Suchergebnisse

TEAM_Play -Tool Suite for Environmental and Economic Aviation Modelling for Policy Analysis- offers a range of European capabilities for the modelling of aviation noise, local air quality, greenhouse gas emissions, climate response, technology and economic impacts, and respective interdependencies. These useful capabilities for historic, current and future year impact assessments are combined in a unique single tool suite, and thus to be operated in a common environment. The further use of a single input data source (i.e., data warehouse and exchange platform) is an enabler for consistent and more accurate aviation economic and environmental trade-off studies and policy impact assessments. The collaborative project TEAM_Play, co-funded by the European Commission (EC) as part of the 7th Research Framework Programme (FP7) of the European Union (EU), ended in 2013. Progress on aviation environmental modelling and capability management in Europe has been slow since, or concentrated within specific activities (ICAO CAEP, Clean Sky, SESAR). In order to collaboratively move on, and supporting and strengthening the European position in the international policy arena, the European aviation environmental modelling strategy needs further implementation and momentum. In this context, the proposed presentation addresses TEAM_Play for Europe.

Das Personenbeförderungsgesetz steht vor einer Novellierung, die auch Busfernverkehre in Deutschland zulassen soll. Der Gesetzentwurf der Bundesregierung sorgt für heftige Diskussionen zwischen Wissenschaftlern, Politikern und Verbandsvertretern. Der Autor gibt einen Überblick und macht Vorschläge für eine effiziente Ausgestaltung der Marktliberalisierung. ; Intercity coach traffic in Germany is virtually prohibited, in order to protect the rail network. From an economic perspective, this regulation is not legitimate, as allowing long distance coach transportation would not result in any market failures. A recent draft law from the German government includes a proposal to permit coach transport on longer routes and is therefore considered to be an important step toward a more effi cient and competitive transport system. However, the exact set-up of the opening of the market is still being discussed intensely. This paper summarises and critically reviews the current discussion. In addition, the non-availability of coach terminals in most German cities is identified as a major issue with regard to the opening of the market.

The aviation industry is facing pressure from stakeholders to transform towards greater sustainability. From a managerial and marketing perspective, not only the actual implementation and achievements of sustainability measures, but also their communication to stakeholders is likely to be crucial—and in many cases even legally required. This research evaluates the scope of sustainability and corporate social responsibility (CSR) reporting of Europe's five largest airline groups for or from the year 2019, just prior the COVID-19 crisis. For this, dedicated sustainability reports and non-financial statements of Air France-KLM, easyJet, International Airlines Group, Lufthansa Group and Ryanair are evaluated and compared in a qualitative content analysis, using the Standards of the Global Reporting Initiative (GRI) as reference categories. The results indicate that the sustainability publications differ by airline business model, as the two low-cost carriers report less content in non-financial statements only, without publishing any standalone sustainability reports. Independent of the business model, most airlines surprisingly neglect the economic dimension of sustainability. The airline sector could improve its sustainability marketing by reporting both their economic, environmental, and social impacts and achievements.

Abstract
In December 2022, the EU Commission, the EU Parliament and the EU Council agreed on new climate protection policy measures for European air transport within the framework of the so-called trialogue. The trilogue decision means that European aviation will make a greater contribution to climate protection in the future, as the regulations of the EU emissions trading system will be tightened and incentives for the increasing use of sustainable aviation fuels (SAF) will be introduced at the same time. Whether further measures proposed as part of the Fit for 55 package, such as a European kerosene tax, will be introduced in the future is currently open. This paper provides an overview of the new climate protection regulations that will affect European aviation in the future and the opportunities and risks that will arise from an environmental and economic perspective.

"Future skills" increase employees' prospects in the labor market, particularly in dynamic times, such as the current COVID-19 pandemic. (Not only) in Germany, flight attendants represent an occupational group without state-recognized vocational occupation who are particularly affected by the pandemic due to serious and long-lasting declines in air transport volumes. Therefore, it is reasonable to assume that the future skills of flight attendants play an important role when applying for jobs in other industries. An empirical survey (n = 273) from April 2021 indicates that German-speaking flight attendants possess some of the future skills most frequently identified in key studies on future competencies, as well as extensive language skills, but have deficits in "working with computer systems" and "programming". Pro-active training of employees in future skills, especially in crisis-prone professions, could facilitate future transitions into new professional fields.

Als ein Baustein zur Erreichung des Ziels eines CO2-freien Wachstums des internationalen Luftverkehrs hat die Generalversammlung der Internationalen Zivilluftfahrtorganisation die Einführung der marktbasierten Klimaschutzmaßnahme CORSIA ab 2020 beschlossen. CORSIA wird auch im Vergleich zum bislang in Europa auf den Luftverkehr angewendeten Emissionshandelssystem EU-ETS vorgestellt. Das neue umweltpolitische Instrument wird anschließend sowohl aus umwelt- als auch aus transaktionskosten-ökonomischer und wettbewerbspolitischer Sicht für den Passagierluftverkehr kritisch gewürdigt. ; To address the carbon footprint of global air transport, two important CO2 trading schemes for aviation have been constructed: the EU Emissions Trading Scheme for aviation, which entered into force in 2012, and CORSIA, the Carbon Offsetting and Reduction Scheme for International Aviation, as agreed at the International Civil Aviation Organization in October 2016. The authors analyse and compare both reduction schemes from environmental and economic perspectives.

Im Februar 2009 trat die EU-Richtlinie zur Einbeziehung des internationalen Luftverkehrs in den EU-Emissionshandel mit CO2-Zertifikaten (EU-ETS) in Kraft. Ab dem Jahre 2012 werden für praktisch alle in der EU startenden und landenden Flüge Zertifikate erforderlich sein. Die Erstzuteilung von Emissionszertifikaten an Fluggesellschaften wird auf einem sogenannten Benchmark basieren, der durch die Division der CO2-Emissionen des Zeitraums 2004 bis 2006 durch die Verkehrsleistung des Jahres 2010 berechnet wird. Die vorliegende Untersuchung stellt ein empirisches Simulationsmodell zur Abschätzung der Effekte des EU-Emissionshandels (EU-ETS) für den Luftverkehr vor. Mit Hilfe dieses Modells werden aktuelle und zukunftsbezogene CO2-Emissionen und Verkehrsleistungen des europäischen Luftverkehrs geschätzt. Weiterhin werden die ökonomischen Effekte des EU-Emissionshandels auf den Luftverkehrssektor insgesamt, auf ausgewählte Gruppen von Fluggesellschaften sowie auf die EU-Mitgliedstaaten analysiert und erörtert. Im Ergebnis kann gezeigt werden, dass einzelne Gruppen von Fluggesellschaften und EU-Mitgliedstaaten ganz unterschiedlich von der neuen EU-Gesetzgebung betroffen sein werden. ; In February 2009, the EU Directive for the inclusion of international aviation into the EU emission trading with allowances for CO2 (EU-ETS) came into force. From 2012, virtually all flights landing and departing in the EU will be required to hold and surrender allowances. The initial allocation of allowances to individual aircraft operators will be based on a benchmark, which is calculated by dividing the CO2 emissions for the period from 2004 to 2006 by the reported revenue ton kilometres of the year 2010. In this article, an empirical model for the estimation of the effects of the EU-ETS for aviation is presented. With this model, current and future CO2 emissions and revenue ton kilometres of European aviation are estimated. Furthermore, the economic effects of the EU-ETS on air transport in general, on airline business models and on EU Member States are analysed and interpreted. As a result, it is shown that individual airline business models and EU Member States are quite differently affected by the new EU legislation.

Mallorca ist das beliebteste ausländische Reiseziel deutscher Urlauber und Urlauberinnen. Jedes Jahr fliegen fast fünf Millionen von ihnen auf die Balearische Insel. Die Corona-Pandemie hatte den Passagierflugverkehr aber praktisch zum Erliegen gebracht. Ab Juni 2020 starteten zwar wieder mehr Flüge nach Mallorca, jedoch schwankte das Sitzplatzangebot je nach Woche zwischen zehn und 86 Prozent des Niveaus von 2019. Der Wochenbericht zeigt, welche Corona-Maßnahmen den Flugverkehr zwischen Deutschland und Mallorca besonders beeinflusst haben. So haben lokale Beschränkungen wie Ausgangssperren oder Maskenpflicht im Freien ihn kaum beeinträchtigt. Infektionsraten zu veröffentlichen oder an Reisende öffentlich zu appellieren hatte ebenfalls kaum einen Effekt. Lediglich strenge Reisebeschränkungen wie Einreiseverbote und Quarantänevorschriften haben sich auf den Flugverkehr erheblich ausgewirkt. Die Politik kann also nur über solche Maßnahmen den Reiseverkehr effektiv steuern. Gleichzeitig zeigen erste Daten zu den Impfungen, dass diese die Effekte der Reisebeschränkungen deutlich abschwächen.

Mallorca is the most popular foreign travel destination for German tourists, with almost five million flying to the Balearic island every year. However, the coronavirus pandemic brought passenger air traffic to a virtual standstill in March 2020. Flights to Mallorca resumed in June 2020, but the seat offerings were only between ten and 86 percent of the 2019 level depending on the week. This Weekly Report shows which coronavirus restrictions especially impacted air travel between Germany and Mallorca. For example, local restrictions such as curfews or outdoor mask requirements had little effect. Publicizing infection rates or publicly advising against flying also did little to influence travel behavior. Only strict travel restrictions such as entry bans and quarantine regulations had a significant impact on air travel. Thus, policymakers can only effectively manage travel by using such measures. At the same time, initial vaccination data shows that they significantly mitigate the effects of the strict travel restrictions.

Mallorca ist das beliebteste ausländische Reiseziel deutscher Urlauber und Urlauberinnen. Jedes Jahr fliegen fast fünf Millionen von ihnen auf die Balearische Insel. Die Corona-Pandemie hatte den Passagierflugverkehr aber praktisch zum Erliegen gebracht. Ab Juni 2020 starteten zwar wieder mehr Flüge nach Mallorca, jedoch schwankte das Sitzplatzangebot je nach Woche zwischen zehn und 86 Prozent des Niveaus von 2019. Der Wochenbericht zeigt, welche Corona-Maßnahmen den Flugverkehr zwischen Deutschland und Mallorca besonders beeinflusst haben. So haben lokale Beschränkungen wie Ausgangssperren oder Maskenpflicht im Freien ihn kaum beeinträchtigt. Infektionsraten zu veröffentlichen oder an Reisende öffentlich zu appellieren hatte ebenfalls kaum einen Effekt. Lediglich strenge Reisebeschränkungen wie Einreiseverbote und Quarantänevorschriften haben sich auf den Flugverkehr erheblich ausgewirkt. Die Politik kann also nur über solche Maßnahmen den Reiseverkehr effektiv steuern. Gleichzeitig zeigen erste Daten zu den Impfungen, dass diese die Effekte der Reisebeschränkungen deutlich abschwächen.

global air transport passenger traffic has been particularly affected by measures to combat COVID-19. Since February 2020, both the number of global passengers and passenger flight kilometers has decreased worldwide — in Western Europe by about 80 % by the end of 2020. These developments have caused financial losses for both airlines and airports worldwide, critically threatening the existence of a large number of these companies. As the industry is of great economic importance, special government support measures could contribute to the economic recovery of the aviation industry. However, not only should certain companies be supported, but the support measures should be linked to defined and transparent criteria.

Der Luftverkehr ist durch die Maßnahmen gegen die COVID-19-Pandemie besonders stark betroffen. Der Verkehrsrückgang betrug 2020 zum Teil mehr als 90 %. Da die Branche von großer Bedeutung ist, sind besondere staatliche Unterstützungsmaßnahmen sinnvoll, wenn die Pandemie vorbei ist und neues Wachstum einsetzt. Dabei sollten jedoch nicht nur bestimmte Unternehmen unterstützt werden, sondern die Hilfsmaßnahmen sollten auch an bestimmte Kriterien gebunden sein. ; Global air transport passenger traffic has been particularly affected by measures to combat COVID-19. Since February 2020, both the number of global passengers and passenger flight kilometers has decreased worldwide - in Western Europe by about 80 % by the end of 2020. These developments have caused financial losses for both airlines and airports worldwide, critically threatening the existence of a large number of these companies. As the industry is of great economic importance, special government support measures could contribute to the economic recovery of the aviation industry. However, not only should certain companies be supported, but the support measures should be linked to defined and transparent criteria.

Although about two-thirds of aviation's climate impacts are caused by non-CO2 effects, such as ozone production or contrail cirrus formation, these effects are not yet considered in existing and currently planned policy instruments (e.g. EU ETS or CORSIA). Due to their climatological relevance, however, various economic concepts have been proposed recently to internalise nonCO2 effects. Most of these approaches are based on the principle of equivalent CO2 emissions (CO2e), a way of unitizing the impact of all climate agents. Several calculation methods for CO2 equivalents are in principle available, which differ in the degree of detail and are subject to uncertainties related to atmospheric science. There are a quite a few key decision parameters for policy makers for setting up a monitoring, reporting, and verification (MRV) scheme for non-CO2 effects. The aim of this study is therefore to analyze and discuss the most important decision parameters for the integration of non-CO2 aviation effects into EU ETS.

Aviation and maritime transport are not explicitly mentioned in the Paris Agreement. In Article 4, however, the Parties aim to achieve a balance between anthropogenic greenhouse gas emissions and sinks - in other words, complete decarbonisation and climate neutrality - in the second half of this century. Since emissions from aviation and maritime transport are clearly anthropogenic, they fall within the scope of the Paris Agreement goals even without being explicitly mentioned. Within the scope of this project, BMU and UBA received comprehensive and timely support on many issues relating to greenhouse gas mitigation in international aviation and maritime transport. This support ranged from quantitative analysis of current proposals for policies or instruments to ad hoc support in and between negotiations of international bodies (ICAO, IMO, EU, etc.) and to further development of existing instruments or development of their own policy proposals. Over the course of this project, the discussion about greenhouse gas reductions in aviation and maritime transport moved somewhat towards a reduction path that is compatible with the Paris Agreement. This project has contributed to that change, thereby fulfilling its original objective. Nevertheless, international aviation and maritime transport are still far off a reduction path that is compatible with the Paris Agreement. With this in mind, efforts to make international agreements with ambitious targets and instruments must not diminish.