DAY ONE - 1st December 2021

All times in Central European Time (CET / UTC+1 / Berlin/Paris/Vienna/Rome)

8:30 Welcome/Introduction

Daire Keogh, President Dublin City University, Ireland

Marina Efthymiou, Dublin City University Business School, Ireland

Hans-Martin Niemeier, Bremen City University of Applied Sciences, Germany

9:00 - 9:45 Policy Chat

Henrik Hololei, Director-General for Mobility and Transport, Euroopean Commission, Brussels, Belgium

Andrew Charlton, Aviation Advocacy & Executive Director ATM Policy Institute

9:45 - 10:00 Problem definitions

Peter Forsyth, Monash University, Melbourne, Australia

10:00 - 11:00 Keynote address "Net zero, climate change and aviation"

Sir Dieter Helm, Oxford University, UK

11:00 - 11:15 Coffee Break

11:15 -12:45 Panel 1: What should the regulators do? Market Based Instruments

Airlines say they will not reduce emissions and use the new technologies unless they are given an incentive to do so. The incentive could be a negative incentive (a tax) or a positive incentive (a subsidy) to use SAFs. The ETS is the established framework in Europe. But is it working for aviation? What are the relative merits of ticket taxes, which are used in many countries, and fuel taxes, which are ubiquitous in the US but still absent in Europe. What are the upsides of taxes versus an ETS? And the downsides of taxes (jobs?). What about earmarking tax revenues for R&D? What’s the best and most effective way to reduce emissions in the short and long run?


Cathal Guiomard, Dublin City University Business School, Ireland


Susanne Becken, Griffith_University, Australia

Jasper Faber, CE Delft, Delft, The Netherlands

12:45 - 13:30 Lunch Break

13:30 – 15:00 Panel 2: What should the regulators do? Command & Control

Rather than rely on the market, governments can legislate to compel industry to act. Several options are being tried and more suggested. One of these is mandating the use of SAFs, which have started in Norway. What are their pros and cons, and how do they compare to fuel taxes? The implementation of CORSIA has been stopped by the COVID-19 crisis, but what are the chances of it being an effective means of reducing emissions? What are the advantages and disadvantages of limits to airport development, and bans on some short haul flights, as being implemented in France?


Thomas Immelmann, University of Applied Sciences Bremen, Germany


Martin Cames, Öko-Institut Berlin, Germany

Silke Mooldijk, NewClimate Institute Berlin, Germany

Geoffrey Lipman, SUNx Malta, Malta

15:00-16:30 Panel 3: Technological Options for Now and the Future

Having established the nature and seriousness of the challenges facing aviation and climate change, Panel 3 turns to how new technologies can help to address them, both now and over the coming decade. An important technology will be SAFs, now being used in a limited way. How expensive will they be over the decade to produce and implement? Will aircraft design improvements make much of a contribution? Electric and hydrogen aircraft will not make any impact this decade – will they? The Panel also identifies and contrasts the operational measures which can be taken by aircraft and airport operators to lessen carbon emissions and in particular non-CO2 impacts such as contrails and cruise NOx.


Steven Barrett MIT, Boston



Jim Hileman, Chief Advisor for Environment at Federal Aviation Administration Washington, DC, USA
Peter Malanik, Austrian Aviation Association, Vienna, Austria
Mirko Hornung Bauhaus Luftfahrt, Munich, Germany