To be the voice for the air cargo industry on environmental issues. Environmental initiatives by organizations such as ATAG and IATA, although effective, for the most part advocate on behalf of the aviation industry as a whole. This creates an opportunity for TIACA to play an important role by complementing these efforts with air cargo-specific information and advocacy. By collaborating with other trade aviation associations, TIACA leverages its resources to have the greatest impact and positions itself as a valuable resource.
TIACA members accept their responsibility to influence positive change that leads to measurable environmental benefits. However, these changes must also take into account the true importance and role of the transport industry and its positive economic impact on the global community.
In the current speed-driven, globally networked economy, the design and use of integrated supply chains is a distinct competitive advantage for any firm.
It is against this reality that the air cargo industry is taking responsibility to help protect our environment for future generations – and working towards measurable results with our modal partners across the supply chain.
TIACA takes on the challenge to make these practical, deliverable changes while at the same time continuing to fulfil the air transport industry’s role as a driver of economic growth.
As a high-profile industry, air cargo has attracted attention far in excess of its current contribution to CO2 emissions. The reality however shows that the total aviation industry contributed 2.% of global CO2 emissions according to a forecast by the UN International Panel on Climate Change .
The aviation industry in general has made significant progress in reducing its impact on the environment since the beginning of the jet age nearly 40 years ago. This has not led to complacency among aircraft manufacturers, airports or airline operators. Instead, it has created an environment of continuous improvement based on the considerable progress already achieved.
The “food miles” concept is misleading to the consumer. It does not measure the true carbon footprint of a food product through the whole cycle from planting to the market. Labeling that identifies the carbon footprint of a product should not just be limited to air transport, as this is only one link of the entire supply chain. Differences in food production and availability of resources in different parts of the world impact the carbon footprint of the product.
It also discounts air cargo’s role as an engine for economic development. Air cargo allows remote agricultural regions to access world markets. The success of these operations depends on rapid, efficient and reliable delivery of the consignment in the best possible condition, with minimum loss or damage. Airfreight is the only transport means to these imperative ends. At the same time, the accessible labor force of the world has expanded as air transport has linked supply and distribution processes with available human resources.
Regulations at airports that restrict night operations not only hinder the next-day delivery of products but also the ability of that city or country to compete in the world economy.
TIACA’s preferred approach is to treat noise as an ‘airport specific’ issue in accordance with the ICAO Balanced Approach guidelines.
TIACA is working with respected academic institutions to establish an unbiased and verifiable pool of facts on the airfreight industry to understand its impact on the environment. These facts will be a solid reference for use in the debate on imposed solutions. TIACA provides its members with up-to-date information on the environment debate and will actively look to encourage the sharing of best practices among its members.
TIACA will also provide input into relevant initiatives through written and verbal representations as well as keep its members informed on ongoing legislative developments and relevant policy initiatives.
TIACA liaises with related industry groups and leverages their efforts whenever possible.
 Working Group III Report, IPCC May 2007, p. 49