Watch those carbon jet streams

Aviation expansion has led to political problems for the industry in Europe, where there is increasing pressure to cut back on air travel, reduce airport expansion and increase taxes on tickets. Some religious leaders have suggested that flying on vacation is immoral.

In response, the European Union proposed rules that would require airlines serving domestic routes to enter into an emissions-trading scheme by 2011.

Carriers flying to and from Europe, including US airlines, would have to enter the system by the following year. The plan is based on one already in operation for other European industries that buy and sell credits to emit certain amounts of carbon dioxide.

The US and other nations plan to vigorously fight the proposal at an international meeting of aviation authorities in Montreal in September. They say it would drive up costs for airlines and violate the principle of air-service deals brokered between governments. Moreover, they say, Europe doesn8217;t have the right to force carriers to buy credits for carbon dioxide emitted in US or international airspace, and they would rather set up a global framework for emissions trading than confront a hodgepodge of different regional systems.

8220;The emissions issue is real,8221; said Marion C. Blakey of the Federal Aviation Administration. 8220;But we want to move forward on a global basis. To this point, the Europeans have shown no flexibility.8221;

Some members of Congress are also skeptical of the European plan. House Transportation Committee Chairman James L. Oberstar D-Minn. said he met in April with European leaders in Brussels and urged them to reconsider it. 8220;It8217;s an invasion of our sovereignty,8221; he said.

In the shadow of the global fight, US airlines, international carriers and manufacturers have been pumping out press releases to highlight their efforts to be greener. They also do not hesitate to mention that they work in one of the few industries where reducing carbon dioxide emissions, the main culprit in climate change, is closely tied to their own economic well being. Fuel is the top expense for most carriers. Trade groups boast that last year US airlines used about 1 billion fewer gallons of fuel than in 2000, but carried 12 per cent more passengers.

American and Delta Air Lines jets, for example, often taxi using one engine to reduce fuel use, and the two carriers have promoted their efforts to add swept extensions to their planes8217; wings to reduce drag and boost efficiency. American launched an effort to find ways to reduce the weight of planes, removing ovens, galleys and even potable water to make them lighter. And Delta has recently arranged for passengers to make donations to an environmental group to offset the carbon they emit on a flight. The group, the Conservation Fund, uses the money to plant trees.

At the recent Paris Air Show, the industry8217;s major trade meeting, Boeing, Airbus and engine makers promoted technologies and their efforts to reduce carbon emissions. A few weeks ago, Boeing launched its 787 Dreamliner, which it says will be 20 per cent more fuel efficient than the plane it is replacing. Airbus has also lauded the fuel efficiency of its new super-jumbo A380.

Under pressure from clients who want fuel-efficient planes, Boeing representatives said the company will not introduce a plane unless it is at least 15 per cent more efficient than the one it is replacing.