Should we get rid of air miles for climate change?alternatives (trains and ferries, to name a few).
By Ashley Nunes, 22nd Nov 2022, BBC
Flying is very far from being a green activity. A return flight from Lisbon to New York generates nearly the same level of CO2 as the average person in the EU does by heating their home all year round.
Compared with land transport, a plane requires a lot more energy, says Agnes Jocher, a professor at the Technical University of Munich, whose research explores sustainable future mobility. The result is a disproportionate climate impact compared to
In a 2019 report on reducing emissions through behaviour change, Richard Carmichael, a social sciences researcher at Imperial College London, observed that flying was a "uniquely high-impact activity" and "the quickest and cheapest way for a consumerto increase their carbon footprint".
Rather than simply capping travellers' ability to fly, Carmichael suggested an alternative: to limit the perks that travellers get from airlines. Among his recommendations, Carmichael proposed an outright ban on air miles and frequent flyer loyaltyprogrammes that he says incentivise "excessive" flying.
By one estimate, trips taken using air miles account for around 10% of overall bookings. But could axing these schemes curb rising aviation emissions? Or would such a policy be fruitless – and efforts to reduce aviation be better spent elsewhere? Theanswer is more complicated that it might initially seem.
Aviation loyalty programmes are around 40 years old. Texas International Airlines, a now-defunct carrier, created the first one in 1979. At the time, governments were easing restrictions over which carriers could fly, where they could fly to, and when,so competition between carriers intensified. Airline execs needed new ways to boost their brand. One solution? Offer flyers something extra to secure their loyalty – an IOU that could be cashed in later.
Paying passengers would earn "miles" based on how often and how far they flew, which could then be exchanged for a complementary trip. Although these programmes have since evolved (today's flyers are also rewarded based on how much they spend), theunderlying premise remains the same.
Some climate activists suggest that it's time to scrap these schemes. "The very last thing we should be doing is reward frequent flyers," says Herwig Schuster, a transport campaigner for Greenpeace. "Frequent flyer programmes are not fair to theclimate and the majority of people worldwide who almost never fly. We cannot allow airlines to incentivise a lifestyle that's destroying the planet while they receive major tax cuts and subsidies, and fill their pockets by selling more flight tickets."
And sell more flight tickets carriers do. Passengers crisscross the globe four billion times annually. Each can pick from over 22,000 routes flown by over 25,000 commercial jets that collectively account for over 42 million flights. That puts totalmiles travelled in the air globally in the trillions, a potential gold mine for frequent fliers often courted by carriers.
Today, banking air miles also no longer requires getting in the air. In fact, it is estimated that over half of all such miles are earned through non-flying related activities. This is because airlines have formed lucrative partnerships with thirdparties: credit card companies, car rental agencies and hotel chains, to name a few.
But does earning these miles make people fly more? It turns out that snapping up miles is one thing, using them, another. This disconnect may seem surprising, but "breakage" – industry parlance for miles that go unused – does occur.30 trillion frequent-flier miles are currently sitting unspent in accounts (enough to give a free one-way flight to almost all of the roughly four billion passengers that fly in a year).
North American airline trade body, Airlines for America (A4A), declined to comment on the prevalence of breakage in the industry. However, global consulting firm McKinsey has calculated that up to 30% of all air miles go unused: it estimates that over
There are several reasons for this breakage. Sometimes miles expire. Sometimes flyers don't have enough miles to get somewhere they really want to go. And when they do have enough miles, finding "reward space" – airline seats that can be booked usingthose miles – can be a challenge (more on that later).
Likewise, when miles are used, flyers now have more choice of what types of rewards to splurge on. Rather than only locking in free travel, the sole "go-to" for travellers of yesteryear, other choices now abound. Passengers can opt for hotel nights,electronics, gift cards or even football shirts.
And then of course there's what many travellers consider the biggest attraction: upgrades to premium cabins on an airplane. With enough miles on hand, you can move from the back of a jet to the front: from a place where cuts, squeezes and exasperationare the norm to a space where courtesy abounds, champagne flows freely and Michelin-starred meals await.
Flying first or business class, however, may have a far larger carbon impact than flying economy as it occupies more space on the plane, meaning more emissions per person. The International Council on Clean Transportation (ICCT) estimates that flyingpremium leads to emissions per passenger two to three times greater than flying in economy, depending on the type of aircraft.
In sum, though, not all miles are used, not all miles are used to fly, and when they are, they are sometimes used to make flying more comfortable (versus securing a spot onboard).sure that's almost never the case.
Airline execs seem content with doling out miles. But how do they feel about people redeeming them?
If each passenger cashed in on their unspent miles, carbon emissions would jump. But those trips can only be taken if miles can be redeemed without restrictions (e.g. for any flight, at any time, without any additional fees). And airline execs make
The reason? Fare-paying passengers are more valuable to carriers than freeloading flyers. If an airline thinks a seat can be sold for more than the miles equivalent, it will make trading miles for that seat hard, if not impossible. Data backs up thissentiment. Over time, the share of flights paid in miles has fallen and a recent experiment from CBS News in the US found no seat availability for miles in key markets for 45 days straight.
Carmichael says he supports flights that do fly being full rather than having lots of empty seats, since it's more efficient. But "how that is achieved fairly without stimulating demand for flying" requires more scrutiny, he says. Work is also neededto see which miles and rewards schemes incentivise extra flying, he adds.
Carmichael and others also stress the need to reduce energy-intensive activities like flying altogether. The International Energy Agency, for example, has pointed to the need to reduce demand for flying through measures such as taxes on flights, aspart of reaching net-zero emissions by 2050. Some campaigners and researchers have called for a policy that amounts to the very opposite of frequent flier rewards – a "frequent flier levy" whereby the more someone flies, the higher a tax they have to
But could air passengers ever go along with measures to reduce flying? Lucia Reisch, a professor of behavioural economics and policy at the University of Cambridge, thinks so. "The past years have seen a general tendency of consumers to be moreinterested in and engage more in sustainable consumption," she says. Alongside taxes or regulations, so-called "soft policy tools" – like simply providing people with information or nudges towards flying less – are one way to do this, she says, and "
Frequent flier programmes might seem like an obvious target, but in reality, their contribution to aviation emissions is small compared with the emissions reductions we need.
Ashley Nunes is a research fellow at Harvard Law School.
https://www.bbc.com/future/article/20221122-should-we-get-rid-of-air-miles-for-climate-change
Should we get rid of air miles for climate change?alternatives (trains and ferries, to name a few).
By Ashley Nunes, 22nd Nov 2022, BBC
Flying is very far from being a green activity. A return flight from Lisbon to New York generates nearly the same level of CO2 as the average person in the EU does by heating their home all year round.
Compared with land transport, a plane requires a lot more energy, says Agnes Jocher, a professor at the Technical University of Munich, whose research explores sustainable future mobility. The result is a disproportionate climate impact compared to
In a 2019 report on reducing emissions through behaviour change, Richard Carmichael, a social sciences researcher at Imperial College London, observed that flying was a "uniquely high-impact activity" and "the quickest and cheapest way for a consumerto increase their carbon footprint".
Rather than simply capping travellers' ability to fly, Carmichael suggested an alternative: to limit the perks that travellers get from airlines. Among his recommendations, Carmichael proposed an outright ban on air miles and frequent flyer loyaltyprogrammes that he says incentivise "excessive" flying.
By one estimate, trips taken using air miles account for around 10% of overall bookings. But could axing these schemes curb rising aviation emissions? Or would such a policy be fruitless – and efforts to reduce aviation be better spent elsewhere? Theanswer is more complicated that it might initially seem.
Aviation loyalty programmes are around 40 years old. Texas International Airlines, a now-defunct carrier, created the first one in 1979. At the time, governments were easing restrictions over which carriers could fly, where they could fly to, and when,so competition between carriers intensified. Airline execs needed new ways to boost their brand. One solution? Offer flyers something extra to secure their loyalty – an IOU that could be cashed in later.
Paying passengers would earn "miles" based on how often and how far they flew, which could then be exchanged for a complementary trip. Although these programmes have since evolved (today's flyers are also rewarded based on how much they spend), theunderlying premise remains the same.
Some climate activists suggest that it's time to scrap these schemes. "The very last thing we should be doing is reward frequent flyers," says Herwig Schuster, a transport campaigner for Greenpeace. "Frequent flyer programmes are not fair to theclimate and the majority of people worldwide who almost never fly. We cannot allow airlines to incentivise a lifestyle that's destroying the planet while they receive major tax cuts and subsidies, and fill their pockets by selling more flight tickets."
And sell more flight tickets carriers do. Passengers crisscross the globe four billion times annually. Each can pick from over 22,000 routes flown by over 25,000 commercial jets that collectively account for over 42 million flights. That puts totalmiles travelled in the air globally in the trillions, a potential gold mine for frequent fliers often courted by carriers.
Today, banking air miles also no longer requires getting in the air. In fact, it is estimated that over half of all such miles are earned through non-flying related activities. This is because airlines have formed lucrative partnerships with thirdparties: credit card companies, car rental agencies and hotel chains, to name a few.
But does earning these miles make people fly more? It turns out that snapping up miles is one thing, using them, another. This disconnect may seem surprising, but "breakage" – industry parlance for miles that go unused – does occur.30 trillion frequent-flier miles are currently sitting unspent in accounts (enough to give a free one-way flight to almost all of the roughly four billion passengers that fly in a year).
North American airline trade body, Airlines for America (A4A), declined to comment on the prevalence of breakage in the industry. However, global consulting firm McKinsey has calculated that up to 30% of all air miles go unused: it estimates that over
There are several reasons for this breakage. Sometimes miles expire. Sometimes flyers don't have enough miles to get somewhere they really want to go. And when they do have enough miles, finding "reward space" – airline seats that can be booked usingthose miles – can be a challenge (more on that later).
Likewise, when miles are used, flyers now have more choice of what types of rewards to splurge on. Rather than only locking in free travel, the sole "go-to" for travellers of yesteryear, other choices now abound. Passengers can opt for hotel nights,electronics, gift cards or even football shirts.
And then of course there's what many travellers consider the biggest attraction: upgrades to premium cabins on an airplane. With enough miles on hand, you can move from the back of a jet to the front: from a place where cuts, squeezes and exasperationare the norm to a space where courtesy abounds, champagne flows freely and Michelin-starred meals await.
Flying first or business class, however, may have a far larger carbon impact than flying economy as it occupies more space on the plane, meaning more emissions per person. The International Council on Clean Transportation (ICCT) estimates that flyingpremium leads to emissions per passenger two to three times greater than flying in economy, depending on the type of aircraft.
In sum, though, not all miles are used, not all miles are used to fly, and when they are, they are sometimes used to make flying more comfortable (versus securing a spot onboard).sure that's almost never the case.
Airline execs seem content with doling out miles. But how do they feel about people redeeming them?
If each passenger cashed in on their unspent miles, carbon emissions would jump. But those trips can only be taken if miles can be redeemed without restrictions (e.g. for any flight, at any time, without any additional fees). And airline execs make
The reason? Fare-paying passengers are more valuable to carriers than freeloading flyers. If an airline thinks a seat can be sold for more than the miles equivalent, it will make trading miles for that seat hard, if not impossible. Data backs up thissentiment. Over time, the share of flights paid in miles has fallen and a recent experiment from CBS News in the US found no seat availability for miles in key markets for 45 days straight.
Carmichael says he supports flights that do fly being full rather than having lots of empty seats, since it's more efficient. But "how that is achieved fairly without stimulating demand for flying" requires more scrutiny, he says. Work is also neededto see which miles and rewards schemes incentivise extra flying, he adds.
Carmichael and others also stress the need to reduce energy-intensive activities like flying altogether. The International Energy Agency, for example, has pointed to the need to reduce demand for flying through measures such as taxes on flights, aspart of reaching net-zero emissions by 2050. Some campaigners and researchers have called for a policy that amounts to the very opposite of frequent flier rewards – a "frequent flier levy" whereby the more someone flies, the higher a tax they have to
But could air passengers ever go along with measures to reduce flying? Lucia Reisch, a professor of behavioural economics and policy at the University of Cambridge, thinks so. "The past years have seen a general tendency of consumers to be moreinterested in and engage more in sustainable consumption," she says. Alongside taxes or regulations, so-called "soft policy tools" – like simply providing people with information or nudges towards flying less – are one way to do this, she says, and "
Frequent flier programmes might seem like an obvious target, but in reality, their contribution to aviation emissions is small compared with the emissions reductions we need.
Ashley Nunes is a research fellow at Harvard Law School.
https://www.bbc.com/future/article/20221122-should-we-get-rid-of-air-miles-for-climate-change
David P. wrote:alternatives (trains and ferries, to name a few).
Should we get rid of air miles for climate change?
By Ashley Nunes, 22nd Nov 2022, BBC
Flying is very far from being a green activity. A return flight from Lisbon to New York generates nearly the same level of CO2 as the average person in the EU does by heating their home all year round.
Compared with land transport, a plane requires a lot more energy, says Agnes Jocher, a professor at the Technical University of Munich, whose research explores sustainable future mobility. The result is a disproportionate climate impact compared to
to increase their carbon footprint".In a 2019 report on reducing emissions through behaviour change, Richard Carmichael, a social sciences researcher at Imperial College London, observed that flying was a "uniquely high-impact activity" and "the quickest and cheapest way for a consumer
programmes that he says incentivise "excessive" flying.Rather than simply capping travellers' ability to fly, Carmichael suggested an alternative: to limit the perks that travellers get from airlines. Among his recommendations, Carmichael proposed an outright ban on air miles and frequent flyer loyalty
The answer is more complicated that it might initially seem.By one estimate, trips taken using air miles account for around 10% of overall bookings. But could axing these schemes curb rising aviation emissions? Or would such a policy be fruitless – and efforts to reduce aviation be better spent elsewhere?
when, so competition between carriers intensified. Airline execs needed new ways to boost their brand. One solution? Offer flyers something extra to secure their loyalty – an IOU that could be cashed in later.Aviation loyalty programmes are around 40 years old. Texas International Airlines, a now-defunct carrier, created the first one in 1979. At the time, governments were easing restrictions over which carriers could fly, where they could fly to, and
underlying premise remains the same.Paying passengers would earn "miles" based on how often and how far they flew, which could then be exchanged for a complementary trip. Although these programmes have since evolved (today's flyers are also rewarded based on how much they spend), the
climate and the majority of people worldwide who almost never fly. We cannot allow airlines to incentivise a lifestyle that's destroying the planet while they receive major tax cuts and subsidies, and fill their pockets by selling more flight tickets."Some climate activists suggest that it's time to scrap these schemes. "The very last thing we should be doing is reward frequent flyers," says Herwig Schuster, a transport campaigner for Greenpeace. "Frequent flyer programmes are not fair to the
miles travelled in the air globally in the trillions, a potential gold mine for frequent fliers often courted by carriers.And sell more flight tickets carriers do. Passengers crisscross the globe four billion times annually. Each can pick from over 22,000 routes flown by over 25,000 commercial jets that collectively account for over 42 million flights. That puts total
parties: credit card companies, car rental agencies and hotel chains, to name a few.Today, banking air miles also no longer requires getting in the air. In fact, it is estimated that over half of all such miles are earned through non-flying related activities. This is because airlines have formed lucrative partnerships with third
over 30 trillion frequent-flier miles are currently sitting unspent in accounts (enough to give a free one-way flight to almost all of the roughly four billion passengers that fly in a year).But does earning these miles make people fly more? It turns out that snapping up miles is one thing, using them, another. This disconnect may seem surprising, but "breakage" – industry parlance for miles that go unused – does occur.
North American airline trade body, Airlines for America (A4A), declined to comment on the prevalence of breakage in the industry. However, global consulting firm McKinsey has calculated that up to 30% of all air miles go unused: it estimates that
using those miles – can be a challenge (more on that later).There are several reasons for this breakage. Sometimes miles expire. Sometimes flyers don't have enough miles to get somewhere they really want to go. And when they do have enough miles, finding "reward space" – airline seats that can be booked
electronics, gift cards or even football shirts.Likewise, when miles are used, flyers now have more choice of what types of rewards to splurge on. Rather than only locking in free travel, the sole "go-to" for travellers of yesteryear, other choices now abound. Passengers can opt for hotel nights,
exasperation are the norm to a space where courtesy abounds, champagne flows freely and Michelin-starred meals await.And then of course there's what many travellers consider the biggest attraction: upgrades to premium cabins on an airplane. With enough miles on hand, you can move from the back of a jet to the front: from a place where cuts, squeezes and
premium leads to emissions per passenger two to three times greater than flying in economy, depending on the type of aircraft.Flying first or business class, however, may have a far larger carbon impact than flying economy as it occupies more space on the plane, meaning more emissions per person. The International Council on Clean Transportation (ICCT) estimates that flying
sure that's almost never the case.In sum, though, not all miles are used, not all miles are used to fly, and when they are, they are sometimes used to make flying more comfortable (versus securing a spot onboard).
Airline execs seem content with doling out miles. But how do they feel about people redeeming them?
If each passenger cashed in on their unspent miles, carbon emissions would jump. But those trips can only be taken if miles can be redeemed without restrictions (e.g. for any flight, at any time, without any additional fees). And airline execs make
sentiment. Over time, the share of flights paid in miles has fallen and a recent experiment from CBS News in the US found no seat availability for miles in key markets for 45 days straight.The reason? Fare-paying passengers are more valuable to carriers than freeloading flyers. If an airline thinks a seat can be sold for more than the miles equivalent, it will make trading miles for that seat hard, if not impossible. Data backs up this
to see which miles and rewards schemes incentivise extra flying, he adds.Carmichael says he supports flights that do fly being full rather than having lots of empty seats, since it's more efficient. But "how that is achieved fairly without stimulating demand for flying" requires more scrutiny, he says. Work is also needed
part of reaching net-zero emissions by 2050. Some campaigners and researchers have called for a policy that amounts to the very opposite of frequent flier rewards – a "frequent flier levy" whereby the more someone flies, the higher a tax they have toCarmichael and others also stress the need to reduce energy-intensive activities like flying altogether. The International Energy Agency, for example, has pointed to the need to reduce demand for flying through measures such as taxes on flights, as
interested in and engage more in sustainable consumption," she says. Alongside taxes or regulations, so-called "soft policy tools" – like simply providing people with information or nudges towards flying less – are one way to do this, she says, and "But could air passengers ever go along with measures to reduce flying? Lucia Reisch, a professor of behavioural economics and policy at the University of Cambridge, thinks so. "The past years have seen a general tendency of consumers to be more
or stop flying their planes.Frequent flier programmes might seem like an obvious target, but in reality, their contribution to aviation emissions is small compared with the emissions reductions we need.
Ashley Nunes is a research fellow at Harvard Law School.
https://www.bbc.com/future/article/20221122-should-we-get-rid-of-air-miles-for-climate-changeHundreds of US force planes flying around from their hundreds of airbases are the worse when comes to aviation emissions in the world. They farted that most gases from their engines. They pollute the most in the skies. Time for them to train the plane
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