A Comac C919, China’s first large passenger jet, flies away on its first commercial flight from the Shanghai Hongqiao International Airport in Shanghai, China May 28, 2023. REUTERS/Aly Song/File Photo Acquire Licensing Rights
BEIJING, Sept 28 (Reuters) – China Eastern Airlines (600115.SS) said on Thursday it will buy another 100 C919 airplanes in a deal worth $10 billion at list prices, in what would be the largest ever order for the jet made by the Commercial Aircraft Corporation of China (COMAC).
The state-owned carrier said it had received a “substantial discount” for the deal and that the planes will be delivered in batches from 2024 to 2031. The list price for the C919 is $99 million but aircraft can be sold at discounts of up to 50%, especially for new models.
The deal comes five months after the Chinese passenger plane, developed by state-owned COMAC to rival Airbus SE’s (AIR.PA) A320neo and Boeing Co’s (BA.N) 737 MAX single-aisle jet families, took its first flight in May with China Eastern.
The Shanghai-headquartered, state-owned carrier is the first user of the C919 and has bought five of the jets, of which three have been delivered. The other two are expected to be delivered later this year.
Boeing is still waiting to resume deliveries of its bestselling 737 MAX to Chinese airlines more than four years after they were halted following two deadly crashes. The company has been all but shut out of new orders from Chinese carriers since 2017 amid rising political and trade tensions between Beijing and Washington.
Li Hanming, an independent aviation industry analyst, said the deal stemmed from a previous order of intent.
“It is announced at the one year anniversary of C919’s receiving its type certificate,” Li said.
“COMAC has made a good start in the delivery of C919 so far. Next, the plane manufacturer will cooperate with China Eastern more closely, to show other potential users the reliability and performance of C919.”
China Eastern said that the additional planes would add to its fleet at a time when air travel is seeing a strong recovery following three years of COVID curbs, and as the airline needs to retire a large number of its narrow-body aircraft due to their age.
The airline said it would pay for the purchase in installments via its own funds, bank loans and bond issuance.
China Eastern will get delivery of five aircraft in 2024, while ten are to be delivered each year from 2025 to 2027. From 2028 to 2030, 15 C919s will be delivered each year, and the last 20 jets will be delivered in 2031.
Last week, GallopAir, a new Brunei-based airline, said it had signed a letter of intent to purchase 30 aircraft from China, worth $2 billion in total. The deal includes 15 orders of COMAC’s ARJ21 aircraft and 15 of the C919.
($1 = 7.3035 Chinese yuan renminbi)
Reporting by Sophie Yu, Brenda Goh
Editing by Neil Fullick and Peter Graff and Miral Fahmy
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A Wall Street sign is pictured outside the New York Stock Exchange in New York, October 28, 2013. REUTERS/Carlo Allegri/File Photo Acquire Licensing Rights
Sept 22 (Reuters) – Shares in real estate companies fell on Friday, adding to a massive sell-off the previous day, when bond yields jumped to their highest levels in 16 years after the Federal Reserve signaled that U.S. interest rates would stay high for longer.
The S&P 500 real estate index (.SPLRCR) lost 0.7% on Friday after falling 3.5% on Thursday, which was its biggest daily decline since March when the banking sector was in crisis.
The U.S. Treasury 10-year yield , fell slightly on Friday, after rising on Thursday to around 4.5%, its highest since 2007. This provided tempting returns for fixed-income assets, making the relatively high dividend payouts of Real Estate Investment Trusts (REITs) a little less tempting.
REITs also tend to borrow heavily so the prospect of higher rates for longer puts pressure on their profit outlook. While the Fed decided not to hike interest rates after its meeting on Wednesday, it indicated that rates could stay at elevated levels for longer than investors had expected.
“Not only are REIT’s bond substitutes but they also rely on borrowing so that just makes them doubly interest-rate-sensitive,” said Jack Ablin, chief investment officer of Cresset Capital who says that even though the sector seems cheap by some measures, he is not ready to step in right now.
The S&P 500 real estate index is the second weakest performer among the benchmark S&P 500’s 11 major sectors with a decline 6.5% so far this year, second only to utilities’ (.SPLRCU) 10.3% drop. This compares with year-to-date a gain of about 15% for the benchmark index.
But Gina Szymanksi, portfolio manager for REITs at AEW Capital Management, said she expects Treasury yields will peak around current levels, which will help REIT stocks that have “already baked in” 10-year Treasury yields in this range.
“The knee-jerk reaction is, as interest rates rise, you sell REITs. It’s not totally unrealistic. They are capital intensive businesses that require financing,” said Szymanski, adding that if 10-year yields rise sharply from here it would add pressure to REIT stocks.
But if the economy weakens, REITs often outperform.
“When the Fed tries to slow the economy, it’s usually successful. That usually results in declining earnings for companies in general and when that happens it’s the time for REITs to shine,” says Szymanksi who estimates a roughly 20% total return for real estate stocks in the next two years.
On Friday the biggest real estate loser was American Tower (AMT.N), which finished down 1.8% while the biggest gainer was Extra Space Storage (EXR.N), up 1.2%.
Alexandria Real Estate Equities (ARE.N) fell 1.6% on Friday, after losing 8% on Thursday and hitting its lowest level since 2016.
Reporting By Sinéad Carew, editing by Lance Tupper and David Gregorio
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U.S Representative Andy Barr (R-KY), Rep. Mike Gallagher (R-WI), and Rep. Blaine Luetkemeyer (R-MO) attend a House Select Committee on the Chinese Communist Party hearing entitled “The Chinese Communist Party’s Threat to America,” in Washington, U.S., February 28, 2023. REUTERS/Nathan Howard/File Photo Acquire Licensing Rights
Sept 19 (Reuters) – The chair of the U.S. House of Representatives’ committee on China on Tuesday planned to meet with a semiconductor industry group to express concerns over U.S. investments in China’s chip industry, according a source familiar with the matter.
Representative Mike Gallagher, an influential Republican lawmaker whose select committee has pressed the Biden administration to take a tougher stance on sending U.S. technology to China, planned to meet with the Semiconductor Industry Association, which represents major chip firms such as Nvidia (NVDA.O) and Intel (INTC.O) whose sales to China have been affected by U.S. export rules, the source said.
Gallagher planned to tell the group he believes that U.S. rules enacted last October that cut off the sale of advanced artificial intelligence chips to China should be tightened to cover less advanced chips, the source said. The source added that Gallagher also aimed to talk with the group about reducing the number of semiconductor manufacturing machines that could be sent to China.
Also among the planned discussion topics is U.S. investment in Chinese chip firms. Intel, Qualcomm (QCOM.O) and other firms have venture capital arms that have invested in Chinese technology companies, the source added.
Gallagher also will express his concerns that a massive Chinese effort to build up capacity to build less advanced chips used in automobiles, washing machines and other everyday products could one day result in China dumping those chips on the U.S. market and drive U.S. makers of such chips out of business, the source said.
A representative for the Semiconductor Industry Association did not immediately return a request for comment.
Reporting by Stephen Nellis in San Francisco
Editing by Nick Zieminski
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LITTLETON, Colorado, Sept 19 (Reuters) – The deepening debt crisis in China’s construction sector – a key engine of economic growth, investment and employment – may trigger an unexpected climate benefit in the form of reduced emissions from the cement industry.
Cement output and construction are closely correlated, and as China is by far the world’s largest construction market it is also the top cement producer, churning out roughly 2 billion tonnes a year, or over half the world’s total, data from the World Cement Association shows.
The heavy use of coal-fired kilns during manufacturing makes the production of cement a dirty business. China’s cement sector discharged 853 million tonnes of carbon dioxide in 2021, according to the Global Carbon Atlas, nearly six times more than the next largest cement producer, India.
The cement sector accounts for roughly 12% of China’s total carbon emissions, according to Fidelity International, and along with steel is one of the largest greenhouse gas emitters.
But with the property sector grinding to a halt due to spiralling debt worries among major developers, the output and use of cement are likely to contract over the next few months, with commensurate implications for emissions.
HOUSING SLUMP
The property markets account for roughly a quarter of China’s economy, and for years Beijing has used the sector’s substantial heft to influence the direction of the rest of the economy by spurring lending to would-be home buyers and fostering large scale construction projects.
But the big property developers racked up record debt loads in recent years that have forced borrowing levels to slow, stoked concerns among investors, and slowed spending across the economy.
China Evergrande Group, once the second largest developer, defaulted on its debt in late 2021, while top developer Country Garden has drained cash reserves to meet a series of debt payment deadlines in recent months.
Fears of contagion throughout the property industry has spurred households to rein in consumer spending, which has in turn led to deteriorating retail sales and further economic headwinds.
Beijing has stepped in with a slew of measures designed to right the ship, including easing borrowing rules for banks and lowering loan standards for potential home buyers.
But property prices in key markets remain under pressure, which has served to stifle interest among buyers and add to the pressure on investors and owners.
CEMENT CUTS
With construction activity across China slowing, and several major building sites stopped completely while tussles over debt payments among developers continue, cement output is likely to shrink to multi-year lows by the end of 2023.
During the March to August period, the latest data available, total cement output was 11.36 million short tons, down 2 percent from the same period in 2022 and the lowest for that period in at least 10 years, China National Bureau of Statistics data shows.
In addition to curtailing output in response to the bleak domestic demand outlook in the property sector, cement plants may be forced to curb output rates over the winter months as part of annual efforts to cap emissions from industrial zones during the peak season for coal heating.
Some cement producers will likely look to boost exports in an effort to offset lower domestic sales, and in July China’s total cement exports hit their highest since late 2019.
But Chinese firms will face stiff competition from lower-cost counterparts in Vietnam, which are by far the top overall cement exporters and already lifted overall cement shipments by close to 3% in the first half of 2023, data from the Vietnam National Cement Association (VNCA) shows.
Some Chinese firms may be prepared to sell exports at a loss for a spell while they await greater clarity over the domestic demand outlook.
But given the weak state of global construction activity amid high interest rates in most countries, as well as the high level of cement exports from other key producers such as India, Turkey, United Arab Emirates and Indonesia, high-cost Chinese firms may be forced to quickly contract output to match the subdued construction sector.
And if that’s the case, the sector’s emissions will come down too, yielding a rare climate benefit to the ongoing property market disruption.
The opinions expressed here are those of the author, a columnist for Reuters.
Reporting By Gavin Maguire; Editing by Miral Fahmy
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Opinions expressed are those of the author. They do not reflect the views of Reuters News, which, under the Trust Principles, is committed to integrity, independence, and freedom from bias.
Sept 18 (Reuters) – Growth in India’s commercial vehicle sales volume will slow down to low-to-mid-single digits due to rising ownership costs, Fitch Ratings said in a report on Monday.
The ratings agency said increasing regulatory requirements, elevated inflation and high interest rates have pushed up the ownership costs, thereby weighing on purchase decisions.
There was a 34% growth in commercial vehicle sales at nearly 962,000 units in the financial year 2023, up from the 569,000 units sold in fiscal year 2020, according to data from the Society of Indian Automobile Manufacturers (SIAM).
“The 3.3% Y/Y drop in commercial vehicle wholesale volume in the second quarter of FY23 marked the first yearly decline since March 2020,” Fitch said, adding that this was a result of the purchases made ahead of the price hikes by automakers and vehicle availability issues after the adoption of new emission norms.
The latest rules require the measurement of emissions in real time, leading to a near-5% rise in prices of commercial vehicles from April 2023.
“We expect faster volume for medium and heavy commercial vehicles than for light commercial vehicles, due to India’s rising infrastructure activities and the vulnerability of light commercial vehicles to potentially weaker rural demand due to uneven rainfall,” Fitch wrote in the report.
Reporting by Ashna Teresa Britto; Editing by Sohini Goswami
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STOCKHOLM, Sept 15 (Reuters) – For months, Sweden’s government has sought to play down a property crisis that has throttled confidence in the Nordic state, repeating a simple message: While some companies are in trouble, the country is not.
Now Heimstaden Bostad, a $30 billion property investor with swathes of homes from Stockholm to Berlin, is grappling with a multibillion dollar funding crunch, which has rebounded on one of its owners – the country’s biggest pension fund.
That undoubtedly raises the stakes for Sweden, the European nation hardest hit by a global property rout triggered by the steep rise in interest rates last year that abruptly ended a decade of virtually free money.
Sweden is one of Europe’s wealthiest states and the biggest Nordic economy, but it has an Achilles Heel – a property market where banks have lent more than 4 trillion Swedish crowns ($360 billion) to homeowners. Weighed down by these home loans, Swedes are twice as heavily indebted as Germans or Italians.
Earlier this year, the International Monetary Fund flagged Sweden’s historically high household borrowing coupled with debt-driven commercial property firms and their dependence on local banks as a financial stability risk.
The property crisis accelerated this month when pension fund Alecta, which owns a 38% stake in Heimstaden Bostad, said Sweden’s biggest residential landlord needed cash and it may contribute.
Swedbank estimates the current shortfall for Heimstaden Bostad could be roughly 30 billion crowns ($2.7 billion).
Sweden’s financial regulator launched an inquiry into why and how Alecta had invested $4.5 billion in the property giant, in the first place. Its troubled investment accounts for 4% of its funds.
Christian Dreyer, a spokesperson for Heimstaden, said it had made “good progress covering 2024 bond repayments”, and was “not reliant on immediate capital injection for meeting our obligations”.
But he also signaled that the company was open to other support.
GOVT GETS READY
As the property crisis widens, Sweden’s government is readying for action while crossing its fingers that it will not be needed.
Earlier this year, Karolina Ekholm, Director General of Sweden’s Debt Office, said the government had a light debt load and could afford to borrow more to intervene, addressing the possibility of giving credit guarantees or subsidised loans.
One person familiar with government thinking said that while the state was willing to help in principle, it was conscious of the potential political backlash of supporting companies which had taken big risks.
Heimstaden’s Dreyer said it was examining a “potential recapitalisation from existing shareholders” and was confident it could “mitigate financial risk” in part through bank financing but expressed openness to other forms of support.
“While we’re not dependent on external support, we could consider suitable governmental programs if available,” Dreyer said.
In public, the government has sought to play down the crisis.
“There are potential problems that we must keep close eyes on,” Financial Markets Minister Niklas Wykman told Reuters, shortly before Heimstaden Bostad’s problems became public. “We know that rain and snow is coming. But we have shelters.”
“The government is ready to act to secure financial stability if there should be any threats or turmoil,” he said, cautioning that the problems of individual firms did not mean the wider sector was in trouble.
Sweden is among the first European countries to find itself struggling as interest rates climb because much of its property debt is short-term, making it a harbinger for the wider region, where the rising cost of money has also rocked Germany.
Roughly half of Swedish homeowners have floating-rate mortgages, meaning rate hikes quickly trigger higher bills for them.
Its developers, meanwhile, often relied on shorter-term loans or bonds that have to be replaced with pricier credit.
Heimstaden Bostad and other companies such as struggling SBB (SBBb.ST) grew quickly, in part by selling cheap short-term Eurobonds, which has since become tougher.
“We’ve seen a crazy housing boom. We’re not seeing a bust – yet,” said David Perez, a Sweden Democrat lawmaker. “If interest rates continue to rise and it’s coupled with unemployment, that’s what we are afraid of.”
With interest rates still climbing, analysts such as Marcus Gustavsson of Danske Bank, believe the worst is not yet over.
He reckons that Swedish residential property prices have fallen by roughly 10% and that the property market may only be half way through the rout.
“Until recently Swedes were bidding up the price of homes with funny money,” said Andreas Cervenka, author of “Greedy Sweden”, a book examining inequality driven partly by the housing boom.
“With rising interest rates, that funny money has turned into real money and it is painful.”
($1 = 11.1242 Swedish crowns)
Additional reporting by Simon Johnson and Johan Ahlander in Stockholm, Greta Rosen Fondahn in Gdansk, Chiara Elisei in London; Writing by John O’Donnell; Editing by Hugh Lawson
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Terraced houses are seen in Liverpool, Merseyside, Britain May 28, 2023. REUTERS/Carl Recine/File Photo Acquire Licensing Rights
LONDON, Sept 14 (Reuters) – British house prices showed the most widespread falls in 14 years in August as demand weakened against the backdrop of elevated mortgage costs and economic uncertainty, an industry survey showed on Thursday.
The Royal Institution of Chartered Surveyors (RICS) house price balance, which measures the difference between the percentage of surveyors seeing rises and falls in house prices, slumped to -68 in August from -55 in July.
Thursday’s house price balance marked the weakest reading since February 2009 and was below the -56 forecast in a Reuters poll of economists.
Simon Rubinsohn, chief economist at RICS, said the survey pointed to a sluggish housing market with little sign of relief in prospect.
“Prices are continuing to slip albeit that the relatively modest fall to date needs to be seen in the context of the substantial rise recorded during the pandemic period,” Rubinsohn said.
The survey results echoed other signs of slowdown in the property sector.
Mortgage lenders Halifax and Nationwide have both shown prices falling in monthly terms as the Bank of England’s sustained run of interest rate rises, persistent inflation and a prolonged cost-of-living crisis squeeze home-buyers.
Official figures, released on Wednesday, showed the country’s economy shrank by a sharper-than-expected 0.5% in July after public sector strikes and unusually rainy weather weighed on output.
Overall across Britain, RICS’ measure of agreed sales was the weakest since April 2020 when much of the property sector was on lockdown due to the COVID-19 pandemic, and new buyer enquiries fell marginally from the month before.
In the rental market, tenant demand continued to outstrip landlord instructions, limiting the number of available homes to rent, while a net balance of +60% surveyors expect to see a rise in rental prices over the coming three months.
Separate figures from property website Zoopla on Thursday showed the joint-highest rental affordability squeeze, with tenants spending 28.4% of their earnings in July on rent.
Reporting by Suban Abdulla, editing by Andy Bruce
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[1/2]U.S. Senator Ted Cruz speaks at an event during which NASA announces the crew of the Artemis II space mission to the moon and back in Houston, Texas, U.S., April 3, 2023. REUTERS/Go Nakamura/File photo Acquire Licensing Rights
WASHINGTON, Sept 13 (Reuters) – A federal moratorium on commercial spaceflight safety regulations should be extended to support more innovation in the space sector, U.S. Senator Ted Cruz said on Wednesday, ahead of the scheduled expiration of a years-old ban on Oct. 1.
There are currently no regulations on the safety of privately built space vehicles. The fast-growing sector since 2004 has been shielded from federal safety regulations by what is widely called a “learning period.”
“Now is not the time to impose new regulations on commercial space,” Cruz said, speaking on the sidelines of an industry conference in Washington. “Allowing the learning period to expire would only serve to stifle innovation and undercut American innovation.”
The moratorium, established by the Commercial Space Launch Amendments Act of 2004, was most recently extended in 2015.
The law requires private space companies that send humans into space to have passengers sign “informed consent” documents acknowledging the absence of federal safety regulations.
Some space industry groups have supported an extension of the moratorium that would last between six months to as long as a few more years. Though little consensus has been reached between industry and lawmakers on the length of any extension, discussion on the issue is ramping up as the expiration date nears.
In an April study tasked by the Federal Aviation Administration, the RAND Corporation recommended allowing the moratorium to expire on Oct. 1 to let the agency begin establishing industry standards and rules.
The moratorium’s language complicates the FAA’s ability to start standards discussions and collect meaningful safety information from companies that could inform safety regulations, said Doug Ligor, the lead author of the RAND study.
“Regulatory moratoriums are incredibly unusual,” Ligor said. “It’s not something that other domains have had – aeronautics, maritime, rail, medical – yet those industries are also competitive.”
The FAA in July launched a Commercial Human Spaceflight Occupant Safety Rulemaking Committee to start collecting companies’ recommendations on spaceflight regulations for when the moratorium expires.
“It’s very important that we don’t sit on our hands and begin to prepare for the future,” Kelvin Coleman, head of the FAA’s commercial space office, said at the conference in Washington on Wednesday. He added an extension seemed likely.
“From what we’re hearing, it’ll probably get extended,” he said.
Cruz, the ranking member of the Senate Commerce Committee, represents Texas, where Elon Musk’s space company SpaceX bases the development hub for its next-generation Starship rocket.
The state’s rural Van Horn region is where Jeff Bezos’ Blue Origin launches tourists and researchers to the edge of space aboard the company’s New Shepard rocket.
SpaceX, Blue Origin and Virgin Galactic are the primary U.S. space companies catering to wealthy customers willing to pay large sums of money to experience the exhilaration of supersonic rocket speed, microgravity and the spectacle of the Earth’s curvature from space.
Reporting by Joey Roulette; Editing by Chris Reese, Leslie Adler and Daniel Wallis
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BAMAKO, Sept 11 (Reuters) – Sky Mali, the only commercial airline flying to Timbuktu in Mali’s interior, has cancelled flights there due to insecurity, it said on Monday, deepening the isolation of the northern city which has been under a month-long Islamist blockade.
Timbuktu, a UNESCO World Heritage site and ancient trading centre on the edge of the Sahara desert, has been suffering from a shortage of food and aid supplies since a local affiliate of al Qaeda cut off access by road and river in mid-August.
Two residents told Reuters that they heard shell fire near the city’s airport on Monday morning.
Sky Mali later issued a statement saying it had suspended all flights to and from Timbuktu until further notice, citing a security alert.
“We heard several shell shots at Timbuktu airport. Flights are cancelled,” said resident Mohamed Ag Hamaleck.
“Now Timbuktu is completely closed. The access roads are cut, the boats no longer come,” he said by phone.
The city has been surrounded by violence ever since French forces liberated it from militants in 2013 after an uprising. The Islamists later regrouped and have spread from northern Mali to neighbouring Burkina Faso and Niger.
The European Union said last week that the blockade had extended to more localities in the Timbuktu region, including Rharous, Niafounké, Goundam, Diré, Tonka, Ber and Léré.
“Civilians do not have access to essential products and basic social services,” the EU’s humanitarian branch ECHO said in a note.
Insecurity in Mali has intensified over the past year after the West African country’s military leaders kicked out French troops, asked United Nations’ peacekeepers to leave, and teamed up with Russian private military contractors Wagner Group.
An al Qaeda-linked group claimed responsibility on Friday for a suicide attack on a military base in northeastern Mali, a day after authorities blamed the group for carrying out a dual assault on another military camp and on a boat that killed more than 60 people.
Reporting by Tiemoko Diallo; Additional reporting and writing by Nellie Peyton; Editing by Edward McAllister and Hugh Lawson
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An Airbus A319 can be seen flying 500 feet above the ground while on final approach to land at LaGuardia Airport in New York City, New York, U.S., January 6, 2022. REUTERS/Bryan Woolston Acquire Licensing Rights
BRUSSELS, Sept 4 (Reuters Breakingviews) – Short flights within Europe are frequent flyers on wish lists of things to ban. In the name of cutting carbon dioxide emissions, countries from Germany to Spain are proposing to prevent brief air trips, and lobbyists like Greenpeace say governments should require travellers to choose trains or other ground transport for shorter journeys. But not all short flights are alike, and banning commercial hops makes less sense than targeting private jets.
In 2022 aviation emitted 800 million metric tons of CO2, around 10% of the world’s 8 billion tons of CO2 emitted annually by various means of transport, according to the International Energy Agency. In the same year European Union emissions were around 2.5 billion tons and in the recent past flying has contributed about 4%. But most of that is long-haul flights. A 2022 study of 31 European countries found that flights shorter than 500 km account for 28% of departures, but under 6% of fuel burnt.
Commercial jets do pollute more than ground transit, but they also have advantages that can’t be easily matched. To avoid a disproportionate impact on disabled passengers and others en route to more distant destinations, train services need to catch up first. Denying a short flight to connecting passengers could just send them to their cars, according to KLM CEO Marjan Rintel.
Limiting private jet travel would make a bigger difference, with fewer broad-based disruptions. Private jets have a far bigger impact per passenger on the environment than their flying-bus counterparts: as much as 45 times the amount of emissions per passenger, according to the Institute for Policy Studies. Greenpeace data shows that private jet flights in Europe put out 3.4 million tons of CO2 in 2022, twice 2021 levels, and mostly on flights with a range of less than 750 km.
Short-haul bans are especially beside the point when they look more like industrial policy than climate action. In France, where domestic connections are already prohibited for journeys of under two and a half hours, only three routes were actually banned, with projected savings of just 55,000 tons of carbon dioxide output per year. Shuttering unprofitable routes and prohibiting new competition on those legs acted more like a leg-up for Air France’s business plan, according to Davy transport analyst Stephen Furlong.
In any case, there’s a positive non-climate economic case for short-haul flights. They have allowed upstart carriers like Norwegian Air to challenge legacy airlines and rebuild after the pandemic. Connecting flights also make it possible for Brussels Airlines to serve as a hub for passengers in and out of Africa, a lifeline for countries whose livelihoods depend on travel routes.
There’s a case for phasing out shorter flights over time, and for surcharges like Belgium’s 10 euro tax on flights of less than 500 km. But banning brief mass-transit trips now is a hop too far.
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CONTEXT NEWS
Countries such as France, Spain, Belgium and Germany have enacted or are considering measures to reduce or ban short flights. The European Union’s long-term mobility plan calls for discouraging plane travel where lower-impact alternatives exist.
Direct emissions from aviation accounted for 3.8% of the EU’s total carbon dioxide emissions in 2017, according to the European Commission. Aviation is responsible for 14% of transportation-sector emissions.
Greenpeace research found that the number of European private jet flights jumped from 118,756 in 2020 to 572,806 in 2022, with carbon dioxide emissions going from about 355,000 metric tons to 3.4 million tons over the same period. More than half of 2022 private jet travel was for distances of less than 750 km.
Editing by George Hay and Oliver Taslic
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Opinions expressed are those of the author. They do not reflect the views of Reuters News, which, under the Trust Principles, is committed to integrity, independence, and freedom from bias.