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In 2008, European Union (EU) announced that from 2012, each international flight taking off and landing in EU would be given an emission permit. Therefore, the period of 2008-2012 can be regarded as a buffer period for global airlines. Although EU formally decides to exclude non-EU airlines from the EU Emission Trading System on March 4, 2014, it is necessary to investigate the impacts of the policy on airline energy efficiency in this period. Airline energy efficiency is divided into three stages-operations stage, service stage, and sales stage-and Greenhouse gas emission is treated as an undesirable output of service stage. Two models, network range-adjusted measure model with weak disposability and network range-adjusted measure model with strong disposability, are established to evaluate the efficiencies of 22 international airlines from 2008 to 2012. The results show that (i) most airlines' efficiencies have decreased in the period, and the EU Emission Trading System is not effective for the efficiency improvement; (ii) the average efficiency of European airlines is almost the same as that of non-European airlines; and (iii) the model with weak disposability is more reasonable in distinguishing efficiency differences, while strong disposability is a more reasonable way in treating undesirable outputs.Airline energy efficiency can measure the relationships between the airlines' energy inputs and outputs in a certain year. It can be defined as the capacity of the airlines to apply fixed energy-related inputs (including human resource input, energy input, material input, etc.) to produce maximum outputs or to minimize the inputs when the outputs are fixed [1, 2]. According to the statistical data of IATA, for airlines, more than 95% of airlines' energy consumption is in the form of aviation kerosene (AK), so we choose it as the index of energy input.On the other hand, European Union (EU) enacted the 2008/101/EC decree in November 2008, in which international airline business was brought into the EU Emission Trading System (EU ETS). From January 1, 2012, each international flight taking off and landing in EU will be given an emission permit (see details in Refs. [3,4]). This policy caused great controversy all over the world. In the face of the great diplomatic pressure, EU suspended the emission taxes of non-EU airlines and continued to levy taxes on the EU airlines. Although many governments prohibit the domestic airlines to comply with the EU ETS, such as China and the United States, the airlines in these countries still have carried out many preparations for the EU ETS. In the EU ETS, 82% of the total emission limits are freely assigned to the airlines to and from EU, and EU requires the related airlines to submit their emission reports. In order to obtain an allocation of the free limits, many airlines have prepared their reports for EU, including many Chinese airlines and US airlines. For another, although the inclusion of non-EU airlines in EU ETS has suspended, the EU firmly believes that the act can slo...
In 2008, European Union (EU) announced that from 2012, each international flight taking off and landing in EU would be given an emission permit. Therefore, the period of 2008-2012 can be regarded as a buffer period for global airlines. Although EU formally decides to exclude non-EU airlines from the EU Emission Trading System on March 4, 2014, it is necessary to investigate the impacts of the policy on airline energy efficiency in this period. Airline energy efficiency is divided into three stages-operations stage, service stage, and sales stage-and Greenhouse gas emission is treated as an undesirable output of service stage. Two models, network range-adjusted measure model with weak disposability and network range-adjusted measure model with strong disposability, are established to evaluate the efficiencies of 22 international airlines from 2008 to 2012. The results show that (i) most airlines' efficiencies have decreased in the period, and the EU Emission Trading System is not effective for the efficiency improvement; (ii) the average efficiency of European airlines is almost the same as that of non-European airlines; and (iii) the model with weak disposability is more reasonable in distinguishing efficiency differences, while strong disposability is a more reasonable way in treating undesirable outputs.Airline energy efficiency can measure the relationships between the airlines' energy inputs and outputs in a certain year. It can be defined as the capacity of the airlines to apply fixed energy-related inputs (including human resource input, energy input, material input, etc.) to produce maximum outputs or to minimize the inputs when the outputs are fixed [1, 2]. According to the statistical data of IATA, for airlines, more than 95% of airlines' energy consumption is in the form of aviation kerosene (AK), so we choose it as the index of energy input.On the other hand, European Union (EU) enacted the 2008/101/EC decree in November 2008, in which international airline business was brought into the EU Emission Trading System (EU ETS). From January 1, 2012, each international flight taking off and landing in EU will be given an emission permit (see details in Refs. [3,4]). This policy caused great controversy all over the world. In the face of the great diplomatic pressure, EU suspended the emission taxes of non-EU airlines and continued to levy taxes on the EU airlines. Although many governments prohibit the domestic airlines to comply with the EU ETS, such as China and the United States, the airlines in these countries still have carried out many preparations for the EU ETS. In the EU ETS, 82% of the total emission limits are freely assigned to the airlines to and from EU, and EU requires the related airlines to submit their emission reports. In order to obtain an allocation of the free limits, many airlines have prepared their reports for EU, including many Chinese airlines and US airlines. For another, although the inclusion of non-EU airlines in EU ETS has suspended, the EU firmly believes that the act can slo...
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