanes to electric. The e-Beaver has taken 90-plus test flights and the airline is hoping for the nod to go commercial by next year. Air Canada has ordered 30 hybrid-electric planes that have an electric range of 200 km and hybrid range of about 800. The 30-seater planes could be in the air before 2030. In Europe, Airbus and Rolls Royce are working on hydrogen options for regional flights.
The International Civil Aviation Organization has an aspirational goal to reach jet-zero carbon emissions by 2050. Skeptics abound that they won’t land that target.
To seriously shrink aviation’s climate impact, the International Energy Agency recommends three broad flight paths:
- Substantially increase the use of Sustainable Aviation Fuels (SAFs). Right now, low-emitting fuels make up less than one percent of the mix. Some countries, like Japan and the UK, have mandated 10 per cent SAF content by 2030.
- Improve aircraft and engine design.
- Curb demand for flights. It quadrupled from 1990 to 2019. Proposals include an aviation carbon tax, or better yet, a frequent flyer levy. Only about five to 10 per cent of the globe flies in a given year, and those who fly most generally have higher incomes. Discouraging short-haul flights is another suggestion. France recently became the first country to ban flights between cities where fast, efficient train service is an option.
Pollution from flying is with us for the long haul, but we can help a bit before leaving on that jet plane by:
- Opting for direct flights, and flying economy. A lot of extra fuel is burned during take-off and landing. And the more passengers, the lower the per-person pollution.
- Carefully evaluating carbon offsets. Some are much more legit than others.
- Choosing other options. Trains beat planes, especially in the Windsor—Quebec City corridor. But when it comes to Toronto to Vancouver, or Toronto to Halifax, some reports indicate flying is a lower-emission option. Time permitting, driving can beat flying when there are more than two people in the vehicle, or if the vehicle is electric.
- Becoming an infrequent flyer
