The global representative body for the airline (including air cargo) sector, the International Air Transport Association (IATA), has highlighted the importance of air cargo to the global economy. The association is currently holding its eighteenth World Cargo Symposium, in Dubai, in the United Arab Emirates.

“Whether supporting global trade, enabling e-commerce, or delivering vital humanitarian aid, the value of air cargo has never been clearer,” affirmed IATA global head of cargo Brendan Sullivan. But international trade tensions were growing. And any measures that hampered the free flow of goods would, in the end, hurt economies, businesses and consumers.

“Current trade tensions are deeply concerning,” he said. “Trade drives prosperity. The more the world trades, the better off we all are. So, whatever the resolution of current trade tensions is, we know that air cargo will be there to deliver the goods people need and want.”

Another challenge to the sector was posed by the need to combat climate change and protect the environment, which could together be subsumed under the rubric of sustainability. And the air cargo industry was continuing to entrench sustainability into all its operations, assured IATA. The sector was acting to reduce waste, phase out single-use plastics, and institute circular practices. Indeed, IATA had issued guidance, that was now reflected in operational standards, on the elimination of single-use plastics across the air cargo supply chain.

Further, there was the need to reduce aircraft-generated carbon emissions. Critical to this was the development, production and deployment of sustainable aviation fuels (SAF). This was making progress. To further stimulate SAF production, IATA had recently launched a SAF Registry, operated by the Civil Aviation Decarbonisation Organisation (more usually known as CADO, and which was created by IATA just for this purpose). IATA would soon also launch its CO₂ Connect for Cargo initiative, which would help the accurate calculation and reporting of emissions, including the use of SAF, by the industry.

“We are committed to net zero carbon emissions by 2050,” highlighted Sullivan. “But the ramp-up of SAF – our strongest lever – has been disappointing. The major fuel producers have been slow-walking – or sidelining – planned investments in SAF. Aircraft manufacturers have backed off their commitments for medium-term delivery of CO₂-saving products such as hydrogen-powered aircraft. And governments have not provided the policy support needed, even though they have a playbook at hand with how the wind and solar energy industries expanded. Instead, they send mixed signals by subsidising fossil fuel extraction while aiming for net zero. Airlines are committed and determined but we cannot do it alone. We need action behind the words of regulators, fuel suppliers and manufacturers.”