مدیریت اضافه بها از نفت سفید و هزینه های CO2 برای خطوط هوایی تحت انتشار تجارت اتحادیه اروپا

We develop a fuel surcharge model for air transport in relation to kerosene and CO2. Price increases, however, induce demand reactions, which in turn may affect profitability. We incorporate demand reactions in our model to calculate an optimal kerosene and CO2 surcharge. We use a numerical example for an illustrative airline network and show that prices on inelastic long-haul routes are faced with the highest price increases, whereas elastic short-haul routes see relatively mild price increases. We compare our results with a traditional surcharge management approach and find them about 5% better.

To curb the increase in CO2 emissions, the European Union (EU) included airlines in the EU's emission trading scheme (ETS) from January 2012. Aviation is thus now linked to the risks of fluctuating CO2 prices. One way to hedge against these fluctuations is to impose surcharges that pass changes of input factor prices onto customers. This, however, introduces the risk of demand reactions. We address this problem for pricing decisions under fluctuating CO2 and kerosene prices.

We develop an airfare-pricing model that incorporates input factor uncertainty. Input factor costs for airlines will increase because of increases in kerosene costs and the introduction of the European ETS for aviation. We present a dynamic optimization model, which includes fluctuating prices for kerosene and CO2 emissions. We apply our results to an illustrative airline network with different route characteristics and find that results are especially meaningful for long-haul routes. Compared to current industry practice, our results are 5–6% better. This value increases with steeper price trajectories because the benefit of a more flexible and continuous price adaptation is more significant in such an environment.