Essays on Climate Change and Business Sustainability - Canberra Airport Case Study

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In general, the paper "Climate Change and Business Sustainability - Canberra Airport " is a good example of a business case study.   Climate change is a significant and contested current issue arising and contributing to business relationships and interactions with the financial, natural, and social worlds. Canberra Airport is a sphere that has brought the development of sustainable futures for the aviation industry in Australia and global understanding of climate change. The airport has been abreast with recent planning, policy, and management responses to climate change (AGO 2007). These include forms of government intervention and individual enterprise initiatives designed to achieve sustainable businesses.

The airport demonstrates a broader understanding of the sustainable business concept, how these affect business's sustainable futures and the inter-relationships between businesses and their economic, natural, social, cultural environments. There are broader implications of climate change for business globally and in Australia. Cruising altitudes high in the atmosphere has a special characteristic of aircraft emissions. These high-altitude emissions trigger a series of chemical reactions and have more harmful climate impact as well as atmospheric effects with net warming effect.

Carbon in the fuel is released during the combustion of jet fuel thus forming carbon dioxide (CO2) after bonding with oxygen (O2) in the air (CAG, 2005). Burning jet fuel releases nitrous oxides, sulphate, soot and water vapour. The essay has been instrumental in evaluating management and planning strategies, industry and policies practices designed to adapt and/or to mitigate climate change hence producing more sustainable futures. The current state of the aviation industry or business The aviation industry has a greater reliance on innovation to create more fuel-efficient aircraft and engines. There are recent innovations in airframe and engine design that eventually provides a fuel-efficient fleet of aircraft.

However, at least in the short run, they are not sufficient to propel forward the industry in meeting increased demands on aviation to cut Green House Gas emissions (GHG). According to Canberra Airport Group Pty Ltd (CAG), an increase in air traffic is taken as a means of increasing profitability and the output of its airport assets (Mary & Hill, 2006). To the wider Canberra region, CAG believes the expansion of the airport will bring economic benefits.

Canberra Airport is key in air transport operations not only in Australia but Asia and Europe. The airport is one of the biggest in Australia and accommodates many aircraft, entertainment units, freight departments, commercial banks, free duty shops and passenger terminals. Human-induced climate change needs to be taken significantly to reducing greenhouse gas emissions and is now widely accepted as occurring. On average since the 1950s, Australian temperatures have been on the rise by 0.9° C and is predicted that it will be 1.0° C above 1990 levels by 2030 (CSIRO 2007).

Continuation of global emissions as seen in the current trajectory as suggested average temperatures over Australia will be 2.2-5.0° C above 1990 levels in 2070 and between 1.5-2.8° C above 1990 levels in 2050. Increased temperature of this magnitude on south-eastern Australia (CSIRO 2007) could have many adverse effects such as declining water quality and availability, more frequent droughts and bushfires, inundation of low-lying coastal areas, loss of biodiversity and increased climate-related morbidity and mortality. For example, it is estimated that the effect of carbon dioxide emissions alone is two to four times lower than the climate impact of aircraft.

Since it was privatized in 1998, Canberra Airport has experienced steady growth (May and Hill 2006). Bureau of Transport and Regional Economics (2007) acknowledges a rise by 46 per cent in passenger numbers passing through the airport in the years between 1996 and 2006. It was an increase from 1.75 million to 2.55 million, (BTRE, 2007). Projected passenger numbers according to consultants engaged by CAG depicted a growth to between 6.21 and 7.92 million in 2028 from 2.69 million in 2007 (CIA 2007).

They also anticipated the number of annual aircraft movements to between 136,209 and 180,551 in 2028 from 81,732 in 2006.

References

Australian Greenhouse Office-AGO (2007).Australian Greenhouse Emissions Information System, Canberra.

Bureau of Transport and Regional Economics-BTRE (2002).Greenhouse gas emissions from transport: Australian trends to 2020, Report 107, Commonwealth of Australia, November, Canberra.

Bureau of Transport and Regional Economics-BTRE (2005).Greenhouse gas emissions from Australian transport: base case projections to 2020, report for the Australian Greenhouse Office, Commonwealth of Australia, August, Canberra.

Bureau of Transport and Regional Economics-BTRE (2007a).Aviation statistics: Airport traffic data 1995-96 to 2005-06, Commonwealth of Australia, March, Canberra.

Canberra Airport Group-CAG (2005).Canberra International Airport 2005 Master Plan, February, Canberra.

Canberra International Airport Pty Ltd-CIA (2002).Preliminary Version Draft Minor Variation Canberra International Airport Year 2020 Master Plan, February, Canberra.

Canberra International Airport Pty Ltd-CIA (2007).Canberra International Airport 2008 Master Plan, Preliminary Draft, November, Canberra.

CSIRO 2007, Climate change in Australia, Technical Report, Canberra.

Department of the Environment and Heritage-DEH (2006).AGO Factors and Methods Workbook, Commonwealth of Australia, Canberra.

Department of the Environment and Water Resources-DEWR (2007). Australia’s National Greenhouse Accounts, Commonwealth of Australia, Canberra.

Department of Territory and Municipal Services-DTMS (2007).Weathering the change: the ACT climate change strategy 2007-2025, ACT Government, Canberra.

Forster, P., Shine, K. & Stuber, N. (2006). It is premature to include non-CO2 effects of aviation in emission trading schemes.Atmospheric Environment, Vol. 40, pp. 1117-1121.

Intergovernmental Panel on Climate Change-IPCC (2006). IPCC Guidelines for National Greenhouse Gas Inventories, Institute for Global Environmental Strategies, Japan.

Macintosh, A. & Downie, C. (2007). A Flight Risk? Aviation and climate change in Australia. The Australia Institute, Discussion Paper No. 94, May, Canberra.

May, M. & Hill, S. (2006). Questioning airport expansion-A case study of Canberra International Airport’, Journal of Transport Geography, Vol. 14, pp. 437-450.

Rehbein AOS Airport Consulting-R-AOS (2006). Canberra International Airport Practical Ultimate Capacity ANEF, December, Canberra.

Stern, N. (2007).The Economics of Climate Change: The Stern Review, Cambridge University Press, January, Cambridge.

Wit, R., Boon, B., Velzen, A., Cames, M., Deuber, O. & Lee, D. (2005). Giving wings to emission trading: Inclusion of aviation into the European Emissions Trading System. Design and impacts, report for the European Commission, CE Delft, July, The Netherlands.

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