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Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects

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cris.lastimport.scopus2024-06-30T19:10:27Z
cris.virtual.author-gnd1181218500
cris.virtual.author-gnd173110479
cris.virtual.author-gnd129040525
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cris.virtual.author-orcid0000-0001-6760-8561
cris.virtual.author-orcid0000-0002-8012-6783
cris.virtual.author-orcid0000-0001-7214-0828
cris.virtual.author-orcid0000-0003-3198-1713
cris.virtual.department#PLACEHOLDER_PARENT_METADATA_VALUE#
cris.virtual.department#PLACEHOLDER_PARENT_METADATA_VALUE#
cris.virtual.departmentLufttransportsysteme M-28
cris.virtual.department#PLACEHOLDER_PARENT_METADATA_VALUE#
cris.virtualsource.author-gnd95be28ce-7dd0-4ea5-a3ce-9ded78ef4bdf
cris.virtualsource.author-gndf2992eb6-50a3-4262-819c-98fdcf307baf
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cris.virtualsource.author-gnd4c1c9ac6-af0a-42b8-845f-ca1b955511e1
cris.virtualsource.author-orcid95be28ce-7dd0-4ea5-a3ce-9ded78ef4bdf
cris.virtualsource.author-orcidf2992eb6-50a3-4262-819c-98fdcf307baf
cris.virtualsource.author-orcid94317799-9be7-4dd8-9ea2-dd5867cdc7ec
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cris.virtualsource.department95be28ce-7dd0-4ea5-a3ce-9ded78ef4bdf
cris.virtualsource.departmentf2992eb6-50a3-4262-819c-98fdcf307baf
cris.virtualsource.department94317799-9be7-4dd8-9ea2-dd5867cdc7ec
cris.virtualsource.department4c1c9ac6-af0a-42b8-845f-ca1b955511e1
datacite.resourceTypeOtheren_US
datacite.resourceTypeGeneralOtheren_US
dc.contributor.authorNiklaß, Malte
dc.contributor.authorGrewe, Volker
dc.contributor.authorGollnick, Volker
dc.contributor.authorDahlmann, Katrin
dc.date.accessioned2021-11-05T09:43:01Z
dc.date.available2021-11-05T09:43:01Z
dc.date.issued2021-07-19
dc.description.abstractApproximately 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.en
dc.identifier.citationClimate Policy 21 (8): 1066-1085 (2021)de_DE
dc.identifier.doi10.15480/882.3871
dc.identifier.scopus2-s2.0-85110959322de_DE
dc.identifier.urihttp://hdl.handle.net/11420/10795
dc.language.isoende_DE
dc.publisherTaylor & Francisde_DE
dc.relation.ispartofClimate policyde_DE
dc.relation.issn1752-7457de_DE
dc.rights.nationallicensefalsede_DE
dc.rights.urihttps://creativecommons.org/licenses/by-nc-nd/4.0/de_DE
dc.subjectaviation emissionsde_DE
dc.subjectclimate change mitigationde_DE
dc.subjectcost-benefit analysisde_DE
dc.subjectnon- effectsde_DE
dc.subjecttrajectory optimizationde_DE
dc.subjectTransport policyde_DE
dc.subject.ddc600: Technikde_DE
dc.titleConcept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effectsde_DE
dc.typeJournal Articlede_DE
dc.type.casraiOtheren_US
dc.type.diniOtheren_US
dc.type.driverOtheren_US
dcterms.DCMITypeOtheren_US
dspace.entity.typePublication
local.status.inpressfalsede_DE
local.type.legacyArticle
local.type.versionpublishedVersionde_DE
oaire.citation.endPage1085de_DE
oaire.citation.issue8de_DE
oaire.citation.startPage1066de_DE
oaire.citation.volume21de_DE
tuhh.abstract.englishApproximately 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.de_DE
tuhh.identifier.doi10.15480/882.3871
tuhh.identifier.urnurn:nbn:de:gbv:830-882.0156757
tuhh.oai.showtruede_DE
tuhh.publication.instituteLufttransportsysteme M-28de_DE
tuhh.publisher.doi10.1080/14693062.2021.1950602
tuhh.type.opusOtheren_US

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