This chapter introduces this book. To achieve this aim, this chapter discussed the environmental initiatives and challenges of airlines. Then, a general introduction of green operations strategy configuration and content was presented. Finally, the research gaps and contributions of the book were discussed. This book aimed to bridge the current research gaps by reporting the effective green operations strategy in reducing direct GHG emissions, indirect GHG emissions, waste, water consumption, and noise. Moreover, the book reports the effective strategy patterns at case and regional levels. Finally, the book recommends some changes in the current ineffective green operations strategy patterns to have more effective strategy patterns in the future.
TopAirline Environmental Initiatives And Challenges
The total economic impact of the aviation is about 3.5% of the world’s GDP, about USD 2.7 trillion, which supports 62.7% million jobs worldwide (Gitten et al., 2017). Aviation of Latin America contributed more than USD 167 Billion and provides 5.2 million jobs (ECLAC, 2017). However, Asia aviation contributes about USD 218 billion revenue (Herdman, 2018). Middle East aviation contributes about USD 130 billion to GDP (Air Transport Aviation Group, 2019). Asia pacific remains the largest region of activity with 34% of world traffic (Herdman, 2018), followed by Europe and North America with 27% of world traffic for each region. Middle East region represents 9% of the world traffic. Latin America region accounts for 5%, while the remaining 2% of the world traffic is under taken by Africa region. The air traffic volumes will be doubled by 2032, characterised by 4.6% annual growth rate for passenger traffic (Gittens et al., 2017).
The environmental impact of airlines has increased over the last 25 years as a result of increase in demand (Lee et al., 2009). CO2 emissions of airlines are expected to increase by further 45% between 2014 and 2035. The projected Australian civil aviation sector CO2 equivalent by 2020 is expected to be increased by 214% above 1990 level (BITRE, 2009). CO2 emissions of aviation sector in European region reached 163 million tonnes in 2017, by increasing of 16% in comparison with 2005. The European region forecasted CO2 emissions of 2040 is expected to reach 224 million tons by an increase of 59% in comparison with 2005, however, there is a reduction in noise per aircraft by 14% in comparison with 2005 (EASA, 2019).
The energy conservation output and emission reduction of airports buildings are not sufficient and should be expanded in future (Jun & Jie, 2018). The aviation industry will be more responsible about making more actions to reduce the negative environmental impact; all stakeholders must make a genuine commitment to transform the transport system (UN-Secretary-General-High-Level Advisory Group on Sustainable Transportation, 2015). Despite the early concern about managing the cabin wastes, until now most airlines and catering companies have been recycled very little. In addition, wastes obtained is typically of low quantity due to the mix of multiple wastes fractions. There is some changes in the trend of wastes recycling over the last few years. The efforts are still single initiatives, lacking comprehensive and holistic concern (Blanca-Alcubilla et al., 2018).
Airlines took some actions which achieved some progressing in term of water saving. The achieved saving was on average -2.6%. The most effective cases achieved a saving by -8% (Migdadi, 2018), -3.75% and -14.16% (Migdadi, 2020). Despite the average level of noise is lower than before and lower than road and rail transportation noise, the frequency of aircrafts movements, and hence noise event has generally increased (Glasgow Airport, 2014). The noise tends to cover larger geographical areas and is more difficult to mitigate when compared to the road and rail noise (Civil Aviation Authority, 2014).