Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects
Approximately 50–75% of aviation's climate impact is caused by non-CO2 effects, like the production of ozone and the formation of contrail cirrus clouds, which can be effectively prevented by re-routing flights around highly climate-sensitive areas. Here, we discuss options how to incentivize r...
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ftdatacite:10.15480/882.3871 2023-05-15T17:37:00+02:00 Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects Niklaß, Malte Grewe, Volker Gollnick, Volker Dahlmann, Katrin 2021 https://dx.doi.org/10.15480/882.3871 https://tore.tuhh.de/handle/11420/10795 en eng Taylor & Francis https://dx.doi.org/10.1080/14693062.2021.1950602 Creative Commons Attribution Non Commercial No Derivatives 4.0 International https://creativecommons.org/licenses/by-nc-nd/4.0/legalcode cc-by-nc-nd-4.0 info:eu-repo/semantics/openAccess CC-BY-NC-ND aviation emissions climate change mitigation cost-benefit analysis non- effects trajectory optimization Transport policy 600 Technik Journal Article article-journal Text ScholarlyArticle 2021 ftdatacite https://doi.org/10.15480/882.3871 https://doi.org/10.1080/14693062.2021.1950602 2022-02-08T12:38:17Z Approximately 50–75% of aviation's climate impact is caused by non-CO2 effects, like the production of ozone and the formation of contrail cirrus clouds, which can be effectively prevented by re-routing flights around highly climate-sensitive areas. Here, we discuss options how to incentivize re-routing approaches and apply multicriteria trajectory optimizations to demonstrate the feasibility of the concept of climate-charged airspaces (CCAs). We show that although climate-optimized re-routing results in slightly longer flight times, increased fuel consumption and higher operating costs, it is more climate-friendly compared to a cost-optimized routing. In accordance to other studies, we find that the averaged temperature response over 100 years (ATR (Formula presented.)) of a single flight can be reduced by up to 40%. However, if mitigation efforts are associated with a direct increase in costs, there is a need for climate policies. To address the lack of incentivizing airlines to internalize their climate costs, this study focuses on the CCA concept, which imposes a climate charge on airlines when operating in highly climate-sensitive areas. If CCAs are (partly) bypassed, both climate impact and operating costs of a flight can be reduced: a more climate-friendly routing becomes economically attractive. For an exemplary North-Atlantic network, CCAs create a financial incentive for climate mitigation, achieving on average more than 90% of the climate impact reduction potential of climate-optimized trajectories (theoretical maximum, benchmark). Key policy insights Existing climate policies for aviation do not address non- (Formula presented.) effects, which are very sensitive to the location and the timing of the emission. By imposing a temporary climate charge for airlines that operate in highly climate-sensitive regions, the trade-off between economic viability and environmental compatibility could be resolved: Climate impact mitigation of non- (Formula presented.) effects coincides with cutting costs. To ensure easy planning and verification, climate charges are calculated analogously to en-route and terminal charges. For climate mitigation it is therefore neither necessary to monitor emissions ((Formula presented.) (Formula presented.), etc.) nor to integrate complex non- (Formula presented.) effects into flight planning procedures of airlines. Its implementation is feasible and effective. Text North Atlantic DataCite Metadata Store (German National Library of Science and Technology) |
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DataCite Metadata Store (German National Library of Science and Technology) |
op_collection_id |
ftdatacite |
language |
English |
topic |
aviation emissions climate change mitigation cost-benefit analysis non- effects trajectory optimization Transport policy 600 Technik |
spellingShingle |
aviation emissions climate change mitigation cost-benefit analysis non- effects trajectory optimization Transport policy 600 Technik Niklaß, Malte Grewe, Volker Gollnick, Volker Dahlmann, Katrin Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects |
topic_facet |
aviation emissions climate change mitigation cost-benefit analysis non- effects trajectory optimization Transport policy 600 Technik |
description |
Approximately 50–75% of aviation's climate impact is caused by non-CO2 effects, like the production of ozone and the formation of contrail cirrus clouds, which can be effectively prevented by re-routing flights around highly climate-sensitive areas. Here, we discuss options how to incentivize re-routing approaches and apply multicriteria trajectory optimizations to demonstrate the feasibility of the concept of climate-charged airspaces (CCAs). We show that although climate-optimized re-routing results in slightly longer flight times, increased fuel consumption and higher operating costs, it is more climate-friendly compared to a cost-optimized routing. In accordance to other studies, we find that the averaged temperature response over 100 years (ATR (Formula presented.)) of a single flight can be reduced by up to 40%. However, if mitigation efforts are associated with a direct increase in costs, there is a need for climate policies. To address the lack of incentivizing airlines to internalize their climate costs, this study focuses on the CCA concept, which imposes a climate charge on airlines when operating in highly climate-sensitive areas. If CCAs are (partly) bypassed, both climate impact and operating costs of a flight can be reduced: a more climate-friendly routing becomes economically attractive. For an exemplary North-Atlantic network, CCAs create a financial incentive for climate mitigation, achieving on average more than 90% of the climate impact reduction potential of climate-optimized trajectories (theoretical maximum, benchmark). Key policy insights Existing climate policies for aviation do not address non- (Formula presented.) effects, which are very sensitive to the location and the timing of the emission. By imposing a temporary climate charge for airlines that operate in highly climate-sensitive regions, the trade-off between economic viability and environmental compatibility could be resolved: Climate impact mitigation of non- (Formula presented.) effects coincides with cutting costs. To ensure easy planning and verification, climate charges are calculated analogously to en-route and terminal charges. For climate mitigation it is therefore neither necessary to monitor emissions ((Formula presented.) (Formula presented.), etc.) nor to integrate complex non- (Formula presented.) effects into flight planning procedures of airlines. Its implementation is feasible and effective. |
format |
Text |
author |
Niklaß, Malte Grewe, Volker Gollnick, Volker Dahlmann, Katrin |
author_facet |
Niklaß, Malte Grewe, Volker Gollnick, Volker Dahlmann, Katrin |
author_sort |
Niklaß, Malte |
title |
Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects |
title_short |
Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects |
title_full |
Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects |
title_fullStr |
Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects |
title_full_unstemmed |
Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects |
title_sort |
concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-co2 effects |
publisher |
Taylor & Francis |
publishDate |
2021 |
url |
https://dx.doi.org/10.15480/882.3871 https://tore.tuhh.de/handle/11420/10795 |
genre |
North Atlantic |
genre_facet |
North Atlantic |
op_relation |
https://dx.doi.org/10.1080/14693062.2021.1950602 |
op_rights |
Creative Commons Attribution Non Commercial No Derivatives 4.0 International https://creativecommons.org/licenses/by-nc-nd/4.0/legalcode cc-by-nc-nd-4.0 info:eu-repo/semantics/openAccess |
op_rightsnorm |
CC-BY-NC-ND |
op_doi |
https://doi.org/10.15480/882.3871 https://doi.org/10.1080/14693062.2021.1950602 |
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1766136688616144896 |