Determination of Data required for Consideration of non-CO2 Effects of Aviation in EU-ETS and CORSIA

This final report summarizes the results of work package 2 and work package 3.1 within six sections. After the introduction (Section 1) direct emissions of the combustion of hydrocarbon fuels are pre-sented (Section 2). Main combustion products are CO2 and H2O, which are directly proportional to the fuel flow. If sulfur is contained in the fuel, all sulfur is oxidized to sulfur dioxide during the combustion. Secondary combustion emissions (Section 3), like nitrogen oxides (NOX) and non-volatile particulate matter (nvPM), are strongly dependent on the type and operating condition of the aircraft engine. Therefore more complex methods are required to establish the amount of these species, emitted by an aircraft engine. The most commonly used methods for calculating NOX and nvPM are briefly summa-rized in this report. In Section 4, potential ways to reduce the amount of data required to estimate the climate impact of non-CO2 emissions are discussed. To quantify the effect of these simplification pro-cedures on the more complex climate metrics proposed for including non-CO2 effects in emission trad-ing systems, more detailed analyses, based on a larger number of actual or modeled flight missions will be needed. Section 5 presents the existing framework conditions for monitoring, reporting and verification (MRV) for aircraft operators for the EU ETS and the newly established CORSIA for compli-ance purposes. Performing the administrative tasks required – such as collecting data, processing it, or carrying out relevant but non-data related activities – imposes a financial burden on aircraft opera-tors in terms of staff resources allocated but also direct costs paid to third-parties for relevant services delivered. Based on a breakdown of the cyclical MRV process into discrete steps, current practice compliance costs under the EU-ETS and anticipated compliance costs under CORSIA are estimated for three aircraft operator size categories: small ( 2’000’000 tCO2). The inclusion of non-CO2 climate species into existing climate protecting measures like the EU ETS or CORSIA will lead to additional administrative efforts and costs for aircraft operators (Section 6). The level of these additional expenses will be strongly depending on the method to estimate CO2 equivalents (eqCO2)

An Elastic Ephemeral Datastore using Cheap, Transient Cloud Resources

Spot instances are virtual machines offered at 60-90% lower cost that can be reclaimed at any time, with only a short warning period. Spot instances have already been used to significantly reduce the cost of processing workloads in the cloud. However, leveraging spot instances to reduce the cost of stateful cloud applications is much more challenging, as the sudden preemptions lead to data loss. In this work, we propose leveraging spot instances to decrease the cost of ephemeral data management in distributed data analytics applications. We specifically target ephemeral data as this large class of data in modern analytics workloads has low durability requirements; if lost, the data can be regenerated by re-executing compute tasks. We design an elastic, distributed ephemeral datastore that handles node preemptions transparently to user applications and minimizes data loss by redistributing data during node preemption warning periods. We implement our elastic datastore on top of the Apache Crail datastore and evaluate the system with various workloads and VM types. By leveraging spot instances, we show that we can run TPC-DS queries with 60\% lower cost compared to using on-demand VMs for the datastore, while only increasing end-to-end execution time by 2.1%

Integration of Non-CO2 Effects of Aviation in the EU ETS and under CORSIA

In addition to carbon dioxide, air traffic operation affects the climate through other emissions and atmospheric processes, such as the formation of ozone and contrail cirrus. The climate impact of these non-CO2 effects is strongly dependent on the emission location (in particular cruise altitude) and emission time (e.g. weather conditions) and, thus, highly non-linear to the fuel consumption. Although non-CO2 effects are responsible for about 2/3 of the climate impact of aviation, they are not yet taken into account in existing and currently planned emissions trading systems (e.g. EU ETS) or market-based measures (MBM, e.g. CORSIA 1). This research project focuses on the development of concepts for the integration of non-CO2 effects of air traffic into the EU ETS and under CORSIA. For this purpose, suitable climate metrics for assessing the relationship between non-CO2 and CO2 climate impacts are analyzed first (Part A). For selected non-CO2 calculation methodologies, the availability of the necessary data is examined and estimation procedures for non-existent data are investigated (Part B). Afterwards, the current practice in voluntary carbon markets for estimating CO2 and non-CO2 effects of aviation is presented (Part C). The additional administrative burden to verify reporting on aviation’s non-CO2 is examined in Part D. In the final step, key design parameters for the integration of non-CO2 consequences of aviation in the EU ETS and CORSIA are evaluated (Part E). The inclusion of non-CO2 effects in the EU ETS and CORSIA is highly recommended for climate-logical reasons and technically feasible, but involves an additional administrative burden for authorities and aircraft operators. The level of the resulting mitigation incentive as well as the additional effort is strongly depending on the calculation methodology of the CO2 equivalents. For this choice, a trade-off must be made between a simple operational feasibility and a high incentive level to modify flight routing and to reduce the NOx emission indices. False mitigation incentives, which can arise from to the non-linearity between non-CO2 climate effects and fuel consumption, must be prevented