SHARE
COPY LINK

CLIMATE CRISIS

Europe’s temperatures rising more than twice global average, UN warns

Temperatures in Europe have increased at more than twice the global average over the past three decades, showing the fastest rise of any continent on earth, the UN said Wednesday.

Europe's temperatures rising more than twice global average, UN warns
(Photo by MARCO BERTORELLO / AFP)

The European region has on average seen temperatures rise 0.5 degrees Celsius each decade since 1991, the UN’s World Meteorological Organization and the European Union’s Copernicus Climate Change Service found in a joint report.

As a result, Alpine glaciers lost 30 metres (just under 100 feet) in ice thickness between 1997 and 2021, while the Greenland ice sheet is swiftly melting and contributing to accelerating sea level rise.

Last year, Greenland experienced melting and the first-ever recorded rainfall at its highest point. And the report cautioned that regardless of future levels of global warming, temperatures would likely continue to rise across Europe at a rate exceeding global mean temperature changes.

“Europe presents a live picture of a warming world and reminds us that even well-prepared societies are not safe from impacts of extreme weather events,” WMO chief Petteri Taalas said in a statement.

WMO splits the world into six regions, with the European region covering 50 countries and including half of the swiftly warming Arctic, which is not a continent in its own right.

Within Antarctica — which is a continent but falls outside the six WMO-defined regions –only the West Antarctic Peninsula part is seeing rapid warming.

‘Vulnerable’

The new report, released ahead of the UN’s 27th conference on climate set to open in Egypt on Sunday, examined the situation in Europe up to and including 2021.

It found that last year, high-impact weather and climate events — mainly floods and storms — led to hundreds of deaths, directly affected more than half a million people and caused economic damage across Europe exceeding $50 billion.

At the same time, the report highlighted some positives, including the success of many European countries in slashing greenhouse gas emissions. Across the EU, such emissions decreased by nearly a third between 1990 and 2020, and the bloc has set a net 55-percent reduction target for 2030.

Europe is also one of the most advanced regions when it comes to cross-border cooperation towards climate change adaptation, the report said. It also hailed Europe’s world-leading deployment of early warning systems, providing protection for about 75 percent of the population, and said its heat-health action plans had saved many lives.

“European society is vulnerable to climate variability and change,” said Carlo Buontempo, head of Copernicus’s European Centre of Medium-range Weather Forecasts (ECMWF). “But Europe is also at the forefront of the international effort to mitigate climate change and to develop innovative solutions to adapt to the new climate Europeans will have to live with.”

Health concerns

Yet, the continent is facing formidable challenges.

“This year, like 2021, large parts of Europe have been affected by extensive heatwaves and drought, fuelling wildfires,” Taalas said, also decrying “death and devastation” from last year’s “exceptional floods”.

And going forward, the report cautioned that regardless of the greenhouse gas emissions scenario, “the frequency and intensity of hot extremes… are projected to keep increasing.”

This is concerning, the report warned, given that the deadliest extreme climate events in Europe are heatwaves, especially in the west and south of the continent.

“The combination of climate change, urbanisation and population ageing in the region creates, and will further exacerbate, vulnerability to heat,” the report said.

The shifting climate is also spurring other health concerns. It has already begun altering the production and distribution of pollens and spores, which appear to be leading to increases in various allergies.

While more than 24 percent of adults living in the European region suffer from such allergies, including severe asthma, the proportion among children is 30-40 percent and rising, it said.

The warming climate is also causing more vector-borne diseases, with ticks moving into new areas bringing Lyme disease and tick-borne encephalitis. Asian tiger mosquitos are also moving further north, carrying the risk of Zika, dengue and chikungunya, the report said.

Member comments

Log in here to leave a comment.
Become a Member to leave a comment.
For members

TRAVEL NEWS

Are France’s loss-making regional airports under threat?

Just a quarter of France's airports break even financially with the rest - the smaller, regional airports - heavily subsidised by the state. But can this situation continue?

Are France's loss-making regional airports under threat?

France last year welcomed 199 million airline passengers – bringing the country numbers back to almost pre-pandemic levels. 

But it was only a handful of French airports that took in the vast majority of those millions – with Paris’ Roissy-Charles de Gaulle (CDG) and Orly airports responsible for more than half of the air traffic.

France’s Cour de Comptes counted 73 mainland commercial airports in their 2023 review of the airline sector – but only 15 of those actually break even, the rest rely on subsidies.

Some of these airports are exceedingly small, like Troyes which had just 1,562 passengers in 2023. Others, like Rodez with 31,577 passengers and Castres with 36,454 got a bit more.

Map of airports in France, including both passenger and non-passenger airports (Credit: l’UNION DES AÉROPORTS FRANÇAIS & FRANCOPHONES ASSOCIÉS – UAF & FA)

Limoges was larger, with 264,426 passengers in 2023, but it still paled in comparison to the 10.8 million that passed through the Marseille airport.

The cost of small-to-medium sized airports

The former head of the Air Transport Institute, Jacques Pavaux, authored a 2019 study on public aid to airports, finding that those with less than one million passengers per year are not profitable, noting that only 15 of France’s airports get enough traffic to be profitable.

As for the others, most have been loss-making for years, unable to continue services without significant aid from the state.

“Their chronic deficit has been filled by recurring operating subsidies granted over decades of existence. Almost half of them have never had, and will never have, any chance of reaching the traffic threshold guaranteeing financial balance,” Pavaux wrote. 

The study found that state and local authorities spend around €90 million every year to help keep the small-to-medium sized airports afloat. 

Of the 73 airports listed in the Cour de Comptes report, a little over half (38) counted fewer than 700,000 passengers a year. 

The Cour de Comptes called these “the most economically fragile”, noting that they depend on aid from local authorities to balance operations and carry out the necessary investments.

On top of that, many do not have negotiation options and find themselves competing with neighbouring airports, leaving them forced to take on contracts with low-cost airlines. 

As of 2021, low-cost air traffic represented more than 90 percent of commercial traffic for airports in Dôle, Vatry, Limoges, Bergerac, Nîmes, while it constituted all of the traffic at the Carcassonne, Tours and Béziers airports.

Over-density of airports

Some areas stand out for having a particularly high volume of commercial passenger airports, like Occitanie along the Mediterranean coast in southern France, which is home to nine.

The Cour de Comptes report found that in Occitanie 71.5 percent of regional airport traffic occurred at the Toulouse airport, followed by Montpellier with 14.4 percent.

The other seven – Carcassone, Tarbes, Perpignan, Nîmes, Béziers, Rodez and Castres – combined provided the remaining 14 percent of traffic. 

Valérie Renet, the head of the Occitanie Regional Chamber of Accounts, told France 3 that it is this ‘over-density’ that leads to financial losses, as “operating deficits are covered by public subsidies, that is to say that taxpayers’ money is used to balance the operation of these airports, usually for the benefit of low-cost companies.”

Last year, the airport of Bézers, which is “totally dependent on Ryanair”, received €5.1 million in public money to reach equilibrium, which equates to about €20.69 paid out per passenger, France Bleu reported. 

As for Ryanair, the company benefits from over €30 million in public subsidies – or €16 per passenger – from regional airports in Occitanie alone.

The picture is similar in Brittany, which is home to eight airports, though over 80 percent of traffic is concentrated in Brest, which has a little over one million passengers a year (as of 2018).

The future for small-to-medium sized airports

Building new airports has already become controversial – a proposal for a new airport at Notre-Dame-des-Landes near the city of Nantes was the subject of huge protests for years until in 2018 the project was officially abandoned.

But that doesn’t mean that the loss-making existing airports are under threat. 

In terms of what to do with the loss-making airports, Renet focused on the situation in Occitanie. She told France 3 that she was “not advocating for getting rid of the airports. They serve other needs specific to the region, not just commercial flights.”

For example, the Nîmes airport is a national hub for air rescue and civil protection operations, meanwhile ‘pelicandromes’ which are used to fight forest fires, are installed at the Béziers, Carcassone and Perpignan airports. 

Instead, Renet and the Cours de Comptes advocated for streamlining the management of airports to a regional, rather than local level. This would help to avoid overlapping flights – like a Pau-Paris and a Tarbes-Paris that take off around the same time.

The situation may also change in 2027, when the European Commission is due to examine public aid given to airports and whether large subsidies given to airports constitutes unfair competition.

There are also climate concerns, as France moves to invest more train transport to reduce carbon emissions. In 2021, the country passed a law banning domestic air links of less than two hours and 30 minutes when an alternative train option exists.

However, this law has so far only banned three routes: Orly-Bordeaux, Orly-Lyon, and Orly-Nantes.

SHOW COMMENTS