1、IN-DEPTH Reassessing single-use plastic products in the airline sector A report on the opportunities and challenges of replacement 26 March 2024 This report provides visibility to the challenges faced by the air transport industry when it comes to single-use plastic products(SUPP)along with practica

2、l recommendations to the industry and its various stakeholders,including regulators.Collaboration across the aviation value chain is vital to enable circular economy principles,while seeking for a sectoral approach to facilitate the reduction and replacement of SUPP.IN-DEPTH 2 Reassessing single-use

3、 plastic products in the airline sector ABOUT This report was prepared by the International Air Transport Association(IATA)with support from Travel Without Plastic and WRAP.IATA is the trade association for the worlds airlines,representing some 320 airlines or 83%of total air traffic.IATAs mission i

4、s to represent,lead,and serve the airline industry.IATA supports many areas of aviation activity and helps formulate industry policy on critical aviation issues.Travel Without Plastic(TWP)works predominantly with accommodation providers and tour operators of all sizes to help them to significantly r

5、educe their contribution to waste and plastic pollution.Through a combination of structured programs and tailored support,TWP gives their customers confidence to implement new ways of working that reduce waste without compromising the guest experience or safety standards.WRAP is a climate action NGO

6、 working with governments,businesses,and citizens to create a world in which we use resources sustainably.WRAPs vision is a thriving world in which climate change is no longer a problem.WRAPs experts generate the evidence-based solutions needed to protect the environment,build stronger economies,and

7、 support more sustainable societies.WRAPs impact spans the entire life cycle of food,clothes,and products,from production to consumption and beyond.Acknowledgments IATA acknowledges the contribution from various external organizations to this report.Notably Jo Hendrickx(TWP),Polly Davies(WRAP),Sam G

8、illick-Daniels(WRAP),Keith James(WRAP),Ashleigh Saunders(WRAP),Philippe de Naeyer(deSter),Fien Van Den Heuvel(deSter).Staff members and consultants of UNEP(Claudia Giacovelli,Lloren Mil i Canals,Helena Rey De Assis,and Svitlana Mikhalyeva)participated in the review process.Document Reference:IATA,20

9、24.Reassessing Single-Use Plastic Products in the Airline Sector.Disclaimer While every effort has been made to ensure the quality and accuracy of the information included in this document,IATA makes no warranty,express or implied,concerning the report and its contents and disclaims all warranties.I

10、N-DEPTH 3 Reassessing single-use plastic products in the airline sector Contents ABOUT.2 EXECUTIVE SUMMARY.6 1.INTRODUCTION.7 1.1.Purpose.7 1.2.Scope.7 1.3.Methodology.7 2.BACKGROUND.8 2.1.The global scale of plastic pollution.8 2.2.Single-use plastics and aviation.9 2.3.Leakage pathways of plastic

11、into the environment from the airline sector.11 3.IMPLEMENTING CHANGE.14 3.1.The regulatory environment.14 3.2.Operational challenges and mitigation.18 4.TOOLS FOR SUPP REDUCTION.23 4.1.Life cycle assessments.23 4.1.1 Challenges of adopting LCAs in the airline sector.23 4.1.2 Recommendations for com

12、missioning and interpreting an LCA.25 4.2.Decision trees.26 5.ACTIONS AND INITIATIVES.28 5.1.Actions and initiatives within the airline sector.28 5.2.Actions and initiatives in the travel and tourism industry.29 5.3.Role of passengers.30 5.4.Other voluntary commitments.31 6.RECOMMENDATIONS FOR AIRLI

13、NES,THE VALUE CHAIN,AND POLICYMAKERS.32 6.1.Reducing SUPP use at source.32 6.2.Interventions to drive circularity.34 6.3.Interventions to drive waste segregation and recycling.35 7.CONCLUSION.38 8.GLOSSARY.39 8.1.Acronyms.39 8.2.Definitions.39 9.Annexes.43 Annex 1:Methodology.43 SUPP inventory.43 Ai

14、rline web survey.45 Life cycle assessments.45 Legislation.45 Annex 2:Regulatory restrictions per problematic SUPP used by the airline sector.46 Annex 3:Life Cycle Assessment Literature Review.47 Method.47 Findings.48 IN-DEPTH 4 Reassessing single-use plastic products in the airline sector Annex 4:Gu

15、idelines on commissioning and interpreting LCA.52 Goal.52 Scope.52 Key issues for the aviation industry.54 Conclusion and summarized recommendations.56 Annex 5:Decision Trees.58 Plastic water bottles.59 Single-use cups.61 Single-use crockery.63 Single-use cutlery.65 Cargo plastic sheets and stretch

16、wrap.67 Annex 6:Case Studies.69 Iberia.69 Japan Airlines.71 LATAM Airlines.73 IN-DEPTH 5 Reassessing single-use plastic products in the airline sector List of tables Table 1.Hidden SUPP in the airline sector that could contribute to plastic pollution.11 Table 2.SUPP regulations review and implicatio

17、ns for the airline industry.17 Table 3.SUPP List.43 Table 4.Overview of SUPP legislation in five key territories for five key items used by airlines.46 Table 5.Literature search results and filtering in two screenings.47 Table 6.Papers reviewed against type of paper and SUPP products included in the

18、 paper.48 Table 7.PEF environmental impact categories.55 List of figures Figure 1.Airline sector value chain where SUPP may be used.10 Figure 2.Leakage pathway of plastics into the environment in the airline sector value chain.13 Figure 3.Map of current SUPP regulations in place.15 Figure 4.Map of c

19、urrent ICW regulations in place.16 Figure 5.Life cycle system boundary of tableware,including flight stage.24 Figure 6.Life cycle system boundary of tableware,only considering cradle-to-gate.24 Figure 7.Waste Reduction Hierarchy.26 Figure 8.System boundaries.53 Figure 9.Plastic water bottle decision

20、 tree.59 Figure 10.Additional information for different materials for water bottles.60 Figure 11.Single-use cups decision tree.61 Figure 12.Additional information for different materials for single-use cups.62 Figure 13.Single-use crockery decision tree.63 Figure 14.Additional information for differ

21、ent materials for single-use crockery.64 Figure 15.Single-use cutlery decision tree.65 Figure 16.Additional information for different materials for single-use cutlery.66 Figure 17.Cargo plastic sheets and stretch wrap decision tree.67 Figure 18.Additional information for different materials for carg

22、o plastic sheets and stretch wrap.68 IN-DEPTH 6 Reassessing single-use plastic products in the airline sector EXECUTIVE SUMMARY SUPP are widely used in aviation due to their strength,lightness,and ability to meet safety and security regulations.However,the airline sector faces challenges associated

23、with improved cabin waste performance and the replacement of SUPP with sustainable alternatives.In addition,airlines face technical and operational obstacles,and the lack of harmonized and risk-based regulations presents a significant barrier to improving recycling and circularity of waste managemen

24、t.The absence of smart regulation continues to constrain airline efforts to improve the sustainability of cabin operations.Collaboration across the aviation value chain is vital to enable the adoption of circular economy principles and to facilitate the reduction and replacement of SUPP that is nece

25、ssary for reducing waste and increasing material recovery.This publication is timely as the United Nations Environment Programme(UNEP)has convened an intergovernmental negotiating committee(INC)to develop an international legally binding agreement on SUPP use by the end of 2024.The report advocates

26、for a sectoral approach to managing SUPP in aviation with a clear set of recommendations.Key recommendations for airlines:Reduce waste at source by reviewing standards and procedures through the lens of waste reduction and reuse,and professionally assess the need for SUPP.Set clear targets for the e

27、limination,measurement,and tracking implementation,and disclose progress.Introduce reusable items as a strategy to drive circularity.This requires logistical changes that incorporate a closed-loop service,including the impact of potential added weight of reusables on aircraft on fuel burn and carbon

28、 emissions.To improve waste management and recovery by facilitating onboard and ground waste segregation,and undertaking waste composition audits for passenger and cargo operations.Key recommendations for regulators:Proactively encourage the minimization of SUPP by addressing the need for simple har

29、monized regulations and legislation.Develop guidance that allows for global common definitions and standards for alternative products that include labelling,integrity and certifications.Create the infrastructure and frameworks that will make reuse models possible,while being aware of and responsive

30、to the characteristics of international airline operations.Endorse a clear methodology and the sharing of good practices as essential to ensuring that segregation processes are efficient and effective.Support the development of infrastructure for waste segregation and recovery at or close to airport

31、 premises.Key recommendations for the supply chain:Take part in or organize solution-focused discussions involving key stakeholders,to help identify and implement process changes that prioritize end-to-end solutions that ensure best practices and promote regulatory change.Increase public/private sec

32、tor collaboration and significant investments to implement circular economy principles in the airline sector value chain to enable considerable changes to processes and procedures for stakeholders both upstream and downstream.IN-DEPTH 7 Reassessing single-use plastic products in the airline sector 1

33、.INTRODUCTION 1.1.Purpose This report is designed to provide recommendations for airlines,regulators,and other aviation stakeholders about the unique situation faced by the global airline industry regarding the replacement of single-use plastic products(SUPP)with sustainable alternatives.It formulat

34、es strategic and practical suggestions for private and public sector actors to reduce unnecessary and problematic SUPP,to divert reusable and recyclable SUPP from landfill and incineration,and to implement more circular models into the airline sector value chain.Recognizing the work done by the Unit

35、ed Nations Environment Programme(UNEP)and the World Travel&Tourism Council(WTTC)in the publication Rethinking Single-Use Plastic Products in Travel&Tourism1 this report explores the needs of upstream and downstream stakeholders including airports,catering companies,cleaning companies,and cargo handl

36、ers among others,to enable a more circular approach to material use,product design and innovation,procurement policies,and appropriate waste management.Practical information on Life Cycle Assessments(LCAs)is included as are decision trees on the replacement of the most frequently used SUPP in passen

37、ger and cargo operations.The report also includes case studies that may be replicated across the industry.1.2.Scope This report primarily focuses on SUPP used in passenger and cargo operations.Although SUPP in other airline operations(e.g.,maintenance,repair and operations,and ground handling)are no

38、t specifically considered,the information and tools provided can also be applied to these activities.The main SUPP identified and analyzed through this report are water bottles;single-use cups for hot and cold drinks;single-use crockery;single-use cutlery;and cargo plastic sheets and stretch wrap.1.

39、3.Methodology To better understand the use of SUPP in passenger and cargo operations,the methodology included an initial review of airlines SUPP inventories,targets and initiatives,an airline web survey,and a detailed review of LCAs and SUPP legislation.An additional focus of the research was the id

40、entification of“leakage hotspots”.For additional details regarding the methodology in this paper,please see Annex 1.1 UNEP and WTTC(2021).Rethinking Single-Use Plastic Products in Travel&Tourism-Impacts,Management Practices and Recommendations.IN-DEPTH 8 Reassessing single-use plastic products in th

41、e airline sector 2.BACKGROUND 2.1.The global scale of plastic pollution Plastic pollution is seen as a key challenge for our times.UNEP states that plastic pollution“can alter habitats and natural processes,reducing ecosystems ability to adapt to climate change,directly affecting millions of peoples

42、 livelihoods,food production capabilities and social well-being”2.The impacts of plastic pollution can be seen along the entire plastic life cycle.From exposure to chemicals,plastic particles and additives used in the production phase,leakage of mismanaged plastic that turn into macro and microplast

43、ics contributing to air pollution and affecting the marine environment,to the contribution to climate change from plastic production and conversion from fossil fuels.3 According to the Organisation for Economic Co-operation and Development(OECD),430 million metric tons of plastic are produced each y

44、ear4,with over one third being discarded after only one use5.With only 10%of plastic recycled globally,the remainder is either burnedcausing air pollutionor dumped in the open,of which around 2%ultimately ends up in the ocean.Plastic now comprises an estimated 85%of total marine waste.67 SUPP,design

45、ed to be discarded after just one use,are the focus of increasing public concern and regulatory action.The inappropriate disposal of SUPP represents a major risk to ecosystems as they decompose very slowly and break into microplastics,which can damage sea life and enter the marine food chain,posing

46、significant threats to wildlife,and human health.UNEP recognizes that governments need to find new ways to deal with waste collection and management practices,and implement new policies aimed at eliminating unnecessary and problematic plastics.The SUPP that are necessary should be replaced by reusab

47、le,recyclable or compostable options and drive circular models that keep plastics in the economy and out of the environment.8 In 2022,170 nations pledged to significantly reduce the use of plastics by 2030 at the United Nations Environment Assembly(UNEA)and a resolution was adopted to develop an int

48、ernational legally binding instrument on plastic pollution,including in the marine environment(the“Plastics Treaty”)by the end of 2024.As a global agreement the Plastics Treaty“would reflect diverse alternatives to address the full life cycle of plastic,including the design of reusable and recyclabl

49、e products and materials,and the need for enhanced international collaboration to facilitate access to technology,capacity building and scientific and technical cooperation.9”The initial discussions on the elements of this instrument support a sectoral approach developed at a multilateral level with

50、 relevant international organizations10.To be successful,the agreement needs to address social and environmental objectives and create an enabling environment that will accelerate a new plastic economy11.2 UNEP.Plastic Pollution.3 UNEP(2022).Plastic Science.4 OECD(2022).Global Plastics Outlook.5 Lan

51、drigan et al.(2023).The Minderoo-Monaco Commission on Plastics and Human Health.6 Chemical Pollution(2022).The huge problem of microplastics.7 Stoett,P.(2022).Plastic Pollution:A global challenge in need of multi-level justice-centered solutions.8 UNEP.The New Plastics Economy Global Commitment.9 UN

52、(2022).Nations sign up to end global scourge of plastic pollution.10 UNEP/PP/INC.3/4.11 UNEP.Intergovernmental Negotiating Committee on Plastic Pollution.IN-DEPTH 9 Reassessing single-use plastic products in the airline sector 2.2.Single-use plastics and aviation The SUPP used throughout the aviatio

53、n value chain and that have played an important role in the delivery of the passenger experience and cargo operations for decades,are under scrutiny as concerns surrounding SUPP continue to grow.SUPP are widely used in the aviation industry because of their lightweight and hygienic properties.Nevert

54、heless.cabin waste composition audits conducted in and in 201813 found that plastic accounted for 17%20%by weight.Although polyethylene terephthalate(PET)bottles are a highly visible SUPP,they only account for 2%of the waste.Moreover,airline operations are required to use certain SUPP by

55、 civil aviation authorities regulations seeking to ensure safety and security.Many airlines are accepting the challenge of plastic pollution,and at least 40 airlines have implemented SUPP reduction and replacement programs with some starting as far back as 2018,according to IATA.Although the pandemi

56、c reversed the trend in SUPP replacement as many health authorities mandated the sealing of inflight food and beverages,airlines have since reintroduced replacement programs.The IATA passenger insights survey conducted in November 202314 showed that more than three quarters of passengers would feel

57、better about flying if it did not involve any SUPP,and that they would be happy to support less food and beverage options so that airlines could achieve this.Cargo operators are also receiving requests from end customers to reduce the associated plastic packaging and wrapping.This has led to the int

58、roduction of novel solutions to reduce the use of plastic in cargo operations,though these initiatives are not yet widespread.The IATA Shipper Survey 202215 showed that 50%of cargo customers include waste reduction along the supply chain among their top priorities,and more than a third include acces

59、s to sustainable packaging options.The complex nature of stakeholders,activities,and processes involved in the creation,distribution,and delivery of SUPP used by airlines to deliver their services to passengers and cargo clients is illustrated in Figure 1.12 IATA Cabin Waste Handbook.13 Cathay Pacif

60、ic Airways Limited.Sustainable Development Report 2018.14 The IATA passenger insights survey was conducted 31 October-13 November 2023 with a sample of 6,500 recent travelers.It covers 15 markets(Australia,Canada,Chile,China,France,Germany,India,Indonesia,Japan,Singapore,Spain,The Netherlands,UAE,UK

61、,and USA).The sample size in each market was 500,apart from Chile,Japan,Singapore,The Netherlands,and UAE,where it was 300.This Is Motif Ltd prepared the questionnaire and analysis based on data collection and tabulation by D.15 2022 IATA Global Shipper Survey.IN-DEPTH 10 Reassessing single-use plas

62、tic products in the airline sector Figure 1.Airline sector value chain where SUPP may be used.IN-DEPTH 11 Reassessing single-use plastic products in the airline sector 2.3.Leakage pathways of plastic into the environment from the airline sector Although there is potential for plastic waste from airc

63、raft maintenance,refits and decommissioning to enter the environment,the principal environmental risk from the airline sector is from the inappropriate disposal of SUPP.According to UNEP and WTTC,the risk of leakage of plastic pollution into the environment from the airline sector value chain in med

64、ium and high-income countries is categorized as low.This is due to the strict procedures associated with removing and processing cabin waste that prevents it from escaping into the environment.16 Nevertheless,leakages into the environment can occur.Airports closely control waste handling and managem

65、ent procedures to ensure that foreign object debris(FOD)does not damage aircraft and that uncontrolled dumping and landfills around the airport do not attract animals,including birds.However,plastic waste discarded around the airport perimeter including car parks and smoking terraces,may be blown in

66、to the local environment.Potential leakage points upstream that are outside of the direct control of airlines include the point of extraction and processing of plastic raw materials,such as spillage of pellets during the manufacture of polymers,or inappropriate handling of plastic waste generated du

67、ring the manufacture or preparation of products for cabin airframes,cabin interiors,and inflight services products.Downstream,lightweight plastic products,such as packaging and plastic bottles,can also be blown into the environment if they are transported in open vehicles or if waste management site

68、s are poorly managed,irrespective of the International Catering Waste(ICW)and FOD regulations in place.Passengers may also carry SUPP onto aircraft or purchase SUPP onboard,and there is potential for them to become pollution if they are improperly disposed of after leaving the aircraft.Although much

69、 of the potential leakage occurs at points outside of the direct control of the airlines,minimizing the use or eliminating SUPP can limit both upstream and downstream sources of pollution,cutting procurement and waste management costs.Other contributors to plastic pollution that are less commonly no

70、ticed by businesses within the airline sector value chain are captured in Table 1 and can also be visualized in Figure 2.Leakage pathway of plastics into the environment in the airline sector value chain.Table 1.Hidden SUPP in the airline sector that could contribute to plastic pollution.Hidden SUPP

71、 Rationale Airline Sector Implication Leakage from Wet wipes and sanitary items These SUPP items are the fifth most commonly found on EU beaches17,with many incorrectly labelled as“flushable”causing blockages in sewage systems and becoming marine pollution.These products could end up in aircraft was

72、tewater tanks and be discharged to the airport wastewater system Passengers and crew Tire abrasion Tire abrasion is one of the largest sources of microplastics in the ocean(UNEP 2018).Research estimates that up to 2%of the microplastics may be generated from aircraft tires18.Flight operations 16 Uni

73、ted Nations Environment Programme and World Travel&Tourism Council(2021).Rethinking Single-Use Plastic Products in Travel&Tourism-Impacts,Management Practices and Recommendations.Nairobi.17 WWF(2019).Stop the flood of plastic.18 Jan Kole et al.(2017).Wear and Tear of Tyres:A Stealthy Source of Micro

74、plastics in the Environment.IN-DEPTH 12 Reassessing single-use plastic products in the airline sector Textile washing(uniforms,blankets,and pillows)Sheds microplastic fibers into wastewater systems if filtration systems are not used during the washing cycle.Airlines should consider reviewing the mat

75、erial of the fabrics and check the washing systems procured.Ground operations Source:Adapted from UNEP/WTTC“Rethinking Single-Use Plastic Products in Travel&Tourism”19.19 United Nations Environment Programme and World Travel&Tourism Council(2021).Rethinking Single-Use Plastic Products in Travel&Tour

76、ism-Impacts,Management Practices and Recommendations.Nairobi IN-DEPTH 13 Reassessing single-use plastic products in the airline sector Figure 2.Leakage pathway of plastics into the environment in the airline sector value chain.IN-DEPTH 14 Reassessing single-use plastic products in the airline sector

77、 3.IMPLEMENTING CHANGE When considering SUPP in aviation,though some items can be avoided,it is impossible to operate passenger and cargo flights without providing services that rely on packaging and infight products.In terms of reducing or eliminating SUPP,this typically means replacing them with a

78、 different product or service.Airlines,suppliers,and regulators need to exercise caution when replacing SUPP with other materials as the alternatives might not always generate the best environmental or social outcomes.Every alternative to SUPP has its own set of corresponding impacts,not all of whic

79、h are immediately obvious,as they may be hidden elsewhere within the value chain.Attempting to solve plastic pollution could inadvertently contribute to increased emissions and other environmental impacts,demonstrating the complex trade-offs that airlines and regulators must consider.For example,wei

80、ght is of critical concern to airlines since it links directly to fuel burn and greenhouse gas(GHG)emissions.Furthermore,water and energy would be required for washing and drying reusable products,the impacts of which will vary depending on whether these services are based in destinations with water

81、 scarcity and whether installations use renewable energy or fossil fuels.In addition to the inherent challenge of identifying solutions that are certifiably net beneficial to the environment,airlines and their value chain partners must also navigate a fragmented regulatory context.They also need to

82、consider operational challenges and costs,such as the availability and usability of alternatives,safety,biosecurity,the passenger experience,limited galley space,the role of crew and cargo handling staff,and cargo logistics,and more.3.1.The regulatory environment Given the scale of the SUPP challeng

83、e,consumers are demanding plastic-free products and,in turn,regulators are implementing local,regional,or national restrictions without always considering the full consequences for the entire supply chain,especially as it applies to the global business of international aviation.Encouragingly,a large

84、 number of countries(127 already in 2018)have introduced bans on SUP bags20,and over 91 have introduced additional restrictions on manufacture,import,and distribution of SUPP21,with the EU Plastics Strategy being the first on introducing bans on specific products,including straws,crockery,cutlery,cu

85、ps,and materials such as polystyrene.22 However,the resulting regulatory environment is complex because an international consensus on the definition of SUPP has not been reached,nor there is a common framework to identify acceptable substitutes and alternatives.Although the Plastics Treaty is curren

86、tly being negotiated and is expected to take a life cycle approach,agreement on the level of implementation and harmonization of asymmetric regulations still needs to be reached.In May 2021,the 27 Member States of the European Union transposed the EU Directive on SUPP into national legislation and b

87、ans on certain SUPP took effect in July 2021.23 This has not prevented the emergence of multiple different regulations across countries,such as the new rules for disposable plastic cups and containers in the Netherlands24.In China,the Civil Aviation Administration banned in 2022 a range of plastic i

88、tems specifically in airports that have an annual passenger throughput of 200 million or more passengers and 20 United Nations Environment Program(2018).Legal Limits on Single-Use Plastics and Microplastics.21 Patrcio Silva et al.(2020).Rethinking and optimising plastic waste management under COVID-

89、19 pandemic.22 European Commission.EU restrictions on certain single-use plastics.23 Ibid.24 Ministerie van Infrastructuur en Waterstaat.Zo past u de regels voor plastic wegwerpbekers en-bakjes toe.IN-DEPTH 15 Reassessing single-use plastic products in the airline sector for domestic flights.25 Ther

90、e is no evidence,however,that any LCAs have been undertaken to identify the impacts of implementing these changes in the aviation sector.Figure 3.Map of current SUPP regulations in place.Source:IATA.Complicating the situation further for airlines,ICW legislation precludes the recycling and reuse of

91、items that contain or that have been in contact with animal-based foodstuffs,with the objective of minimizing risks to animal health.For example,EUs Animal By-Products legislation26 classifies ICW as biohazardous waste(Category 1).This regulation requires that ICW is subject to strict control and tr

92、eatment by incineration or disposal by deep burial in an authorized landfill.Although risk to animal health is a valid concern,there is no evidence that quantitative risk assessments of animal disease outbreaks from ICW have been undertaken.With food safety being of critical concern,following the Ha

93、zard Analysis and Critical Control Point(HACCP)food safety protocols,this biohazardous classification seems disproportionate.27 25 Civil Aviation Administration of China.Plan for Civil Aviation Plastic Pollution Control Measures 20212025.26 Regulation(EC)No 1069/2009 laying down health rules as rega

94、rds animal by-products and derived products not intended for human consumption.27 IATA et al.(2023).Towards Smarter Regulation of International Catering Waste(Category 1)in Aviation.IN-DEPTH 16 Reassessing single-use plastic products in the airline sector Figure 4.Map of current ICW regulations in p

95、lace.Source:IATA.SUPP regulations often fail to recognize that alternatives to SUPP in aviation must meet strict safety and hygiene requirements.A lack of aviation specific standardized LCAs means that considerations regarding how to ensure that the introduction of alternatives does not displace pol

96、lution from the marine environment to the atmosphere,or how the lack of infrastructure required to support reuse models within the global aviation value chain can be addressed,are left unanswered.Particularly for international airlines that can fly up to 120 different countries.Furthermore,as airlin

97、es have long supply chains and purchase inflight products in bulk,often pre-positioning branded products at outstations for the return journey,they could be procuring alternatives to SUPP that do not comply with all regulators restrictions across an international flight.Without significant and timel

98、y public/private sector investment in reusable infrastructure or exemptions for the sector,compliance with upcoming regulation will be challenging.It is already a complex task to comply with current regulations.In some cases,there is no definitive list of exact product types that would fall under a

99、particular definition,such as tableware or foodware,making it uncertain for instance if products such as single-use hot drink cups that are lined with plastic would be included within the prohibition or restriction.In other cases,it is the interpretation of“use”that is complex.The definition of“take

100、-away”and“dine-in”options are clear for restaurants and cafes,but it is unclear how they apply to airline catering.In some countries,there are lists of exempt types of business,but often airlines are neither listed as exempted nor as directly affected by the legislation.Where there are nationwide re

101、strictions,domestic airlines will be affected as they will not be able to source prohibited products,but the impact on international airlines is not clear.IN-DEPTH 17 Reassessing single-use plastic products in the airline sector Table 2.SUPP regulations review and implications for the airline indust

102、ry.provides a general overview of the legislation around SUPP in the five countries that were reviewed.28 Further detail on how these restrictions and bans affect the problematic SUPP used by the airline sector can be found in Annex 2:Regulatory restrictions per problematic SUPP used by the airline

103、sector.Table 2.SUPP regulations review and implications for the airline industry.Country Dates Implications Australia From 2021 to 2025(proposed)depending on the state.Phase out the use and sale of problematic single-use plastics by 2025,with different regulations per state and comply with the Natio

104、nal Packaging Targets by 2025.Airlines will not be able to procure packaging that is made,used,and sold in Australia.29,30,31 Canada December 2022:purchase or import.June 2024:sale of flexible straws.December 2025:import for purposes of export.Prohibition of the manufacture,import and sale of SUPP c

105、heckout bags,cutlery,foodservice ware32,ring carriers,stir sticks,and straws.Restricted items can be removed as waste.Restricted items can remain onboard during turnaround at Canadian airports.Restricted items cannot be used in Canadian airspace.33 European Union July 2021.Single-use plastic plates

106、and cutlery cannot be placed on the markets of the EU Member States.34 Airlines operating in the EU need to comply with the labeling of certain SUPP,such as cups.35 India July 2022.Airlines and catering companies will not be able to source or use restricted items in India.36 Peoples Republic of Chin

107、a 2022:items banned in airports over 2 million passengers and domestic flights.2023:items banned in international flights.These are restrictions on the use,but there is no clarity on how the Work Plan is being enforced.37 The review of these 5 jurisdictions indicates that all place bans on SUP straw

108、s,stirrers,crockery and cutlery.Other SUPP items restrictions are less harmonized,reflecting the current lack of available,sustainable alternatives.A total of 4 out of the 5 jurisdictions have banned SUP cups with the EU and India restricting beverage cups made from polystyrene and imposing a strict

109、 labelling scheme.Indian states apply differing 28 Legislation around plastic waste management and international catering waste from international flights has not been identified.29 Australian Marine Conservation Society(2023).Which Australian states are banning single-use plastics?30 APCO.Australia

110、s 2025 national packaging targets.31 Australian Retailers Association.Phase-out of unnecessary and problematic single-use plastics.32 Made from or containing problematic plastics.33 Government of Canada.Single-use Plastics Prohibition Regulations Overview.34 European Commission.EU restrictions on ce

111、rtain single-use plastics.35 European Commission.Marking specifications for single-use plastic products.36 Plastic Waste Management Amendment Rules.37 Civil Aviation Administration of China.Plan for Civil Aviation Plastic Pollution Control Measures 20212025.IN-DEPTH 18 Reassessing single-use plastic

112、 products in the airline sector volume restrictions on PET with the EU specifying minimum recycled plastic content for new PET bottles.China is the only country that includes restrictions on cargo sheets.There is still a lack of consistency and regulation around labeling.The EU has introduced rules

113、that beverage cups made partly from plastic(even those only lined with a plastic coating)need to have a specific printed marking38.Although the Canadian government is considering the development of labeling rules for plastic packaging and SUPP,it is unclear if they will be aligned with the EU or any

114、 other national scheme39.A UNEP report published in 2020 recommended that there“should be global consistency of definitions regarding the content and reusability of plastic packaging in standards.Labels and claims should be updated to reflect these”40.In the absence of a globally recognized plastic

115、labelling system,passengers will continue to be confused and airlines will have to purchase differing alternative inflight products based on requirements per route and not necessarily on the environmental benefits.Although airlines are replacing SUPP with bio-based alternatives,globally consistent u

116、se of terminology or definitions are absent for“recyclable”,“compostable”,“biodegradable”,and“eco-friendly”.The environmental value of the move to bio-based products is also undermined by ICW regulations that require these materials to be incinerated,steam sterilized or landfilled and the lack of bi

117、otreatment infrastructure at airports.Despite the good intentions of policymakers,this inconsistency/lack of policy cohesion/patchwork creates additional costs and complexity for the airlines while not necessarily delivering the environmental benefits expected.3.2.Operational challenges and mitigati

118、on Every alternative to SUPP has its own set of corresponding impacts,not all of which are immediately obvious.As a simplified example,reducing SUPP cuts waste,but if lightweight SUPP are replaced with heavier alternatives that later require washing and drying,such as reusable crockery,this could ha

119、ve a negative impact in terms of greenhouse gas emissions emitted during the flight,and on water and energy consumption during the washing process.To make informed decisions about the best options,businesses in the airline sector value chain and regulators need to consider all the potential conseque

120、nces.Doing this requires knowledge of airline operations and access to information that clearly and consistently outlines the environmental advantages and disadvantages of alternatives.The following are potential solutions for overcoming some of the challenges of replacing SUPP.Define problematic an

121、d unnecessary SUPP Problematic and unnecessary SUPP is defined by the Global Tourism Plastics Initiative(GTPI)as plastic that is not reusable,recyclable,or compostable;that contains,or is manufactured with hazardous chemicals;that can be avoided;that disrupts the recyclability or compostability of o

122、ther items;that has a high likelihood of becoming litter.Examples in aviation could be items such as:Small packets(e.g.,condiments).Thin plastic bags provided as part of the meal service for facilitation of disposal of used mixed meal items.Individually wrapped items(e.g.,wet wipes,toothpicks,pillow

123、s,and blankets).Excessive amenities(e.g.,mini dental kits).38 Regulation(EU)No 2020/2151 laying down rules on harmonised marking specifications on single-use plastic products.39 Government of Canada.Developing labelling rules for plastic packaging and single-use plastics.40 UNEP(2020).Can I recycle

124、this?IN-DEPTH 19 Reassessing single-use plastic products in the airline sector Excessive cargo protection(e.g.,extra plastic sheets,overpacking of goods).Recommendations:Undertake an inventory and identify any items that are predominantly used out of habit or because of legacy brand standards but co

125、uld be considered unnecessary or of no real value to the passenger experience.Undertake a brand survey to determine if passenger views have changed.For each item,follow a waste reduction hierarchy approach to ascertain which items could be eliminated completely,and which could be replaced with reusa

126、ble alternatives or alternatives made from different materials.Review company standards and customers requirements for packaging to determine the necessity of non-essential cargo protection items.Cost The cost associated with implementing change was highlighted as the biggest problem(by 83%of 37 res

127、ponses)in the IATA survey.Many single-use alternatives that offer the same functionality as SUPP are not yet available at scale,making them more expensive per unit.The cost of reusable products is not limited to the product itself,as they can incur additional costs such as the service required to re

128、move them from the aircraft to a washing and drying facility and their subsequent return.Additional stock is required to substitute products that are in service or at washing facilities.This may also incur additional storage costs.Reusable products have a finite lifespan and will ultimately need to

129、be replaced due to wear and tear and due to loss or breakage.Recommendations:Earmark any savings that are generated by reducing waste and eliminating unnecessary SUPP for investment in alternatives.Return on Investment calculations need to consider the break-even point at which the reusable product

130、outperforms the single-use product it is replacing in terms of cost.Assuming that waste contracts are based on(or could be renegotiated to be based on)the volume of waste generated,waste handling costs should also be reduced and go some way to compensating the additional costs associated with keepin

131、g reusable in service.Facilitating the role of cabin crew Cabin waste problems will not be solved without a change in processes and procedures.Recommendations:Involve cabin crew in decision making.They will be able to provide insight into whether a proposal that sounds good in theory will work in th

132、e practical day-to-day demands of their role.Consider the option of having a crew member that is responsible for waste recycling.Implement regular training for cabin crew so that processes are implemented consistently.Work with suppliers who can provide suitable solutions that are already compatible

133、 with standard cabin layouts and crew processes.Facilitating the role of cargo handling staff Cargo handling staff work in a complex and time-sensitive environment where they need to adhere not only to detailed shipper requirements,but also to local and national requirements for cargo preparation,su

134、ch as using the correct quantity of SUPP,as well sourcing and disposal.Due to high turnover rates and inadequate IN-DEPTH 20 Reassessing single-use plastic products in the airline sector standard procedures,staff members may unintentionally damage or misuse single-use and reusable items.Improved col

135、laboration and awareness across the supply chain are necessary to address these challenges.Recommendations:Raise awareness and promote the involvement of cargo handling staff in decision-making.Provide training and encouragement to reduce,reuse,recycle SUPP in operations and adopt/investigate altern

136、ative procedures.Extend educational efforts to shippers,especially those who transport perishable products.Engage with suppliers who can provide alternative solutions tailored to the airlines needs,location,operations,and strategy.Foster industry collaboration and common best practices.Functionality

137、 of alternatives The airline SUPP web survey showed that many respondents were concerned that alternatives to SUPP would not have the same level of functionality and product integrity,potentially affecting customer safety.This includes whether alternative materials would be able to hold hot or alcoh

138、olic liquids for a certain period,withstand oven heating and prevent contamination of food.In cargo operations,alternatives to stretch wrap and plastic sheets need to ensure that pallets are tightly and securely wrapped,and that cargo is protected against adverse weather.Recommendations:Keep up to d

139、ate with innovations in alternatives and appropriate certification standards.Proactively search for suppliers that consider operational requirements when they are creating alternative processes and products.Provision of pre-cut plastic sheets adapted to the contour of pallets and replacing stretch w

140、rap with lighter plastic alternatives.Cabin layout/galley space Airline galleys need to maximize utility,functionality,convenience,and the passenger experience.Historically,little attention has been paid to waste management,but this is now an area where innovative ideas are emerging.Recommendations:

141、Use existing space differently,e.g.,offer duty free items for sale that can be collected at the airport of return,minimizing the impact on sales,and freeing up space to store reusable items or waste that has been separated for recycling.Consider what the cabin of the future might look like and what

142、functionality is needed to meet service expectations.Reduce,segregate,and better manage cabin waste and facilitate the role of the crew when procuring new aircraft or retrofitting.Examples include innovations such as the Airbus Retrolley,trash compactors,and new design features,such as waste chutes

143、directly into the hold of the aircraft for waste/recycling storage.Design features should also optimize space utilization in the galley for waste sorting and storage.Safety and security Certain SUPPs are necessary for safe and secure flying and cargo operations.Examples of necessary SUPP include:Med

144、ical items to ensure the health and safety of crew.Security Tamper Evident Bags(STEBs)and Liquid and Gels(LAGs)bags.Washroom,static bin,cabin cleaning and biohazardous waste bags.Cabin sickness bags(lined with plastic).IN-DEPTH 21 Reassessing single-use plastic products in the airline sector IATA Da

145、ngerous Goods Regulations(DGR),specify requirements for packaging,labelling,and documentation,which may include restrictions or guidelines for plastic wrapping used in air cargo.Recommendations:Medical items are outside the scope of plastic reduction legislation.STEBS and LAGs are enforced by civil

146、aviation legislation over which airlines have no direct control.Trade associations such as IATA could encourage a move to more sustainable bags with higher recycled content.Washroom bins contain a variety of mixed,non-recyclable and potentially hazardous wastes,and are subsequently disposed of to la

147、ndfill or incineration as are cabin sickness bags for obvious reasons.The decision in this case is about the impacts associated with plastic bags or linings made from fossil fuels versus those made from plants.The important operational consideration for such bags is that they are fit for purpose.Alt

148、ernatives must be strongthere cannot be leaks in the galley or washroom as they can cause crew or passengers to slip plus there is the potential for corrosion of the airframe.ICW regulations Current ICW rules based on animal health concerns undermine the ability of the aviation sector to make a posi

149、tive contribution to the circular economy through cabin waste prevention,reuse,and recycling initiatives.Although waste generated on flights operating within some territorial borders or within the EU can be efficiently processed,recycled,and reused,the same is not true for waste from international f

150、lights originating outside of those borders.Recommendations:Reuse and recycling on flights should not be restricted by ICW regulations.For ICW flights,engage with the regulator to determine the potential for reuse and recycling of uncontaminated products and develop appropriate operating procedures.

151、Advocate for a quantitative risk assessment concerning health risks that ICW represents to animal health,with a view to a revision of the ICW provisions so that the aviation sector can contribute to circular economy goals.Availability of alternatives Many alternatives that offer the same functionali

152、ty as SUPP are not yet available at the scale required by airlines.Recommendations:If the SUPP is necessary for the safe functioning of the operation and neither reusable nor single-use alternatives are available,take steps to ensure that decision-making considers the range of pros and cons from all

153、 the perspectives highlighted in this section.Where appropriate,follow this with a holistic LCA,particularly when comparing a switch from single use to reusable alternatives.Keep up to date with developments in the Hospitality,Restaurants and Catering(HORECA)sector(for passenger operations)and e-Com

154、merce(for cargo operations)sectors where innovation is often more dynamic.End-of-life treatment for sustainable alternatives One of the limitations of compostable and biodegradable products are the end-of-life treatment options,as these can be environmentally detrimental if appropriate infrastructur

155、e is not in place for the specific requirements of the disposal method,otherwise these items would be landfilled.IN-DEPTH 22 Reassessing single-use plastic products in the airline sector Recommendations:Not only is important that sustainable alternatives are available,including compostables and bio-

156、based items,but when using these products airlines need to reflect on different implications for key stakeholders.For example,treatment facilities need to be in place,such as industrial composting plants.Quality of composting is key,as it cannot be mixed with plastics or glass,therefore segregation

157、and appropriate controls need to be in place.Recognized global certification scheme for sustainable alternatives With several countries introducing targets on the reduction of SUPP,including recycled content,there is a proliferation of standards and certifications that differ in definitions,methodol

158、ogy and labelling systems,creating confusion for manufactures and consumers.Recommendations:Use product-based certifications that that are globally recognized to make informed choices.Engage with stakeholders to advocate for a unified framework of certifications for sustainable alternatives,includin

159、g certifications that focus on individual products,with labels that are easily recognized by consumers.Brand standards Brand standards may currently require the use of SUPP.Recommendations:Rethink brand standards through the lens of waste reduction.Critique your business,accepting that change is nec

160、essary and that passengers are generally willing to support it.Undertake a brand survey to determine if passenger and/or frequent flyer views on plastic have changed.Engage high level management,marketing teams,catering services,crew,and other key stakeholders in collaborative discussions about how

161、to maintain the passenger experience while reducing waste and SUPP.IN-DEPTH 23 Reassessing single-use plastic products in the airline sector 4.TOOLS FOR SUPP REDUCTION With different alternatives to SUPP available,its challenging to find a product in the market that can be consider as a sustainable

162、alternative.The direct replacement of SUPP might generate unexpected environmental and social outcomes.It is important to introduce practices and tools that inform and support decision-making processes.4.1.Life cycle assessments LCA is a technique developed to better understand and address the resul

163、ts associated with the manufacture and use of different products.41 LCAs consider the impact at each stage of a products life cycle(cradle-to-grave),from the natural resources extracted from the Earth and its processing,through each subsequent stage of manufacturing,transportation,product use,reuse,

164、recycling,and,ultimately,disposal.LCAs can be expensive and time consuming but they estimate the environmental effects of various products in a transparent,replicable,and comparable manner.However,it is important to understand the comparison between different LCA scopes and boundaries since variatio

165、ns in assumptions can lead to very diverse outcomes.To ensure that an LCA is robust,it should be a peer reviewed,independent study that respects the steps laid out in recognized standards and frameworks(e.g.,ISO 14040 and 14044).The highest possible number of indicators should be included,and the ex

166、clusion of any indicators should be clearly justified.The study should also be cradle-to-grave,with upstream and downstream impacts being assessed,clear hypotheses being addressed,and different business model configurations for the use and end of life phases considered.Importantly,at the interpretat

167、ion stage,it is proposed to consider the formulation of recommendations to improve the environmental performance of the system under study.42 Research indicates that an internationally recognized impact assessment method to consider marine plastic pollution in LCA has yet to be developed.43 Other en

168、vironmental impact categories therefore tend be used in LCAs,including greenhouse gas emissions,eutrophication,toxicity,acidification,and natural resource depletion.44 4.1.1 Challenges of adopting LCAs in the airline sector In the case of the airline sector,there are very few LCAs on SUPP in the pub

169、lic domain that cover the five prioritized items(Annex 3).With this being an under-researched area,what does exist cannot therefore establish an agreed best practice,nor recommend a harmonized approach to setting out study scope.This lack of harmonization of LCA approaches can affect the decision-ma

170、king of many airlines.Of the 14 airlines that responded to the SUPP web survey as having conducted LCAs to support decision making for their SUPP replacement program,nine had used their own methodologies and five used information provided by manufacturers on alternative products.Consequently,it is l

171、ikely that decisions on SUPP in aviation are not being based on published and transparent LCA evidence or on wider holistic considerations,and therefore may result in negligible or negative impacts on the environment.41 ISO 14040:2006.Environmental management Life cycle assessment Principles and fra

172、mework.42 Life cycle assessment scientists urge EU policy makers to treat some packaging environmental impact assessments with caution.43 Woods et al.(2021).A framework for the assessment of marine litter impacts in life cycle impact assessment.44 Miller,S.(2022).The capabilities and deficiencies of

173、 life cycle assessment to address the plastic problem.IN-DEPTH 24 Reassessing single-use plastic products in the airline sector Illustrations of the differences in LCA approaches can be found in Figure 5 and Figure 6 below.Figure 5 highlights a cradle-to-grave study that considers life cycle stages

174、from the manufacture of the inflight product through to associated transport,fuel burn,washing processes of reusables and ultimate end of life treatment(landfill).Figure 5.Life cycle system boundary of tableware,including flight stage.Source:Adapted from Blanca-Alcubilla et al.(2020).45 Figure 6 sho

175、ws a different approach which focuses on the stages of impact that could be considered more as the cradle-to-gate part of the life cycle.It does not include the repercussions that would occur during the flight stage,but it does include more than one end of life option,which the previous study did no

176、t.Figure 6.Life cycle system boundary of tableware,only considering cradle-to-gate.Source:Wei et al.(2022)46.As these diagrams demonstrate,it is challenging for airlines to commission an LCA on the consequences of switching from SUPP to reusable alternatives,as they could end up implementing complet

177、ely different actions depending on the LCA results.45 Blanca-Alcubilla et al.(2020).Is the reusable tableware the best option?Analysis of the aviation catering sector with a life cycle approach.46 Wei et al.(2022).Revealing the feasibility and environmental benefits of replacing disposable plastic t

178、ableware in aviation catering:An AHP-LCA integrated study.IN-DEPTH 25 Reassessing single-use plastic products in the airline sector 4.1.2 Recommendations for commissioning and interpreting an LCA Although more research is needed in LCAs specific to aviation,there are several key recommendations for

179、airlines wishing to commission their own LCA or to interpret the results of an LCA from suppliers or manufacturers of alternative products(see Box 1).Box 1.LCA commissioning guidance for the airline sector.It is important that the starting point of any SUPP replacement program should be focused on p

180、reventing and minimizing waste at source,and when replacements are required,an LCA can help to compare different options.Guidance Undertake a cradle-to-grave study,including all the life cycle stages so that comparisons between studies are more straightforward.Be extremely clear on what is included

181、in the scope,such as functional units,environmental impact categories and systems boundaries(see definitions below).Be aware that environmental impact categories are chosen at the discretion of the researchers and their commissioners,so the same topics might not be included in all assessments.It is

182、essential that the emissions from jet fuel consumption are included in the scope,but it should not be the only focus.Including other impact categories will enable an airline to make more informed decisions.An LCA should include the results associated with different end of life scenarios,including la

183、ndfill and incineration,and not solely focus on one.Remember that the consequences on biodiversity and of plastics in the environment are not fully understood,nor is there a consensus on how to measure them,so LCAs are not likely to be able to consider these issues.Definitions and scope A functional

184、 unit is the reference unit for the study,covering the service being provided(what),the extent to which it is provided(how much),its quality(how well)and its duration(how long).For airlines,this means comparing the same amount of single use items with the number of uses for the reusable alternative(

185、e.g.,300 SUP cups versus 300 uses of a reusable cup).An example of a functional unit could be:The safe provision of cups for 300 drinks of 250ml per flight over 200 medium-haul flights.In this example,safe refers to how well,provision of cups is what,the number and size of drinks refers to how much

186、and the number of flights covers how long.Environmental impact categories can range from global warming potential(the potential for a product or process to contribute to climate change by quantifying GHG emissions),through to eutrophication(the potential for a product or process to lead to excessive

187、 nutrient levels in bodies of water causing algal blooms)and soil acidification(by emitting harmful substances that contribute to acid rain).The choice of environmental impact categories is at the discretion of the researchers and/or their commissioners/clients,and not all will be included in the as

188、sessment.System boundaries define the beginning and end points of the life cycle that is being assessed.Using plastic products as an example,this might start with raw material extraction of fossil fuels through to end of life disposal such as incineration.The many processes and activities between th

189、ese two points can also be at the discretion of researchers,commissioners and/or clients.IN-DEPTH 26 Reassessing single-use plastic products in the airline sector Airlines will rarely encounter LCAs developed by the manufacturers of SUPP alternatives that include transport emissions in their calcula

190、tions.In this case,as airlines are aware of the trade-offs due to fuel costs and variations in weight,they can estimate the additional or reduced impact by using the marginal fuel burn rate(0.02 to 0.03 kilograms of fuel per 1,000 km for every kilogram of weight added)47.Although LCAs may determine

191、that different options,such as sustainable bio-based disposable products,represent an optimal environmental solution for air transport,airlines are likely to see procurement options diminish as manufacturers move out of the market driven by consumer demand and regulatory initiatives that favor reusa

192、bles.4.2.Decision trees As previously highlighted,the outcomes of LCAs are not the only deciding factors influencing decisions on SUPP replacement.Despite the complexity,airlines need to make choices to eliminate,reduce or replace SUPP.Five SUPP(water bottles;single-use cups for hot and cold drinks;

193、single-use crockery;single-use cutlery;and cargo plastic sheets and stretch wrap)have been identified as the most problematic products to replace and are prioritized for replacement.Simplified decision trees for the products listed above are presented in Annex 5:Decision Trees.These have been create

194、d to support more informed decision-making and consider environmental and operational trade-offs.Each tree focuses on the potential for eliminating waste at its source,subsequent steps follow a logical path through the waste reduction hierarchy and provide some insight into the advantages and disadv

195、antages of alternative products and materials.Figure 7.Waste Reduction Hierarchy.Source:EU Waste Framework Directive(2008/98/EC)47 Steinegger,R.(2017).Fuel Economy as Function of Weight and Distance.IN-DEPTH 27 Reassessing single-use plastic products in the airline sector As a precursor to all decis

196、ion trees,airlines should question first if there are possibilities to prevent the use of SUPPis there a possibility to change procedures or customer expectations48,are the processes efficient in terms of use and load and is there space onboard and on the ground support for reusable items to be stor

197、ed?Airlines should then look for the most suitable replacement options,such as those that might be from highly recyclable through to less plastic content.Where steps to eliminate or reduce waste are not possible,the minimum desired outcome is to divert recyclable and recoverable waste from landfill

198、and incineration,where regulations allow,and to advocate to for smarter regulations if they are not allowed.48 See IATA Cabin Waste Handbook for examples related to these initiatives.IN-DEPTH 28 Reassessing single-use plastic products in the airline sector 5.ACTIONS AND INITIATIVES 5.1.Actions and i

199、nitiatives within the airline sector Taking action requires planning and consideration of how SUPP are used,purchased,and removed.The SUPP web survey responses were mixed but encouraging overall,with 90%of airlines already taking proactive steps to eliminate unnecessary products or to switch to more

200、 circular systems.Airlines also show a clear inclination to adopt changes,such as only offering amenity kits on demand,eliminating miniature condiments,changing menus to reduce packaging,and switching from disposable to reusable products.Airlines not currently considering changes were predominantly

201、concerned with passenger expectations and service quality.Furthermore,IATA research indicates that there have been initiatives implemented by at least 40 airlines to reduce and replace SUPP(a list of illustrative examples can be found in Box 2).These include actions such as setting targets for disco

202、ntinuing use to upcycling projects.Scaling these initiatives is imperative to achieving meaningful change.Box 2.Illustrative good practices from the airline sector.Airline Initiative Air Baltic Allows passengers to submit inflight meal selections up to one hour before departure at the airlines hub i

203、n Riga,avoiding unnecessary SUPP,waste,and fuel burn.49 ANA Reusable items and alternative solutions will be used where possible to reduce the amount of disposable plastic waste.50 Delta Air Lines Testing a reusable cup system and new paper cups.51 Emirates In addition to several initiatives to redu

204、ce plastic waste,the closed loop recycling initiative allows for millions of onboard items(such as plastic trays,bowls,snack,and casserole dishes)to be recycled in a local facility and remade into fresh,ready-to-use Emirates meal service products.52 Lufthansa Cargo Uses a new type of wrap that consi

205、sts of 10%recycled plastic and is also one micrometer(one)thinner than previous wraps.This means that about two kilograms less wrap is needed on each cargo flight.The plastic is then collected and processed into granules to be incorporated into new recycled wrap.53 Malaysia Airlines Biodegradable ma

206、terials are used for inflight catering and merchandise.54 Qantas Under Project Bowerbird,initiatives such as premium economy blankets made with 20 recycled plastic bottles or water bottles that are 100%recycled PET.55 49 airBaltic.Pre-order onboard meal.50 ANA(2022).A New Style of Premium Class Meal

207、s on Domestic Flights.51 Delta Air Lines(2023).Delta participates in SkyTeams Sustainable Flight Challenge,showcases sustainability strategy in action.52 Emirates(2023).Emirates unveils new closed loop recycling initiative to reduce plastic.53 Lufthansa Group.Cleantech Hub.More environmentally frien

208、dly plastic film.54 Malaysia Airlines.Environmentally Responsible.55 Qantas Sustainability Report 2023.IN-DEPTH 29 Reassessing single-use plastic products in the airline sector Also,unnecessary waste can be avoided where ICW regulations allow(Box 3),such as on domestic flights(including intra-Europe

209、an routes)by recovering SUPP and other recyclable products through proactive segregation.Where ICW regulations allow,unopened,uncontaminated products with a long shelf life,such as condiment sachets,confectionery,and drinks can be returned to the catering company,reducing waste and the number of new

210、 items that need to be purchased.Box 3.Air New Zealand case on international waste reclassification project.In 2017,Air New Zealand(ANZ)launched a major international waste reclassification project,the Project Green initiative,in conjunction with the Ministry for Primary Industries and catering part

211、ner LSG Sky Chefs.It enabled ANZ to reclassify 40 types of inflight products so that if removed from aircraft sealed and untouched,they can be reused on future flights.In 2023,Project Green diverted approximately 70 metric tons from landfill,made up of 3.4 million units of products such as cutlery p

212、acks and sugar sachets,and recycled 215 metric tons of glass.More than 1,500 metric tons of reinjected product and recycled glass have now been diverted from landfill since the Projects inception.The airline also has a large number of other waste reduction initiatives in place.56 5.2.Actions and ini

213、tiatives in the travel and tourism industry Industry-wide initiatives can provide effective platforms to align and enhance international and cross-sectoral efforts to address plastic pollution(examples provided in Box 4).The Global Tourism Plastics Initiative(GTPI),led by UNEP and the World Tourism

214、Organization(UN Tourism)is a voluntary commitment initiative uniting over 200 organizations(of which 70%are businesses).The objective of the GTPI is to get commitment on the elimination of problematic or unnecessary plastic packaging and items,the implementation of reuse models,and public,annual rep

215、orts on progress.It also works in a collaborative manner across the tourism value chain on the collective development of solutions.It is a cross-sectoral initiative with signatories comprising accommodation providers,tour operators,business associations,national and local governments,and academia.A

216、GTPI progress report demonstrates encouraging developments but also highlights several challenges including data collection,identification of suitable alternatives to plastic in kitchens,which do not result in unintended consequences,such as increasing food waste,and limited updates on the implement

217、ation of commitments by many signatories.57 Box 4.Illustrative good practices from outside the airline sector.Sector Initiative Airports The Green Airports Recognition(GAR)objective is to promote environmental best practices to minimize aviations impacts on the environment.Within this initiative,sev

218、eral airports in Asia Pacific presented submissions that focus on SUPP elimination.58 Tour operators and travel agents Send packing lists to their customers,encouraging them to travel with reusable bags and refillable water bottles,and informing them about locations of water refill stations in airpo

219、rts and at destinations.59,60,61 Destinations Many destinations are implementing drinking water dispensers in city centers,at tourist attractions,and in popular resorts so that 56 Air New Zealand.Driving towards a circular economy.57 GTPI(2022).2022 Annual Progress Report.58 ACI(2023).Green Airports

220、 Recognition 2023.59 SNP Natuurreizen.60 Odysseia-In.Responsible Policy.61 Weltweit Wandern.Nachhaltig reisen.IN-DEPTH 30 Reassessing single-use plastic products in the airline sector visitors can easily refill their reusable bottles when traveling.The Cleanwave Movement in Mallorca is a good exampl

221、e.62 In Cyprus,five beaches have now been awarded the Plastic Free Beach certificate and the program is expected to extend to other destinations.63 Hotels Many hotels are working collaboratively with suppliers to increase reusable and returnable business models.An example is refilling dispensers fro

222、m larger containers which are returned to the supplier who can then wash and reuse them,keeping plastic in the economy and out of the environment.64 5.3.Role of passengers Throughout the entire journey,passengers have an essential role as they can contribute to minimizing SUPP use and waste generati

223、on.Passengers have been accustomed to inflight food and beverages,amenities,and retail opportunities in a specific way,however,and it is important to highlight what people say they will do versus what they in fact do or are willing to do(the so-called intention-action gap).Any changes in passenger s

224、ervices,particularly on airlines with a high percentage of frequent flyers,requires a strong,strategic communications plan with consistent messages across all touchpoints and aligned with brand identity.Public awareness of the negative impacts of SUPP continues to increase and more people are prepar

225、ed to take action to support businesses that are reducing them.In fact,23%of the airlines that responded to the SUPP web survey said that they had received complaints from customers due to the use of SUPP onboard.It is important to understand customer behavior and develop initiatives accordingly.As

226、mentioned previously,passengers may carry SUPP onto the aircraft or purchase products that comprise SUPP on board,which are then improperly disposed of after leaving the aircraft.Airlines could provide SUPP on discretionary or“buy-on-board”basis reducing both procurement and waste costs.Finally,pass

227、engers can help to increase recycling if they are given clear instructions on how to separate waste.Although these are not definitive drivers of behavior change,passengers should be involved in SUPP prevention,reuse,and recycling solutions.This report has established that potential leakage of SUPP f

228、rom the airline sector into the environment is low and is primarily restricted to the inappropriate disposal of plastic products(bags and bottles)by passengers.Airlines can raise awareness of the challenges of plastic pollution with passengers with a focus on routes to regions with less developed wa

229、ste and recycling infrastructure.62 Fundacin Cleanwave.63 The Travel Foundation.Cyprus launches first plastic free beach.64 Maritim Hotels.Great body care,less plastic,short transport routes.IN-DEPTH 31 Reassessing single-use plastic products in the airline sector 5.4.Other voluntary commitments A l

230、arge number of organisations have made voluntary pledges to reduce plastic use and contribute to the circular economy.In 2018,the Ellen MacArthur Foundation(EMF)launched the Global Commitment as a global voluntary effort to tackle plastic waste.Over 1,000 organisations including businesses represent

231、ing 20%of all plastic packaging used globally and 55 government signatories,have become signatories.Five years on a progress report acknowledges that the significant progress has been made in reducing plastic waste but also recognizes that the Global Commitment and its signatories will likely not re

232、alise all the 2025 ambitions.65 The report identifies three main challenges that are currently hindering progress including scaling reuse,flexible plastic packaging in high-leakage countries,and lack of infrastructure to collect and circulate packaging.It also recognizes the international legally bi

233、nding instrument on plastic pollution presents the greatest opportunity for rapid global action on plastic waste.65 EMF(2023).The global commitment five years in.IN-DEPTH 32 Reassessing single-use plastic products in the airline sector 6.RECOMMENDATIONS FOR AIRLINES,THE VALUE CHAIN,AND POLICYMAKERS

234、Based on the key findings of this report and previous research by IATA,SUPP replacement is a clear priority for passengers and airlines.Although strict regulations on the handling of airline waste reduces the risk of SUPP leaking into the environment and becoming pollution,significant volumes of cab

235、in waste,including plastics,are required to be incinerated or landfilled by ICW regulations.Inconsistent policies at airport,national,and regional levels requiring airlines to reduce or eliminate certain SUPP will result in different alternative products being introduced on separate legs of a journe

236、y.This will continue to confuse passengers,crew,and handling staff,increase compliance costs,generate more waste,and potentially shift the burden from plastic reduction to emission increases so that as one problem is solved,another is created.The following recommendations are therefore intended to b

237、e strategic and practical,with consideration given to short-,medium-and long-term solutions for airlines,the airline sector value chain,and policymakers.They focus on reducing waste at source,facilitating informed decision-making around SUPP replacement programs,and increasing opportunities for mate

238、rial recovery where ICW regulations allow.They also facilitate collaboration with suppliers for increasing the circularity of plastics at design and manufacturing level and for the implementation of globally harmonized regulations so that collective steps can be taken to reduce and reuse models in l

239、ine with circularity principles.6.1.Reducing SUPP use at source It is estimated that over 20%of cabin waste is unused and unconsumed food and drink.66 Eliminating this waste at source would not only yield significant environmental benefits but also be a key source of funding to support waste reducti

240、on and SUPP replacement programs.IATAs Cabin Waste Handbook67 contains 22 actions an airline and its service partners can initiate to reduce,reuse,and recycle cabin waste including SUPP.To reduce waste at source,airlines are encouraged to review brand standards and operating procedures through the l

241、ens of waste reduction and reuse,and to professionally critique the need for SUPP versus the legacy brand standards,learned habits and passenger expectations that have encouraged the usage of SUPP to date.Responses to the SUPP web survey showed that 9 out of 11 airlines are already or would consider

242、 taking action to change inflight menus to avoid individually packaged items and to eliminate or reduce amenity kit offerings.A total of 10 out of 11 are already or would consider eliminating packaging from blankets,pillows,and headsets.In response to the continued concerns of passengers showed in t

243、he IATA passenger insights survey68,projects to reduce cabin waste at source could be accelerated,with the added advantage that this provides new opportunities for communications that focus on passenger benefits.66 IATA Cabin Waste Handbook.67 Ibid.68 The IATA passenger insights survey was conducted

244、 31 October-13 November 2023 with a sample of 6,500 recent travelers.It covers 15 markets(Australia,Canada,Chile,China,France,Germany,India,Indonesia,Japan,Singapore,Spain,The Netherlands,UAE,UK,and USA).The sample size in each market was 500,apart from Chile,Japan,Singapore,The Netherlands,and UAE,

245、where it was 300.This Is Motif Ltd prepared the questionnaire and analysis based on data collection and tabulation by D IN-DEPTH 33 Reassessing single-use plastic products in the airline sector Collaboration along the value chain in support of waste reduction at source is a critical component of suc

246、cess.Solution-focused discussions involving key stakeholders such as catering companies,suppliers of food and beverage containers,packaging and amenity kits,and cargo handlers,can help to identify previously unconsidered opportunities.Regulators could proactively encourage the separation of unused,s

247、ealed food and beverage items by developing guidance,thus reducing procurement requirements,and diverting waste from landfill or incineration.Airlines,galley equipment suppliers,catering companies and cleaners could then co-create procedures to make onboard waste segregation efficient for all those

248、involved.Key recommendations for airlines Review brand standards and operating procedures through the lens of waste reduction and reuse.Integrate end-of-life/waste disposal considerations into material/product procurement decisions.Identify unnecessary and problematic SUPP and prioritize their remov

249、al or replacement.Set clear targets for elimination,measure,and track implementation,and disclose progress.Introduce positive messages and calls to action at key communications touchpoints along the passenger journey to galvanize increasing support.These include,but are not limited to,information on

250、 websites,messages within reservation confirmation emails,information in mobile applications,reminders prior to departure,and information on the day of departure through in-app messaging.Facilitate open dialogue with key stakeholders in the value chain to identify and overcome logistical changes tha

251、t will lead to waste reduction initiatives.When communicating SUPP replacement goals and initiatives,appreciate that certain SUPP are required by civil aviation or public health authorities.A review of existing global SUPP regulations indicates that the following products should be targeted by airli

252、nes for removal or replacement by bio-based disposable or reusable options depending on LCA results:Straws Drink stirrers Crockery Cutlery The replacement of SUP cups is more problematic as bio-based disposable alternatives that can hold hot liquids and alcohol are still at research and development

253、stage.At least 28 countries have recognized this conflict and have not included bans on SUP cups in their regulations,at this stage.In addition,there also seems to be little or no practical alternative to PET bottles for passengers on long-haul flights.Until an alternative becomes clear,airlines sho

254、uld focus on recycling these bottles and increasing the recycled content of new bottles.Key recommendations for the airline sector value chain All value chain actors can participate in multi-stakeholder working groups to identify and implement process changes that prioritize end-to-end solutions tha

255、t ensure best practices are adopted to minimize waste generation at every stage of a products life cycle.Airlines and their service providers need to coordinate actions to promote regulatory change;provide demand signals to market;and encourage development of appropriate recycling,reuse and recovery

256、 systems/infrastructure.Cleaning and catering companies can encourage the development of new contract models with airlines that incentivize recycling and waste reduction(e.g.,new contracts to financially reward airlines for reducing volumes of waste).IN-DEPTH 34 Reassessing single-use plastic produc

257、ts in the airline sector Key recommendations for policymakers Urgently agree on a globally consistent definition of SUPP.Implement harmonized SUPP restrictions,including labeling that is based on a LCA approach and ensure they reflect the safety and security constraints of civil aviation.Develop sus

258、tainability guidance and certification for alternatives to SUPP.6.2.Interventions to drive circularity A circular economy is a sustainable model in which products and materials are designed in such a way that they can be reused,remanufactured,or recovered and thus maintained in the economy for as lo

259、ng as possible.69 The focus on continued reuse of the same product is what differentiates the circular economy from the recycling economy.Within a recycling economy(and using plastic as an example),products are collected,sorted,shredded,and turned into different products depending on the quality of

260、processed material.With each downcycling process,plastic degrades to the point where,for example,it is eventually only suitable to be turned into yarn for synthetic textiles,filling for furniture and soft toys or building aggregate.Implementing circular economy principles into the airline sector val

261、ue chain will require considerable changes to processes and procedures for stakeholders both upstream and downstream,and it will not be possible without public/private sector collaboration and significant investment.As most SUPP regulations still allow a linear economy model approach(exceptions incl

262、ude new legislation in the Netherlands70 and the agreed Proposal for a Regulation on Packaging and Packaging Waste71),the airline sector could consider developing a sectoral approach to replace SUPP with sustainable alternatives or joining an existing industry initiative,such as the Global Tourism P

263、lastics Initiative(GTPI).The principal strategy that airlines can employ to drive circularity is the introduction of reusable items.Reusable items will play a significant role in supporting circular economy principles.Their introduction will require logistical changes that incorporate a closed-loop

264、service,and onboard procedural changes for crew as well as efficient returns and inspection for air cargo operations.Trolleys and/or galleys may also require a re-design depending on the aircraft and where possible,catering facilities will need to be adapted to fit more washing lines.Collaboration w

265、ith catering companies,suppliers,aircraft manufacturers,crew,and other key stakeholders will be necessary to conceptualize the processes that are required to optimize reuse models.A key concern regarding reusables on aircraft is the impact of added weight on fuel burn and carbon emissions.A well-str

266、uctured LCA that incorporates suitable functional units,impact categories,and systems boundaries(section 4.1 and Annex 4:Guidelines on commissioning and interpreting LCA),together with oversight of operational considerations,should enable airlines and other key value chain actors to make more inform

267、ed decisions about the introduction of reusable items onboard.Policymakers need to act swiftly to create the infrastructure and frameworks that will make reuse models possible.Encouraging the switch from disposal consumption patterns requires reusable products and systems to be more financially comp

268、etitive than single-use alternatives and cross-sectoral collaboration at regional and global levels.Although these circumstances do not yet exist,airlines are nevertheless advised to prepare and ensure that their voice is heard in relevant public/private sector discussions.Policymakers,in turn,need

269、to be aware of and responsive to the characteristics of international airline operations.69 UNEP(2023).Turning off the Tap.70 Ministerie van Infrastructuur en Waterstaat.Zo past u de regels voor plastic wegwerpbekers en-bakjes toe.71 European Council(2024).Provisional agreement on packaging and pack

270、aging waste.IN-DEPTH 35 Reassessing single-use plastic products in the airline sector Key recommendations for airlines Strengthen engagement with industry peers,trade associations,and other key stakeholders in the value chain to conceptualize processes that would reduce the burden of individual resp

271、onses to the same challenges,particularly in countries where compliance to act on waste reduction and circular economy models will be mandated,such as the agreed Proposal for a Regulation on Packaging and Packaging Waste in the EU.When reuse infrastructure is in place,and when feasible within curren

272、t operational limitations and a robust LCA has indicated that reusable alternatives are a better solution,give contractual preference to suppliers of reusable products.When commissioning an LCA on SUPP,follow the detailed guidance set out in Annex 4:Guidelines on commissioning and interpreting LCA.U

273、nderstand and comprehensively assess manufacturers LCAs.Where reuse infrastructure is not in place,advocate for this.Regularly review policies and standards with reusability and circularity principles in mind.Build capacity among cabin crew and equip them with the necessary tools and knowledge to id

274、entify and achieve more circular solutions.Key recommendations for the airline sector value chain Develop further industry capability regarding the development of LCA methodology.Inflight product manufacturers could contribute to the creation of standardized LCA methodology frameworks that consider

275、the specific needs of airlines.Inflight product manufacturers could present well-structured cradle-to-grave LCAs that incorporate suitable functional units,impact categories,and systems boundaries so that procurement teams can make more informed decisions around the pros and cons of switching to reu

276、sable alternatives.This should also include certifications and credible documentation throughout the value chain.Key recommendations for policymakers Implement cohesive policies that enable reusable products and systems to be more financially competitive than single-use alternatives and test their s

277、uitability through pilot programs.Provide finance and incentives for investment in the significant infrastructure and systems changes that will be required to support a circular economy in the airline sector value chain.Prioritize a unified approach to SUPP legislation that considers trade-offs and

278、burden shifting that are particularly prevalent in the airline industry.6.3.Interventions to drive waste segregation and recycling Animal health rules in many global territories undermine the ability of the airline sector value chain to make a positive contribution to the circular economy through re

279、use and recycling initiatives.Airlines fully support regulations that minimize the spread of animal diseases but consider the ICW biohazardous classification to be disproportionate.The ICW regulations further limit the accuracy of LCAs conducted specifically for airlines,as different waste recovery

280、options cannot be included in the scope as an end-of-life scenario.Two main strategies that airlines can start applying to improve waste management and recovery are the recovery and reinjection of sealed unconsumed food and beverage products,and onboard waste segregation to divert recyclable and reu

281、sable materials from landfill or incineration.With the approval of the regulating authority,it is possible to develop food product reinjection processes to subsequent flights and to recycle,as a minimum,aluminum cans,paper/cardboard,glass,and plastic from both domestic and international flights if t

282、hey are collected separately and have not come into contact with food IN-DEPTH 36 Reassessing single-use plastic products in the airline sector that comprises animal products.Even where there are no ICW regulations in place,such as domestic and intra-European flights,it is good practice to keep recy

283、clables clean by avoiding food contamination.Airlines are encouraged to segregate reusable and recyclable products if not already doing so.Furthermore,regulators should encourage this practice by issuing supporting guidance that gives animal health inspectors and waste contractors confidence in this

284、 approach.Collaboration between equipment suppliers,catering companies,and cleaners will ensure that cabin interiors,equipment,and operational procedures are designed to facilitate quick and easy segregation of items for recovery and reuse and recycling onboard,with minimal or no repercussions on ei

285、ther the time required to perform the task by crew members or the quality of waste segregation.Aircraft being manufactured today will be in service for the next 20 to 30 years and therefore need to be designed with efficient waste management in mind.Airlines,manufacturers,and suppliers are encourage

286、d to use cabin configurations,onboard stowage space,and trolley designs that facilitate the segregation of recoverable items and recyclables.Where this may require additional expenditure,costs could potentially be offset against recyclable revenues and cost reductions associated with reducing mixed

287、waste collection.It should be noted that SUPP regulations and their subsequent impact on the supply chain will change the nature of cabin waste,and this must be reflected in future cabin and galley design.A clear methodology and the sharing of good practice endorsed by the regulators,together with t

288、he engagement of crew and passengers,is essential to ensure that segregation processes are efficient and effective.The supporting infrastructure for waste segregation and recovery in the sector needs to be ambitious,such as the development of materials recovery facilities(MRF)at or close to airport

289、premises.It is recognized that international airports can generate the same amount of waste as a“small city”and considering the high proportion of organic waste generated from airport restaurants,kitchens and sewage,the concept of integrated biotreatment could be viable.Anaerobic digestion of these

290、wastes would generate biogas for electricity production.As SUPP regulations force a move to reusables and bio-based SUPP alternatives the organic fraction of the waste will increase in the future.If regulations allow,combining both the liquid and solid waste-streams from aircraft and airports could

291、yield the economies of scale necessary to make biotreatment a commercial solution,reducing emissions and contributing to circularity.As an alternative,the installation of industrial composting plants at airports could be considered which would be able to treat both industrially and home compostable

292、materials,opening the opportunity for catering companies to provide meal services based on certified compostable crockery,cutlery,and packaging.This would relieve the cabin crew of time-consuming onboard waste segregation procedures and divert waste from landfill.Unfortunately,at present,ICW regulat

293、ions do not allow biotreatment.Key recommendations for airlines Facilitate onboard waste segregation if not already doing so by implementing new operating procedures,particularly in destinations where ICW regulations do not apply.Undertake waste composition audits to identify waste streams character

294、istics.Evaluate waste management costs and build a business case for intervention.Support the advocacy efforts for revised ICW regulations that would enable airlines to divert recyclable and recoverable waste from landfill and incineration,facilitate biotreatment and for the creation of suitable was

295、te materials recovery facilities at airports.Proactively engage with aircraft and trolley cart manufacturers to drive demand for solutions that facilitate segregation of waste streams,waste compaction,and liquid disposal units.IN-DEPTH 37 Reassessing single-use plastic products in the airline sector

296、 Convene all relevant stakeholders in discussions to consider end-to-end solutions to ensure that practices are adopted that minimize waste generation at every stage of a products life cycle.Conduct regular waste segregation training with crew to ensure consistency.Implement proactive staff and pass

297、enger engagement campaigns.Renegotiate waste collection contracts that incentivize segregation.Invest in LCA research that considers the differences in policy and legislation toward SUPP around the world and their impact on aviation.Consider the SUPP restrictions enforced at destination airports and

298、 countries prior to making alternative product procurement choices.Key recommendations for the airline sector value chain Cleaning and catering companies can encourage the development of new contract models with airlines that incentivize waste segregation and recycling.Aircraft manufacturers and cab

299、in interior designers and suppliers can be more proactive in promoting cabin configurations that facilitate onboard waste management and segregation.Suppliers of consumable products must provide clarity on the material composition of products and the requirements for disposal after use,through valid

300、 certifications,test results and credible documented evidence.Support research and development to identify and promote alternative sustainable materials for the aviation sector.Having a holistic approach to waste management and coordination amongst the total waste processing chain to improve and dev

301、elop recycling infrastructure making use of the economies of scales for different end-of-life processes.Key recommendations for policymakers Undertake a quantitative risk assessment of ICW and its threat to animal health,using the results as the basis for the revision of the ICW regulations.Support

302、the development of harmonized guidance on the reuse and recycling of waste for international flights.Urgently agree on a globally consistent definition of SUPP and acceptable alternatives that consider the characteristics of the international transport sector.Standardize labels and green claims to b

303、etter reflect actual conditions rather than theoretical application.Proactively support the investment in material recycling facilities(MRF)at airports and explore the potential for airport integrated biotreatment facilities.Implement subsidies/incentives for research and development into more susta

304、inable materials for the aviation sector and create demand for reusable and recycled products.IN-DEPTH 38 Reassessing single-use plastic products in the airline sector 7.CONCLUSION There is a genuine willingness among most key players in the aviation value chain to eliminate,reduce,and replace SUPP.

305、Achieving this at scale while operating within current asymmetric SUPP frameworks and adhering to ICW regulations is extremely challenging.Compliance with differing rules for international airlines that can fly to up to 120 countries is impractical within current global economic models and supply ch

306、ain logistics.A comprehensive review of SUPP regulation that considers the unique position of international airline logistics and operations,together with a quantitative risk assessment concerning the risks that ICW represents to animal health,would be a valuable starting point.Airlines can then mak

307、e a more positive contribution to circular economy principles and meet their ambitions and passenger expectations on sustainability.Airlines are acutely aware of their contribution to climate change and although SUPP reduction is important,switching to alternatives that would increase emissions appe

308、ars illogical,especially given the low risk of plastic leakage from the sector.This is a key point that appears to have been often overlooked by regulators.To avoid displacing pollution,it is imperative that the LCAs developed are specific to the needs of the airline sector,respecting the strict hyg

309、iene,safety,and security concerns,and that include environmental impact categories,like climate change,and various end-of-life scenarios as a default.More research is needed to understand the overall environmental impact of different choices.It is not known,for example,whether a life cycle perspecti

310、ve would make it beneficial for airlines to switch to bio-based alternatives that would facilitate biotreatment of food waste and its service ware.If SUPP regulations are globally harmonized,airlines and their stakeholders must collaborate to be properly prepared.Airlines need to start or accelerate

311、 initiatives to review their operating procedures,particularly in countries where ICW regulations are not enforced and where many items could already be recovered for reuse.They are also encouraged to review brand standards and consider that the provision of an excellent passenger experience and ach

312、ieving waste reduction are not mutually exclusive.Meaningful change cannot be achieved in isolation or without due appreciation for the complexities of the airline sector value chain.Awareness of the environmental impact of plastic pollution and the cost of inaction is at an all-time high.Leaving a

313、positive legacy is a key reason why people are motivated to act,and this is a useful communications approach to increase passenger engagement.Regulators must also be aware of the nuanced decisions faced by airlines.There is no simple answer to the question of global plastic pollution.Solutions are c

314、ontext dependent and may have unintended consequences.Finding SUPP replacements involves numerous interconnected elements that make it challenging to understand the full complexity and scope of the issue.Although a voluntary plastic commitment by the airline sector would raise awareness and stimulat

315、e additional action on plastic waste,it would likely encounter similar challenges,as faced by the Global Commitment and GTPI.These include data collection,identifying suitable alternatives and a lack of reuse and recycling infrastructure.IATA and its member airlines remain committed to collaborating

316、 across the value chain to realize a more cohesive approach to SUPP reduction and circular economy principles in the aviation sector.To replace SUPP with sustainable alternatives,policymakers must urgently engage in discussions with airlines and representative organizations from within the value cha

317、in to seek a sectoral solution.IN-DEPTH 39 Reassessing single-use plastic products in the airline sector 8.GLOSSARY 8.1.Acronyms CAA-Civil Aviation Authority EMF-Ellen MacArthur Foundation FOD-Foreign Object Debris GHG-Greenhouse Gas Emissions GTPI-The Global Tourism Plastics Initiative HACCP-Hazard

318、 Analysis and Critical Control Point HORECA-Hospitality,Restaurants and Catering sector ICW-International Catering Waste LAGs-Liquids,Aerosols and Gels LCA-Life Cycle Assessment MRF-Material Recovery Facility OECD-Organisation for Economic Co-operation and Development PEF-Product Environmental Footp

319、rint PET-Polyethylene terephthalate STEBs-Security Tamper-Evident Bags SUP-Single-Use Plastics SUPP-Single-Use Plastic Products ULD-Unit Load Device UNEA-United Nations Environment Assembly UNEP United Nations Environment Programme UN Tourism-World Tourism Organization WTTC-World Travel and Tourism

320、Council 8.2.Definitions Airline sector value chain-Wide variety of stakeholders that are involved in the creation,distribution,and delivery of airline passenger and cargo services.Animal by-products(ABPs)-Materials obtained from animals which are not intended for human consumption.Asymmetric SUPP le

321、gislation-A lack of cohesion in the content and approaches of national and international bans on the use of single-use plastic products.Bio-based products-Products that are composed in whole,or in considerable part,of biological products,renewable agricultural materials,or forestry materials(biomass

322、).Biodegradable products-Products designed to decompose at the end of their life by the conversion of all their organic constituents.Biotreatment Process which removes dissolved and suspended organic chemical constituents through biodegradation,as well as suspended matter through physical separation

323、.Cabin waste-All waste generated within the aircraft cabin,including cleaning,catering/galley,and items brought on board by passengers.Circular economy-Alternative to a traditional linear economy(make,use,disposal)in which resources are kept in use for as long as possible,extracting the maximum valu

324、e from them whilst in use,then recover and regenerate products and materials at the end of each service life.IN-DEPTH 40 Reassessing single-use plastic products in the airline sector Composite packaging-Products or packaging made from two or more layers of different materials that cannot be separate

325、d by hand,for example paper coffee cups lined with a plastic liner.Compostable product-Subset of biodegradable products designed to biodegrade under controlled conditions.Composting-Process that breaks down organic materials using bacteria in an oxygen-rich environment.The resulting product can be u

326、sed as a soil conditioner.Cradle-to-gate-Assessment of a partial product life cycle from resource extraction(cradle)to the aircraft gate(before it is transported to the consumer).Cradle-to-grave-Assessment that considers impacts at each stage of a product life cycle from resource extraction to dispo

327、sal.Downcycling The process in which a recycled product is not as structurally strong as the original product made from virgin materials.Eco-friendly Product designed to have little or no damaging effect on the environment.Ecotoxicity-Potential for damage to ecosystems and species within them throug

328、h the release of toxic materials.Eutrophication-A gradual increase in phosphorous,nitrogen and other plant nutrients in an aging aquatic ecosystem which can cause large concentrations of algae and microscopic organisms which in turn means fewer animals such as fish and birds can be supported by thes

329、e aquatic systems.Functional unit-A functional unit is the reference unit for the study,covering the service being provided(what),the extent to which it is provided(how much),its quality(how well)and its duration(how long).Global commitment-Launched in 2018,by the Ellen MacArthur Foundation(EMF)in c

330、ollaboration with UNEP,unites businesses and governments behind a common vision to commit to change how they produce,use,and reuse plastic.Global Tourism Plastics Initiative(GTPI)-Voluntary commitment initiative uniting over 200 organizations in the elimination and reduction of single-use plastic pr

331、oducts from travel and tourism.Global warming potential(GWP)-Relative potency of a greenhouse gas(GHG),taking account of how long it remains active in the atmosphere.Home compostable packaging-Packaging/products that are made of components and materials that fully decompose into soil without interve

332、ntion from industrial processes.Industrially compostable products-Products where 90%of the product disintegrates within 12 weeks and breaks down completely to carbon dioxide in six months,in specialist machinery that can achieve the required heat and humidity for this breakdown to take place.Interna

333、tional Catering Waste(ICW)-Animal(meat)derived component of food waste generated on international flights and is subject to regulation in several countries.Some jurisdictions extend the definition to include waste comprising fruit and vegetables.Ionizing radiation-Form of energy that acts by removing electrons from atoms and molecules of materials that include air,water,and living tissue.Landfill-