Geopolitics

Something Is Rotten In Europe

The European establishment has a decade-long listening problem, and it won't be solved by shaming the anti-EU populist parties that scored big in this week's election.

British UKIP leader Nigel Farage has zeroed in on what's wrong with Europe
British UKIP leader Nigel Farage has zeroed in on what's wrong with Europe
Alan Posener

Op-Ed

BERLIN — It is a slap in the face for the European establishment. Some 30% of the seats in the newly-elected European parliament are going to parties that are against the Europe project itself. That's 6% more than the last election. And the eurosceptics have their strongholds in the two most important European Union countries after Germany: Britain and France. What’s more, most of the voters supporting these parties are not in the vulnerable peripheral democracies but mainly in core Europe — in the eurozone and other Western countries.

Yes, something is rotten in Europe. And the reaction from politicians in the big European party blocks makes it clear where the problem lies. In view of the strength of the anti-EU populists, say parties on both sides of the spectrum, we will have to work even more strongly together. What that means is: The establishment is closing ranks and turning a deaf ear. The European Parliament wants to prevail over national governments, and national governments see the delegitimization of the EU with more than a little schadenfreude.

The centrist parties to both the left and the right are painting the specter of right-wing extremism on the wall. They perceive that it’s in their interest to do so. The populists are Europe’s street kids — not the sort of kids you play with. And yet the anti-establishment parties do not by any means constitute a unified block. Marine LePen’s National Front in France, for example, is an off-putting far-right party that only recently and in a transparently opportunistic manner switched its anti-Semitism to a more socially acceptable hostility towards Islam.

But the British UKIP moves within the spectrum of conservative politics: It is against immigration and against Britain’s membership in the EU, but it is not racist or extremely nationalistic, and doesn’t want to have anything to do with LePen. For the German anti-euro party AfD, on the other hand, UKIP’s hostility to Europe goes too far. The AfD criticizes the euro precisely because it believes that the common currency is destroying the EU.

Let in the left-outs

And the other protest parties can be similarly declined, from Beppo Grillo’s anti-political Five Star Movement in Italy, via various central-European national-liberal parties, to the case of Greece where the radical left-wing and extreme right agree in their condemnation of the tough austerity measures imposed on the country.

Nationalist sentiment running hot in France. Photo - Blandinelc

Simply excluding the populist party representatives is counterproductive. It is tantamount to ignoring voters. To be sure, these are often the losers of modern Europe who are sneered at by the higher earners and the better qualified. But for one thing, Europe shouldn’t be producing so many losers, and for another, democracies unlike dictatorships can’t quite simply take folks out of the equation just because it suits them. Europe should be paying attention to that 30% if it wants the EU project to survive.

Part and parcel of that is the restitution of decision-making power to national, regional and local parliaments, what in EU-speak is called "subsidiarity" but in actual fact spells democracy. Still, it goes without saying that the EU does need to be involved in matters like the shape of cucumbers and how much current light bulbs use: A single market requires uniform standards.

In such cases, one EU regulation instead of 28 regulations from individual governments means less, not more, bureaucracy. But in other areas, whether it’s taxation, social services, or education, Brussels shouldn’t be involved. On the contrary, here the principle of competing systems should apply. And it should not be taboo to ask the question as to whether the euro helps or hinders the competition.

This election brought clarity on a number of issues, including the fact that Europeans don’t want an ever-tighter Union, at least not yet. And in the foreseeable future there will be no federal Europe based on the German example, as some German politicians have suggested. Not only Britain is against that — the French don’t want it, nor do the Italians, not to mention the "new Europe" in the east.

Martin Schulz and Jean-Claude Juncker may believe that the future of Europe depends on one of them becoming president of the Commission, which would strengthen the power of the European Parliament but otherwise change nothing. The future of Europe actually depends on its delivering foreign policy security; a joint and solidly united energy policy; finally some growth and jobs; and more democracy. Whatever serves these objectives makes sense, and whatever doesn’t won’t start making sense just because it’s now been doused with pathos.

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Future

7 Ways The Pandemic May Change The Airline Industry For Good

Will flying be greener? More comfortable? Less frequent? As the world eyes a post-COVID reality, we look at ways the airline industry has been changing through a pandemic that has devastated air travel.

Ready for (a different kind of) takeoff?

Carl-Johan Karlsson

It's hard to overstate the damage the pandemic has had on the airline industry, with global revenues dropping by 40% in 2020 and dozens of airlines around the world filing for bankruptcy. One moment last year when the gravity became particularly apparent was when Asian carriers (in countries with low COVID-19 rates) began offering "flights to nowhere" — starting and ending at the same airport as a way to earn some cash from would-be travelers who missed the in-flight experience.

More than a year later today, experts believe that air traffic won't return to normal levels until 2024.


But beyond the financial woes, the unprecedented slowdown in air travel may bring some silver linings as key aspects of the industry are bound to change once back in full spin, with some longer-term effects on aviation already emerging. Here are some major transformations to expect in the coming years:

Cleaner aviation fuel

The U.S. administration of President Joe Biden and the airline industry recently agreed to the ambitious goal of replacing all jet fuel with sustainable alternatives by 2050. Already in a decade, the U.S. aims to produce three billion gallons of sustainable fuel — about one-tenth of current total use — from waste, plants and other organic matter.

While greening the world's road transport has long been at the top of the climate agenda, aviation is not even included under the Paris Agreement. But with air travel responsible for roughly 12% of all CO2 emissions from transport, and stricter international regulation on the horizon, the industry is increasingly seeking sustainable alternatives to petroleum-based fuel.

Fees imposed on the airline industry should be funneled into a climate fund.

In Germany, state broadcaster Deutsche Welle reports that the world's first factory producing CO2-neutral kerosene recently started operations in the town of Wertle, in Lower Saxony. The plant, for which Lufthansa is set to become the pilot customer, will produce CO2-neutral kerosene through a circular production cycle incorporating sustainable and green energy sources and raw materials. Energy is supplied through wind turbines from the surrounding area, while the fuel's main ingredients are water and waste-generated CO2 coming from a nearby biogas plant.

Farther north, Norwegian Air Shuttle has recently submitted a recommendation to the government that fees imposed on the airline industry should be funneled into a climate fund aimed at developing cleaner aviation fuel, according to Norwegian news site E24. The airline also suggested that the government significantly reduce the tax burden on the industry over a longer period to allow airlines to recover from the pandemic.

Black-and-white photo of an ariplane shot from below flying across the sky and leaving condensation trails

High-flying ambitions for the sector

Joel & Jasmin Førestbird

Hydrogen and electrification

Some airline manufacturers are betting on hydrogen, with research suggesting that the abundant resource has the potential to match the flight distances and payload of a current fossil-fuel aircraft. If derived from renewable resources like sun and wind power, hydrogen — with an energy-density almost three times that of gasoline or diesel — could work as a fully sustainable aviation fuel that emits only water.

One example comes out of California, where fuel-cell specialist HyPoint has entered a partnership with Pennsylvania-based Piasecki Aircraft Corporation to manufacture 650-kilowatt hydrogen fuel cell systems for aircrafts. According to HyPoint, the system — scheduled for commercial availability product by 2025 — will have four times the energy density of existing lithium-ion batteries and double the specific power of existing hydrogen fuel-cell systems.

Meanwhile, Rolls-Royce is looking to smash the speed record of electrical flights with a newly designed 23-foot-long model. Christened the Spirit of Innovation, the small plane took off for the first time earlier this month and successfully managed a 15-minute long test flight. However, the company has announced plans to fly the machine faster than 300 mph (480 km/h) before the year is out, and also to sell similar propulsion systems to companies developing electrical air taxis or small commuter planes.

New aircraft designs

Airlines are also upgrading aircraft design to become more eco-friendly. Air France just received its first upgrade of a single-aisle, medium-haul aircraft in 33 years. Fleet director Nicolas Bertrand told French daily Les Echos that the new A220 — that will replace the old A320 model — will reduce operating costs by 10%, fuel consumption and CO2 emissions by 20% and noise footprint by 34%.

International first class will be very nearly a thing of the past.

The pandemic has also ushered in a new era of consumer demand where privacy and personal space is put above luxury. The retirement of older aircraft caused by COVID-19 means that international first class — already in steady decline over the last decades — will be very nearly a thing of the past. Instead, airplane manufacturers around the world (including Delta, China Eastern, JetBlue, British Airways and Shanghai Airlines) are betting on a new generation of super-business minisuites where passengers have a privacy door. The idea, which was introduced by Qatar Airways in 2017, is to offer more personal space than in regular business class but without the lavishness of first class.

Aerial view of Rome's Fiumicino airport

Aerial view of Rome's Fiumicino airport

commons.wikimedia.org

Hygiene rankings  

Rome's Fiumicino Airport has become the first in the world to earn "the COVID-19 5-Star Airport Rating" from Skytrax, an international airline and airport review and ranking site, Italian daily La Repubblica reports. Skytrax, which publishes a yearly annual ranking of the world's best airports and issues the World Airport Awards, this year created a second list to specifically call out airports with the best health and hygiene standards.

Smoother check-in

​The pandemic has also accelerated the shift towards contactless traveling, with more airports harnessing the power of biometrics — such as facial recognition or fever screening — to reduce touchpoints and human contact. Similar technology can also be used to more efficiently scan physical objects, such as explosive detection. Ultimately, passengers will be able to "check-in" and go through a security screening anywhere at the airports, removing queues and bottlenecks.

Data privacy issues

​However, as pointed out in Canadian publication The Lawyer's Daily, increased use of AI and biometrics also means increased privacy concerns. For example, health and hygiene measures like digital vaccine passports also mean that airports can collect data on who has been vaccinated and the type of vaccine used.

Photo of planes at Auckland airport, New Zealand

Auckland Airport, New Zealand

Douglas Bagg

The billion-dollar question: Will we fly less?

At the end of the day, even with all these (mostly positive) changes that we've seen take shape over the past 18 months, the industry faces major uncertainty about whether air travel will ever return to the pre-COVID levels. Not only are people wary about being in crowded and closed airplanes, but the worth of long-distance business travel in particular is being questioned as many have seen that meetings can function remotely, via Zoom and other online apps.

Trying to forecast the future, experts point to the years following the 9/11 terrorist attacks as at least a partial blueprint for what a recovery might look like in the years ahead. Twenty years ago, as passenger enthusiasm for flying waned amid security fears following the attacks, airlines were forced to cancel flights and put planes into storage.

40% of Swedes intend to travel less

According to McKinsey, leisure trips and visits to family and friends rebounded faster than business flights, which took four years to return to pre-crisis levels in the UK. This time too, business travel is expected to lag, with the consulting firm estimating only 80% recovery of pre-pandemic levels by 2024.

But the COVID-19 crisis also came at a time when passengers were already rethinking their travel habits due to climate concerns, while worldwide lockdowns have ushered in a new era of remote working. In Sweden, a survey by the country's largest research company shows that 40% of the population intend to travel less even after the pandemic ends. Similarly in the UK, nearly 60% of adults said during the spring they intended to fly less after being vaccinated against COVID-19 — with climate change cited as a top reason for people wanting to reduce their number of flights, according to research by the University of Bristol.

At the same time, major companies are increasingly forced to face the music of the environmental movement, with several corporations rolling out climate targets over the last few years. Today, five of the 10 biggest buyers of corporate air travel in the US are technology companies: Amazon, IBM, Google, Apple and Microsoft, according to Taipei Times, all of which have set individual targets for environmental stewardship. As such, the era of flying across the Atlantic for a two-hour executive meeting is likely in its dying days.

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