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1
Bows, A. "Aviation and climate change: confronting the challenge." Aeronautical Journal 114, no. 1158 (August 2010): 459–68. http://dx.doi.org/10.1017/s000192400000395x.
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Abstract Each year greenhouse gas emissions remain high the climate mitigation and adaptation challenges grow. The economic downturn was already in train in 2008, yet concentrations of CO2 increased unabated. Without concerted effort across all sectors there will be little chance of avoiding ‘dangerous climate change’ and the aviation sector has a clear role to play. Current and forthcoming technologies, operational practices and behavioural change offer widespread opportunities for other sectors to mitigate their CO2 emissions in absolute terms, but as they do so, aviation will become an increasingly important player. By comparing a range of global cross-sector emission scenarios with existing aviation projections, this paper illustrates the importance of understanding the future context with regard to other sectors when assessing the aviation industry’s potential impact. Given growth projections for aviation and the relatively slow pace of technological change, aviation’s proportion of 2050 global CO2 emissions is low only in those global cross-sector emission scenarios where there is a high probability of ‘dangerous climate change’. For a ‘reasonable’ (>50%) chance of avoiding ‘dangerous climate change’, the most technologically radical scenarios for aviation make up 15% of global CO2 in 2050 and conventional scenarios exceed the carbon budget entirely. Only by recognising that aviation’s currently projected emissions are incompatible with avoiding ‘dangerous climate change’ can the industry fully grasp the challenge of accelerating innovation and managing demand to deliver a more sustainable route to 2050 and beyond.
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Pardede, Leony Marcha Rotua Cahaya. "PERAN HUKUM INTERNASIONAL DALAM MENEKAN PENGARUH EMISI SEKTOR PENERBANGAN TERHADAP LAJU PERUBAHAN IKLIM." BELLI AC PACIS 7, no. 2 (March 11, 2022): 84. http://dx.doi.org/10.20961/belli.v7i2.59997.
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Aviation emission as a factor in increasing and distribution of Greenhouse Gasses emission is a contributor to climate change and are expected to increase from 3% to 15% in 2050 if no international standard precautions are applied. Therefore, there is a need for regulations to be put in place to control aviation emissions. This legal research aims to describe the role of international law in efforts to reduce emission from aviation sector, as well as the enforcement imposed on countries to control emissions. Using a legal approach, the author examines how the Chicago Convention, the Kyoto Protocol, and the Paris Agreement regulate aviation emissions. The results of this study indicate that aviation emission are regulated in two international regimes, namely the International Civil Aviation regime and the Climate Change Regime, but with the enactment of these two regimes, there is still an increase in aviation emissions from countries by the year 2019. Therefore, a new and more structured steps are needed to reduce emissions from the aviation sector.
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Zhang, Qingchuan. "The quest to mitigation of aviation emissions and pollutions." Applied and Computational Engineering 26, no. 1 (November 7, 2023): 100–105. http://dx.doi.org/10.54254/2755-2721/26/20230803.
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With the aviation industry's continuous development and commercial air travel's growing popularity, the emissions and pollution resulting from air transportation have experienced a rapid surge. In recent years, as environmental awareness has increased and there has been a growing reflection on the pollution caused by technology, the significance of aviation emissions has been increasingly acknowledged. This article aims to summarize achievements and challenges concerning the current state of aviation emissions and the technologies employed for their reduction. It begins by outlining the present state of aviation emissions, followed by an analysis of common pollutants emitted by the aviation sector, such as NOx, CO, and HC, as well as the mechanisms underlying greenhouse gas emissions and their associated hazards. Furthermore, the article explores several prevalent emission reduction strategies, including applying biofuels, improving combustion chambers, and optimizing flight procedures. Finally, the article provides an outlook on potential future directions for aviation emission reduction technologies.
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Lee, David S., Brigitte Brunner, Andreas Döpelheuer, Robert S. Falk, Roger M. Gardner, Manfred Lecht, Martin Leech, Dave H. Lister, and Peter J. Newton. "Aviation emissions: present-day and future." Meteorologische Zeitschrift 11, no. 3 (August 2, 2002): 141–50. http://dx.doi.org/10.1127/0941-2948/2002/0011-0141.
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She, Ying, Yangu Deng, and Meiling Chen. "From Takeoff to Touchdown: A Decade’s Review of Carbon Emissions from Civil Aviation in China’s Expanding Megacities." Sustainability 15, no. 24 (December 5, 2023): 16558. http://dx.doi.org/10.3390/su152416558.
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The rapid growth of urbanization in China has led to a substantial escalation in the demand for civil aviation services, consequently propelling China to the third-largest contributor of carbon emissions within the aviation sector. Using the 2012–2021 data on takeoffs and landings of civil aviation aircraft in China, the aircraft engine emission factor database of the Base of Aircraft Data (BADA) from EUROCONTROL, this paper investigates the spatial-temporal distribution characteristics of atmospheric pollutants, primarily carbon emissions from Chinese civil aviation aircraft in 19 megacities. The results indicate that (1) China’s aviation CO2 emissions equivalent between 2012 and 2022 has been on an upward trajectory, peaking at 186.53 MT in 2019 with an average annual growth of 12.52%. The trend, albeit momentarily interrupted by the COVID-19 pandemic, appears to persist. (2) CO2 constitutes the highest proportion of aircraft emissions at 83.87%, with Cruise Climb Descent (CCD) cycle emissions accounting for 96.24%. CO2 and NOX, with the highest increase rates in the CCD and Landing and Takeoff (LTO) phases, respectively, are identified as the chief culprits in aviation-related greenhouse effects. (3) There is a marked spatial imbalance, with 19 megacities contributing 62.08% of total CO2 emissions, compared to the 207 least-emitting cities contributing just 9.29%. (4) The pattern of city carbon emissions is changing, with rapid growth rates in the western cities of Xinjiang, Tibet, Shaanxi, and Guizhou, and varied growth rates among megacities. The implications of this study emphasize the urgency for advancements in aviation fuel technology, rigorous management of CCD phase pollutants, strategic carbon emission controls in populous cities, fostering green aviation initiatives in western regions, diverse carbon mitigation tactics, and strengthening the precision and surveillance of aviation carbon accounting systems. Collectively, this study paints a grand picture of the complexities and challenges associated with China’s urban sprawl and aviation carbon emissions.
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Prashanth, Prakash, Sebastian D. Eastham, Raymond L. Speth, and Steven R. H. Barrett. "Aerosol formation pathways from aviation emissions." Environmental Research Communications 4, no. 2 (February 1, 2022): 021002. http://dx.doi.org/10.1088/2515-7620/ac5229.
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Abstract Aviation emissions are responsible for an estimated 24,000 premature mortalities annually and 3.5% of anthropogenic radiative forcing (RF). Emissions of nitrogen and sulfur oxides (NOx and SOx) contribute to these impacts. However, the relative contributions and mechanisms linking these emissions to formation and impacts of secondary aerosols (as opposed to direct aerosol emissions) have not been quantified, including how short-lived aerosol precursors at altitude can increase surface-level aerosol concentrations. We apply global chemistry transport modeling to identify and quantify the different chemical pathways to aerosol formation from aviation emissions, including the resulting impact on radiative forcing. We estimate a net aerosol radiative forcing of –8.3 mWm−2, of which –0.67 and –7.8 mWm−2 result from nitrate and sulfate aerosols respectively. We find that aviation NOx causes –1.7 mWm−2 through nitrate aerosol forcing but also –1.6 mWm−2 of sulfate aerosol forcing by promoting oxidation of SO2 to sulfate aerosol. This accounts for 21% of the total sulfate forcing, and oxidation of SO2 due to aviation NOx is responsible for 47% of the net aviation NOx attributable RF. Aviation NOx emissions in turn account for 41% of net aviation-aerosol-attributable RF (non-contrail). This is due to ozone-mediated oxidation of background sulfur and the ‘nitrate bounce-back’ effect, which reduces the net impact of sulfur emissions. The ozone-mediated mechanism also explains the ability of cruise aviation emissions to significantly affect surface aerosol concentrations. We find that aviation NOx emissions cause 72% of aviation-attributable, near-surface aerosol loading by mass, compared to 27% from aviation SOx emissions and less than 0.1% from direct emission of black carbon. We conclude that aviation NOx and SOx emissions are the dominant cause of aviation-attributable secondary inorganic aerosol radiative forcing, and that conversion of background aerosol precursors at all altitudes is amplified by enhanced production of aviation attributable oxidants at cruise altitudes.
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Grabar, V. A. "ASSESSMENT OF ATMOSPHERIC GREENHOUSE GAS EMISSIONS FROM INTERNATIONAL AVIATION AND NAVIGATION FROM THE TERRITORY OF RUSSIA." Fundamental and Applied Climatology 4 (2020): 38–53. http://dx.doi.org/10.21513/2410-8758-2020-4-38-53.
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The current intensive development of shipping and aviation is accompanied by an increase in anthropogenic impact on the environment and climate. According to the International Civil Aviation Organization and the International Maritime Organization (IMO) assessments, greenhouse gas emissions from international air and sea traffic are expected to increase by 2-3 times by 2050. Carbon dioxide, methane and nitrous oxide emissions from international aviation and navigation from the territory of Russia for the period of 1990-2018 were estimated, the dynamics and the main drivers of emissions changes are analyzed, international comparisons are provided. The calculation was made in accordance with the methodology of the Intergovernmental Panel on Climate Change based on the data from the Federal Air Transport Agency and IAA «Port News». Analysis of historical trends shows that greenhouse gas emissions dynamics during the reporting period for international sea and air shippingis almost the same. In 2018, the total emission of CO2, СH4 and N2O from international transport from the territory of Russia amounted to 47.0 million tons of CO2-equivalent, which is 2.7 times higher than in 1990. Carbon dioxide dominates in the component composition of the emissions, its share in the total emission amounted to 99.5%. Contributions of methane and nitrous oxide emissions were 0.1% and 0.4%, respectively. Shipping makes a major contribution to emissions. Russia's share of worldwide carbon dioxide emission from international water and aviation transport does not exceed 3.5%.Emissions from aviation and shipping have been largely driven by economy and international trade. Greenhouse gases emissions from international aviation and maritime transport are expected to decrease in the coming years related to IMO's banon high-sulfur fuel use and reduction of international air and sea traffic in the light of the spread of the coronavirus in 2020.
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Hardeman, Andreas. "A Common Approach to Aviation Emissions Trading." Air and Space Law 32, Issue 1 (February 1, 2007): 3–18. http://dx.doi.org/10.54648/aila2007002.
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With global climate change high on the international political agenda, pressure on the aviation sector is mounting to address its growing share of global CO2 emissions. In this article, emissions trading is considered as a measure to limit aviation’s impact on the global atmosphere, comparing its use with other types of economic measures and outlining emerging regulations within ICAO and in Europe. Concrete proposals under development by the European Commission have raised questions about whether States can integrate international aviation emissions from aircraft operators of other States in their emissions trading scheme without mutual agreement. In the absence of bilateral or multilateral agreements between States to specifically address aviation’s atmospheric impact on a consensual basis, the author seeks to provide answers within the boundaries of the existing legal framework of the 1944 Chicago Convention, the 1992 UN Framework Convention on Climate Change and its 1997 Kyoto Protocol. Having established that the intended effect and operational implications of emissions trading obligations are of an international, trans-boundary nature and thus potentially affecting the sovereignty of other States, the conclusion is that there are fundamental doubts that international aviation emissions could be included without mutual agreement if these emissions occur or originate outside the territory of parties to the trading scheme.
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Thor, Robin N., Mariano Mertens, Sigrun Matthes, Mattia Righi, Johannes Hendricks, Sabine Brinkop, Phoebe Graf, Volker Grewe, Patrick Jöckel, and Steven Smith. "An inconsistency in aviation emissions between CMIP5 and CMIP6 and the implications for short-lived species and their radiative forcing." Geoscientific Model Development 16, no. 5 (March 6, 2023): 1459–66. http://dx.doi.org/10.5194/gmd-16-1459-2023.
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Abstract. We report on an inconsistency in the latitudinal distribution of aviation emissions between the data products of phases 5 and 6 of the Coupled Model Intercomparison Project (CMIP). Emissions in the CMIP6 data occur at higher latitudes than in the CMIP5 data for all scenarios, years, and emitted species. A comparative simulation with the chemistry–climate model ECHAM/MESSy Atmospheric Chemistry (EMAC) reveals that the difference in nitrogen oxide emission distribution leads to reduced overall ozone changes due to aviation in the CMIP6 scenarios because in those scenarios the distribution of emissions is partly shifted towards the chemically less active higher latitudes. The radiative forcing associated with aviation ozone is 7.6 % higher, and the decrease in methane lifetime is 5.7 % larger for the year 2015 when using the CMIP5 latitudinal distribution of emissions compared to when using the CMIP6 distribution. We do not find a statistically significant difference in the radiative forcing associated with aviation aerosol emissions. In total, future studies investigating the effects of aviation emissions on ozone and climate should consider the inconsistency reported here.
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Zhang, Qun, Hua Sheng Xu, Yue Wu, Shun Li Sun, Dong Bo Yan, and Tao Gui. "Estimation on LTO Cycle Emissions from Aircrafts at Civil Airports." Applied Mechanics and Materials 694 (November 2014): 34–38. http://dx.doi.org/10.4028/www.scientific.net/amm.694.34.
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A calculation method on pollutant emission inventory is established based on the standard LTO cycle of the International Civil Aviation Organization (ICAO) by analyzing the factors influencing aircraft engine emissions at civil aviation airports. For a certain airport in China, the emissions of HC, CO, NOx and SO2per hour for a whole day from the aircraft engines are calculated, and the variations of various pollutant emissions with time are analyzed based on the air traffic data, the civil aviation fleet composition, the flight detailed take-off and landing information at the airport, and ICAO engine emission data bank. It’s found that the variations of the pollutant emissions with time are different, in which, the emissions of HC and CO are significantly influenced by the frequency of flight arrival at airport, however, the emission of NOx is influenced by the frequency of flight departure from airport greatly, and the emission of SO2is influenced by the total frequency of flight arrival at and departure from airport comprehensively. For solving the problem of local high-emission time, some solutions are suggested, such as equipping aircrafts with low-emission engines or optimizing the flight schedule.
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Macintosh, Andrew. "Overcoming the Barriers to International Aviation Greenhouse Gas Emissions Abatement." Air and Space Law 33, Issue 6 (November 1, 2008): 403–29. http://dx.doi.org/10.54648/aila2008035.
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Under business–as–usual conditions, international aviation greenhouse gas emissions will grow substantially over the next twenty to thirty years. The realization of the likely trajectory of international aviation emissions has sparked debate about the future of aviation and the existing governance and policy structures. This article reviews the progress made on international aviation emissions abatement, provides an analysis of the reasons for the delay and outlines a proposal to advance the debate on how to impose carbon prices on emissions. The conclusion is reached that criticisms of the International Civil Aviation Organization (ICAO) are, to some extent, unfounded. ICAO’s failings are a product of political differences between Member States on fundamental climate policy issues. These political problems are compounded by the fact that under existing international aviation law, there are restrictions on the rights of a State to unilaterally impose carbon pricing requirements on foreign aircraft. To overcome these problems, ICAO Member States should consider the imposition of an international aviation emission charge that is indexed to account for equity concerns and partially hypothecated to support land use, land use change and forestry (LULUCF) projects.
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Liu, Xiao, and Yancai Zhang. "What drives the decoupling progress of China’s civil aviation transportation growth from carbon emissions? A new decomposition analysis." PLOS ONE 18, no. 3 (March 6, 2023): e0282025. http://dx.doi.org/10.1371/journal.pone.0282025.
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Civil aviation carbon emission reduction is an inevitable requirement for achieving sustainable social development. Realizing the continuous expansion of air transportation scale while reducing the impact on the environment is particularly important. Therefore, it is necessary to accurately understand the relationship between civil aviation carbon emissions and the industry development. This study established a civil-aviation-pointed Tapio decoupling model to identify the decoupling state between transportation scale added and carbon dioxide emissions in China’s civil aviation sector. The index decomposition analysis method is further applied to decompose the factors influencing the changes in decoupling states. The empirical study generated three important findings. Firstly, the overall carbon emissions in the civil aviation sector are still growing, while the energy intensity has a tendency to fluctuate and decrease. Secondly, the relationship between carbon emissions and transport turnover is dominated by the expansive coupling, that is, the development of the civil aviation sector is still at the cost of the growth of energy consumption. Nevertheless, the overall decoupling stability is unstable, and the decoupling state is likely to be changed by many external factors. Thirdly, the energy intensity decoupling effect and industry structure decoupling effect are the main reasons for civil aviation carbon decoupling. Meanwhile, the improvement of national economic level during the research period is the dominant negative factor that restrains the carbon decoupling of the civil aviation sector.
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Nantke, Hans-Jürgen. "Emissions trading in aviation." Carbon Management 2, no. 2 (April 2011): 127–34. http://dx.doi.org/10.4155/cmt.11.14.
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Gao, Yujue. "Sustainable aviation fuel as a pathway to mitigate global warming in the aviation industry." Theoretical and Natural Science 26, no. 1 (December 20, 2023): 60–67. http://dx.doi.org/10.54254/2753-8818/26/20241015.
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The extensive utilization of fossil fuels by humanity has led to notable ecological degradation alongside a surge in productivity. The ensuing climate change, a result of global warming, poses a grave threat to human survival. A significant contributor to global warming is the emission of abundant greenhouse gases, with carbon dioxide being the most prevalent. Addressing global warming necessitates the identification and adoption of cleaner, alternative fuels to diminish carbon dioxide emissions. Sustainable Aviation Fuel (SAF) emerges as a prime alternative in this context. Chemically akin to conventional and fossil fuels, SAF originates from cleaner sources, offering a reduction in carbon dioxide emissions upon combustion. This paper highlights the importance of SAF as a viable strategy to mitigate CO2 emissions resulting from fossil fuel combustion. The paper also examines different SAF synthesis approaches, such as Fischer-Tropsch, Hydrogenated fatty acid esters and fatty acids (HEFA), and Alcohol-to-Jet (ATJ) processes. In summary, challenges such as high production costs, raw material price fluctuations, and the need for supportive policies hinder SAF's widespread adoption. To address climate change and reduce aviation emissions, further research, technological advancements, government incentives, and collaborative efforts within the aviation industry are crucial.
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Barton, Jane. "Including aviation in the EU Emissions Trading Scheme: prepare for take-off." Journal for European Environmental & Planning Law 5, no. 2 (2008): 183–98. http://dx.doi.org/10.1163/161372708x324187.
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AbstractSince the advent of civil aviation, air transport has experienced almost continuous growth. However this growth has also led to an increase in emissions which contribute to climate change. The exclusion of international aviation emissions from the targets under the Kyoto Protocol means that little action has been taken to address this impact. In 2005, the European Commission set out its comprehensive approach for addressing aviation's impact on climate change and in December 2006 made a legislative proposal for the inclusion of aviation in the EU Emissions Trading Scheme. Both the Council and the European Parliament broadly support the Commission's proposal but have proposed detailed amendments to the proposed legislation. This Article analyses the position adopted by each institution so far and the next steps for the adoption of the legislation.
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Heiaas, A. M. "The EU ETS and Aviation: Evaluating the Effectiveness of the EU Emission Trading System in Reducing Emissions from Air Travel." Review of Business and Economics Studies 9, no. 1 (March 4, 2021): 84–120. http://dx.doi.org/10.26794/2308-944x-2021-9-1-84-120.
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Over the past 30 years, the aviation industry has seen record-breaking growth whilst enjoying exemptions from most taxes and VAT charges. Currently, the aviation sector is considered one of the fastest-growing greenhouse gas emissions sources. Attempting to reduce these emissions in a cost-effective manner, the EU decided in 2012 to include all flights entering and leaving the EU in their Emission Trading System (EU ETS). It was quickly changed to only include travel within the EU. Nevertheless, as the largest cap-and-trade system in the world, the purpose of the EU ETS is to control the growth of emissions by issuing pollution permit rights. The idea is that by setting an emission ceiling and allowing trade between sectors, emission abatement will happen where it is cheapest and easiest to do. This paper explores whether the EU ETS succeeded in reducing the aviation sector emissions over the period 2012–2018 by employing a General Synthetic Control model to estimate a counterfactual scenario. When using jet fuel consumption as a proxy for emissions, the results indicate that on average the EU ETS led to a 10 per cent increase in jet fuel consumption relative to a scenario where it was not implemented. However, the paper fails to conclude a causal relationship between EU ETS and jet fuel consumption due to drawbacks with the data. Nevertheless, it provides a starting point for future ex-post research concerned with aviation and carbon pricing in the European market.
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Lyle, Chris. "Beyond the icao’s corsia: Towards a More Climatically Effective Strategy for Mitigation of Civil-Aviation Emissions." Climate Law 8, no. 1-2 (April 19, 2018): 104–27. http://dx.doi.org/10.1163/18786561-00801004.
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Pursuant to a referral by the unfccc through the Kyoto Protocol, the International Civil Aviation Organization (icao) has developed a ‘basket’ of emission-mitigation measures for international aviation. Technical and operational measures proved inadequate to counter traffic growth, and finally, in October 2016, the icao adopted a framework for a market-based measure. The Carbon Offset and Reduction Scheme for International Aviation (corsia) is the primary emission-mitigation tool for international aviation. It aims at ‘carbon-neutral growth’ (cng) from 2020 onward. Yet, even with an increased use of alternative fuels and comprehensive implementation of corsia, the icao’s basket of measures will not produce a reduction in global aviation emissions. This article describes the legal and governance framework and the implementation process of corsia, assesses the scheme’s potential contribution to climate-change mitigation, and proposes a derivative but more ambitious strategy. This would include incorporation of international aviation emissions in the ndcs of parties to the Paris Agreement and a more direct role for the unfccc in determining eligibility of emission units and alternative fuels, with the icao remaining accountable for monitoring, reporting and verification. 1
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Nugraha, Ridha Aditya. "Preserving the Environment within the ASEAN Skies: Lessons from the European Union Emissions Trading Scheme." Hasanuddin Law Review 4, no. 1 (April 7, 2018): 15. http://dx.doi.org/10.20956/halrev.v4i1.1343.
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The United Nations Framework Convention on Climate Change also known as the Kyoto Protocol has set up a framework to reduce carbon emission. The environmental issue is also being addressed at the international aviation sector through the International Civil Aviation Organization’s resolutions. As an international organization sui generis, the European Union (EU) has decided to take up a further step with the enactment of the EU Emissions Trading Scheme. The latter has obliged both EU and non-EU airlines to comply with its ambitious goal controlling aviation emissions. However, the legal framework had triggered international objections from legal perspective due to infringement towards the Chicago Convention of 1944 and the international customary law principles. Considering of the nature of the Association of South East Asian Nations (ASEAN) as an international organization without a supranational law order; as well as recent developments in regards to legal framework on emissions, the future of ASEAN skies from an environmental perspective seems uncertain. However, if ASEAN Emissions Trading Scheme shall take place, they should learn from the EU Emissions Trading Scheme past mistakes and the International Civil Aviation Organization resolutions to prevent non-discrimination towards non-ASEAN member states’ airlines from happening.
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Kapadia, Zarashpe Z., Dominick V. Spracklen, Steve R. Arnold, Duncan J. Borman, Graham W. Mann, Kirsty J. Pringle, Sarah A. Monks, et al. "Impacts of aviation fuel sulfur content on climate and human health." Atmospheric Chemistry and Physics 16, no. 16 (August 24, 2016): 10521–41. http://dx.doi.org/10.5194/acp-16-10521-2016.
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Abstract. Aviation emissions impact both air quality and climate. Using a coupled tropospheric chemistry-aerosol microphysics model we investigate the effects of varying aviation fuel sulfur content (FSC) on premature mortality from long-term exposure to aviation-sourced PM2.5 (particulate matter with a dry diameter of < 2.5 µm) and on the global radiation budget due to changes in aerosol and tropospheric ozone. We estimate that present-day non-CO2 aviation emissions with a typical FSC of 600 ppm result in ∼ 3600 [95 % CI: 1310–5890] annual premature mortalities globally due to increases in cases of cardiopulmonary disease and lung cancer, resulting from increased surface PM2.5 concentrations. We quantify the global annual mean combined radiative effect (REcomb) of non-CO2 aviation emissions as −13.3 mW m−2; from increases in aerosols (direct radiative effect and cloud albedo effect) and tropospheric ozone. Ultra-low sulfur jet fuel (ULSJ; FSC = 15 ppm) has been proposed as an option to reduce the adverse health impacts of aviation-induced PM2.5. We calculate that swapping the global aviation fleet to ULSJ fuel would reduce the global aviation-induced mortality rate by ∼ 620 [95 % CI: 230–1020] mortalities a−1 and increase REcomb by +7.0 mW m−2. We explore the impact of varying aviation FSC between 0 and 6000 ppm. Increasing FSC increases aviation-induced mortality, while enhancing climate cooling through increasing the aerosol cloud albedo effect (CAE). We explore the relationship between the injection altitude of aviation emissions and the resulting climate and air quality impacts. Compared to the standard aviation emissions distribution, releasing aviation emissions at the ground increases global aviation-induced mortality and produces a net warming effect, primarily through a reduced CAE. Aviation emissions injected at the surface are 5 times less effective at forming cloud condensation nuclei, reducing the aviation-induced CAE by a factor of 10. Applying high FSCs at aviation cruise altitudes combined with ULSJ fuel at lower altitudes results in reduced aviation-induced mortality and increased negative RE compared to the baseline aviation scenario.
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Olsen, S. C., D. J. Wuebbles, and B. Owen. "Comparison of global 3-D aviation emissions datasets." Atmospheric Chemistry and Physics Discussions 12, no. 7 (July 10, 2012): 16885–922. http://dx.doi.org/10.5194/acpd-12-16885-2012.
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Abstract. Aviation emissions are unique from other transportation emissions, e.g., from road transportation and shipping, in that they occur at higher altitudes as well as at the surface. Aviation emissions of carbon dioxide, soot, and water vapor have direct radiative impacts on the Earth's climate system while emissions of nitrogen oxides (NOx), sulfur oxides, carbon monoxide (CO), and hydrocarbons (HC) impact air quality and climate through their effects on ozone, methane, and clouds. The most accurate estimates of the impact of aviation on air quality and climate utilize three-dimensional chemistry-climate models and gridded four dimensional (space and time) aviation emissions datasets. We compare five available aviation emissions datasets currently and historically used to evaluate the impact of aviation on climate and air quality: NASA-Boeing 1992, NASA-Boeing 1999, QUANTIFY 2000, Aero2k 2002, and AEDT 2006 and aviation fuel usage estimates from the International Energy Agency. Roughly 90% of all aviation emissions are in the Northern Hemisphere and nearly 60% of all fuelburn and NOx emissions occur at cruise altitudes in the Northern Hemisphere. While these datasets were created by independent methods and are thus not strictly suitable for analyzing trends they suggest that commercial aviation fuelburn and NOx emissions increased over the last two decades while HC emissions likely decreased and CO emissions did not change significantly. The bottom-up estimates compared here are consistently lower than International Energy Agency fuelburn statistics although the gap is significantly lower in the more recent datasets. Overall the emissions distributions are quite similar for fuelburn and NOx while for CO and HC there are relatively larger differences. There are however some distinct differences in the altitude distribution of emissions in certain regions for the Aero2k dataset.
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Olsen, S. C., D. J. Wuebbles, and B. Owen. "Comparison of global 3-D aviation emissions datasets." Atmospheric Chemistry and Physics 13, no. 1 (January 15, 2013): 429–41. http://dx.doi.org/10.5194/acp-13-429-2013.
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Abstract. Aviation emissions are unique from other transportation emissions, e.g., from road transportation and shipping, in that they occur at higher altitudes as well as at the surface. Aviation emissions of carbon dioxide, soot, and water vapor have direct radiative impacts on the Earth's climate system while emissions of nitrogen oxides (NOx), sulfur oxides, carbon monoxide (CO), and hydrocarbons (HC) impact air quality and climate through their effects on ozone, methane, and clouds. The most accurate estimates of the impact of aviation on air quality and climate utilize three-dimensional chemistry-climate models and gridded four dimensional (space and time) aviation emissions datasets. We compare five available aviation emissions datasets currently and historically used to evaluate the impact of aviation on climate and air quality: NASA-Boeing 1992, NASA-Boeing 1999, QUANTIFY 2000, Aero2k 2002, and AEDT 2006 and aviation fuel usage estimates from the International Energy Agency. Roughly 90% of all aviation emissions are in the Northern Hemisphere and nearly 60% of all fuelburn and NOx emissions occur at cruise altitudes in the Northern Hemisphere. While these datasets were created by independent methods and are thus not strictly suitable for analyzing trends they suggest that commercial aviation fuelburn and NOx emissions increased over the last two decades while HC emissions likely decreased and CO emissions did not change significantly. The bottom-up estimates compared here are consistently lower than International Energy Agency fuelburn statistics although the gap is significantly smaller in the more recent datasets. Overall the emissions distributions are quite similar for fuelburn and NOx with regional peaks over the populated land masses of North America, Europe, and East Asia. For CO and HC there are relatively larger differences. There are however some distinct differences in the altitude distribution of emissions in certain regions for the Aero2k dataset.
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Kapadia, Z. Z., D. V. Spracklen, S. R. Arnold, D. J. Borman, G. W. Mann, K. J. Pringle, S. A. Monks, et al. "Impacts of aviation fuel sulfur content on climate and human health." Atmospheric Chemistry and Physics Discussions 15, no. 13 (July 10, 2015): 18921–61. http://dx.doi.org/10.5194/acpd-15-18921-2015.
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Abstract. Aviation emissions impact both air quality and climate. Using a coupled tropospheric chemistry-aerosol microphysics model we investigate the effects of varying aviation fuel sulfur content (FSC) on premature mortality from long-term exposure to aviation-sourced PM2.5 (particulate matter with a dry diameter of < 2.5 μm) and on the global radiation budget due to changes in aerosol and tropospheric ozone. We estimate that present-day non-CO2 aviation emissions with a typical FSC of 600 ppm result in 3597 (95 % CI: 1307–5888) annual mortalities globally due to increases in cases of cardiopulmonary disease and lung cancer, resulting from increased surface PM2.5 concentrations. We quantify the global annual mean combined radiative effect (REcomb) of non-CO2 aviation emissions as −13.3 mW m−2; from increases in aerosols (direct radiative effect and cloud albedo effect) and tropospheric ozone. Ultra-low sulfur jet fuel (ULSJ; FSC =15 ppm) has been proposed as an option to reduce the adverse health impacts of aviation-induced PM2.5. We calculate that swapping the global aviation fleet to ULSJ fuel would reduce the global aviation-induced mortality rate by 624 (95 % CI: 227–1021) mortalities a−1 and increase REcomb by +7.0 mW m−2. We explore the impact of varying aviation FSC between 0–6000 ppm. Increasing FSC increases annual mortality, while enhancing climate cooling through increasing the aerosol cloud albedo effect (aCAE). We explore the relationship between the injection altitude of aviation emissions and the resulting climate and air quality impacts. Compared to the standard aviation emissions distribution, releasing aviation emissions at the ground increases global aviation-induced mortality and produces a net warming effect, primarily through a reduced aCAE. Aviation emissions injected at the surface are 5 times less effective at forming cloud condensation nuclei, reducing the aviation-induced aCAE by a factor of 10. Applying high FSCs at aviation cruise altitudes combined with ULSJ fuel at lower altitudes result in reduced aviation-induced mortality and increased negative RE compared to the baseline aviation scenario.
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Hasan, Md Arif, Abdullah Al Mamun, Syed Masiur Rahman, Karim Malik, Md Iqram Uddin Al Amran, Abu Nasser Khondaker, Omer Reshi, Surya Prakash Tiwari, and Fahad Saleh Alismail. "Climate Change Mitigation Pathways for the Aviation Sector." Sustainability 13, no. 7 (March 25, 2021): 3656. http://dx.doi.org/10.3390/su13073656.
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Even though the contribution of the aviation sector to the global economy is very notable, it also has an adverse impact on climate change. Improvements have been made in different areas (i.e., technology, sustainable aviation fuel, and design) to mitigate these adverse effects. However, the rate of improvement is small compared to the increase in the demand for air transportation. Hence, greenhouse gas emissions in the aviation sector are steadily increasing and this trend is expected to continue unless adequately addressed. In this context, this study examined the following: (i) the factors that affect the growth of aviation, (ii) trends in greenhouse gas emissions in the sector, (iii) trends in energy demand, (iv) mitigation pathways of emissions, (v) mitigation challenges for the International Civil Aviation Organization, (vi) achievements in mitigating emissions, (vii) barriers against mitigating emissions, and (viii) approaches of overcoming barriers against emissions mitigation. This study finds that continued research and development efforts targeting aircraft fuel burn efficiency are crucial in reducing greenhouse gas emissions. Although biofuels are promising for the reduction of aviation emissions, techniques to reduce NOx emissions could enhance large-scale deployment. Pragmatic market-based mechanisms, such as the Emissions Trading Scheme (ETS) and/or carbon tax must be enforced on a global scale to capitalize on a collective stakeholder effort to curb CO2 emissions. The findings of this study will help in understanding the emissions and energy consumption scenarios, which will provide a comprehensive package of mitigation pathways to overcome future emissions reduction challenges in the aviation sector.
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Champeecharoensuk, Arthit, Shobhakar Dhakal, and Nuwong Chollacoop. "Climate Change Mitigation in Thailand’s Domestic Aviation: Mitigation Options Analysis towards 2050." Energies 16, no. 20 (October 22, 2023): 7199. http://dx.doi.org/10.3390/en16207199.
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Thailand’s civil aviation industry has expanded rapidly in the past ten years resulting in increasing aviation greenhouse gas (GHG) emissions and energy consumption. The rapid growth in air transport is anticipated to continue further. Presently, domestic aviation and the economy of many countries are recovering rapidly in the post-COVID-19 period, resulting in fuel consumption and GHG emissions gradually increasing again. However, despite implementing the ICAO’s CORSIA (International Civil Aviation Organization’s Carbon Offsetting and Reduction Scheme for International Aviation) rule for international aviation, GHG emissions in the domestic aviation sector are largely unregulated. Moreover, the literature lacks a GHG emissions analysis that considers this sector’s potential growth and mitigation policies for future GHG emissions. To close the gap, this study conducted a GHG emissions analysis from this sector under various scenarios through 2050 using historical data during 2008–2020 to forecast future trends. It evaluates the impact of the mitigation policies, such as fuel switching and aircraft technology, on improving fuel efficiency due to technological advancements in aircraft and carbon pricing. The results show that the fuel switching option would result in a significant long-term reduction in GHG emissions, whereas the carbon pricing option and aircraft technology option are desirable in reducing GHG emissions in the short term. Therefore, to meet GHG emissions reduction targets more successfully, all measures must be simultaneously executed to address short- and long-term mitigation strategies. These findings have significant implications for both present and future GHG emissions reduction measures, supporting Thailand’s 2050 climate targets and energy efficiency policies as the domestic aviation industry adjusts.
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Alonso, Gustavo, and Arturo Benito. "The environmental impact assessment of greener trajectories: the GreAT project." Journal of Physics: Conference Series 2526, no. 1 (June 1, 2023): 012014. http://dx.doi.org/10.1088/1742-6596/2526/1/012014.
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Abstract GreAT (Greener Air Traffic Operations) is a project funded by the European Commission under the H2020 framework programme. The overall objective is to reduce the fuel consumption and gas emissions during “gate-to-gate” flight phases through developing and assessing environment-friendly air traffic operational concept, adaptive airspace and green trajectory optimization technologies, and supporting avionic systems. Based on the scientific description of the impact of aviation emissions on the climate, the work within GreAT is seeking the key factors of the impact about aviation emissions on climate change characteristics by using sensitivity analysis, such as greenhouse gases, pollutant gases and condensation, and then select these factors as environmental impact assessment indicators, including fuel consumption, aviation emissions, air quality and greenhouse effect, establishing a calculation model for evaluation indicators using the fuel consumption model, gas emission model and climate change model. System analysis methods are used to build an aviation emission environmental impact (EIA) assessment index system structure, apply environmental impact assessment indicators, construct a general environmental impact assessment index system, and propose a comprehensive assessment method for aviation environmental impact. The following step in the project is the environmental impact assessment of air traffic operations to determine how green air traffic performs. According to the existing air traffic operation patterns, the flight characteristics and trajectory characteristics of the aircraft are determined, and the environmental impact assessment index system is used to evaluate the environmental impact under the air traffic operation plan and the impact and improvement effect on climate change.
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Matthes, Sigrun, Ling Lim, Ulrike Burkhardt, Katrin Dahlmann, Simone Dietmüller, Volker Grewe, Amund S. Haslerud, et al. "Mitigation of Non-CO2 Aviation’s Climate Impact by Changing Cruise Altitudes." Aerospace 8, no. 2 (January 31, 2021): 36. http://dx.doi.org/10.3390/aerospace8020036.
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Aviation is seeking for ways to reduce its climate impact caused by CO2 emissions and non-CO2 effects. Operational measures which change overall flight altitude have the potential to reduce climate impact of individual effects, comprising CO2 but in particular non-CO2 effects. We study the impact of changes of flight altitude, specifically aircraft flying 2000 feet higher and lower, with a set of global models comprising chemistry-transport, chemistry-climate and general circulation models integrating distinct aviation emission inventories representing such alternative flight altitudes, estimating changes in climate impact of aviation by quantifying radiative forcing and induced temperature change. We find in our sensitivity study that flying lower leads to a reduction of radiative forcing of non-CO2 effects together with slightly increased CO2 emissions and impacts, when cruise speed is not modified. Flying higher increases radiative forcing of non-CO2 effects by about 10%, together with a slight decrease of CO2 emissions and impacts. Overall, flying lower decreases aviation-induced temperature change by about 20%, as a decrease of non-CO2 impacts by about 30% dominates over slightly increasing CO2 impacts assuming a sustained emissions scenario. Those estimates are connected with a large but unquantified uncertainty. To improve the understanding of mechanisms controlling the aviation climate impact, we study the geographical distributions of aviation-induced modifications in the atmosphere, together with changes in global radiative forcing and suggest further efforts in order to reduce long standing uncertainties.
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Guellouh, Noureddine, Zoltán Szamosi, and Zoltán Siménfalvi. "Combustors with Low Emission Levels for Aero Gas Turbine Engines." International Journal of Engineering and Management Sciences 4, no. 1 (March 3, 2019): 503–14. http://dx.doi.org/10.21791/ijems.2019.1.62.
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The aircrafts are responsible for emitting several types of pollutants, especially the pollutants in the form of NOX, CO2, CO, UHC, SOX and Particulate Matter PM (smoke/soot). The impact of aviation emissions on the global is well known, where these emissions modify the chemical and microphysical properties of the atmosphere resulting in changes of earth’s climate system, which can ultimate in critical changes in our planet fragile ecosystem, also the pollutants produced by aircraft engines cause many health problems. This is why the International Civil Aviation Organisation (ICAO) is seriously seeking to control the emission levels by issuing new standards during the successive meetings of the Committee on Aviation Environmental Protection CAEP (CAEP/01 in 1986, CAEP/2, CAEP/4, CAEP/6, CAEP/8, etc). The new regulations include more stringent standards aimed to reduce emission levels, this led to increased interest in low emission technologies. In this paper, a comprehensive review of low emissions combustion technologies for modern aero gas turbines is represented. The current low emission technologies include the high Technologies Readiness Level (TRL) including RQL, TAPS, DAC and LDI. Also, there are advanced technologies at lower TRL including LPP, ASC and VGC.
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Green, J. E. "Civil aviation and the environmental challenge." Aeronautical Journal 107, no. 1072 (June 2003): 281–99. http://dx.doi.org/10.1017/s0001924000013579.
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Abstract In the coming century, the impact of air travel on the environment will become an increasingly powerful influence on aircraft design. Unless the impact per passenger kilometre can be reduced substantially relative to today’s levels, environmental factors will increasingly limit the expansion of air travel and the social benefit that it brings. This essay considers the three main impacts, noise, air pollution around airports and influence on climate change. Of the three, impact on climate change is taken to have the greatest long-term importance and is discussed at the greatest length. It is argued that, of the three main contributors to climate change from aircraft – CO2 emissions, NOX emissions and the creation of persistent contrails – it is the last two which are the most promising targets. Ways of reducing the impacts of these two are discussed and it is noted that, in each case, the best environmental result is likely to entail some increase in CO2 emissions. It follows that regulatory or economic measures to reduce impact on climate should be framed so as to do just that. Measures framed purely in terms of CO2 emissions are likely to be counter-productive. Nevertheless, the design of aircraft to reduce fuel burn and hence CO2 emission remains a key long-term objective; the essay considers the potential offered by new technology and new design concepts in this arena.
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Wilkerson, J. T., M. Z. Jacobson, A. Malwitz, S. Balasubramanian, R. Wayson, G. Fleming, A. D. Naiman, and S. K. Lele. "Analysis of emission data from global commercial aviation: 2004 and 2006." Atmospheric Chemistry and Physics 10, no. 13 (July 14, 2010): 6391–408. http://dx.doi.org/10.5194/acp-10-6391-2010.
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Abstract. The global commercial aircraft fleet in 2006 flew 31.26 million flights, burned 188.20 million metric tons of fuel, and covered 38.68 billion kilometers. This activity emitted substantial amounts of fossil-fuel combustion products within the upper troposphere and lower stratosphere that affect atmospheric composition and climate. The emissions products, such as carbon monoxide, carbon dioxide, oxides of nitrogen, sulfur compounds, and particulate matter, are not emitted uniformly over the Earth, so understanding the temporal and spatial distributions is important for modeling aviation's climate impacts. Global commercial aircraft emission data for 2004 and 2006, provided by the Volpe National Transportation Systems Center, were computed using the Federal Aviation Administration's Aviation Environmental Design Tool (AEDT). Continuous improvement in methodologies, including changes in AEDT's horizontal track methodologies, and an increase in availability of data make some differences between the 2004 and 2006 inventories incomparable. Furthermore, the 2004 inventory contained a significant over-count due to an imperfect data merge and daylight savings error. As a result, the 2006 emissions inventory is considered more representative of actual flight activity. Here, we analyze both 2004 and 2006 emissions, focusing on the latter, and provide corrected totals for 2004. Analysis of 2006 flight data shows that 92.5% of fuel was burned in the Northern Hemisphere, 69.0% between 30N and 60N latitudes, and 74.6% was burned above 7 km. This activity led to 162.25 Tg of carbon from CO2 emitted globally in 2006, more than half over three regions: the United States (25.5%), Europe (14.6), and East Asia (11.1). Despite receiving less than one percent of global emissions, the Arctic receives a uniformly dispersed concentration of emissions with 95.2% released at altitude where they have longer residence time than surface emissions. Finally, 85.2% of all flights by number in 2006 were short-haul missions, yet those flights were responsible for only 39.7% of total carbon from CO2. The following is a summary of these data which illustrates the global and regional aviation emissions footprints for 2004 and 2006, and provides temporal and spatial distribution statistics.
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Maurice, Lourdes Q. "Understanding Aviation Particulate Matter Emissions." Journal of Propulsion and Power 23, no. 5 (September 2007): 897. http://dx.doi.org/10.2514/1.30672.
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Huszar, P., H. Teyssèdre, D. Cariolle, D. J. L. Olivié, M. Michou, D. Saint-Martin, S. Senesi, et al. "Modeling the present and future impact of aviation on climate: an AOGCM approach with online coupled chemistry." Atmospheric Chemistry and Physics Discussions 13, no. 2 (February 11, 2013): 3817–58. http://dx.doi.org/10.5194/acpd-13-3817-2013.
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Abstract. This work assesses the impact of emissions from global aviation on climate, while focus is given on the temperature response. Our work is among the first that use an Atmosphere Ocean General Circulation Model (AOGCM) online coupled with stratospheric chemistry and the chemistry of mid-troposphere relevant for aviation emissions. Compared to previous studies where either the chemical effects of aviation emissions were investigated using global chemistry transport models or the climate impact of aviation was under focus implementing prescribed perturbation fields or simplified chemistry schemes, our study uses emissions as inputs and provides the climate response as output. The model we use is the Météo-France CNRM-CM5.1 earth system model extended with the REPROBUS stratospheric scheme. The timehorizon of our interest is 1940–2100 assuming the A1B SRES scenario. We investigate the present and future impact of the most relevant aviation emissions (CO2, NOx, contrail and contrail induced cirrus – CIC) as well as the impact of the non-CO2 emissions and the "Total" aviation impact. Aviation produced aerosol is not considered in the study. The general conclusion is that the aviation emissions result in a less pronounced climate signal than previous studies suggest. Moreover this signal is more unique at higher altitudes (above the mid-troposphere) than near the surface. The global averaged near surface CO2 impact reaches around 0.1 °C by the end of the 21st century and can be even negative in the middle of the century. The non-CO2 impact remains positive during the whole 21st century reaching 0.2 °C in its second half. A similar warming is calculated for the CIC effect. The NOx emissions impact is almost negligible in our simulations, as the aviation induced ozone production was small in the model's chemical scheme. As a consequence the non-CO2 signal is very similar to the CIC signal. The seasonal analysis showed that the strongest warming due to aviation is modeled for the late summer and early autumn months. A much less significant warming is calculated for the winter months. In the stratosphere, significant cooling is attributed to aviation CO2 emissions which reaches −0.25 °C by the end of the 21st century. A −0.3 °C temperature decrease is modeled when considering all the aviation emissions as well, but no significant signal is coming with CIC and NOx emissions in the stratosphere.
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Callister, Paul, and Robert McLachlan. "Decarbonising Aotearoa New Zealand’s Aviation Sector: hard to abate, but even harder to govern." Policy Quarterly 19, no. 2 (May 31, 2023): 9–18. http://dx.doi.org/10.26686/pq.v19i2.8232.
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Aotearoa New Zealand ranks sixth in the world for total per capita aviation emissions. Our geographic isolation, our globally dispersed families and our large tourism industry make international aviation especially significant. Domestic aviation is also important, in part due to a lack of passenger rail services. We need to decarbonise aviation. Yet, uncertainties of future technologies and responses to prospective policies make it a challenge to prescribe a definite course of action. We suggest that a wide range of policies, including emissions budgets, a sustainable aviation fuel mandate, emissions trading and fuel tax reform, and a rethink of tourism are essential.
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Sonhaji, Imam. "Perhitungan Carbon Emissions Pesawat Berukuran Sedang Rute Bandara Internasional Surabaya ke Bandara Internasional Soekarno Hatta Jakarta." Jurnal Manajemen Transportasi & Logistik (JMTRANSLOG) 9, no. 1 (December 21, 2022): 9. http://dx.doi.org/10.54324/j.mtl.v9i1.709.
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The high growth of aviation certainly has an impact on the environment, carbon emissions from aviation can affect health and climate change. This study aims to determine the amount of carbon emission produced in this study. This study aims to determine the amount of Carbon Emission CO2 produced in-flight activity from Juanda International Airport, Surabaya to Soekarno Hatta International Airport, Jakarta. The method used is qualitative with the ICAO Carbon Emissions Calculator Methodology tool. The results showed that the Carbon Emission CO2 generated from flight activities on the route was an average of 72,29 Kg per passenger, while the total amount of Carbon Emission CO2 generated from flight activities from March 2019 to March 2020 averaged 24.351 Tons CO2 per month
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Klöwer, M., M. R. Allen, D. S. Lee, S. R. Proud, L. Gallagher, and A. Skowron. "Quantifying aviation’s contribution to global warming." Environmental Research Letters 16, no. 10 (October 1, 2021): 104027. http://dx.doi.org/10.1088/1748-9326/ac286e.
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Abstract Growth in aviation contributes more to global warming than is generally appreciated because of the mix of climate pollutants it generates. Here, we model the CO2 and non-CO2 effects like nitrogen oxide emissions and contrail formation to analyse aviation’s total warming footprint. Aviation contributed approximately 4% to observed human-induced global warming to date, despite being responsible for only 2.4% of global annual emissions of CO2. Aviation is projected to cause a total of about 0.1 °C of warming by 2050, half of it to date and the other half over the next three decades, should aviation’s pre-COVID growth resume. The industry would then contribute a 6%–17% share to the remaining 0.3 °C–0.8 °C to not exceed 1.5 °C–2 °C of global warming. Under this scenario, the reduction due to COVID-19 to date is small and is projected to only delay aviation’s warming contribution by about five years. But the leveraging impact of growth also represents an opportunity: aviation’s contribution to further warming would be immediately halted by either a sustained annual 2.5% decrease in air traffic under the existing fuel mix, or a transition to a 90% carbon-neutral fuel mix by 2050.
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Righi, M., J. Hendricks, and R. Sausen. "The global impact of the transport sectors on atmospheric aerosol in 2030 – Part 2: Aviation." Atmospheric Chemistry and Physics Discussions 15, no. 23 (December 2, 2015): 34035–62. http://dx.doi.org/10.5194/acpd-15-34035-2015.
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Abstract. We use the EMAC (ECHAM/MESSy Atmospheric Chemistry) global climate-chemistry model coupled to the aerosol module MADE (Modal Aerosol Dynamics model for Europe, adapted for global applications) to simulate the impact of aviation emissions on global atmospheric aerosol and climate in 2030. Emissions of short-lived gas and aerosol species follow the four Representative Concentration Pathways (RCPs) designed in support of the Fifth Assessment Report of the Intergovernmental Panel on Climate Change. We compare our findings with the results of a previous study with the same model configuration focusing on year 2000 emissions. We also characterize the aviation results in the context of the other transport sectors presented in a companion paper. In spite of a relevant increase in aviation traffic volume and resulting emissions of aerosol (black carbon) and aerosol precursor species (nitrogen oxides and sulfur dioxide), the aviation effect on particle mass concentration in 2030 remains quite negligible (on the order of a few ng m-3), about one order of magnitude less than the increase in concentration due to other emission sources. Due to the relatively small size of the aviation-induced aerosol, however, the increase in particle number concentration is significant in all scenarios (about 1000 cm-3), mostly affecting the northern mid-latitudes at typical flight altitudes (7–12 km). This largely contributes to the overall change in particle number concentration between 2000 and 2030, which results also in significant climate effects due to aerosol-cloud interactions. Aviation is the only transport sector for which a larger impact on the Earth's radiation budget is simulated in the future: The aviation-induced RF in 2030 is more than doubled with respect to the year 2000 value of −15 mW m-2, with a maximum value of −63 mW m-2 simulated for RCP2.6.
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Righi, Mattia, Johannes Hendricks, and Robert Sausen. "The global impact of the transport sectors on atmospheric aerosol in 2030 – Part 2: Aviation." Atmospheric Chemistry and Physics 16, no. 7 (April 11, 2016): 4481–95. http://dx.doi.org/10.5194/acp-16-4481-2016.
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Abstract. We use the EMAC (ECHAM/MESSy Atmospheric Chemistry) global climate–chemistry model coupled to the aerosol module MADE (Modal Aerosol Dynamics model for Europe, adapted for global applications) to simulate the impact of aviation emissions on global atmospheric aerosol and climate in 2030. Emissions of short-lived gas and aerosol species follow the four Representative Concentration Pathways (RCPs) designed in support of the Fifth Assessment Report of the Intergovernmental Panel on Climate Change. We compare our findings with the results of a previous study with the same model configuration focusing on year 2000 emissions. We also characterize the aviation results in the context of the other transport sectors presented in a companion paper. In spite of a relevant increase in aviation traffic volume and resulting emissions of aerosol (black carbon) and aerosol precursor species (nitrogen oxides and sulfur dioxide), the aviation effect on particle mass concentration in 2030 remains quite negligible (on the order of a few ng m−3), about 1 order of magnitude less than the increase in concentration due to other emission sources. Due to the relatively small size of the aviation-induced aerosol, however, the increase in particle number concentration is significant in all scenarios (about 1000 cm−3), mostly affecting the northern mid-latitudes at typical flight altitudes (7–12 km). This largely contributes to the overall change in particle number concentration between 2000 and 2030, which also results in significant climate effects due to aerosol–cloud interactions. Aviation is the only transport sector for which a larger impact on the Earth's radiation budget is simulated in the future: the aviation-induced radiative forcing in 2030 is more than doubled with respect to the year 2000 value of −15 mW m−2 in all scenarios, with a maximum value of −63 mW m−2 simulated for RCP2.6.
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Guo, Xiurui, Chunxiao Ning, Yaqian Shen, Chang Yao, Dongsheng Chen, and Shuiyuan Cheng. "Projection of the Co-Reduced Emissions of CO2 and Air Pollutants from Civil Aviation in China." Sustainability 15, no. 9 (April 23, 2023): 7082. http://dx.doi.org/10.3390/su15097082.
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Civil aviation transport is a key area of fossil energy consumption and greenhouse gas emission, and it is also an important source of air pollutants; the emissions of these have caused severe environmental problems. In this paper, we estimated the emissions in 235 domestic civil airports, and predicted the future trends of CO2 and air pollutant emissions from civil aviation in China until 2050 under three scenarios. The co-reduced emissions of each measure were evaluated by using the co-control effects coordinate system. The results show that in 2018, the emissions of CO2, NOx, SO2, CO, PM and HC were 117.23 × 106 tons, 90.47 × 104 tons, 14.37 × 104 tons, 9 × 104 tons, 1.29 × 104 tons and 0.66 × 104 tons, respectively. CO2, NOx, SO2 and PM emissions were mainly concentrated in cruise mode, accounting for 87–93% of the total emissions; HC and CO emissions were more frequently from the LTO. Under the baseline scenario, the growth rate of air pollutant emissions will account for a greater share, from 84% in 2030 to 464% in 2050, whereas the general scenario reduces emissions by 15% and 71%, respectively, and a higher reduction of 26% and 93% is seen in the stringent scenario. Improving aviation fuels is the most significant co-reduction measure, which can reduce CO2 by 89% and 68% in 2030 and 2050, and reduce air pollutants by 86–89% and 62–65%, respectively.
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Li, Xirui, Junqi Tang, Weidong Li, Qingmin Si, Xinyao Guo, and Linqing Niu. "A Bibliometric Analysis and Visualization of Aviation Carbon Emissions Studies." Sustainability 15, no. 5 (March 6, 2023): 4644. http://dx.doi.org/10.3390/su15054644.
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Carbon peaking and carbon neutrality are gaining global consensus, and carbon reduction in aviation is necessary and urgent. The main objective of this research paper is to map and analyze the knowledge graph of aviation carbon emissions research from a bibliometric perspective. Publications related to aviation carbon emissions indexed by Scopus for the period 1992 to 2021 were analyzed primarily using CiteSpace software. This paper presents a bibliometric analysis of current research progress from four perspectives: (1) descriptive analysis of publications, involving annual distribution, authors, and journals; (2) analysis of co-cited authors and their countries; (3) co-citation analysis of cited references; and (4) co-occurrence analysis of keywords. A series of domain knowledge maps were constructed to visualize the core of aviation carbon emissions research and to distill the research perspectives on aviation carbon emissions in the past 20 years. The latest and most important research results in the field obtained through the combing provide certain references for the research and development of aviation carbon emissions.
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Otero, Evelyn, Ulf Tengzelius, and Bengt Moberg. "Flight Procedure Analysis for a Combined Environmental Impact Reduction: An Optimal Trade-Off Strategy." Aerospace 9, no. 11 (November 3, 2022): 683. http://dx.doi.org/10.3390/aerospace9110683.
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Many attempts have been made to reduce aviation’s environmental impact, as aviation traffic has grown exponentially in recent decades. While some approaches focus on technology and fuel alternatives, others strive to develop improved operational measures within air traffic management as a short-term action to mitigate aviation-induced climate change, as well as air pollution. In this work, different flight procedures are analyzed in terms of emissions and noise impact to define optimal trade-offs. The investigation is based on flight data recorders, emissions, and noise prediction models. An aircraft trajectory simulation code with flight procedure optimization is also implemented to define an environmentally optimal trajectory. The results show that while noise and the emissions proportional to the burned fuel may be reduced for some trajectories, other non-CO2 emissions could drastically increase if too low idle-thrust levels are reached. Therefore, a minimum threshold for idle thrust is suggested as a key factor to define a truly optimal trajectory in terms of CO2 emissions, non-CO2 emissions, and noise.
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Barton, Jane. "Tackling Aviation Emissions: the Challenges ahead." Journal for European Environmental & Planning Law 3, no. 4 (2006): 316–24. http://dx.doi.org/10.1163/187601006x00560.
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AbstractSince the advent of civil aviation, air transport has experienced almost continuous growth. However the growth of the industry brings with it an increase in emissions which impact on the environment. In particular, aviation has an impact on climate change through emissions of carbon dioxide (CO2), nitrogen oxides (NOx), water vapour and sulphate and soot particles at altitude. In September 2005, the European Commission adopted a Communication setting out its proposed approach for reducing the climate change impact of aviation. As well as recognising the importance of continuing existing policy measures, the Communication proposed the inclusion of the aviation sector in the EU Emissions Trading Scheme. This proposed approach has been endorsed by Member States in the Council and the Commission is now preparing a proposal for legislation. This article explains the legislative context in which the proposal to include aviation in the EU ETS will be made and some of the policy and legal issues facing Community legislators in designing the scheme.
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Lund, Marianne T., Borgar Aamaas, Terje Berntsen, Lisa Bock, Ulrike Burkhardt, Jan S. Fuglestvedt, and Keith P. Shine. "Emission metrics for quantifying regional climate impacts of aviation." Earth System Dynamics 8, no. 3 (July 10, 2017): 547–63. http://dx.doi.org/10.5194/esd-8-547-2017.
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Abstract. This study examines the impacts of emissions from aviation in six source regions on global and regional temperatures. We consider the NOx-induced impacts on ozone and methane, aerosols and contrail-cirrus formation and calculate the global and regional emission metrics global warming potential (GWP), global temperature change potential (GTP) and absolute regional temperature change potential (ARTP). The GWPs and GTPs vary by a factor of 2–4 between source regions. We find the highest aviation aerosol metric values for South Asian emissions, while contrail-cirrus metrics are higher for Europe and North America, where contrail formation is prevalent, and South America plus Africa, where the optical depth is large once contrails form. The ARTP illustrate important differences in the latitudinal patterns of radiative forcing (RF) and temperature response: the temperature response in a given latitude band can be considerably stronger than suggested by the RF in that band, also emphasizing the importance of large-scale circulation impacts. To place our metrics in context, we quantify temperature change in four broad latitude bands following 1 year of emissions from present-day aviation, including CO2. Aviation over North America and Europe causes the largest net warming impact in all latitude bands, reflecting the higher air traffic activity in these regions. Contrail cirrus gives the largest warming contribution in the short term, but remain important at about 15 % of the CO2 impact in several regions even after 100 years. Our results also illustrate both the short- and long-term impacts of CO2: while CO2 becomes dominant on longer timescales, it also gives a notable warming contribution already 20 years after the emission. Our emission metrics can be further used to estimate regional temperature change under alternative aviation emission scenarios. A first evaluation of the ARTP in the context of aviation suggests that further work to account for vertical sensitivities in the relationship between RF and temperature response would be valuable for further use of the concept.
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Huszar, P., H. Teyssèdre, M. Michou, A. Voldoire, D. J. L. Olivié, D. Saint-Martin, D. Cariolle, et al. "Modeling the present and future impact of aviation on climate: an AOGCM approach with online coupled chemistry." Atmospheric Chemistry and Physics 13, no. 19 (October 11, 2013): 10027–48. http://dx.doi.org/10.5194/acp-13-10027-2013.
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Abstract. Our work is among the first that use an atmosphere-ocean general circulation model (AOGCM) with online chemistry to evaluate the impact of future aviation emissions on temperature. Other particularities of our study include non-scaling to the aviation emissions, and the analysis of models' transient response using ensemble simulations. The model we use is the Météo-France CNRM-CM5.1 earth system model extended with the REPROBUS chemistry scheme. The time horizon of our interest is 1940–2100, assuming the A1B SRES scenario. We investigate the present and future impact of aviation emissions of CO2, NOx and H2O on climate, taking into account changes in greenhouse gases, contrails and contrail-induced cirrus (CIC). As in many transport-related impact studies, we distinguish between the climate impacts of CO2 emissions and those of non-CO2 emissions. Aviation-produced aerosol is not considered in the study. Our modeling system simulated a notable sea-ice bias in the Arctic, and therefore results concerning the surface should be viewed with caution. The global averaged near-surface CO2 impact reaches around 0.1 K by the end of the 21st century, while the non-CO2 impact reaches 0.2 K in the second half of the century. The NOx emissions impact is almost negligible in our simulations, as our aviation-induced ozone production is small. As a consequence, the non-CO2 signal is very similar to the CIC signal. The seasonal analysis shows that the strongest warming due to aviation is modeled for the late summer and early autumn. In the stratosphere, a significant cooling is attributed to aviation CO2 emissions (−0.25 K by 2100). A −0.3 K temperature decrease is modeled when considering all the aviation emissions, but no significant signal appears from the CIC or NOx forcings in the stratosphere.
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Prussi, Matteo, Aikaterini Konti, and Laura Lonza. "Could Biomass Derived Fuels Bridge the Emissions Gap between High Speed Rail and Aviation?" Sustainability 11, no. 4 (February 16, 2019): 1025. http://dx.doi.org/10.3390/su11041025.
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Aviation is a steadily growing sector, which largely contributes to transport greenhouse gas (GHG) emissions. When High Speed Rail (HSR) and aviation are considered as alternative options, HSR proves to be a more environmentally friendly mode of transport. Public available data have been used in order to calculate the emission profiles on two selected intra-European routes (London–Paris and Frankfurt–Amsterdam) by HSR and air. As expected, the air mode results in higher GHG emissions and solutions for mitigating its impact have been analyzed and suggested. Biomass Derived Fuels (BDF) has a limited, up to now, potential, to fill the existing gap in terms of emissions with rail. Moreover, BDF reduction in GHG emissions is accompanied with by an increase in fuel cost. Finally, the cost per tonne of avoided CO2e by using BDF—which values 186 €/t—has been compared with the prices of the European Union (EU) Emission Trading System (ETS) allowances and, from a purely economic perspective, this market based measure still seems a preferable option to curb the GHG emissions of the air mode.
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Cui, Qiang, Yilin Lei, and Bin Chen. "Impacts of the proposal of the CNG2020 strategy on aircraft emissions of China–foreign routes." Earth System Science Data 14, no. 9 (September 27, 2022): 4419–33. http://dx.doi.org/10.5194/essd-14-4419-2022.
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Abstract. Aviation emission accounting is the key to establishing market measures to control aviation pollutant emissions. Based on the fuel percentage method (FPM), this paper applies the improved BFFM2-FOA-FPM (Boeing Fuel Flow Method 2–First Order Approximation FPM) to calculate the emissions of six pollutants (CO2, CO, HC, NOx, SO2, and PM2.5) between Chinese and foreign cities from 2014 to 2019, including CCD (climbing, cruising, and descending) emissions and LTO (landing and take-off) emissions. The error rate between the calculated results and the official data is about 2.75 %. The results show that the emissions of six pollutants changed before and after the proposal of the “Carbon Neutral Growth 2020” strategy (CNG2020 strategy). Although the total amount has increased, the average emission per tonne-kilometer of CO2, CO, HC, NOx, SO2, and PM2.5 has decreased by 17.77 %, 17.26 %, 25.15 %, 14.32 %, 17.77 %, and 16.35 %, respectively. The results of this paper can provide a data basis and method reference for implementing the CNG2020 strategy and realizing global carbon emission reduction goals. The dataset is available from https://doi.org/10.6084/m9.figshare.20071751.v1 (Cui., 2022).
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Teoh, Roger, Zebediah Engberg, Marc Shapiro, Lynnette Dray, and Marc E. J. Stettler. "The high-resolution Global Aviation emissions Inventory based on ADS-B (GAIA) for 2019–2021." Atmospheric Chemistry and Physics 24, no. 1 (January 18, 2024): 725–44. http://dx.doi.org/10.5194/acp-24-725-2024.
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Abstract. Aviation emissions that are dispersed into the Earth's atmosphere affect the climate and air pollution, with significant spatiotemporal variation owing to heterogeneous aircraft activity. In this paper, we use historical flight trajectories derived from Automatic Dependent Surveillance–Broadcast (ADS-B) telemetry and reanalysis weather data for 2019–2021 to develop the Global Aviation emissions Inventory based on ADS-B (GAIA). In 2019, 40.2 million flights collectively travelled 61 billion kilometres using 283 Tg of fuel, leading to CO2, NOX and non-volatile particulate matter (nvPM) mass and number emissions of 893 Tg, 4.49 Tg, 21.4 Gg and 2.8 × 1026 respectively. Global responses to COVID-19 led to reductions in the annual flight distance flown and CO2 and NOX emissions in 2020 (−43 %, −48 % and −50 % respectively relative to 2019) and 2021 (−31 %, −41 % and −43 % respectively), with significant regional variability. Short-haul flights with durations < 3 h accounted for 83 % of all flights but only for 35 % of the 2019 CO2 emissions, while long-haul flights with durations > 6 h (5 % of all flights) were responsible for 43 % of CO2 and 49 % of NOX emissions. Globally, the actual flight trajectories flown are, on average, ∼ 5 % greater than the great circle path between the origin and destination airports, but this varies by region and flight distance. An evaluation of 8705 unique flights between London and Singapore showed large variabilities in the flight trajectory profile, fuel consumption and emission indices. GAIA captures the spatiotemporal distribution of aviation activity and emissions and is provided for use in future studies to evaluate the negative externalities arising from global aviation.
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Šajbanová, Kristína, Michal Janovec, and Jana Zachar Kuchtová. "Sustainable aviation fuel from the perspective of long-term sustainability and development." AEROjournal 20, no. 2 (2022): 3–7. http://dx.doi.org/10.26552/aer.c.2022.2.1.
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The aim of the article is to create a SWOT analysis of the position of sustainable aviation fuels (SAF) as an innovative available product on the aviation fuel market and to evaluate its development and application in the coming years. The motivation for the analysis and subsequent creation of this work is the fact that the topic of sustainable aviation fuels is currently extremely actual and also relevant for the future of air transport, as well as the future of the ecosystem from the point of view of reducing the emission load caused by the emissions of aircraft engines, which have a non-negligible share of the ecological load our planet. Because the combustion process in aircraft engines is the main factor in the creation of emissions, alternative aviation fuels from sustainable sources have been developed in order to reduce them. Thanks to the analysis of the goals of the influential aviation manufacturers, we found that the attention paid to the implementation of sustainable fuel is currently and will be given increased attention in the future. Achieving this goal will be made possible through technological advances and governance adjustments in many companies affecting aviation, from aircraft and fuel manufacturers to institutions dealing with administrative matters affecting aviation.
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Rosanka, Simon, Christine Frömming, and Volker Grewe. "The impact of weather patterns and related transport processes on aviation's contribution to ozone and methane concentrations from NO<sub><i>x</i></sub> emissions." Atmospheric Chemistry and Physics 20, no. 20 (October 29, 2020): 12347–61. http://dx.doi.org/10.5194/acp-20-12347-2020.
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Abstract. Aviation-attributed climate impact depends on a combination of composition changes in trace gases due to emissions of carbon dioxide (CO2) and non-CO2 species. Nitrogen oxides (NOx = NO + NO2) emissions induce an increase in ozone (O3) and a depletion of methane (CH4), leading to a climate warming and a cooling, respectively. In contrast to CO2, non-CO2 contributions to the atmospheric composition are short lived and are thus characterised by a high spatial and temporal variability. In this study, we investigate the influence of weather patterns and their related transport processes on composition changes caused by aviation-attributed NOx emissions. This is achieved by using the atmospheric chemistry model EMAC (ECHAM/MESSy). Representative weather situations were simulated in which unit NOx emissions are initialised in specific air parcels at typical flight altitudes over the North Atlantic flight sector. By explicitly calculating contributions to the O3 and CH4 concentrations induced by these emissions, interactions between trace gas composition changes and weather conditions along the trajectory of each air parcel are investigated. Previous studies showed a clear correlation between the prevailing weather situation at the time when the NOx emission occurs and the climate impact of the NOx emission. Here, we show that the aviation NOx contribution to ozone is characterised by the time and magnitude of its maximum and demonstrate that a high O3 maximum is only possible if the maximum occurs early after the emission. Early maxima occur only if the air parcel, in which the NOx emission occurred, is transported to lower altitudes, where the chemical activity is high. This downward transport is caused by subsidence in high-pressure systems. A high ozone magnitude only occurs if the air parcel is transported downward into a region in which the ozone production is efficient. This efficiency is limited by atmospheric NOx and HOx concentrations during summer and winter, respectively. We show that a large CH4 depletion is only possible if a strong formation of O3 occurs due to the NOx emission and if high atmospheric H2O concentrations are present along the air parcel's trajectory. Only air parcels, which are transported into tropical areas due to high-pressure systems, experience high concentrations of H2O and thus a large CH4 depletion. Avoiding climate-sensitive areas by rerouting aircraft flight tracks is currently computationally not feasible due to the long chemical simulations needed. The findings of this study form a basis of a better understanding of NOx climate-sensitive areas and through this will allow us to propose an alternative approach to estimate aviation's climate impact on a day-to-day basis, based on computationally cheaper meteorological simulations without computationally expensive chemistry. This comprises a step towards a climate impact assessment of individual flights, here with the contribution of aviation NOx emissions to climate change, ultimately enabling routings with a lower climate impact by avoiding climate-sensitive regions.
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Lee, H., S. C. Olsen, D. J. Wuebbles, and D. Youn. "Impacts of aircraft emissions on the air quality near the ground." Atmospheric Chemistry and Physics Discussions 13, no. 1 (January 8, 2013): 689–727. http://dx.doi.org/10.5194/acpd-13-689-2013.
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Abstract. The continuing increase in demand for commercial aviation transport raises questions about the effects of resulting emissions on the environment. The purpose of this study is to investigate, using a global chemistry transport model, to what extent aviation emissions outside the boundary layer influence air quality in the boundary layer. The effects of current levels of aircraft emissions were studied through comparison of multiple simulations allowing for the separated effects of aviation emissions occurring in the low, middle and upper troposphere. We show that emissions near cruise altitudes rather than emissions during landing and take-off are responsible for most of the total odd-nitrogen (NOy), ozone (O3) and aerosol perturbations near the ground with a noticeable seasonal difference. Overall, the perturbations of these species are smaller than 1 ppb even in winter when the perturbations are greater than in summer. Based on the widely used air quality standards and uncertainty of state-of-the-art models, we conclude that aviation-induced perturbations have a negligible effect on air quality even in areas with heavy air traffic. Aviation emissions lead to a less than 1% aerosol enhancement in the boundary layer due to a slight increase in ammonium nitrate (NH4NO3) during cold seasons and a statistically insignificant aerosol perturbation in summer. In addition, statistical analysis using probability density functions, Hellinger distance, and p-value indicate that aviation emissions outside the boundary layer do not affect the occurrence of extremely high aerosol concentrations in the boundary layer. An additional sensitivity simulation assuming the doubling of surface ammonia emissions demonstrates that the aviation induced aerosol increase near the ground is highly dependent on background ammonia concentrations whose current range of uncertainty is large.
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Lee, H., S. C. Olsen, D. J. Wuebbles, and D. Youn. "Impacts of aircraft emissions on the air quality near the ground." Atmospheric Chemistry and Physics 13, no. 11 (June 6, 2013): 5505–22. http://dx.doi.org/10.5194/acp-13-5505-2013.
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Abstract. The continuing increase in demand for commercial aviation transport raises questions about the effects of resulting emissions on the environment. The purpose of this study is to investigate, using a global chemistry transport model, to what extent aviation emissions outside the boundary layer influence air quality in the boundary layer. The large-scale effects of current levels of aircraft emissions were studied through comparison of multiple simulations allowing for the separated effects of aviation emissions occurring in the low, middle and upper troposphere. We show that emissions near cruise altitudes (9–11 km in altitude) rather than emissions during landing and take-off are responsible for most of the total odd-nitrogen (NOy), ozone (O3) and aerosol perturbations near the ground with a noticeable seasonal difference. Overall, the perturbations of these species are smaller than 1 ppb even in winter when the perturbations are greater than in summer. Based on the widely used air quality standards and uncertainty of state-of-the-art models, we conclude that aviation-induced perturbations have a negligible effect on air quality even in areas with heavy air traffic. Aviation emissions lead to a less than 1% aerosol enhancement in the boundary layer due to a slight increase in ammonium nitrate (NH4NO3) during cold seasons and a statistically insignificant aerosol perturbation in summer. In addition, statistical analysis using probability density functions, Hellinger distance, and p value indicate that aviation emissions outside the boundary layer do not affect the occurrence of extremely high aerosol concentrations in the boundary layer. An additional sensitivity simulation assuming the doubling of surface ammonia emissions demonstrates that the aviation induced aerosol increase near the ground is highly dependent on background ammonia concentrations whose current range of uncertainty is large.
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STOLIARCHUK, Nataliia. "Features, problems and prospects of civil aviation decarbonization." Scientific Bulletin of Flight Academy. Section: Economics, Management and Law 6 (2022): 81–88. http://dx.doi.org/10.33251/2707-8620-2022-6-81-88.
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Abstract. The article considers the peculiarities of the process of decarbonization of civil aviation. The objectives presented by IATA to the UN Framework Convention on Reducing Carbon Emissions have been clarified: a) average increase in fuel efficiency by 1.5 % per year from 2009 to 2023; b) a cap on net aviation CO₂ emissions from 2020 (carbon-neutral growth); c) a 50 % reduction in net aviation CO₂ emissions by 2050 compared to 2005 levels. These goals can be achieved by following four decarbonisation strategies: the operational efficiency of airlines, the use of innovative technologies, the use of sustainable energy fuels and carbon offset measures. According to the results of the analysis, the operational efficiency strategy provides for: route optimization; increasing the occupancy and load factor of aircraft; weight loss on board; fleet renewal; acquisition of new generation aircraft (eg A320NEO), which is projected to reduce life cycle CO₂ emissions per aircraft by 1-15 %. Sustainable aviation fuel (SAFs) strategy: biofuels; synthetic fuel; hydrogen and electric fuels can reduce carbon emissions by 13-26 %. Most of all, it can reduce carbon emissions, namely by 30-70 % of the use of electric or hybrid aircraft. The carbon offset strategy complements other measures to reduce CO₂ emissions that cannot be reduced through the use of technological improvements, operational improvements and SAFs through compensation payments for exceeding carbon emissions. It is established that the process of decarbonization of civil aviation is based on such principles as: 1) decarbonization and strategic foresight; 2) implementation of environmental behavior in practice; 3) increasing regulatory flexibility; 4) accelerated creation of partnerships focused on climate protection; 5) digitization of data and processes to build trust and confirm results. The problem with the process of decarbonization of civil aviation is that fully electric, hybrid-electric and environmentally friendly commercial airliners operating on hydrogen are far from mass production due to flight physics, safety test requirements and current technological constraints. Sustainable aviation fuel will provide significant opportunities to reduce greenhouse gas emissions from aviation, but it is currently produced to a limited extent and requires significant commercial development to achieve widespread use. On the positive side, reducing greenhouse gas emissions for civil aviation companies in the long run will mean improving their business reputation, diversifying their investor base, raising stock prices, reducing the cost of raising capital and expanding investment opportunities. In the following researches it is offered to make the analysis of influence of decarbonization on the basic financial and economic indicators of the enterprises of branch of civil aviation. Keywords: global warming, decarbonisation strategy, greenhouse gases, carbon-neutral growth, sustainable aviation fuel, operational efficiency, innovative technologies, carbon offset.