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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fttuhamburg:oai:tore.tuhh.de:11420/10795 2023-10-01T03:58:04+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 2021-07-19 application/pdf http://hdl.handle.net/11420/10795 https://doi.org/10.15480/882.3871 en eng Taylor & Francis Climate policy 1752-7457 Climate Policy 21 (8): 1066-1085 (2021) http://hdl.handle.net/11420/10795 doi:10.15480/882.3871 2-s2.0-85110959322 https://creativecommons.org/licenses/by-nc-nd/4.0/ false aviation emissions climate change mitigation cost-benefit analysis non- effects trajectory optimization Transport policy 600: Technik Journal Article Other 2021 fttuhamburg https://doi.org/10.15480/882.3871 2023-09-03T22:13:19Z 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 ... Article in Journal/Newspaper North Atlantic TUHH Open Research (TORE - Technische Universität Hamburg) |
institution |
Open Polar |
collection |
TUHH Open Research (TORE - Technische Universität Hamburg) |
op_collection_id |
fttuhamburg |
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 ... |
format |
Article in Journal/Newspaper |
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 |
http://hdl.handle.net/11420/10795 https://doi.org/10.15480/882.3871 |
genre |
North Atlantic |
genre_facet |
North Atlantic |
op_relation |
Climate policy 1752-7457 Climate Policy 21 (8): 1066-1085 (2021) http://hdl.handle.net/11420/10795 doi:10.15480/882.3871 2-s2.0-85110959322 |
op_rights |
https://creativecommons.org/licenses/by-nc-nd/4.0/ false |
op_doi |
https://doi.org/10.15480/882.3871 |
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1778530476425740288 |