Climate-neutrality versus carbon-neutrality for aviation biofuel policy

Krammer, Philip; Dray, Lynnette; Köhler, Marcus O.

doi:10.1016/j.trd.2013.03.013

Cited by 46 publications

(34 citation statements)

References 16 publications

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“…To respond to the concerns over the environmental impacts of aviation, the International Air Transport Association (IATA) in 2009 aimed at achieving stable carbon emissions from 2020 onwards despite further growth in air traffic, by a combination of different methods such as fleet renewal, operational and infrastructure measures, retrofits, offset mechanisms and the use of alternative fuels [9]. In recent years, several studies have found that improved aircraft technology and highly efficient allocation can reduce an aircraft's carbon dioxide emissions.…”

Section: Introductionmentioning

confidence: 99%

Willingness to Pay of Air Passengers for Carbon-Offset

Jou

Chen

2015

Sustainability

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An important source of anthropogenic greenhouse gas (GHG) emissions is the air transport sector, which accounts for approximately 2% of global GHG emissions. Therefore, reducing GHG emissions from aircrafts has become a major challenge for transportation authorities worldwide. In recent years, much research has focused on tax ideas related to the CO2 emissions produced by air transport, such as the voluntary carbon offset (VCO). This study investigates the willingness of economy class air passengers to pay to compensate for the CO2 emissions produced during their journeys from Taiwan to Hong Kong. Together with the Spike model, a framework known as the contingent valuation (CV) method offers a way to investigate how much the air passenger would be willing to pay to offset a journey's airplane-generated CO2 emissions. The Spike model was applied to address the problem of zero willingness to pay (WTP). The results obtained in this study are consistent with the results found in previous studies and therefore can provide valuable insights into pricing strategies for airlines.

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Section: Introductionmentioning

confidence: 99%

Willingness to Pay of Air Passengers for Carbon-Offset

Jou

Chen

2015

Sustainability

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“…Since 2012, aviation emissions have been included in the EU ETS (EU, 2008). Moreover, the International Air Transport Association (IATA) in 2009 set out goals aimed at achieving stable carbon emissions from 2020 onwards despite further growth in air traffic, to be achieved by a combination of different parameters such as fleet renewal, operational and infrastructure measures, retrofits, offset mechanisms and the use of alternative fuels (Krammer et al, 2013).…”

Section: Introductionmentioning

confidence: 99%

“…According to Krammer et al (2013) andATAG (2012), the implementation of sustainable, advanced-generation aviation biofuels will play a large role in reducing CO2 emissions. Over 1500 passenger flights with biofuels have taken place so far and the consensus is that the lifecycle carbon saving from moving to biofuels could be up to 80% over that of the traditional jet fuel.…”

Section: Introductionmentioning

confidence: 99%

Investigations on the distribution of air transport traffic and CO2 emissions within the European Union

Alonso

Benito

Laura

et al. 2014

Journal of Air Transport Management

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This study analyses the structure of air traffic and its distribution among the different countries in the European Union, as well as traffic with an origin or destination in non-EU countries. Data sources are Eurostat statistics and actual flight information from EUROCONTROL. Relevant variables such as the number of flights, passengers or cargo tonnes and production indicators (RPKs) are used together with fuel consumption and CO2 emissions data. The segmentation of air traffic in terms of distance permits an assessment of air transport competition with surface transport modes.The results show a clear concentration of traffic in the five larger countries (France, Germany, Italy, Spain and UK), in terms of RPKs. In terms of distance the segment between 500 and 1000 km in the EU, has more flights, passengers, RTKs and CO2 emissions than larger distances. On the environmental side, the distribution of CO2 emissions within the EU Member States is presented, together with fuel efficiency parameters. In general, a direct relationship between RPKs and CO2 emissions is observed for all countries and all distance bands. Consideration is given to the uptake of alternative fuels. Segmenting CO2 emissions per distance band and aircraft type reveals which flights contribute the most the overall EU CO2 emissions. Finally, projections for future CO2 emissions are estimated, according to three different air traffic growth and biofuel introduction scenarios.

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“…The key is to ensure that a scientifically rigorous methodology is applied appropriate for the respective emissions effect on climate. As emissions released during flight are unlikely to change significantly when drop-in biofuels are substituted for Jet A, non-C0 2 climate impacts per flight will not show the same significant decrease as is seen in lifecycle C0 2 (Krammer et al, 2013). Security of supply is more difficult to evaluate (Rye et al, 2010).…”

Section: Biofuels In Aviationmentioning

confidence: 99%

“…Sustainable, advanced-generation aviation biofuels will play a large role in reducing C0 2 emissions (Krammer et al, 2013). The European ETS Directive (EC, 2008) considers a zero emission factor for aviation biofuels, although assessments of life-cycle C0 2 emissions typically show a reduction potential compared to fossil jet fuel in the order of 30-90%, depending on feedstock and production processes (Stratton et al, 2010;Vera-Morales and Schafer, 2009).…”

Section: Introductionmentioning

confidence: 99%

Study of the current incentive rules and mechanisms to promote biofuel use in the EU and their possible application to the civil aviation sector

Noh

Benito

Alonso

2016

Transportation Research Part D: Transport and Environment

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This paper deals with the need of introducing biofuels for the use of the civil aviation sector, and the different possibilities of application of incentive mechanisms if the existing market conditions do not allow their direct commercialisation. After an introduction on the main features of the civil aviation impact on climate change, a historical review of the European Union regulations to promote the energy extraction from biological resources is presented. The different incentive policies around the world are revised and compared and some indications are offered on the most recommendable procedures that might be carried out in the near future.

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Climate-neutrality versus carbon-neutrality for aviation biofuel policy

Cited by 46 publications

References 16 publications

Willingness to Pay of Air Passengers for Carbon-Offset

Willingness to Pay of Air Passengers for Carbon-Offset

Investigations on the distribution of air transport traffic and CO2 emissions within the European Union

Study of the current incentive rules and mechanisms to promote biofuel use in the EU and their possible application to the civil aviation sector

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