european federation for transport & environment aviation and the environment: status and...
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![Page 1: European Federation for Transport & Environment Aviation and the environment: status and technological prospects Jos Dings 30 November 2004](https://reader036.vdocuments.us/reader036/viewer/2022062321/56649e725503460f94b70e75/html5/thumbnails/1.jpg)
European Federation for Transport & Environment
Aviation and the environment:Aviation and the environment:status and technological prospectsstatus and technological prospects
Jos Dings30 November 2004
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www.t-e.nu
About T&E
Members in: Austria Belgium Czech &
Slovak Rep Denmark Estonia France Germany Greece Hungary Italy
Netherlands Norway Poland Portugal Romania Slovenia Spain Sweden Switzerland UK
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Economic benefits of air transport into perspective
Contribution to EU economy (1998): approx. 1% Contribution to EU employment (1998): approx. 0.2%
Contribution to global warming (2000): ca 7% according to latest insights Contribution to noise nuisance:
15-20% (Germany 2002)
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Global Warming due to aviation in 1992 (IPCC 1999)
-20
0
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CO2
O3-formatio
n
contrails
Total*
Rad
iati
ve f
orc
ing
[m
W/m
2]
* Including other effects: water vapour directly, soot, sulfate
Methanereduction
Cirrus clouds
•49 mW/m2
(3.5% of total)
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Global Warming due to aviation in 2000 (AAC 2003)
-20
0
20
40
60
80
100
120
140
CO2
O3-formatio
ncontrails
Total*
Rad
iati
ve f
orc
ing
[m
W/m
2]
* Including other effects: water vapour directly, soot, sulfate
Methanereduction
Cirrus clouds
•116 mW/m2 (ca 7% of total)
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Climate change: baseline trends Industry: 70% improvement has
been achieved per available seat kilometre ….
… yes, but compared with 1st generation jets
Meanwhile volume growth over 1000 %
1994: B777 with GE90 engine Since then: no substantial further
improvements
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Overview fuel reduction technology Engine
‘bleed air’ elimination Pressure & bypass ratios High-speed propeller ?
Drag Aircraft shape Wingspan and wingtips grooves, cleaning
Weight Design Materials: composites e.g. GLARE
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New projects 2006: Airbus A380
Competes with Boeing 747-400 555 till even 800 seats Approx. 10% more fuel efficient, half the noise ? Wing span (80 x 80) and weight limit reductions Boeing: 747A can compete (+3.5 m, +35 pax,
7E7 engine, decision 2005)
2008: Boeing 7E7; Airbus 350 ? Compete with A330, B757/767 200-260 seats Approx. 15% more fuel efficient ? Airbus: A330 ‘light’ (+7E7 engines) can compete Airbus A350 not yet official
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Boeing 7E7 ‘Dreamliner’: 15% better than competitors ?
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Airbus A380: 15% better than Boeing 747 ‘Jumbo Jet’ ?
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Reactions to CO2 + NOx charges in EU airspace
Total CO2 emissions some 115 Mtonnes EUR 30/tonne CO2, EUR 3.6 per kg NOx ( =
approx. 12 ct/l) Revenue raising:
Reduces CO2 & NOx by approx. 9 & 10% Demand and supply impacts equal Revenues EUR 5 bln (35 EU budget)
Revenue neutral (feebate/rebate): Reduces CO2 & NOx by approx. 5 & 6% Only supply-side effects No revenues
Fleet renewal !!!!
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Two sources on supply-side (technology) responses
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Contrails and cirrus Warm the earth probably more than
CO2 Depend on ambient & exhaust gas
temperature & humidity New engines cause more ! Solution: Air Traffic Management
(EUROCONTROL !) Military aircraft can avoid them for
visibility reasons)
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Alternative: hydrogen ? Makes water and NOx emissions
probably worse
Much heavier aircraft, but lighter fuel
Hydrogen production ?
Many believe kerosene will be one of last oil products
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Local air pollution
In particular: NOx and PM
Problem NOx : Modern engines: less CO2, less PM, less HC, but more NOx !
Problem PM: massive health issue
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NOx reduction potential
Main approach: improved combustion chamber technology Staged combustion Variable airflow inlets
More revolutionary & most promising: Lean premixed pre-vaporised LPP Rich burn Quick quench Lean burn (RQL) Reduction up to 90% claimed
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NOx emission factors vs ICAO standards NOx emission factor is growing, despite
regulation
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ICAO-standard(rel.)
Fleet average EI NOx (rel.)
(NASA forecast for 2015)
CAEP/ 2-standard
CAEP/ 4-standard
CAEP/ 6-standard
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Noise: lost opportunities
‘Chapter 4’ in place in 2006 Only 3 d(A) quieter than 1978
‘Chapter 3’ standards 2001: > 95% already complied Best aircraft: six times quieter than
Ch.4
Airports now hold the key
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Aircraft can be much, much quieter !!!
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Trade-offs Between CO2 and NOx :
High pressure ratio engines Between CO2 and contrails/cirrus
Low temp. exhaust gas -> more contrails Between CO2 and noise
Steep climb = more fuel In policy discussions:
Favourite hobby of industry Less serious than often thought correct incentives ALL impacts needed
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The future perspective, climate Growth stays at 4-5%/yr
Climate BaU CO2: 1% p.a. improvement, 3-4% growth Contrails/cirrus: > 5% p.a. growth ?.
Climate technically feasible CO2 improvement up to 2% p.a. ? Contrails/cirrus: avoidance largeley
feazible
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The future perspective, noise & NOx NOx
BaU: no improvement, > 5% p.a. growth ? Incentives: large improvements possible
Noise: BaU: improvement smaller than growth Incentives: improvement feasible !
Co-ordinated efforts by airports (noise charges, noise ceilings)
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European Federation for Transport & Environment
T&E is Europe’s primary NGO campaigning on a Europe wide level for an environmentally
responsible approach to transport. [email protected]
Rue de la Pépinière 1 | 1000 BrusselsTel.: +32 2-502 99 09 | Fax: +32 2-502 99 08 | www.t-e.nu
www.t-e.nuwww.t-e.nu