Dissertations / Theses: 'Aviation Emissions'

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Gustavsson, Anna, and Kristina Andersson. "Reducing aviation carbon emissions." Thesis, KTH, Skolan för elektroteknik och datavetenskap (EECS), 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-279501.

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För att nå internationella klimatmål bör de globala koldioxidutsläppen halveras till och med år 2030. I flygintensiva organisationer, där flygresor utgör en betydande del av organisationens totala, årliga koldioxidutsläpp finns det således ofta en strävan att minska på anställdas flygresande. Forskningsprojektet FLIGHT på Kungliga Tekniska Högskolan (KTH) utforskar verktyg som ämnar hjälpa organisationer att minska sina flygrelaterade koldioxidutsläpp. På uppdrag av FLIGHT har studenter på KTH framställt verktyget FlightViz, som sammanställer och visualiserar information om flygresor gjorda av anställda på KTH. Denna studie ämnar undersöka hur FlightViz bör vidareutvecklas för att vara användbart för fler än den ursprungliga användargruppen - forskarna involverade i FLIGHT. Forskningsfrågan som ställs är vilka funktioner som bör inkluderas och vilka designförändringar som bör implementeras för att FlightViz ska vara användbart för en bredare grupp användare på KTH. Forskningsintervjuer med hållbarhetsstrateger på KTH Sustainability Office och med anställda på olika skolor på KTH genomfördes i syfte att kartlägga användarbehov och skapa underlag till att besvara forskningsfrågan. Resultatet av studien visade att en rad funktioner och designförändringar är av hög betydelse för FlightViz användbarhet. Att visualisera personanpassad data per årsarbetskraft, årsvis och i förhållande till olika genomsnitt är eftertraktat, och visades vara av hög betydelse vid vidareutveckling av FlightViz. Huruvida datan ska vara anonym är en fråga utan ett lika självklart svar. Trots det var anonymitet ett viktigt ämne i studien.
In order to reach international climate goals, global carbon emissions must be halved by 2030. In flight-intensive organisations, where air travel makes up a significant portion of the organisation’s total annual carbon emissions, there is therefore often an ambition to reduce employee flight travel. The research project FLIGHT at the Royal Institute of Technology (KTH) explores tools that are designed to help organisations reduce their flight-related carbon emissions. On behalf of FLIGHT, students at KTH have developed a tool called FlightViz, which combines and visualises information about travels by flight, made by KTH employees. This study aims to investigate how FlightViz can be developed further, in order to be useful to a larger group of users, other than the originally intended user base - the researchers in the FLIGHT project. The research question asked is what features should be included and what design changes should be implemented in order to make FlightViz useful for a wider group of users at KTH. Research interviews with sustainability strategists at KTH Sustainability Office and with employees from different schools at KTH were conducted, with the aim of identifying user needs and creating a basis for answering the research question. The results of the study indicated that a number of features and design alterations are desirable in order to make FlightViz usable for a broader user base. Visualising personalised data per annual workforce, per year and in relation to various averages was found to be of high importance in the further development of FlightViz. Whether the data should be anonymous or not, was a question with a less obvious answer. Nevertheless, anonymity was an important topic in the study.

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Balkmar, Liv, and Norell Carola Vega. "Measures to control climate impact of aviation : How to reach a sustainable aviation industry." Thesis, Linköping University, The Tema Institute, 2006. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-7155.

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Aviation industry has been developing throughout the last decades and is today an important part of the global economy. This constant growth makes it important to constrain the climate impacts derived from it. The IPCC report (1999), Aviation and the global atmosphere, lists four measures to reduce emissions and environmental impacts of aviation; Aircraft and engine technology options, fuel options, operational options and regulatory and economic options. The study aims to discuss the efficiency and implementation level of the measures. The theoretical frame for the research is based on literature studies whereas the empirical material is based on qualitative interviews of representatives of three key sectors; the authority, the service provider and the aircraft operator.

While analysing the theoretical and the empirical results, a certain emphasis on the regulatory and economical measures has been noticed. Moreover, following conclusions have been drawn;

(1) An emission trading with carbon dioxide would be an incentive to improve aircraft technology and flying procedures; (2) The best way of having international aviation included in the European emissions trading scheme (EU ETS) would be through an initial grandfathering distribution (costless distribution of permits according to historical emission and volume of fuel use) done according to a best-practise philosophy; (3) A robust instrument to measure emissions behaviour at different levels of the atmosphere is still missing. (4) The exclusion of the international aviation from the Kyoto Protocol negotiations makes it harder to include it in the existing EU ETS. Finally, all measures are needed and should be put into practise, but a trading with emissions would be the one to start the improving cycle leading to more sustainable results regarding time, environment and economy.

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Kopsch, Fredrik. "Including International Aviation in the EU Emissions Trading Scheme." Licentiate thesis, KTH, Bygg- och fastighetsekonomi, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-33999.

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Petzold, Andreas. "Particle emissions from aviation : microphysics, chemistry, and climate impact /." Köln : DLR, 2006. http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&doc_number=015380591&line_number=0001&func_code=DB_RECORDS&service_type=MEDIA.

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5

Stettler, Marc Emil John. "Aviation emissions of black carbon and other air pollutants." Thesis, University of Cambridge, 2013. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.648379.

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Nyampong, Yaw Otu Mankata. "The regulation of aircraft engine emissions from international civil aviation /." Thesis, McGill University, 2005. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=82666.

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Aircraft engine emissions from civil aviation cause several adverse effects to the atmospheric environment. These emissions are among the known major contributors to changes in atmospheric chemistry and global climate change. One way in which the international community has responded to the problem has been the adoption of several international treaties, generally dealing with subjects such as protection of the ozone layer, long-range transboundary air pollution, and global climate change.
The other way in which the problem has been dealt with is the adoption of an industry-specific international regulatory regime for controlling aircraft engine emissions from civil aviation. In this regard, the international community has, through the law making functions of the International Civil Aviation Organization (ICAO), adopted the mechanism of Standards and Recommended Practices (SARPs) to establish a regulatory framework aimed at reducing environmentally harmful engine emissions. These SARPs, though international in nature, are to be implemented at the national level by the member states of ICAO.
This thesis provides a review of current understanding of the effects of aircraft engine emissions on the atmospheric environment and an analysis of the international responses to the problem. In particular, it focuses on the industry-specific regime adopted by ICAO and considers whether it is an effective tool for achieving a balance between the safe and orderly development of civil aviation and the human environment.

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Sequeira, Christopher J. "An assessment of the health implications of aviation emissions regulations." Thesis, Massachusetts Institute of Technology, 2008. http://hdl.handle.net/1721.1/43084.

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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Aeronautics and Astronautics; and, (S.M.)--Massachusetts Institute of Technology, Engineering Systems Division, Technology and Policy Program, 2008.
Includes bibliographical references (p. 121-129).
An exploration of the health implications of aviation emissions regulations is made by assessing the results of a study of aviation's effects on United States air quality mandated by the Energy Policy Act of 2005. The Energy Policy Act study results estimated that aviation is responsible for 160 yearly incidences (with a 90% confidence interval of 64 to 270 incidences) of premature mortality of adults age 30 and over ($882 million in year 2001 dollars, with a 91% CI of $196 to $1830 million) due to exposure to particulate matter below 2.5 /im in size (PM2.5) in the continental U.S. as reported by the Environmental Benefits Mapping and Analysis Program (BenMAP). Strong regional differences were noted; for instance, 18% of the total health incidences and costs occurred in Los Angeles County. Aviation was estimated to decrease ozone concentrations, causing small premature mortality disbenefits (health effects avoided due to the presence of aviation) of approximately 2 yearly premature mortality incidences ($9 million). Primary particulate matter values in the Energy Policy Act study's emissions inventory had been generated using a conservatively biased version of the First Order Approximation method version 3.0 (FOA3), known as FOA3a, and the emissions of sulfur oxides (SOx) had been incorrectly computed (underestimated by approximately 15%). To quantify the effects of these differences on health impacts, a comparison was made with a second inventory generated by CSSI, Inc. using FOA3. Based on the comparison, it is estimated that aviation was responsible for 140 to 160 yearly incidences of premature mortality from exposure to PM. 46% to 69% of the incidences were estimated to be due to changes in concentrations of ammonium sulfate secondary PM from SOx, while ammonium nitrate secondary PM was estimated to be responsible for 18% to 20%.
(cont.) Concentrations of volatile primary PM from organic compounds and nonvolatile primary PM were responsible for 6% - 18% and 5% - 14% of the impact, respectively, while volatile primary PM from sulfates was responsible for 0% to 4%. Confidence intervals were not computed, and only the effects of changes in PM concentrations were assessed. Based on the results, it is determined that changing regulations governing nitrogen oxide (NOx) emissions and fuel sulfur content may be effective strategies to mitigate incidences of premature mortality due to aviation. An assessment was made of the effects of changing fuel sulfur concentration from 600 parts per million (ppm), as is typical of current jet fuel, to 15 ppm across the continental U.S. It is estimated that this change would reduce yearly premature mortality incidences due to aviation-related ambient PM exposure by 38%. Confidence intervals were not computed. The cumulative additional costs to refineries to produce 15-ppm fuel could be approximately $260 million, suggesting that the benefits may be comparable to the costs. However, such a strategy could have climate warming impacts since aviation sulfur emissions have a cooling influence on climate. It is also estimated that an immediate deployment of ultra-low sulfur fuel only for takeoffs from Los Angeles County could reduce aviation-related nationwide yearly incidences of mortality by 10%, with Los Angeles County health impacts bring reduced by a factor of 2. The additional costs to refineries may be approximately $12 million, suggesting that such a policy may be cost-beneficial. Finally, a brief exploration is done of a NOx stringency assessment by the International Civil Aviation Organization's Forecasting and Economic Analysis Support Group (FESG), which predicted that an industry-wide investment of $30,000 - $40,000 would be required for every tonne of NOx eliminated if the ICAO NOx standard were to be increased by 10% in the year 2008.
(cont.) FESG found this to be the most cost-effective NO, reduction strategy. A direct comparison with the Energy Policy Act and RSM results is difficult, yet an assessment finds that NO, has health costs of only $2,000 per tonne in both sets of results.
by Christopher J. Sequeira.
S.M.

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Dorbian, Christopher S. (Christopher Salvatore). "Estimating the environmental benefits of aviation fuel and emissions reductions." Thesis, Massachusetts Institute of Technology, 2010. http://hdl.handle.net/1721.1/59668.

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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Aeronautics and Astronautics, 2010.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 99-103).
With commercial aviation continuing to grow and environmental policymaking activity intensifying, it is becoming increasingly necessary to assess the environmental impact of measures that result in changes in aviation fuel bum levels. For estimating air quality and climate impacts, it is important to employ a multi-gas approach that accounts for the effects of all emitted species, not just carbon dioxide (CO₂). The main objective of this thesis is to develop a simplified framework for monetizing the CO₂ and non-CO₂ co-benefits of aviation fuel and emissions reductions. The approach is based on two main pieces, both of which are derived using the Aviation environmental Portfolio Management Tool (APMT). First, the air quality marginal damage cost of a unit of fuel is estimated using an air quality response surface model. Second, a simplified probabilistic impulse response function model for climate is employed to derive a non-CO₂/CO₂ impact ratio that can be multiplied by a social cost of carbon to estimate the additional benefits of fuel bum reductions from aviation beyond those associated with CO2 alone. The sensitivity of the non-CO₂/CO₂ climate ratio to metric choice, scientific assumptions, background scenarios, and other policymaker choices is explored. Notably, it is found that given the large uncertainties in short-lived effects, the choice of metric is not particularly influential on the overall ratio value (that is, similar results-within the range of uncertainty-are found for the different metrics considered). This thesis also validates the use of the climate ratios and air quality marginal damages through two sample applications. The first study explores the impact of various aviation growth scenarios and demonstrates the applicability of this framework to a multi-year analysis. The second study concerns the introduction of an advanced aircraft concept into the present-day aviation fleet and demonstrates the ability of the climate ratios to capture scientific and valuation-based uncertainties. In both cases, the derived ratios and air quality damage costs are found to be a good surrogate for a full impact analysis in APMT, relative to the overall uncertainty in estimating impacts.
by Christopher S. Dorbian.
S.M.

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Galligan, Timothy R. "CO₂ emissions reduction potential of aviation biofuels in the US." Thesis, Massachusetts Institute of Technology, 2018. https://hdl.handle.net/1721.1/122397.

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Thesis: S.M., Massachusetts Institute of Technology, Department of Aeronautics and Astronautics, 2018
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 55-60).
Aviation biofuels derived from biomass and wastes have been identified as a means to reduce carbon dioxide (CO₂) emissions from US aviation, but the magnitude of the possible reduction has not been quantified. This scenario-based analysis quantifies the life cycle greenhouse gas (GHG) mitigation potential of aviation biofuels in 2050 within the US. Projected arable land availability, growth in agricultural yields, and the availability of wastes and residues are estimated as a function of future economic and climate patterns, and variability is accounted for. Under a baseline set of assumptions, the use of aviation biofuels results in a maximum reduction of 163 Tg of CO₂ equivalent (CO₂e) in 2050, a 42% reduction in life cycle GHG emissions compared to petroleum-derived jet fuel. Across all scenarios assessed, the reduction in life cycle GHGs ranges from 47.0 to 207 Tg CO₂e (12-53%), requiring the use of fuels derived from wastes, agriculture and forestry residues, and cultivated energy crops. Using only fuels derived from residues and wastes, up to 35% of US jet fuel demand could be met, corresponding to a 28% reduction of CO₂e. The results are most sensitive to assumptions on the distribution of fuel products, and agricultural residue availability.
by Timothy R. Galligan.
S.M.
S.M. Massachusetts Institute of Technology, Department of Aeronautics and Astronautics

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Ashok, Akshay. "The air quality impact of aviation in future-year emissions scenarios." Thesis, Massachusetts Institute of Technology, 2011. http://hdl.handle.net/1721.1/68168.

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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Aeronautics and Astronautics, 2011.
This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from student submitted PDF version of thesis.
Includes bibliographical references (p. 104-112).
The rapid growth of aviation is critical to the world and US economy, and it faces several important challenges among which lie the environmental impacts of aviation on noise, climate and air quality. The first objective of this thesis addresses the requirements of section 753 of the US Energy Policy Act, and entails the quantification of present and future-year regional air quality impacts of US Landing and Take-Off (LTO) aviation emissions. In addition, this thesis characterizes the sensitivity of these impacts to variations in the projection of non-aviation anthropogenic emissions (referred to as background emissions). Finally, the implication of a future-year background emissions scenario on the current policy analysis tool, the response surface model (RSMv2), is discussed. Aviation emissions for 2006 are generated using the Aviation Environmental Design Tool (AEDT), while future-year aviation emissions are developed for 2020 and 2030 using the Federal Aviation Administration (FAA) Terminal Area Forecast (TAF) and the International Civil Aviation Organization (ICAO) Committee on Aviation Environmental Protection (CAEP/8) NOx Stringency scenario #6. Background emissions for the year 2005 and 2025 are generated from the US Environmental Protection Agency (EPA) National Emissions Inventory (NEI), and two additional sensitivity scenarios are derived from the emissions forecasts. Uncertainties in present and forecast aviation and background emissions are also characterized. The Community Multiscale Air Quality (CMAQ) model is evaluated to quantify its performance in predicting ambient PM2.5 and ozone concentrations, and it is used to estimate aviation air quality impacts of aviation. Future-year aviation particulate matter (PM2.5) concentrations are found to increase by a factor of 2 and 2.4 by 2020 and 2030, and are dominated by nitrate and ammonium PM. Aviation 8-hour daily maximum ozone is seen to grow by a factor of 1.9 and 2.2 by 2020 and 2030, with non-homogeneous spatial impacts. Aviation PM2.5 varies by +/-25% with a +/-50% variation of the forecast change in background emissions, while changes in ozone impacts are less symmetric at +34%/-21%. The RSMv2 is shown to under-predict future-year aviation nitrate and ammonium PM2.5. Finally, the implications of these results on the aviation industry and on aviation policy are discussed.
by Akshay Ashok.
S.M.

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11

Chighine, Andrea. "Towards chemical species tomography of carbon dioxide for aviation turbine emissions." Thesis, University of Edinburgh, 2017. http://hdl.handle.net/1842/29577.

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This thesis sets out to examine the proposal that, by using tomography and gas sensing techniques to detect and image gas concentration in fast moving flows, engineers can improve the combustion diagnostics and emissions performance of gas turbines, enabling a better understanding of combustion and design optimisation of greener engines. The key factor is the combination of tomography with Tunable Diode Laser Absorption Spectroscopy (TDLAS) gas sensing technology, implemented simultaneously along many beams, to image the gas concentration distribution in the exhaust plume of a gas turbine, in a plane perpendicular to the plume flow direction. The target gas species is carbon dioxide, CO2, and the absorption feature chosen is at a wavelength of 1997.2 nm. The narrow spectral absorption properties of such small molecules present a considerable challenge for a multi-beam tomographic implementation. Moreover, the design, oriented to harsh and industrial environments, presents key challenges for the design of robust optics and electronics for the collection of reliable data. The development of a 126-beam tomography system required the investigation of recently developed TDLAS techniques and their compatibility with data acquisition (DAQ) system firmware strategies to be implemented by custom DAQ electronics. A novel FPGA-based single channel TDLAS CO2 detection system has been designed and built to demonstrate the feasibility for the replication of 126-channels in the full system. Further proof-of-concept experiments carried out at full scale have produced tomographic images of phantom CO2 distributions that demonstrate the utility of the CST technique.

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Levine, Matthew Jason. "A framework for technology exploration of aviation environmental mitigation strategies." Diss., Georgia Institute of Technology, 2015. http://hdl.handle.net/1853/54437.

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The goal of this thesis was to develop a framework for modeling relevant environmental performance metrics and objectively simulating the future environmental impacts of aviation given the evolution of the fleet, the development of new technologies, and the expansion of airports. By exchanging fidelity for computational speed, a screening-level framework for assessing aviation's environmental impacts can be developed to observe new insights on fleet-level trends and inform environmental mitigation strategies. This was accomplished by developing per class average ``generic-vehicle" models that can reduce the fleet to a few representative aircraft models for predicting fleet results with reasonable accuracy. The method for Generating Emissions and Noise, Evaluating Residuals and using Inverse method for Choosing the best Alternatives (GENERICA) expands a previous generic vehicle formulation to additionally match DNL contours across a subset of airports. Designs of experiments, surrogate models, Monte Carlo simulations, and ``desirability" scores were combined to set the vehicle design parameters and reduce the mean relative error across the subset of airports. Results show these vehicle models more accurately represented contours at busy airports operating a wide variety of aircraft as compared to a traditional representative-in-class approach. Additionally, a rapid method for assessing population exposure counts was developed and incorporated into the noise tool, and the generic vehicles demonstrated accuracy with respect to population exposure counts for the actual fleet in the baseline year. The capabilities of the enabled framework were demonstrated to show fleet-level trends and explore placement of new runways at capacity constrained airports.

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13

Wong, Lawrence Man Kit. "Climate impact of aviation NOx̳ emissions : radiative forcing, temperature, and temporal heterogeneity." Thesis, Massachusetts Institute of Technology, 2014. http://hdl.handle.net/1721.1/93802.

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Thesis: S.M., Massachusetts Institute of Technology, Department of Aeronautics and Astronautics, 2014.
In title on title page, double underscored "x" appears as subscript. Cataloged from PDF version of thesis.
Includes bibliographical references (pages 47-49).
Aviation NOx emissions are byproducts of combustion in the presence of molecular nitrogen. In the upper troposphere, NOx emissions result in the formation of O₃ but also reduce the lifetime of CH4 , causing an indirect reduction in the formation of O₃. Meta studies by Lee et al. and Prather et al. concluded that the short-lived O₃ radiative forcing (RF) was greater than the combined long-lived CH₄ and O₃ RFs, leading to a net positive RF (4.5 to 14.3 mW/m² per Tg of NOx emissions). However, few simulations assess the surface air temperature (SAT) response, or conduct a large ensemble simulation with climate feedback in the cases where SAT is predicted. We aim to quantify the climate forcing and temperature response of aviation NOx emissions. Eight 400-member ensemble simulations are conducted with an earth system model of intermediate complexity. Inter-scenario comparisons between emissions starting in 1991, 2016 and 2036 with mid-range and high anthropogenic emissions are performed. We then determine the existence of long-term temporal heterogeneity of climate forcing and impact. The global net RF of an aviation NO, emissions inventory is positive from 1991 to 2100 while leading to a global average SAT responses of -0.068 K in 2100. Despite the positive zonal RF in the Northern Hemisphere of up to 413.9 mW/m² at 45°N, all latitudes experience cooling after 2075. In another scenario, constant aviation NOx emissions at 4.1 Tg/year cause a global net RF of near zero while leading to a SAT response of -0.020 K in 2100. The unexpected temperature behavior in both scenarios is attributed to the forcing from CH₄ destruction being 64% more effective in generating a SAT response than the O₃ forcing. Despite the positive net RF, the probability of aviation NOx emissions being cooling is 67% because of the relative difference in O₃ and CH₄ efficacies.
by Lawrence Man Kit Wong.
S.M.

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14

Howe, Stuart. "Environmental impact assessment and optimisation of commercial aviation." Thesis, Cranfield University, 2011. http://dspace.lib.cranfield.ac.uk/handle/1826/7358.

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The aviation industry represents approximately 3% of global greenhouse gas emissions, however with significant growth expected over the coming decades this proportion is expected to increase. Continued governmental and social pressure to reduce global emissions is posing a challenging question to the industry; how to improve environmental efficiency and reduce emissions with increasing industry growth. The environmental impact of aviation globally is discussed, examining the significant emissions and protocols that exist and their relative impacts both environmentally and economically. The viability of alternative biofuels is discussed, determining the life cycle environmental impact of future replacements to kerosene based jet fuel. This thesis therefore aims to provide an understanding of the fundamentals of aviation emissions but also most importantly provide possible solutions to assist the industry in reducing its emissions ‘footprint’. An important factor in determining efficiency improvements is to understand the impact of particular stages of an aircraft life and the impact they have individually. This was achieved using an established methodology called Life Cycle Assessment (LCA), which is an efficient tool for the analytical consideration of the environmental impact of manufacturing, operation and decommissioning. The results of a comprehensive LCA study of an Airbus A320 are documented considering all phases of the service life. The study draws useful conclusions, indicating the significance of special materials such as carbon fibre reinforced plastic (CFRP) on the total manufacturing emissions of the aircraft and indicating its operational phase as the one contributing most in its environmental performance breakdown. The thesis also examines short-term efficiencies for emissions reduction in commercial aviation, focussing on improvements in aircraft routing. The initiation of the EU emissions trading system (ETS) within European aviation willincentivise airlines to reduce their annual CO2 emissions. An alternative routing strategy is proposed for selected long haul routes, which introduces multiple stages into the route utilising two aircraft and is shown to reduce total CO2 emissions by up to 13.7%. Combined with blended biofuel, this reduction was estimated to increase to 16.6% with a reduction in ticket fares estimated to be as high as $19 per passenger per flight.

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Anger-Kraavi, Annela. "Emissions trading for regulating climate change impacts of aviation : a case study of the European Union Emissions Trading Scheme." Thesis, University of Cambridge, 2012. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.610211.

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Kar, Rahul 1979. "Dynamics of implementation of mitigating measures to reduce CO₂ emissions from commercial aviation." Thesis, Massachusetts Institute of Technology, 2010. http://hdl.handle.net/1721.1/62106.

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Thesis (S.M. in Technology and Policy)--Massachusetts Institute of Technology, Engineering Systems Division, Technology and Policy Program, 2010.
Cataloged from PDF version of thesis.
Includes bibliographical references.
Increasing demand for air transportation and growing environmental concerns motivate the need to implement measures to reduce CO₂ emissions from aviation. Case studies of historical changes in the aviation industry have shown that the implementation of changes generally followed S-curves with relatively long time-constants. This research analyzed the diffusion characteristics of a portfolio of CO₂ emission mitigating measures and their relative contribution to cumulative system wide improvements. A literature review identified 41 unique measures, including (1) technological improvements, (2) operational improvements, and (3) the use of alternative fuels. It was found that several operational changes can be implemented in the short term but are unlikely to significantly reduce CO₂ emissions. Technology retrofits and some operational changes can be implemented in the medium term. 2 nd and 3rd generation biofuels can significantly reduce carbon emissions but are likely to have long diffusion times and may not be available in sufficient quantities to the aviation industry. Technology measures in the form of next generation aircraft have the highest CO₂ reduction potential, but only in the long term due to slow fleet turnover. An Aircraft Diffusion Dynamic Model (ADDM) was developed using System Dynamics modeling techniques to understand how the fleet efficiency will be influenced by the entry of various generations of aircraft with different levels of emissions performance. The model was used to evaluate effects of several future potential scenarios on the US narrow body jet fleet as well as their sensitivity to S-curve parameters. Results from the model showed that strategies that emphasize the early entry into service of available technology, as opposed to waiting and delaying entry for more fuel efficient technology, have greater potential to improve fleet fuel-burn performance. Also, strategies that incentivize early retirement of older aircraft have marginal potential for reducing fuel burn. Future demand scenarios showed that the infusion of fuel-efficient aircraft alone is unlikely to reduce emissions below 2006 levels. Instead, a portfolio of measures that also include demand reduction mechanisms, operational improvements, and adoption of alternative fuels will be required in order to limit the growth of CO₂ emissions from aviation.
by Rahul Kar.
S.M.in Technology and Policy

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Freeman, Sarah Joanne. "Examining the effects of aviation NOx emissions as a short-lived climate-forcer." Thesis, Manchester Metropolitan University, 2017. http://e-space.mmu.ac.uk/618313/.

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As the earth’s climate continues to change, it is becoming increasingly clear that the mitigation of anthropogenically released greenhouse gases, such as those emitted by the growing aviation industry, is a high priority. Through the emission of short–lived and long–lived climate–forcing chemical species, there are several ways in which the aviation industry affects the climate. The long–lived greenhouse gas CO2 has been well–studied, but the effects of the short–lived climate forcer NOx , which perturbs ambient O3 and CH4 in the atmosphere, is less well understood. Through changes in aircraft engine design and behaviour, the relative emissions of these two climate forcers can be tuned to address specific mitigation targets. However, a trade-off exists between aviation NOx and CO2 emissions as reducing one results in an increase in the other, and vice versa. Here, the trade–off between CO2 and NOx is investigated using the MOZART–3 chemistry transport model (CTM) and a simple climate model (SCM), LinClim. LinClim, which is much less computationally intensive, assumes a linear relationship between aviation NOx emissions and associated O3 burden and CH4 lifetime change. By using the more sophisticated MOZART–3, it was found that both these NOx – O3 and NOx – CH4 relationships are linear while aviation emissions are below 3 Tg N Yr-1 but thereafter, become non–linear. A new non-linear net NOx RF parameterisation is developed from the results of the CTM runs and used to investigate this trade-off. Experiments showed that a small CO2 increase (+2 percent) raised the overall forcing from aviation, despite a larger reduction in NOx emissions (-20 percent). When background NOx levels were high the experiments showed that a 43 percent reduction in NOx emissions was required to counteract the radiative forcing of the additional CO2 emissions, and when NOx was reduced by 20 percent, only a 0.5 percent CO2 penalty could be allowed before an additional forcing was incurred. When background NOx emissions were low, the results were more complex as net NOx forcing became negative. Therefore, any reduction in aviation NOx emissions actually increased the net forcing. In this case additional NOx emissions were necessary to reduce overall forcing from aviation emissions. These results indicate that the most important emission to mitigate in the aviation industry is CO2 , its long–lived cumulative nature causes it to contribute substantially more to global climate change than aviation NOx emissions, which, depending on the state of the background atmosphere, contribute either a small positive or small negative, net forcing.

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Gettelman, Andrew. "Stratosphere-troposphere exchange and the impact of commercial aviation on the atmosphere /." Thesis, Connect to this title online; UW restricted, 1999. http://hdl.handle.net/1773/10051.

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Efthymiou, Marina. "Challenges in aviation governance : implementation of Single European Sky and EU Emissions Trading Scheme." Thesis, University of West London, 2016. https://repository.uwl.ac.uk/id/eprint/3239/.

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Traffic growth, capacity constraints, climate change and the necessity to develop a more cost efficient system led to an ambitious initiative to reform the architecture of airspace management. This initiative, launched by the European Commission (EC), is called Single European Sky (SES). The four Key Performance Areas (KPAs) of SES are environment; cost efficiency; capacity; and safety. In the environment KPA Performance Indicators for Air Navigation Services Providers (ANSPs) are established to ensure that improvement in sustainability is achieved. In addition, aviation is included in the European Union's Emission Trading Scheme (EU ETS): the EC sets limits on CO2 emissions and provides economic incentives to airlines to reduce emissions by establishing a market-based trading system. EU-ETS can be used to simultaneously promote economic efficiency and achieve environmental goals on a sustainable basis. The PhD research examines the existence of cancel-out effects between supply-led, i.e. SES, and demand-led management, i.e. EU ETS, policies by following a holistic approach. Environmental economics theory and industrial economics are applied to identify factors that have a significant influence on the two policies. Interestingly, and in spite of common objectives, the two schemes are governed by different bodies, which may fail to streamline their communication process. Hence, the PhD thesis also addresses the issue of governance and its possible failure regarding the full implementation and efficiency of the schemes. From a methodological perspective, Delphi is conducted in two rounds to encapsulate policy complexity at an in-depth level. The target population comprises stakeholders involved in SES and EU ETS. To select candidates purposive and snowball sampling was used. Thus, the sample consists of 39 senior managers/experts from Civil Aviation Authorities; ANSPs; aviation-related organisations and institutions; and airlines. Based on the results of the Delphi and building on its theoretical background, the PhD thesis then develops a conceptual model to address governance failure, thus effectively linking supply- to demand-oriented aviation policies in a holistic manner.

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Buhr, Katarina. "Bringing aviation into the EU emissions trading scheme : institutional entrepreneurship at windows of opportunity /." Uppsala : Företagsekonomiska institutionen, Uppsala universitet, 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-9505.

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Koo, Jamin. "Adjoint sensitivity analysis of the intercontinental impacts of aviation emissions on air quality and health." Thesis, Massachusetts Institute of Technology, 2011. http://hdl.handle.net/1721.1/72936.

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Thesis (S.M.)--Massachusetts Institute of Technology, Computation for Design and Optimization Program, 2011.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 75-79).
Over 10,000 premature mortalities per year globally are attributed to the exposure to particulate matter caused by aircraft emissions. Unlike previous studies that focus on the regional impacts from the aircraft emissions below 3,000 feet, this thesis studies the impact from emissions at all altitudes and across continents on increasing particulates in a receptor region, thereby increasing exposure. In addition to these intercontinental impacts, the thesis analyzes the temporal variations of sensitivities of the air quality and health, the proportion of the impacts attributable to different emission species, and the background emissions' influence on the impact of aircraft emissions. To quantify the impacts of aircraft emissions at various locations and times, this study uses the adjoint model of GEOS-Chem, a chemical transport model. The adjoint method efficiently computes sensitivities of a few objective functions, such as aggregated PM concentration and human exposure to PM concentration, with respect to many input parameters, i.e. emissions at different locations and times. Whereas emissions below 3,000 feet have mostly local impacts, cruise emissions from North America impair the air quality in Europe and Asia, and European cruise emissions affect Asia. Due to emissions entering Asia, the premature mortalities in Asia were approximately two to three times larger than the global mortalities caused by the Asian emissions. In contrast, North America observed only about one-ninth of the global premature mortalities caused by North American emissions because emissions get carried out of the region. This thesis calculates that most of the premature mortalities occured in Europe and Asia in 2006. Sensitivities to emissions also have seasonal and diurnal cycles. For example, ground level NOx emissions in the evening contribute to 50% more surface PM formation than the same emissions in the morning, and cruise level NOx emissions in early winter cause six times more PM concentration increase than the same emissions in spring. Aircraft NOx emissions cause 78% of PM from aviation emissions, and given the population exposure to PM concentration increase, NOx contributes 90% of the total impact. By showing the second-order sensitivities, this study finds that increases in background emissions of ammonia increase the impact of aircraft emissions on the air quality and increases in background NOx emissions decrease the impact. These results show the effectiveness of the adjoint model for analyzing the longterm sensitivities. Some of the analyses presented are practically only possible with the adjoint method. By regulating emissions at high sensitivities in time and region, calculated by the adjoint model, governments can design effective pollutant reduction policies.
by Jamin Koo.
S.M.

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Drška, Martin. "Snížení enviromentálních dopadů letecké dopravy moderními technologiemi." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2015. http://www.nusl.cz/ntk/nusl-231974.

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This master’s thesis discusses the impact of air traffic on our environment. The fuels combustion, the conditions necessary for realization of air traffic, or the situations resulting from it, such as aircraft maintenance, noise, emergencies, etc., have a negative impact on not only on the environment, but also on health and comfort of people, as well as flora and fauna, exposed to these conditions. Apart from the air traffic impacts on our environment mentioned above, the thesis also describes especially the possibilities of their reduction and companies dealing with them. The large main part of thesis paper is dedicated to an analysis of a new aircraft design technology, which should reduce the production of emissions in the future.

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Zou, Zhihao. "A Computer Model to Estimate Commercial Aviation Fuel Consumption and Emissions in the Continental United States." Thesis, Virginia Tech, 2013. http://hdl.handle.net/10919/49576.

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A comprehensive model is developed to estimate and predict the fuel consumption and emissions by domestic commercial aviation in the Continental United States. Most of the existing fuel consumption and emission models are limited in their ability to predict the annual fuel burn for air transportation at the national level. For example, those models either require real track data or are developed only to model single flight scenarios. The model developed in this thesis is part of a software framework called the Transportation Systems Analysis Model (TSAM). The model has the capability to estimate fuel consumption and emissions for millions of domestic flights in a year in the continental U.S. TSAM is a nationwide, long-distance, multimodal travel demand forecast model developed at Virginia Tech. The model enables TSAM to quantify fuel and emission metrics for various modes of transportation.
The EUROCONTROL Base of Aircraft Data (BADA) is employed as the Aircraft Performance Model to simulate individual flight profiles and calculate fuel burn rates. Fuel consumption on the ground (taxi mode) is estimated separately. Different operational conditions like wind states, terminal area detour, cruise altitude and airport elevation are considered in the model. Emissions of HC, CO, NOx and SOx are computed inside the Landing/Take-off (LTO) cycle based on the fuel consumption estimate, while greenhouse gas of CO2 is calculated for the complete flight cycle.
Master of Science

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Brunelle-Yeung, Elza. "The impacts of aviation emissions on human health through changes in air quality and UV irradiance." Thesis, Massachusetts Institute of Technology, 2009. http://hdl.handle.net/1721.1/50606.

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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Aeronautics and Astronautics, 2009.
Includes bibliographical references (leaves 142-148).
World-wide demand for air transportation is rising steadily. The air transportation network may be limited by aviation's growing environmental impacts. These impacts take the form of climate impacts, noise impacts, and health impacts, the latter of which are addressed in this thesis. Aircraft emissions released into the atmosphere have an impact on human health. In the context of assessing the environmental impacts of aviation-related policies, costs and benefits on human health must be considered. Two different models were developed as tools to assess the impacts of aircraft emissions on human health. The first model estimates the changes in skin cancer incidences and mortalities due to changes in ozone column caused by aircraft NO, emissions. The second model estimates changes in health endpoits related to changes in ambient concentrations of particulate matter (PM25) by estimating changes in elemental carbon, primary and secondary organic PM, secondary sulfates, and secondary nitrates. The air quality model discussed herein is the second iteration in the development of a response surface model (RSM) based on a set of 25 simulations done with the Community Multiscale Air Quality model (CMAQ), a more complex atmospheric chemistry model. The increase in adult premature mortalities in the U.S. caused by air quality impacts of aviation emissions in year 2005 is estimated at 210 deaths per year (90% confidence interval: 130 - 340). This considers only those emissions that occur below 3000 feet above ground level as is consistent with current regulatory practice for aviation.
(cont.) The monetized value of the mortality and morbidity effects using RSM v2 outputs is estimated at $1.4 billion in year 2000 US dollars (90% confidence interval: $550 million - $2.8 billion). Of these total impacts, 4 % are found to stem from emissions of volatile organic compounds and volatile particulate matter from organics, another 12 % from emissions of sulfur dioxide and volatile particulate matter from sulfur, 70 % from nitrogen oxide emissions, and 14% from non-volatile particulate matter emissions The net benefit from subsonic aircraft NOx in year 2002 on nonmelanoma skin cancer incidence and associated mortality in the U.S. is estimated at $130 M (90 % confidence interval : $68 - $220 M) in 2000 dollars. This corresponds to the prevention of approximately 6,200 new basal cell carcinoma cases (BCC) (90 % confidence interval: 3,800 - 9,100), 2,900 new squamous cell carcinoma cases (SCC) (90 % confidence interval: 1,700 - 4,200), and 20 nonmelanoma skin cancer (NMSC) premature mortalities (90 % CI : 13 - 28). The monetary benefits due to the prevention of 20 cases of premature mortality represent 96 % of total skin cancer benefits.
by Elza Brunelle-Yeung.
S.M.

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Ahmed, Abdelallah. "Investigation of High Pressure Combustion and Emissions Characteristics of a Lean Direct Injection Combustor Concept." University of Cincinnati / OhioLINK, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1471345597.

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Skowron, Agnieszka Maria. "The impact of emissions of nitrogen oxides from aviation on tropospheric chemistry : the counterbalancing roles of ozone and methane." Thesis, Manchester Metropolitan University, 2013. http://e-space.mmu.ac.uk/315/.

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Aviation is a unique anthropogenic emission source in that it is the only man-made source of emissions injected directly to the remote and uncontaminated regions of the atmosphere. It constitutes a relatively small fraction of total anthropogenic climate impact. However, with the potential increase in growth of air traffic and potential reductions of emissions in other sector, the importance of aircraft contribution to anthropogenic climate change may increase in the future. Aviation NOx emissions result in a short-term increase in tropospheric ozone (warming) and the long-term destruction of a small amount of ambient methane (cooling), positive and negative radiative forcing responses. In addition, the methane reduction results in a long-term reduction in tropospheric ozone (cooling) and a longterm reduction in water vapour in the stratosphere (cooling) from reduced oxidation of methane, both negative radiative forcing effects. The aircraft net NOx response (the sum of all these components) is thought to result in a positive (warming) radiative forcing under constant emissions assumptions. The quantification of aircraft NOx effects requires spatio-temporal analyses of its dependencies, which is challenging and result in significant variations in aircraft NOx 'impact'. An investigation of a series of different factors influencing the effect of aircraft NOx emission on climate was performed using the global chemistry transport model (MOZART-3) in combination with a radiative transfer model (Edwards-Slingo), and rationale of the existing uncertainties associated with aircraft NOx estimates was conducted. A wide spectrum in the magnitude and balance of chemical responses from aircraft NOx perturbations, affecting Global Warming Potential estimates, was observed. The derived aircraft net NOx radiative forcing was found to be as low as -0.4 and as high as 19.9 mWm-2/Tg(N)yr-1. The balance between aircraft ozone and methane changes proved to be experiment-specific, and it was observed to depend on background conditions due to surface emissions or region of emission, aircraft NOx emission inventory, or size of aircraft NOx emission rate. Thus, it was shown that it is impossible to define a unique GWP for aviation NOx. Moreover, an aviation NOx GWP increases with reduction of aircraft NOx emissions and decreases with increased aircraft NOx emissions.

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GRAMPELLA, MATTIA. "Framework definition to assess airport noise and aircraft emissions of pollutant based on mathematical models." Doctoral thesis, Università degli Studi di Milano-Bicocca, 2012. http://hdl.handle.net/10281/29224.

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During the last ten years, in Civil Aviation sector there have been several initiatives for the development of policies to mitigate the environmental impacts. From ICAO to the single national authorities, like ENAC in Italy, it has been noted a strong increase in studies related to the specific environmental aspects concerning Aviation activities. The last three years have seen a stable 3% sector annual growth trend . Financial crisis, started in 2007, has not changed the estimation of traffic doubling volume for 2020. It is clear that this air traffic increase will request the upgrading of the airport infrastructures. It is very important that sustainable objectives of economic growth will be set in order to protect environment both on local scale, for communities living near airports, and on global scale, for the limitation of Greenhouse gases. In Italy the main aspect has always been noise pollution because the majority of airports are within densely populated areas. In Europe after the introduction of specific Directives, emission of pollutants in the atmosphere has seen an increase in perception not only for the development of mitigation projects like CleanSky, but also for the adoption of ETS for the Commercial Aviation sector. However, it does not exist yet a common set of rules around the world. This potentially can create some conflicting situations due to the interdependence between noise and emissions of pollutant . It is necessary to focus on all the environmental aspects to integrate the mitigation policies and operational procedures. The best choice will be made also taking into account capacity and safety issues in order to increase the effectiveness of the interventions. This thesis presents a method for the determination of two environmental indexes, the first regarding noise and the second atmospheric emissions produced by flight operations. The study case is the Italian airport system in the period 1999-2008. The indexes have been validated with mathematical models at the three major Lombardy airports. In this way, an “environmental tool” for airport impact analysis, both for actual conditions and future developments, has been created in order to simplify the assessment without using models or measures. As a descriptor of the airport noise, we opted for an index similar to the Day Night Level, DNL, which is based on the single event noise, weighed accordingly on whether it takes place in day-time or night-time. The name of the index is LVAyear. As for the impact on air quality, it was decided to assign a monetary cost to emissions to estimate the air traffic externalities in relation to the pollutants considered in this study (HC, NOx, CO, PM and SO2). The designed descriptor is called LAP (Local Air Pollution) index. Scenario simulations were done with mathematical models INM to calculate noise levels and EDMS to quantify emissions of contaminants. As for the structure of the work, chapter 1 and 2 introduce the general aspects concerning noise and gas emissions as well as mathematical models. The procedure for indexes definition is contained in chapter 3 while scenario analysis is described in chapter 4. Results are discussed in chapter 5.

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Soto, Runevall Alexander. "The Swedish Air Passenger Tax : The impact on passenger numbers." Thesis, Linnéuniversitetet, Institutionen för nationalekonomi och statistik (NS), 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:lnu:diva-104861.

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In this essay I have estimated what impact the Swedish air passenger tax that was introduced in Sweden on April 1st in 2018 has had on passenger numbers in Sweden. The tax was introduced to lower demand for air travel within the public and thus, decrease the aviation industry´s greenhouse gas emissions as aviation contributes through these emissions to a large extent to climate change and is expected to have an even greater impact in the future as the number of air travels are expected to grow continuously. Besides that the emissions from aviation have this large negative impact on the climate, a large part of these emissions are not included in any pricing system or market. Therefore, aviation is a source of negative externalities and the Swedish air passenger tax is an instrument implemented to correct for these negative externalities. Previous studies that have evaluated similar taxes and their effects have reached different conclusions. I have used the difference-in-difference method to estimate any effect from the introduced aviation tax in Sweden. Denmark is used as the control group to compare the development in Sweden with. I found that the tax has had a decreasing effect on passenger numbers in Sweden. It is discussed however if this estimated decrease in passenger numbers might be biased and thus overstated. It is also discussed if this decrease might be due to other reasons than the air passenger tax itself.

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Gaillot, Tiphaine. "Évaluation de l’impact des émissions aériennes sur le changement climatique : développement de la méthode d’Analyse du Cycle de Vie et recommandations pour la sélection de carburants alternatifs." Electronic Thesis or Diss., Sorbonne université, 2023. https://accesdistant.sorbonne-universite.fr/login?url=https://theses-intra.sorbonne-universite.fr/2023SORUS538.pdf.

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Face à l’augmentation de la demande du secteur aérien et de ses émissions, il convient d’évaluer l’impact de l’aviation sur l’environnement. La thèse s’intéresse ainsi à l’impact des émissions aériennes sur le changement climatique. Cette catégorie est la plus impactée par les avions subsoniques. Différents leviers ont été mis en place afin d’atténuer ce dernier, notamment l’incorporation de carburants alternatifs. La méthode d’Analyse du Cycle de Vie est celle utilisée dans ce travail. L’objectif est d’évaluer toutes les émissions ayant un impact direct et indirect sur le changement climatique lors d’un vol long et court courrier pour le carburant fossile aérien Jet A-1, et des carburants alternatifs de type FT-SPK (kérosène paraffinique issu de la synthèse Fischer-Tropsch) et hydrogène. Comme la majeure partie du carburant est brûlée en haute altitude pendant la phase de croisière et que la majorité des émissions ont un impact plus important aux altitudes de croisière, nous examinons la nature des émissions en haute altitude ainsi que leur impact sur le changement climatique à partir du GWP (global warming potential) à différents horizons temporels. L’évaluation des émissions en haute altitude pour différents types de carburants aux horizons temporels de 20 et 100 ans a illustré le rôle crucial des forceurs climatiques à courte durée de vie, notamment celui des oxydes d’azote et des contrails-cirrus. Dans un deuxième temps, le périmètre d’évaluation d’un trajet aérien a été élargi en prenant en compte l’aéroport, l’avion, la production et l’utilisation du carburant. Ces résultats ont montré l’importance de la part des émissions en haute altitude et celle de la phase de production lors de l’évaluation complète d’un trajet aérien. La thèse se termine par l’évaluation de l’impact des émissions lors de la phase d’utilisation et de production des mix de carburants en 2050 obtenus à partir des différentes demandes énergétiques propres aux scénarios du rapport de l’Agence internationale de l’énergie (AIE) publié en 2022. Le développement de procédés à faibles émissions ainsi que les changements de comportements et la mise en place de politiques spécifiques de sobriété sont indispensables à la diminution de l’impact du secteur aérien sur l’environnement
Given the increase in demand from the aviation sector and its emissions, we need to assess the impact of aviation on the environment. This thesis focuses on the impact of aviation emissions on climate change. This category is the most impacted by subsonic aircraft. Various levers have been deployed to mitigate this impact, including the incorporation of alternative fuels. The Life Cycle Assessment method is the one used in this work. The aim is to assess all emissions having a direct and indirect impact on climate change during a long-haul or short-haul, for the fossil fuel Jet A-1, and alternative jet fuels such as FT-SPK (paraffinic kerosene from Fischer-Tropsch synthesis) and hydrogen. As most of the fuel is burnt at high altitude during the cruise phase and the majority of emissions have a greater impact at cruising altitudes, we first look at the nature of emissions at high altitude and their impact on climate change, based on GWP (global warming potential) at different time horizons. The assessment of high-altitude emissions for different types of jet fuel over 20 and 100-year time horizons illustrated the crucial role of short-lived climate forcers, especially nitrogen oxides and contrails-cirrus. In a second stage, the scope of the air transport assessment has been extended to include the airport, the aircraft, and the production and use of the fuel. These results demonstrate the importance of high-altitude emissions and the production phase in the complete assessment. The thesis concludes with an assessment of the impact of emissions during the use and production phase of fuel mix in 2050, based on the different energy demands specific to the of the International Energy Agency (IEA) report published in 2022. The development of low-emission processes, as well as changes in behavior and the implementation of specific sobriety policies, are essential to reducing the environmental impact of the aviation sector

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Lee, Joosung Joseph 1974. "Modeling aviation's global emissions, uncertainty analysis, and applications to policy." Thesis, Massachusetts Institute of Technology, 2005. http://hdl.handle.net/1721.1/28917.

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Thesis (Ph. D.)--Massachusetts Institute of Technology, Dept. of Aeronautics and Astronautics, 2005.
Includes bibliographical references (p. 131-134).
(cont.) fuel burn results below 3000 ft. For emissions, the emissions indices were the most influential uncertainties for the variance in model outputs. By employing the model, this thesis examined three policy options for mitigating aviation emissions. More stringent engine certification standards, continuous descent approach procedures, and derated take-off procedures were analyzed. Uncertainties of the model were carefully accounted for in the fuel burn and emissions scenarios of the policy options. The considered policy options achieved roughly 10-30% reductions in NOx emissions. However, HC and CO emissions rather increased due to higher emissions production rate for the CDA and derated take-off. In addition, the NOx emissions reductions in some cases were not statistically significant given the uncertainty in the modeling tool.
Air travel continues to experience fast growth. Although the energy intensity of the air transport system continues to improve, aviation fuel use and emissions of many pollutants have risen. This thesis focuses on developing, assessing and applying a system model to evaluate global aircraft fuel consumption and emissions, and to examine technological and operational measures to mitigate these emissions. The model is capable of computing how much emissions are produced on a flight-by-flight, fleet and global basis and where in the atmosphere the emissions are deposited. These are important questions for aviation environmental policy-making. Model development was followed by a comprehensive uncertainty analysis. It involved comparisons of reported versus modeled results at both the modular and system levels. On average, the aggregate-level composite fuel burn results showed about -6% difference from reported fuel burn data. A statistical analysis showed that this mean shift was a combined contribution of the key uncertainties in aircraft performance and operations. A parametric study followed to rank-order the effects that the key modeling uncertainties had on estimates of fuel burn and emissions. Statistical methods were developed to analyze both the random and systematic errors of the modeling tools. The analyses showed that the uncertainties in engine and aerodynamic performance had the largest impact on system errors, accounting for around 60-70% of the total variance in full-mission fuel burn results. The uncertainties in winds aloft and take-off weight explained another 20-25%. LTO procedures, which consist of engine throttle setting, rate of climb/descent and flight speed, were the most influential uncertainties that drove the variance in
by Joosung Joseph Lee.
Ph.D.

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Schaefer, Martin. "Methodologies for aviation emission calculation a comparison of alternative approaches towards 4D global inventories /." [Berlin] : [Univ.-Bibliothek der Techn. Univ.], 2006. http://opus.kobv.de/tuberlin/volltexte/2006/1376/.

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Boling, Bryan Kenneth. "A framework and quantitative methodology for the identification of cost-effective environmental policy for civil aviation." Diss., Georgia Institute of Technology, 2014. http://hdl.handle.net/1853/53459.

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Compared to the relative wealth of information surrounding design in the context of system-of-systems there has been little research surrounding policy making in system-of-systems. While the adoption of a formal approach and lexicon for system-of-systems problems has been proposed by researchers, the specific inclusion of regulatory policies in system-of-systems is still largely absent or underdeveloped. Typically, there is no distinction between internal policies of an organization and exogenous policies coming through regulatory channels. Further, researchers have yet to formally employ a standardized framework to regulatory policy problems in the context of a system-of-systems. As international regulatory bodies are calling on world States to identify and select “baskets of measures” to address CO2 emissions from civil aviation, there is a growing recognition that doing so will require a framework for policy identification and selection. Despite this recognition, such a framework has yet to be established. This research develops a formal lexicon for public policy as a part of system-of-systems, and employs a formalized process to explore multiple established, planned, and potential policies in the context of the global civil aviation system. Existing architectures and lexicons will be expanded to include regulatory policies that have often been treated as exogenous forcing functions in system-of-systems problems. Ultimately, a process for informed quantitative decision making to support concurrent CO2 regulatory policy analysis and design in the civil aviation system-of-systems is established. The developed methodology will allow policy makers to systematically identify effective policy space, while maintaining the objectivity of the analyst.

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Scheelhaase, Janina D., Katrin Dahlmann, Martin Jung, Hermann Keimel, Hendrik Nieße, Robert Sausen, Martin Schaefer, and Florian Wolters. "How to best address aviation’s full climate impact froman economic policy point of view? – Main results from AviClimresearch project." Elsevier, 2015. https://publish.fid-move.qucosa.de/id/qucosa%3A72180.

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The interdisciplinary research project AviClim (Including Aviation in International Protocols for Climate Protection) has explored the feasibility for including aviation’s full climate impact, i.e., both long-lived CO2 and short-lived non-CO2 effects, in international protocols for climate protection and has investigated the economic impacts. Short-lived non-CO2 effects of aviation are NOx emissions, H2O emissions or contrail cirrus, for instance. Four geopolitical scenarios have been designed which differ concerning the level of international support for climate protecting measures. These scenarios have been combined alternatively with an emissions trading scheme on CO2 and non-CO2 species, a climate tax and a NOx emission charge combined with CO2 trading and operational measures (such as lower flight altitudes). Modelling results indicate that a global emissions trading scheme for both CO2 and non-CO2 emissions would be the best solution from an economic and environmental point of view. Costs and impacts on competition could be kept at a relatively moderate level and effects on employment are moderate, too. At the same time, environmental benefits are noticeable.

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Girardet, Daniel [Verfasser]. "CO² hedging for airlines: essays on methods to reduce the risk exposure of the emission trading for aviation / Daniel Girardet." Vallendar : WHU - Otto Beisheim School of Management, 2012. http://d-nb.info/1029117454/34.

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Hamdan, Sadeque. "Optimization Models for Air Traffic Flow Management." Thesis, université Paris-Saclay, 2020. http://www.theses.fr/2020UPAST042.

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Les retards et les émissions CO2 sont des sujets critiques dans l’industrie aéronautique. Les principales sources de retard sont le déséquilibre entre la demande et la capacité, la dotation en personnel des contrôleurs du traffic aérien et les conditions météorologiques extrêmes. Dans certains cas, les compagnies aériennes peuvent choisir d’augmenter la vitesse de l’avion au delà de celle programmée, ce qui engendre une augmentation des émissions. Plusieurs projets ont été lancés pour améliorer le partage d’informations et, par conséquent, la prise de décision au profit de tous les acteurs ou toutes les parties prenantes de l’aviation et réduire les retards et les émissions.Dans cette thèse de doctorat, nous visons à étudier le problème de la gestion des flux du trafic aérien (Air Traffic Flow Management (ATFM)) du point de vue de la recherche opérationnelle / management des opérations. Nous étudions le modèle ATFM largement utilisé dans la littérature et l’analysons. Nous corrigeons les lacunes de formulation de la littérature et étendons la conception du réseau et les fonctionnalités considérées pour atteindre une meilleure représentation du réseau réel. Dans cette extension, nous considérons plusieurs types de vols et plusieurs décisions, comme le changement de trajectoire et d’aéroport d’atterrissage. L’objectif de de ce travail peut être résumé dans les points suivants.(1) Étudier l’impact de la centralisation du processus de prise de décision dans le problème ATFM par rapport à la situation actuelle où les décisions de l’autorité ATFM et des compagnies aériennes sont prises indépendamment.1(2) Analyser l’équité inter-vols et inter-compagnies dans le problème ATFM.(3) Construire un modèle de capacité météorologique de décision pour les aéroports et développer des arbres de scénarios pour les réseaux ATFM stochastiques basés sur des données réelles.(4) Intégrer la configuration dynamique de l’espace aérien dans le problème ATFM et analyser son impact.(5) Tenir compte des émissions CO2 et des différents types de carburant dans l’ATFM.Nous développons dous cette thèse plusieurs extensions du modèle ATFM pour analyser ces problématiques. Tout d’abord, nous proposons un modèle ATFM déterministe qui centralise les décisions de l’autorité ATFM et des compagnies aériennes, et qui considère différentes options de réacheminement. Ensuite, nous formulons un modèle ATFM stochastique qui tient compte des incertitudes météorologiques du traffic aérien. La relation météo-capacité et les arbres de scénarios stochastiques sont élaborés à l’aide des rapports d’aérodrome météorologiques, de la base de données AirportCorner et de la technique de regroupement des k-means. Ensuite, nous nous concentrons sur l’optimisation de la configuration de l’espace aérien en même temps que le problème ATFM en minimisant la capacité totale de l’espace aérien inutilisé et le coût total du réseau. Enfin, nous intégrons les émissions CO2 dans la modélisation ATFM à travers un modèle d’optimisation bi-objectif. Le modèle permet d’étudier l’impact des émissions de CO2 sur le coût du réseau et l’effet du type de combustible sur les décisions du réseau. Les modèles développés sont résolus en utilisant l’approche exacte, et dans le cas de temps de calcul longs, une heuristique du type fix-and-relax.Les modèles proposés peuvent aider les décideurs à analyser l’impact des décisions à prendre sur le réseau et les acteurs impliqués. Par conséquent, les conséquences et les coûts associés pourront être calculés. En outre, ces modèles aident les décideurs à affiner et à vérifier les résultats de plusieurs projets et initiatives ATFM. Ils suggèrent également aux décideurs comment les plans de vol peuvent être mis à jour en cas de perturbation du réseau et les coûts associés aux changements
Delays and emissions are critical topics in the aviation industry. The major delay sources are imbalanced demand and capacity, air traffic controller staffing, and severe weather conditions. In some cases, flights can choose to fly at a higher speed than the scheduled one, which increases emissions. Moreover, several projects have been initiated to improve information sharing, and consequently, decision making in order to benefit all aviation parties and reduce delays and emissions.In this Ph.D. thesis, we aim at studying the air traffic flow management (ATFM) problem from an operations research/operations management perspective. We study the ATFM model, a widely used model in the literature, and analyze it. We correct the formulation deficiencies, and we extend the network design and the considered features to reach a better representation of the real-life network. In this extension, we consider several types of flights and several decision options, such as changing the path or the landing airport. The objectives of this research can be summarized in the following points.(1) To study the impact of centralizing the decision-making process in the ATFM problem compared to the current situation where decisions by ATFM authority and airlines are made independently.(2) To analyze the inter-flight and inter-airline fairness in the ATFM problem.(3) To construct a weather-capacity model for airports and develop scenario trees for stochastic ATFM networks based on real data.(4) To integrate dynamic airspace configuration in the ATFM problem and to analyze the impact.(5) To account for CO2 emissions and different fuel types in the ATFM.Therefore, we develop several extensions to the ATFM model to accommodate these issues. First, we propose a deterministic ATFM model that centralizes the decisions of the ATFM authority and the airlines, and that considers different rerouting options. Then, we formulate a stochastic ATFM model that accounts for airports' weather uncertainties. The weather-capacity relationship and the stochastic scenario trees are developed using meteorological aerodrome reports, the AirportCorner database, and the k-means clustering technique. After that, we focus on optimizing the airspace configuration simultaneously with the ATFM problem by minimizing the total unused airspace capacity and the total network cost. Finally, we integrate the CO2 emissions in the ATFM model through a bi-objective optimization approach. The model is used to study the CO2 emissions' impact on the network's cost and the effect of fuel type on the network decisions. The developed models are solved using the exact approach, and in the case of long computational times, a fix-and-relax heuristic is used.The proposed models can help decision-makers through analyzing the impact of the decisions to be made on the network and the stakeholders involved. Therefore, the consequences and the associated costs can be calculated. In addition, these models help decision-makers fine-tune and verify findings of several ATFM projects and initiatives. They also suggest to decision makers how flight plans can be updated in cases of network disturbance and the associated costs of the changes

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Hultman, Erik, and Viktor Olsson. "Miljöeffekterna av den svenska flygskatten? : En analys av olika styrmedels miljöeffekter på flygmarknaden." Thesis, Luleå tekniska universitet, Institutionen för ekonomi, teknik och samhälle, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-69778.

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I april 2018 realiserade den svenska regeringen förslaget om skatt på flygresor. Den empiriska undersökningen som samlat material från andra länder inom EU med liknande flygskatter visar på varierande effekter på miljön. Syftet med studien är att undersöka vilket styrmedel mellan en flygskatt och en kvotplikt som medför störst klimatreducering för den svenska flygmarknadens koldioxidutsläpp. Studien tillämpar efterfrågeelasticiteter, korspriselasticiteter och sekundärdata från internationella och nationella institutioner för att estimera flygskattens samt en kvotplikts miljöeffekter på det svenska flyget. Resultatet visar på att en kvotplikt reducerar koldioxidutsläppen till en högre grad än dagens flygskatt. Flygskattens komparerade miljöeffekt härleds till resenärernas förutsättningar gällande substitut, geografiskt läge och överflyttningseffekt på den internationella flygmarknaden.
In april 2018, the Swedish government realize the proposal for tax on air passenger travel in Sweden. The aggregate empirical investigation from other EU countries with similar flight tax application, the investigation concludes inconclusive effects on the environment. The purpose of this thesis is to investigate which control measure of an aviation tax and a quota that result in the greatest climate reduction for the Swedish airline carbon dioxide emission. The thesis applies demand elasticities, cross-price elasticities, and secondary data from international and national institutions to estimate the environmental impact of the airline tax and a quota obligation on the Swedish airline. The result shows that a quota obligation reduces carbon dioxide emissions to a greater extent than today's air tax. The comparative environmental impact of the aviation tax is derived from travelers' conditions regarding substitutes, geographical location and transfer effect on the international airline market.

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Sarwari, Javid, and Abbas Heidari. "Ersätta APU:n med SOFC-GT Hybridsystem inom luftfarten." Thesis, Mälardalens högskola, Akademin för innovation, design och teknik, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:mdh:diva-38930.

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The current Auxiliary Power Unit (APU) contributes a lot to the greenhouse effect in terms of emissions, and in the form of noise and also is very heavy. The need for more electricity has increased in aircrafts and therefore major aircraft suppliers like Boeing and Airbus want to switch to more electric aircraft (MEA) which is lighter and has less environmental impacts. The purpose of this work is to investigate the possibilities of replacing today's traditional APU with fuel cells. In this work presents six different common fuel cell types which used commercially in various areas in the market. We have also analyzed and investigated the most suitable fuel cell types and have chosen to apply the SOFC-GT Hybrid Systems. We have investigated and compared both systems with pros and cons. We have used different methods in this work including the FOI3-method and Safran & Honeywell for calculations of emissions for all systems. Finally, we have analyzed and investigated the emissions, noise and weight for both systems.
Nuvarande Auxiliary Power Unit (APU) bidrar mycket negativt till växthuseffekten i form av emissionsutsläpp och även i form av buller och är dessutom mycket tunga. Behovet av mer elektricitet ökar i flygplan och därför vill stora flygplanstillverkare såsom Boeing och Airbus övergå till more electric aircraft (MEA) vilket är lättare och har mindre miljöpåverkan. Syftet med detta arbete är att undersöka möjligheterna av att ersätta dagens traditionella APU mot bränsleceller. I detta arbete presenteras sex olika bränslecellstyper som finns på marknaden och används kommersiellt inom olika områden. Vi har analyserat och undersökt de lämpligaste bränslecellstyper för applicering och därefter har vi valt att implementera SOFC- GT Hybridsystemen. Vi har undersökt och jämfört båda systemens för- och nackdelar. Metodmässigt används bland annat FOI3-Metoden och Safran & Honeywell för beräkningar av utsläpp av emissioner för samtliga system. Slutligen har vi analyserat och undersökt skillnader i utsläpp av emissioner, buller och vikt för båda systemen.

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38

Leclerc, Thomas. "Les mesures correctives des émissions aériennes de gaz à effet de serre : Contribution à l'étude des interactions entre les ordres juridiques en droit international public." Thesis, Bordeaux, 2017. http://www.theses.fr/2017BORD0751/document.

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La recherche d'une mesure mondiale et corrective des émissions de gaz à effet de serreafin de réduire l'impact de l'activité aérienne internationale sur les changements climatiques a étéconfrontée à l'émergence d'obstacles, sous forme de conflits de normes, liés au défi général del'interaction entre le droit international de l'aviation civile, le droit international des changementsclimatiques et le droit de l'Union européenne. La conciliation des normes matérielles etinstitutionnelles concernées, sur la base d'une interprétation évolutive de la convention de Chicago,est alors apparue comme l'unique solution pour remédier aux situations conflictuelles constatées.Le recours à cette démarche interprétative maintient néanmoins un climat d'insécurité juridique etpose la question des limites à l'adaptation du droit international de l'aviation civile au défi d'uneprotection du climat mondial. Ce travail d'analyse vise alors à démontrer qu'un recours à cettedémarche interprétative n'est pas toujours nécessaire et qu'une application rigoureuse de ladistinction intrinsèque au droit international de l'aviation civile séparant le domaine de lanavigation aérienne du domaine du transport aérien international est la clef du problème. Ellepermet en effet de proposer une solution corrective respectueuse des ordres juridiques fonctionnelsconcernés tout en rétablissant un climat de sécurité juridique indispensable au développementsoutenable de l'aviation civile internationale
Looking for a global and corrective measure to reduce greenhouse gas emissions frominternational civil aviation has been facing legal obstacles. These obstacles took the form ofconflicts of norms linked to the general challenge of the interactions between international aviationlaw, climate change law and the law of the European Union. Using evolutionary interpretation ofthe Chicago Convention in order to reconcile norms of substantive and institutional nature emergedas the best solution. However, this method perpetuates legal uncertainty and poses the generalchallenge of flexibly and elasticity of the Chicago Convention in response to the climate changechallenge. This study examines the above mentioned issues of interactions between legal ordersand provides recommendations to restore legal certainty needed to ensure sustainable developmentof international civil aviation. More specifically, this study reveals the underestimated relevance ofthe ongoing distinction between the legal regimes of air navigation and air transport, which is a keylegal element in the search for a global and corrective solution to the impact of international civilaviation on climate change

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Kincová, Daniela. "Zavedení a provoz supersonického business jetu." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2015. http://www.nusl.cz/ntk/nusl-232021.

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Tato práce se zabývá problematikou zavedení a provozu nadzvukových business jetů. V dnešní době se v civilní letecké přepravě, po ukončení provozu Concordu, žádná nadzvuková letadla nevyskytují. V dnešní době existuje mnoho projektů a organizací, které se zabývají znovuzavedením nadzvukových letounů do civilního letectví a soustředí se převážně na business jety. Hlavní otázkou je, zda je vůbec vhodné, či rozumné se k tomu typu dopravy znovu vracet. Existuje hodně problémů, které toto komplikují. Tyto letouny způsobují příliš velký hluk, mají obrovskou spotřebu paliva a musí řešit nadměrné emise, létají ve vysokých výškách ve kterých může docházet k problémům s přetlakováním kabiny, navigací, radioaktivním zářením apod. Navíc zákaz supersonických letů nad pevninou letové cesty omezuje a prodlužuje. Současně vznikající projekty navíc nedosahují tak velkého doletu jako klasické moderní bussjety, což způsobuje, že se nadzvukové business jety se na delších tratích stávají neefektivní. I přes tyto problémy, je víceméně jisté, že k zavedení nadzvukových business jetů dojde během následujících 10 - 15 let, i kdyby to měla být jen otázka jisté prestiže velmi bohatých lidí.

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Tai, Kai-En, and 戴楷恩. "The Construction of A Global Market-based Measure Scheme Addressing Emissions from International Aviation: Inspiration from EU Aviation ETS." Thesis, 2016. http://ndltd.ncl.edu.tw/handle/6wgcbj.

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碩士
國立交通大學
科技法律研究所
104
Entering into force in February 2009, the Directive 2008/101/EC aims at regulating carbon dioxide emissions from all flights arriving at or departing from an aerodrome situated in the territory of a Member State. The Directive involves the application of the EU ETS to emissions that are generated outside the geographical scope of the EU, rendering this extraterritorial application contingent to the fact that an international agreement on global measures to reduce greenhouse gas emissions from aviation has been reached. This climate change policy is the response of the EU to the world-wide omission in the climate regime. However, the EU Aviation ETS had aroused fierce opposition among countries. Considering the wide opposition and the fact that substantive progress had been made by International Civil Aviation Organization (ICAO) on the issue of the global market-based measure (GMBM) scheme, the EU shrank the regulative scope of the Directive 2008/101/EC to the region of the European Economic Area (EEA). Nonetheless, if no agreement on a GMBM has been concluded during the session of the 39th ICAO Assembly in 2016, it is supposed that the EU Aviation ETS will regain its initial power to regulate emissions from flights taken place outside the EEA. Through analyzing, this thesis holds that the EU Aviation ETS may not be justified by asserting an extraterritorial effect in line with the international law. Moreover, the EU scheme may be inconsistent not only with both the obligations of the most-favoured nation (MFN) treatment and the national treatment incorporated in the GATS, but also the MFN treatment obligation in the GATT 1994 under the WTO law, and may hardly be justified under the General Exceptions. Therefore, by analyzing primary sources and research literature, the thesis will bring up proposals both on the design features of the GMBM and the proper legal instruments that could be used to establish the global scheme. The findings and proposals of this thesis may contribute to the progress on the issue of the GMBM within ICAO, helping construct a harmonized and stabilized global scheme that takes into account interests of most countries. By using a qualitative research method under which semi-structured in-depth interviews are conducted, the thesis explores the stances of both the Taiwan government and aircraft operators and their attitudes toward the EU Aviation ETS, the impacts of the EU scheme on them, and their responses. Through the interviews, a study is also conducted to identify appropriate roles the Taiwan government and aircraft operators may play during the process of the development of the global scheme, in order for them to adapt to potential future impacts.

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Tsai, Fenni, and 蔡棻霓. "The Establishment and Evaluation of Decoupling Indicators for Taiwan's Aviation Industry Energy Consumption and CO2 Emissions." Thesis, 2009. http://ndltd.ncl.edu.tw/handle/45116056471676513873.

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碩士
開南大學
空運管理學系
97
The earth's climate is deteriorated due to the greenhouse effect, and the aviation industry accounts for 2% of the world's greenhouse gas emissions. The calculation of domestic aviation industry's greenhouse gas emissions is based on IPCC Tier1. The international and domestic consumptions of aviation fuel are calculated separately, however, for international aviation fuel consumptions it is difficult to distinguish from international or domestic consumptions, because of this, the overall energy consumptions and greenhouse gas emissioned by the airline industry is not an easy task to estimate. In order to make improvement, this study, accompanied with IPCC Tier3A methods tried to submit accurate results. By using detailed information on aircraft movements from each international airport, based on the monthly and annual reports from CAA, during 1999 to 2008. Then uses the EMEP/CORINAIR fuel model to estimate the amount of annual, quarterly greenhouse gas emissions by international airlines. This research utilized OECD and Tapio decoupling indicators to evaluate the relationships among Tier1 energy consumption in national international airlines, GDP growth and CO2 emissions.The purpose is to supply information for the air transport sector for future development and reduction of CO2 emissions. The OECD decoupling indicates that there was no obvious implication between Tier1 energy consumption and GDP growth. On the other hand, there is significant implication between CO2 and GDP, meaning that the CO2 emissions are influenced by the GDP. In the Tapio decoupling indicators, most of them fell in the best fourth quadrant, and the second best first quadrant. Both decoupling indicators indicate that the growth of GDP is greater than the growth of CO2, which shows a considerable improvement in the aviation industry’s emissions of greenhouse gases already made in national airlines.

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42

Achyutrao, Deshpande Ajay. "Impact of aviation related emissions on ambient suspended particulate concentration in the vicinity of an Indian airport." Thesis, 1998. http://localhost:8080/iit/handle/2074/5080.

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43

(9778397), Md Abul Kalam Azad. "Experimental investigation of CI engine performance, emissions and combustion using advanced biofuels." Thesis, 2016. https://figshare.com/articles/thesis/Experimental_investigation_of_CI_engine_performance_emissions_and_combustion_using_advanced_biofuels/16556727.

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There is an ongoing interest in developing new alternative fuels (such as biofuel) for both aviation and road transport sectors to meet increasing energy demand and assist in reducing greenhouse gas (GHG) emissions. The major contribution of this work is to develop an aviation biofuel from a new feedstock and create the best possible biodiesel-diesel blends for the transport sector. This study focuses on improving engine performance and reducing emissions by enhancing combustion efficiency using these newly developed fuels without any modification of the modern engine. The combustion and emissions were closely monitored to evaluate the pollutants formation in a compression ignition (CI) engine. Better performing fuels were identified and their tribological behaviour was also studied to assess their impact on engine life.

A wide range of biofuel feedstocks (over 150 species) was initially investigated to identify the most prospective feedstocks for producing biodiesels. The study eventually identified six prospective feedstocks namely Mandarin peel waste, Crambe, Tamanu, Borage, Waste Avocado flesh and Bush nut for biofuel production. The biofuels were produced in the laboratory from these selected feedstocks. The fatty acid methyl esters (FAMEs) composition and physio–chemical properties of these newly produced biofuels were evaluated using ASTM and EN standards.

The fuel properties of these biodiesels revealed that the properties of the Mandarin biofuel closely fit with the properties of commercial jet fuel with a calorific value of 44.66 MJ/kg (4.3% higher than commercial jet fuel) and a higher flash point of 52 °C. This biofuel has a lower viscosity (about 2.13 mm2/s at minus 20 degree C.) which is desirable and is self–oxygenated and sulphur free. Therefore, it is seen as a prospective new source of aviation biofuel production which is a new finding. This has not been studied earlier.

As an aviation engine was not available, Mandarin aviation biofuel was tested in a lean diesel engine and showed excellent performance and a large reduction in engine emissions. It can achieve reductions of up to 30.0% CO, about 33.5% HC and around 19.2% PM (particulate matter) at full load with variable speed and 33.0% CO, 32.8% HC, 28.5% PM emission reduction at variable load as compared to ultra – low – sulphur diesel (ULSD) by blending 20% with fossil fuel.

Other biodiesel (Crambe, Tamanu, Borage, Avocado, Bush nut) blends (B5 to B20) were also tested in a four stroke diesel engine to evaluate the performance and emission parameters at different operating and load conditions. The results revealed that Avocado biodiesel shows overall better performance (about 0.50% less BP, 0.83% more BSFC, and 0.18% less BTE as compared to ULSD at full load and rated speed) compared to other fuels. However, Crambe, Borage, and Bush nut also show close performance with Avocado biodiesel. Blending up to 20% of this biodiesel can reduce emissions by up to about 50% CO, 27% HC and 36% PM, however it increases NOx emission by about 26% compared to ULSD at full load and rated speed. On the other hand, Tamanu biodiesel blends show poor engine performance though emission reduction is comparable with other biodiesels at the same operating conditions.

For further improvement in engine performance and emission reduction this study developed four mixture blends by combining two biodiesels (totalling 5% at different proportions) and paraffin as an additive at 4% with the remaining 91% being ULSD. The mixture blends are described as ManCr_Pa (Mandarin-Crambe_Paraffin), TaMan_Pa (Tamanu-Mandarin_Paraffin), BoMan_Pa (Borage-Mandarin_Paraffin) and AvBn_Pa (Avocado-Bush nut_Paraffin). The mixture blends show improved performance compared to each B5 blend and significantly reduce emissions like B20 blends due to their improved fuel properties. Among these mixture blends, the Avocado-Bush nut and paraffin (AvBn_Pa) ternary mixture demonstrates comparable performance with ULSD. It reduces about 48.0% CO, 30.0% HC, 40.0% PM emissions compared to ULSD. This equates to about 16.0% CO, 8.7% HC and 28.0% PM more reduction of emissions compared to an Avocado B5 blend. This mixture blend produces about 9% less NOx compared to the B5 blend of Avocado biodiesel. On the other hand, the ManCr_Pa mixture blend reduces about 62% HC emission compared to ULSD with about 12% lower NOx emission.

The advanced combustion analysis was done on the better performing blends (i.e. for ManCr_Pa and AvBn_Pa mixture blends) to evaluate pollutant formation mechanisms during combustion. The results revealed shorter ignition delay and longer combustion duration for AvBn_Pa. This blend also exhibits higher cylinder pressure and higher heat release rate with a longer duration of the diffusion combustion phase. Additionally, a knocking characteristic was identified for ManCr_Pa mixture blend. The tribological characteristics such as friction, wear, lubrication stability and metal surface morphology were also evaluated using high-resolution SEM/EDX microscopy to assess energy savings, engine reliability, and impacts on engine life.

This study revealed an excellent tribological performance of AvBn_Pa blend compared to ULSD with about 21% less friction coefficient at steady state condition, around 19% less wear scar diameter, higher lubrication film stability, as well as less wear debris and metal corrosion. The study concluded that AvBn_Pa blend is the best mixture blend in all aspects of performance considered, namely emission reduction, improved combustion and tribological behaviour for a sustainable environment as well as sustainable engine health for the transport sector.

The study will provide useful information and guidelines to biofuel stakeholders, the transport sector, engine designers, the aviation industry and policy makers involved with newly developed aviation biofuels and other biodiesel usage in a full-scale diesel engine. It will provide new opportunities to future researchers to develop Mandarin aviation biofuel as a commercial aviation fuel. This research will help engine designers to develop more efficient and sustainable engines and to customise newly developed biodiesels for application in the transport sector.

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Johnson, Donovan Theodore. "The metallic elephant in the room : short range flights, high-speed rail, and the environment." Thesis, 2011. http://hdl.handle.net/2152/ETD-UT-2011-05-3303.

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It is of nearly universal acceptance that one of the pillars of American economic success over the course of the 20th century was the rapid development of infrastructure. Transportation infrastructure has been of particular importance in the rise of the United States and attributed to the spread of an increasingly mobile culture. Americans undoubtedly enjoy traveling, and the ability to do so with relative ease is of immense value to many. In Texas, the majority of economic activity takes place within what is colloquially known as the “Texas Triangle”, an area bounded by the large metropolitan areas of Houston, Dallas-Ft. Worth, and San Antonio. Intensive population growth in Texas, anchored by the triangle, has led to increasing road congestion on many routes, especially along Interstates 35 and 10. This congestion, and the wasted time and money that comes with it, are of increasing concern to the future economic vitality of the state. The Texas Triangle is also served by extensive aviation links via major airports in the major metropolitan areas, as well as smaller airports in other parts of the region. These flights, operated by American Airlines, Continental Airlines, and Southwest Airlines are frequent, but emit large amounts of greenhouse gases that contribute to ground level pollution and possibly climate change. High-speed rail has been considered by many to be a superior environmental option for intercity routes with lengths inherent to the Texas Triangle. However, given the fact that Texas is the top emitter of carbon dioxide in the U.S. and relies on an energy mix that is primarily fossil fuel powered; would a potential high-speed rail in Texas outperform the current air system environmentally, given similar passenger miles traveled? This report examines the environmental emissions of high-speed rail and compares it to the environmental emissions of our current aviation system, taking into account a life-cycle perspective.
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45

Jui-Feng, Hu, and 胡睿峰. "Study of Climate Change’s influence to ROC civil aviation operator’s competitive: The feasibility study of aviation biofuel usage under European Union Emission Trading Scheme." Thesis, 2016. http://ndltd.ncl.edu.tw/handle/8rkxr3.

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碩士
淡江大學
歐洲研究所碩士班
104
This study set global warming as background to discover the influence to civil aviation operator’s competitive, Aviation biofuels feasibility study for civil aviation operators in our nation. The conclusions of this study are presented as follows: 1. ICAO-MBM and United Nation’s influence to our nation’s civil aviation operators. 2. EU-ETS influence to our nation’s civil aviation operators. 3. Feasibility Study of our nation’s civil aviation operators learning experience from EU’s civil aviation cases. 4. Feasibility Study of our nation’s civil aviation operators self-product aviation biofuels.

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Pentelow, Laurel Jean. "Climate Policy and International Tourism Arrivals to the Caribbean Region." Thesis, 2009. http://hdl.handle.net/10012/4487.

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Increasingly the body of research shows that tourism is vulnerable to climate change. Tourism is also a non-negligible contributor to climate change, primarily through rapidly increasing air travel. Recently, a number of tourism destinations that are dependent on long-haul tourism have expressed concerns about the impact of climate policy (both implemented and proposed) on tourist mobility and arrivals to their countries. This thesis examines outcomes from a model which projects how climate mitigation policy could influence arrival numbers to the Caribbean region; an area projected to be disproportionately impacted by climate change. While impacts on this region are likely to be both physical as well as economical, mitigation policy restricting emissions from international aviation is likely to be the first wave of climate change effects felt. This policy, coupled with the fluctuation of global oil prices, may be a significant deterrent for travelers to the Caribbean. Different scenarios using likely mitigation policy costs on international flights and oil price fluctuations were modeled to understand how these tourism-dependent nations might fair with increases in travel cost due to conditions beyond their control. Both region-wide and destination specific results were examined showing that visitor numbers could decrease versus a business as usual scenario with climate policy and heightened oil prices, but not significantly until climate policy with deeper emission cuts and carbon prices higher than currently suggested are put in place. Result are not uniform across the region, and show that certain destinations are projected to be more vulnerable to climate mitigation policy than others. Recommendations focusing on both the aviation industry’s inclusion in climate policy and those to aid the region’s tourism sector are provided.

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Chen, Yichih, and 陳奕緻. "Economy-Wide Analysis of Including Aviation into the European Emission Trading Scheme: A Case Study of Taiwan." Thesis, 2012. http://ndltd.ncl.edu.tw/handle/67862170990643130815.

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碩士
國立臺北大學
經濟學系
100
International aviation has been recognized as a potential threat in CO2 emissions due to its rapid expansion as well as future growth caused by globalization. In view of this, the EU unilaterally decides to incorporate aviation sector in the EU-ETS. The EU is a major trading partner for Taiwan in terms of business, travel, electronic and machinery equipment. Therefore, the inclusion of aviation industry into the EU-ETS in 2012 will affect Taiwanese economy through the channel of international trade and the associated transport costs. Accordingly, this thesis applies an integrated multi-region, multi-sector CGE model, named Global Trade Analysis Project (GTAP), to estimate the impacts of including the aviation industry into the EU-ETS. We focus on the impacts on Taiwanese macro-economy, and analyze the changes in gross domestic product, industrial structure, trade flows between Taiwan and the EU, and welfare effects. The advantage of adopting the GTAP model is that it can provide ex-ante simulation analyses; and that it enables broad exploration of economy adaptation as well as trade patterns changes in respond to the policy reforms. In the thesis, the effects of including the aviation industry into the EU-ETS are divided into the direct and indirect shocks. The direct impact is equivalent to an increase in tax on Taiwan’s aviation service exporting to the EU. The indirect effect is the increase in freight costs of aviation industry from Taiwan to the EU, and the increased costs result in technological decline of Taiwanese aviation sector. Based on our simulation results, inclusion of aviation into the EU-ETS has negligible negative effects on Taiwan’s gross domestic product. Even under the scenario of shocking both the direct and indirect effects with the highest carbon price ?80/tCO2, the GDP merely decreases 0.0097% (US $38.195 millions) in Taiwan. The output changes of Taiwan’s industries are insignificant. The production of the air transport sector has the most significant decrease at the sub-scenario of shocking both the direct and indirect effects with carbon price ?80/tCO2. There is a 0.826% output reduction (US $52.1949 millions) in this scenario. Furthermore, the changes of trade flows between Taiwan and the EU are small. Among those EU countries trading with Taiwan, Germany has significant negative results in the changes of trade flows under the scenario of shocking both the direct and indirect effects with carbon price ?80/tCO2. The value of electronic equipment exports from Taiwan to Germany decreases $31.98 million USD, and the value of air transport exports from Taiwan to Germany decreases $14.38 million USD. On the other hand, the decrease in trade flows of machinery and equipment nec as well as other manufacture imports from Germany to Taiwan are US $0.79 millions. As for welfare decomposition, both the endowment effects and terms of trade effects dominate Taiwan’s welfare loss. In the scenario of shocking both the direct and indirect effects with carbon price ?80/tCO2, the endowment decreases US $23.7373 million and the terms of trade falls US $26.0357 million in Taiwan.

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48

Elmi, Carlo Alberto. "Design system integration for multi-objective optimization of aero engine combustors." Doctoral thesis, 2022. http://hdl.handle.net/2158/1276939.

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The transformation towards a climate-neutral civil aviation is providing significant business opportunities to the aero engine market players. To meet this target and keep competitiveness, however, groundbreaking solutions must be introduced at the product’s level in the shortest possible time. Industry lead-ers are increasingly embracing lean and digital approaches for this purpose, by applying these concepts at all company’s levels. Considerable room for im-provements can be identified in the development of complex components as, for instance, the combustor. Due to the complexity of phenomena taking place and interacting into it, there are conflicting functional requirements defined over different physical domains. This leads to a design approach that must be both multidisciplinary and multi-objective, in which the need for supporting know-how and product expertise arises with extensive and structured studies of the design space arises. Nowadays, simulation-based methodologies repre-sent a standard in evaluating multiple configurations of the system, although it may lead to heterogeneous models interacting with each other, sharing miscel-laneous information within the process. In this context, taking advantage of in-tegrated design systems has been proven to be beneficial in standardizing the simulation processes while embedding design’s best practices. The subject matter of this work is the Combustor Design System Integra-tion (DSI), an integrated methodology aimed at easing and streamlining the preliminary design phase of aero engine combustors. Its concept will be de-scribed in the first part, where the automation of low value-added tasks will be introduced together with four custom integrated tools. It is composed of a CAD generation system, a RANS-based CFD suite for reactive flow calculations, a boundary-conditions processor for 3D thermal FEA and a FE structural envi-ronment for stress and displacement estimation. Particular importance is given to the definition of cooling and quenching systems on combustor’s liners, since their prominent impact on aero-thermal and durability performance. Therefore, specific features for a detailed topological management of holes are presented in this work, providing advance patterning and arrangement capabilities which are not addressed in other design systems. Finally, it will be possible to prove the reduction of lead time for analysis, as well as the enhancement of the overall process robustness. The NEWAC combustor, a lean-burn concept developed in the context of the homonymous European research project, will be exploited as a case allowing, moreover, an assessment of the DSI modelling approach. In the second part will be presented a dedicated framework for multi-objective design optimization, comprising the DSI tools for CAD generation and CFD analysis. A fully automated and water-tight process is here implemented in order to ad-dress the combustor’s problem of dilution mixing, aimed at optimizing the temperature profiles and the emission levels at its outlet. This approach will leverage on advanced neural network algorithms for improving the overall de-sign workflow, so to ensure that the optimal combustor configuration is de-fined as a function of the product’s Critical-To-Quality. The results of the opti-mization will be shown for a rich-quench-lean combustor concept intentionally designed to support this activity, referred as to LEM-RQL. The general intention of this work, in the end, is to demonstrate how in-tegrated design systems embedded in optimization frameworks could repre-sent both a strategic asset for industry players and a relevant topic for academ-ics. Given the pervasive integration-and-automation of the process, the general-ity in processing multiple design layouts and the possibility to accommodate increasingly advanced and sophisticated optimization algorithms, the DSI pro-cedure configure itself as an ideal platform within the technology maturation process, thus enabling not only the improvement of in-service components but also the development of next-generation combustor products.

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Dissertations / Theses on the topic 'Aviation Emissions'

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