Carbon offsetting and reduction scheme with sustainable aviation fuel options: Fleet-level carbon emissions impacts for U.S. airlines

2019 ◽  
Vol 75 ◽  
pp. 42-56 ◽  
Author(s):  
Hsun Chao ◽  
Datu Buyung Agusdinata ◽  
Daniel DeLaurentis ◽  
Ellen B. Stechel
Keyword(s):  
Carbon Emissions ◽  
Aviation Fuel ◽  
Reduction Scheme ◽  
Carbon Offsetting

scholarly journals CORSIA - Carbon Offsetting and Reduction Scheme for International Aviation

2020 ◽  
Vol 8 (1) ◽  
pp. 23-28
Author(s):  
Miloš Strouhal
Keyword(s):  
Airline Industry ◽  
Civil Aviation ◽  
Eu Ets ◽  
International Civil Aviation Organization ◽  
Reduction Scheme ◽  
Emission Mitigation ◽  
Carbon Offsetting ◽  
Practical Impact ◽  
The Eu

The article discusses the CORSIA - a newly introduced an emission mitigation approach for the global airline industry, developed by the International Civil Aviation Organization (ICAO). It also describes all phases of the project, their analysis and the practical impact of CORSA on aircraft operators. The examples show the operator’s costs associated with this project. The mutual coexistence of CORSIA and the EU ETS is also analysed.

scholarly journals Initial Long-Term Scenarios for COVID-19’s Impact on Aviation and Implications for Climate Policy

2021 ◽  
pp. 036119812110450
Author(s):  
Lynnette Dray ◽  
Andreas W. Schäfer
Keyword(s):  
Emissions Trading ◽  
Aviation Fuel ◽  
Historical Trends ◽  
Systems Model ◽  
Carbon Offsetting ◽  
Emissions Trading Scheme ◽  
Trading Scheme ◽  
New Policies ◽  
The Eu

The COVID-19 pandemic had a dramatic impact on aviation in 2020, and the industry’s future is uncertain. In this paper, we consider scenarios for recovery and ongoing demand, and discuss the implications of these scenarios for aviation emissions-related policy, including the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) and the EU Emissions Trading Scheme (ETS). Using the Aviation Integrated Model (AIM2015), a global aviation systems model, we project how long-term demand, fleet, and emissions projections might change. Depending on recovery scenario, we project cumulative aviation fuel use to 2050 might be up to 9% below that in scenarios not including the pandemic. The majority of this difference arises from reductions in relative global income levels. Around 40% of modeled scenarios project no offset requirement in either the CORSIA pilot or first phases; however, because of its more stringent emissions baseline (based on reductions from year 2004–2006 CO2, rather than constant year-2019 CO2), the EU ETS is likely to be less affected. However, if no new policies are applied and technology developments follow historical trends, year-2050 global net aviation CO2 is still likely to be well above industry goals, including the goal of carbon-neutral growth from 2019, even when the demand effects of the pandemic are accounted for.

A Sectoral Application of the Polluter Pays Principle: Lessons Learned from the Aviation Sector

Climate Law ◽  
2019 ◽  
Vol 9 (4) ◽  
pp. 303-325
Author(s):  
Thomas Leclerc
Keyword(s):  
International Law ◽  
Global Market ◽  
Lessons Learned ◽  
Civil Aviation ◽  
International Civil Aviation Organization ◽  
Reduction Scheme ◽  
Legal Regime ◽  
Public International Law ◽  
Carbon Offsetting ◽  
Polluter Pays Principle

The search for a global market-based measure to reduce greenhouse gas emissions from international civil aviation has faced legal obstacles. One of these is linked to the basis of such a measure: the polluter pays principle. The application of the principle in the aviation legal regime has resulted in a conflict of norms. As a solution, the International Civil Aviation Organization, in 2016, adopted a market-based measure in the form of the Carbon Offsetting and Reduction Scheme for International Aviation (corsia). This article will address the following two questions: By adopting corsia, and by negotiating its implementation, has icao produced a successful integration of the polluter pays principle in a sectoral legal regime of norms and institutions? If yes, could icao’s success provide arguments for a sectoral application of the polluter pays principle more broadly in public international law?

scholarly journals I Believe I Can Fly—Conceptual Foundations for Behavioral Rebound Effects Related to Voluntary Carbon Offsetting of Air Travel

2021 ◽  
Vol 13 (9) ◽  
pp. 4774
Author(s):  
Christoph Kerner ◽  
Thomas Brudermann
Keyword(s):  
Carbon Emissions ◽  
Empirical Studies ◽  
Rebound Effect ◽  
Air Travel ◽  
Transport Sector ◽  
Rebound Effects ◽  
The Past ◽  
Carbon Offsetting ◽  
Conceptual Foundations

Voluntary carbon offsets (VCO) have been introduced as a means of compensating personal carbon emissions related to travelling. Purchases of VCO have remained low in the past, but might increase in the future due to rising awareness about climate change. VCO have been assumed to increase the acceptability of flying among eco-minded people. Therefore, VCO might not only be a tool to offset emissions but also to compensate for “flight shame”. Much research has been carried out to detect VCO purchasers’ motives, but none has explored the potential behavioral rebound effects of VCO with regard to flying. This article contributes to the debate by presenting a conceptual framework that was developed to investigate these rebound effects. First, we present the motives that travelers have for offsetting their flight emissions. These motives already indicate the possibility of a rebound effect. Second, we discuss several conceptual ideas which should be considered for the design of empirical studies. Overall, we argue that the use of VCO might lead to unintended carbon emissions; however, isolating the specific role of VCO remains a difficult task. Nevertheless, research on behavioral rebound effects is needed to clarify whether VCO counteract sustainability in the transport sector.

scholarly journals Mitigation and Compensation of CO2 Emissions Due to International Tourism in the Island of Crete, Greece

2019 ◽  
Vol 9 (2) ◽  
pp. 61
Author(s):  
John Vourdoubas
Keyword(s):  
Co2 Emissions ◽  
Carbon Emissions ◽  
Forest Restoration ◽  
Tourism Industry ◽  
Carbon Intensity ◽  
Forest Plantations ◽  
Carbon Offsetting ◽  
New Forest ◽  
The Cost ◽  
Range Of Values

The purpose of the current study is to examine the possibilities of mitigating the carbon footprint of the tourism industry in Crete, Greece, to estimate its carbon intensity and additionally the cost of eliminating all tourism-related carbon emissions with compensation credits in the island. Various mitigation options in different sectors of the tourism industry in Crete, including transport to the destination, accommodation, catering and various tourist activities at the destination, have been proposed. Mitigation of carbon emissions in accommodation is easier, due to the presence of appropriate technologies, than in other tourism sectors. Various carbon offsetting schemes including the use of carbon compensation credits and forest restoration have also been investigated. Based on existing research regarding annual CO2 emissions due to the tourism industry in Crete, the area of new forest plantations required for offsetting all tourism-related carbon emissions in Crete has been calculated at 114 031 ha. The carbon intensity of the tourism industry in Crete has been estimated at 0.562 kgCO2/€ which is in the same range of values reported for other EU countries. The annual cost of eliminating all tourism-related CO2 emissions in Crete has been estimated at €20,525,580 which corresponds to 0.51% of the annual gross domestic product in the island attributed to tourism.

Fuel-related issues concerning the future of aviation

1997 ◽  
Vol 211 (1) ◽  
pp. 1-11 ◽  
Author(s):  
F W Armstrong ◽  
J E Allen ◽  
R M Denning
Keyword(s):  
Economic Development ◽  
Carbon Emissions ◽  
Oil Extraction ◽  
Air Transport ◽  
Aviation Fuel ◽  
Environmental Significance ◽  
Engine Emissions ◽  
Aero Engine ◽  
Mixing Rates ◽  
Total Oil

The paper discusses some major fuel-related issues which will influence the development of aviation over the next 50 years. Provided that global economic development is not halted by world- scale war or crisis, the demand for civil air transport is likely to continue to expand. The consequent rising requirement for aviation fuel is considered in relation to the projection that the total oil extraction rate from relatively accessible fields will reach a peak and then decline. The fuel options for aviation, against such a scenario, are explored. It is concluded that if the aviation demand cannot be met economically from conventional oilfield sources, supplementation by kerosene-like fuel synthesized from other feedstocks is much more likely, in the timeframe considered, than the radical step of a move to liquid hydrogen. The latter could be delayed until much later unless necessitated by constraints on carbon emissions. Other issues relating to aero-engine emissions are discussed, including the present uncertainties regarding the environmental significance of injection into the atmosphere at aircraft operating altitudes. The implications of restricting operations to the troposphere, to avoid the lower mixing rates of the stratosphere, are considered briefly.

scholarly journals Estimating the Reduction in Future Fleet-Level CO2 Emissions From Sustainable Aviation Fuel

2021 ◽  
Vol 9 ◽  
Author(s):  
Samarth Jain ◽  
Hsun Chao ◽  
Muharrem Mane ◽  
William A. Crossley ◽  
Daniel A. DeLaurentis
Keyword(s):  
Carbon Emissions ◽  
Travel Demand ◽  
Price Impact ◽  
Aviation Fuel ◽  
Upper And Lower Bounds ◽  
Aviation Industry ◽  
Baseline Scenario ◽  
Passenger Demand ◽  
The Future ◽  
Demand Projection

With rising concerns over commercial aviation’s contribution to global carbon emissions, the aviation industry faces tremendous pressure to adopt advanced solutions for reducing its share of CO2 emissions. One near-term potential solution to mitigate this global emissions situation is to operate existing aircraft with sustainable aviation fuel (SAF); this solution requires almost no modification to current aircraft, making it the “quickest” approach to reduce aviation carbon emissions, albeit the actual impact will be determined by the degree to which airlines adopt and use SAF, the ticket price impact of SAF, and the future growth of travel demand. This article presents results that estimate the expected fleet-wide emissions of future airline operations using SAF considering various projected traveler demand and biofuel penetration/utilization levels. The work demonstrates an approach to make these predictions by modeling the behavior of a profit-seeking airline using the Fleet-Level Environmental Evaluation Tool (FLEET). Considering five future SAF scenarios and two future passenger demand projection scenarios, FLEET estimates future fleet-level CO2 emissions, showcasing the possible upper and lower bounds on future aviation emissions when SAF is introduced for use in airline fleets. Results show that the future fleet-level CO2 emissions for all scenarios with SAF are lower than the baseline scenario with no SAF, for all demand projection scenarios. The passenger demand served and the trips flown for a given SAF scenario depends on the SAF price and the biofuel penetration levels. This shows that even if airlines serve a higher passenger demand for some future scenarios, the carbon emissions could still be lower than the current baseline scenario where airlines only use conventional jet fuel.

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