Aviation emissions

Assessing the aircraft engine nonvolatile particulate matter (nvPM) emissions during landing and takeoff (LTO) cycles is significant for airport air quality management. However, presently few prior studies have examined aircraft engine nvPM emissions on a daily basis for optimizing flight operations at airports. Therefore, based on the latest first-order approximation method of engine nvPM emissions, we introduce the engine emission data and aircraft flight data to establish an integrated method for estimating daily aircraft engine nvPM emissions at airports. This method can be applied to obtain different engine nvPM mass and number emissions in each phase of the LTO cycle, and therefore the total nvPM mass and number emissions in different time periods can be estimated for the analysis of the sources and trends of daily aircraft engine nvPM emissions during LTO cycles at Hangzhou Xiaoshan International Airport. Results show that the highest aircraft engine nvPM mass and number emissions are generally predicted to occur in the climb and taxi/ ground idle phase, respectively. The proportion of total engine nvPM mass and number emissions in each phase of the LTO cycle could also be estimated, specifically the takeoff phase (21% & 6%), climb phase (52% &15%), approach phase (8% & 27%), and taxi/ground idle phase (19% & 52%). In addition, the trends of hourly engine nvPM mass and number emissions during LTO cycles within a day are similar, but the predicted highest total hourly engine nvPM mass and number emissions occur in different time periods (7:00-8:00 a.m. & 11:00-12:00 a.m.) at the airport, and the total hourly engine nvPM mass and number emissions at 6:00 a.m. to 17:00 p.m. are generally higher than those of the rest periods. These results are valuable for optimizing flight operations for mitigating the environmental impact of aircraft engine nvPM emissions. Implications: The integrated method for estimating engine nvPM mass and number emissions in the LTO cycle based on FOA4.0 method reported in this study is effective to assess the sources and trends of daily aircraft engine nvPM emissions during LTO cycles at airports, which is valuable for optimizing flight operations considering the environmental impact of aircraft engine nvPM emissions. When the relevant aircraft flights, engine parameters, and engine nvPM emission databases embedded in the integrated method for any airport are established, the method is feasible to assess the sources and trends of aircraft engine nvPM emissions during LTO cycles at any time period in the airport.

As COVID-19 transmissions spread worldwide, governments have announced and enforced travel restrictions to prevent further infections. Such restrictions have a direct effect on the volume of international flights among these countries, resulting in extensive social and economic costs. To better understand the situation in a quantitative manner, we analyzed the OpenSky Network data to clarify flight patterns and flight densities around the world. Then we observed relationships between flight numbers with new infection cases and the economy (the unemployment rate) in Barcelona. We found that the number of daily flights gradually decreased and then suddenly dropped 64% during the second half of March in 2020 after the United States and Europe enacted travel restrictions. We also observed a 51% decrease in the global flight network density decreased during this period. Regarding new COVID-19 cases, the United States had an unexpected surge regardless of travel restrictions. Finally, the layoffs for temporary workers in the tourism and airplane business increased by 4.3 fold in the weeks following Spain's decision to close its borders.

The cost of providing air transportation for passengers and cargo to, from, and within the European Union was scheduled to increase in 2012 due to the EU Emission Trading Scheme. The European Union (EU) has legislated that aircraft landing or taking off from EU airports are subjected to the Emission Trading System (ETS) and are levied a charge for the estimated amount of carbon dioxide (CO 2) generated during the entire flight. Since direct measurement of CO 2 emitted during flight is not practical, the EU carbon emissions are estimated using the amount of fuel consumed. CO 2 is a greenhouse gas associated with detrimental environmental impacts. Transportation in the US contributed 31% of CO 2 emissions and 26% of greenhouse gas emissions in 2010. According to the International Air Transport Association (IATA), aviation is responsible for 2% of global CO 2 emissions, and currently represents a growing percentage. Reducing fuel consumption is the most effective way to reduce CO 2 emissions, but operational changes, design changes, and use of alternative fuels are also effective. While ETS charges are controversial, the purpose of this paper is to discuss ETS and illustrate its inclusion in aviation financial considerations. This paper introduces aviation carbon ETS, discusses the impact of ETS on airlines, and presents a methodology to quantify the cost differences in fuel and EU ETS charges incurred by introducing a stop for flights into and out of the EU.

There has been a continuously growing trend in international commercial air traffic, with the exception of COVID-19 crises; however, after the recovery, the trend is expected to even sharpen. The consequences of released emissions and by-products in the environment range from human health hazards, low air quality and global warming. This study is aimed to investigate the role of aviation emissions in global warming. For this purpose, data on different variables including global air traffic and growth rate, air traffic in different continents, total global CO2emissions of different airlines, direct and indirect emissions, air traffic in various UK airports and fuel-efficient aircraft was collected from various sources like EU member states, Statista, Eurostat, IATA, CAA and EUROCONTROL. The results indicated that in 2019, commercial airlines carried over 4.5 × 109passengers on scheduled flights. However, due to the COVID-19 pandemic in 2020, the global number of passengers was reduce...

The cost of providing air transportation for passengers and cargo to, from, and within the European Union was scheduled to increase in 2012 due to the EU Emission Trading Scheme. The European Union (EU) has legislated that aircraft landing or taking off from EU airports are subjected to the Emission Trading System (ETS) and are levied a charge for the estimated amount of carbon dioxide (CO 2) generated during the entire flight. Since direct measurement of CO 2 emitted during flight is not practical, the EU carbon emissions are estimated using the amount of fuel consumed. CO 2 is a greenhouse gas associated with detrimental environmental impacts. Transportation in the US contributed 31% of CO 2 emissions and 26% of greenhouse gas emissions in 2010. According to the International Air Transport Association (IATA), aviation is responsible for 2% of global CO 2 emissions, and currently represents a growing percentage. Reducing fuel consumption is the most effective way to reduce CO 2 emissions, but operational changes, design changes, and use of alternative fuels are also effective. While ETS charges are controversial, the purpose of this paper is to discuss ETS and illustrate its inclusion in aviation financial considerations. This paper introduces aviation carbon ETS, discusses the impact of ETS on airlines, and presents a methodology to quantify the cost differences in fuel and EU ETS charges incurred by introducing a stop for flights into and out of the EU.

With the simultaneous rise of concern about the climate crisis and the growing internationalization of research institutions, academic mobility poses an “academic paradox”: knowledge of the environmental harm of aviation does not necessarily translate into action. Universities must make changes to their mobility habits if they wish to comply with governmental carbon neutrality targets and lead with example. This research looks at Finland’s 14 universities and identifies the patterns and trends of academic mobility from a series of reports provided by the universities and their travel agencies. Moreover, we mapped the travel destinations to understand the scope of Finnish academic travel. The data revealed that Finnish universities are in different states of sustainability: some acting as clear trendsetters and others lagging. The results show that although the universities are performing well in some areas, as in preferring European destinations over intercontinental ones, there are...

The cost of providing air transportation for passengers and cargo to, from, and within the European Union was scheduled to increase in 2012 due to the EU Emission Trading Scheme. The European Union (EU) has legislated that aircraft landing or taking off from EU airports are subjected to the Emission Trading System (ETS) and are levied a charge for the estimated amount of carbon dioxide (CO 2) generated during the entire flight. Since direct measurement of CO 2 emitted during flight is not practical, the EU carbon emissions are estimated using the amount of fuel consumed. CO 2 is a greenhouse gas associated with detrimental environmental impacts. Transportation in the US contributed 31% of CO 2 emissions and 26% of greenhouse gas emissions in 2010. According to the International Air Transport Association (IATA), aviation is responsible for 2% of global CO 2 emissions, and currently represents a growing percentage. Reducing fuel consumption is the most effective way to reduce CO 2 emissions, but operational changes, design changes, and use of alternative fuels are also effective. While ETS charges are controversial, the purpose of this paper is to discuss ETS and illustrate its inclusion in aviation financial considerations. This paper introduces aviation carbon ETS, discusses the impact of ETS on airlines, and presents a methodology to quantify the cost differences in fuel and EU ETS charges incurred by introducing a stop for flights into and out of the EU.

The cost of providing air transportation for passengers and cargo to, from, and within the European Union was scheduled to increase in 2012 due to the EU Emission Trading Scheme. The European Union (EU) has legislated that aircraft landing or taking off from EU airports are subjected to the Emission Trading System (ETS) and are levied a charge for the estimated amount of carbon dioxide (CO 2) generated during the entire flight. Since direct measurement of CO 2 emitted during flight is not practical, the EU carbon emissions are estimated using the amount of fuel consumed. CO 2 is a greenhouse gas associated with detrimental environmental impacts. Transportation in the US contributed 31% of CO 2 emissions and 26% of greenhouse gas emissions in 2010. According to the International Air Transport Association (IATA), aviation is responsible for 2% of global CO 2 emissions, and currently represents a growing percentage. Reducing fuel consumption is the most effective way to reduce CO 2 emissions, but operational changes, design changes, and use of alternative fuels are also effective. While ETS charges are controversial, the purpose of this paper is to discuss ETS and illustrate its inclusion in aviation financial considerations. This paper introduces aviation carbon ETS, discusses the impact of ETS on airlines, and presents a methodology to quantify the cost differences in fuel and EU ETS charges incurred by introducing a stop for flights into and out of the EU.

The cost of providing air transportation for passengers and cargo to, from, and within the European Union was scheduled to increase in 2012 due to the EU Emission Trading Scheme. The European Union (EU) has legislated that aircraft landing or taking off from EU airports are subjected to the Emission Trading System (ETS) and are levied a charge for the estimated amount of carbon dioxide (CO 2) generated during the entire flight. Since direct measurement of CO 2 emitted during flight is not practical, the EU carbon emissions are estimated using the amount of fuel consumed. CO 2 is a greenhouse gas associated with detrimental environmental impacts. Transportation in the US contributed 31% of CO 2 emissions and 26% of greenhouse gas emissions in 2010. According to the International Air Transport Association (IATA), aviation is responsible for 2% of global CO 2 emissions, and currently represents a growing percentage. Reducing fuel consumption is the most effective way to reduce CO 2 emissions, but operational changes, design changes, and use of alternative fuels are also effective. While ETS charges are controversial, the purpose of this paper is to discuss ETS and illustrate its inclusion in aviation financial considerations. This paper introduces aviation carbon ETS, discusses the impact of ETS on airlines, and presents a methodology to quantify the cost differences in fuel and EU ETS charges incurred by introducing a stop for flights into and out of the EU.

The COVID-19 pandemic has drastically disrupted transit operations and induced significant transit ridership losses worldwide. Given its unprecedented duration, magnitude, and scale, the long-term effects are still unclear. Despite the differences, we can learn from previous disruptive events, such as terrorist attacks and epidemics, in the past 30 years and draw qualitative and quantitative insights about public reactions, ridership recovery periods, and transit agency responses during and after those events. This study sought to understand ridership variations during the current COVID-19 pandemic and inform transit agencies’ future decisions. This project’s research team therefore reviewed the impacts of selected historical events. They observed the following: (i) that most of the reviewed incidents (except for the 9/11 attacks) did not impose prolonged post-event effects on transit ridership for more than one year; (ii) that executive orders (e.g., school closures), transportatio...

Credibly and consistently reporting greenhouse gas (GHG) emissions from cities and urban areas enables policy makers and practitioners to contribute to addressing the challenge of climate change by meeting mitigation targets, and is critical to overall good municipal management. Good reporting allows for transparency, verification, and replication over time. This paper provides an understanding of the GHG emissions inventory protocols and methodologies as they apply to cities. Though the inventories generally use common terminology, the differences in inventorying approaches are many, and the implications of the inventorying results at the citylevel are important to climate change policy and decision-makers. A compilation of GHG emissions inventory protocols is developed along with an analysis of their characteristics and inherent differences. Seven protocols are investigated: four are applied to Shanghai's community emissions; four to New York City's corporate emissions (i.e., those from municipal activities); and two to the reporting of Paris' emissions, including upstream components. The results show a significant degree of variability among the protocols.

The COVID-19 pandemic is impacting human activities, and in turn energy use and carbon dioxide (CO2) emissions. Here we present daily estimates of country-level CO2 emissions for different sectors based on near-real-time activity data. The key result is an abrupt 8.8% decrease in global CO2 emissions (−1551 Mt CO2) in the first half of 2020 compared to the same period in 2019. The magnitude of this decrease is larger than during previous economic downturns or World War II. The timing of emissions decreases corresponds to lockdown measures in each country. By July 1st, the pandemic’s effects on global emissions diminished as lockdown restrictions relaxed and some economic activities restarted, especially in China and several European countries, but substantial differences persist between countries, with continuing emission declines in the U.S. where coronavirus cases are still increasing substantially.

As primary producers of knowledge, academics are required to create and disseminate research. The advent of internationalisation has given great emphasis to the importance of travel as it pertains to the success of an academic career and the international standing of an institution. However, academics who are highly aeromobile—particularly researchers working in the field of climate change—are now facing allegations of hypocrisy that in some cases may compromise the efficacy of their (climate) research. The novelty of this chapter arises from the application of the cultures framework to the study of academic air travel. It highlights three key elements—cognitive norms, practices and material culture. In this chapter, the cultures framework is adopted to provide a structure within which to consider individual and institutional pathways to achieve a reduction in academic flying. By exploring the interplay of cognitive norms, practices, material culture, support and barriers, the gap b...

The economic downturn and the air travel crisis triggered by the recent coronavirus pandemic pose a substantial threat to the new consumer class of many emerging economies. In Brazil, considerable improvements in social inclusion have fostered the emergence of hundreds of thousands of first-time fliers over the past decades. We apply a two-step regression methodology in which the first step consists of identifying air transport markets characterized by greater social inclusion, using indicators of the local economies' income distribution, credit availability, and access to the Internet. In the second step, we inspect the drivers of the plunge in air travel demand since the pandemic began, differentiating markets by their predicted social inclusion intensity. After controlling for potential endogeneity stemming from the spread of COVID-19 through air travel, our results suggest that short and low-density routes are among the most impacted airline markets and that business-oriented routes are more impacted than leisure ones. Finally, we estimate that a market with 1% higher social inclusion is associated with a 0.153% to 0.166% more pronounced decline in demand during the pandemic. Therefore, markets that have benefited from greater social inclusion in the country may be the most vulnerable to the current crisis.

The economic downturn and the air travel crisis triggered by the recent coronavirus pandemic pose a substantial threat to the new consumer class of many emerging economies. In Brazil, considerable improvements in social inclusion have fostered the emergence of hundreds of thousands of first-time fliers over the past decades. We apply a two-step regression methodology in which the first step consists of identifying air transport markets characterized by greater social inclusion, using indicators of the local economies' income distribution, credit availability, and access to the Internet. In the second step, we inspect the drivers of the plunge in air travel demand since the pandemic began, differentiating markets by their predicted social inclusion intensity. After controlling for potential endogeneity stemming from the spread of COVID-19 through air travel, our results suggest that short and low-density routes are among the most impacted airline markets and that business-oriente...

Covid's-19 outbreak everything has changed. Millions of people infected by the virus, national quarantine in different countries, economic crisis all over the world-here are some examples how Sars-cov-2 impacted on different parts of our life. Saving lives is priority for everyone, so governments of different countries took action to stop spreading virus by introducing different restrictions. Social distancing is one of main assumption which can decrease number of people suffering from Covid-19. On the other hand it affected people who avoid going shopping or travelling. Nowadays it is challenging to travel and it doesn't matter if it is airplane, a train or a bus. No one expected virus could stop the whole world and ground most of air transport. Because of that aviation industry is facing the biggest crisis in history. Still there are a lot of questions how Coronavirus would change aviation industry. Proper sanitary and hygienic conditions will help to convince people to come back on board planes. On the other hand thank to Sars-Cov 2 world will be better prepared for similar events in the future, especially in the age of globalization, where there are a lot of viruses we don't know, which can be spreading all over the world within couple of hours. That's why it is really important to draw the right conclusions.

The Policy Research Working Paper Series disseminates the findings of work in progress to encourage the exchange of ideas about development issues. An objective of the series is to get the findings out quickly, even if the presentations are less than fully polished. The papers carry the names of the authors and should be cited accordingly. The findings, interpretations, and conclusions expressed in this paper are entirely those of the authors. They do not necessarily represent the views of the International Bank for Reconstruction and Development/World Bank and its affiliated organizations, or those of the Executive Directors of the World Bank or the governments they represent.

Aviation emissions contribute to the radiative forcing (RF) of climate. Of importance are emissions of carbon dioxide (CO 2), nitrogen oxides (NO x), aerosols and their precursors (soot and sulphate), and increased cloudiness in the form of persistent linear contrails and induced-cirrus cloudiness. The recent Fourth Assessment Report (AR4) of the Intergovernmental Panel on Climate Change (IPCC) quantified aviation's RF contribution for 2005 based upon 2000 operations data. Aviation has grown strongly over the past years, despite world-changing events in the early 2000s; the average annual passenger traffic growth rate was 5.3% yr À1 between 2000 and 2007, resulting in an increase of passenger traffic of 38%. Presented here are updated values of aviation RF for 2005 based upon new operations data that show an increase in traffic of 22.5%, fuel use of 8.4% and total aviation RF of 14% (excluding induced-cirrus enhancement) over the period 2000-2005. The lack of physical process models and adequate observational data for aviationinduced cirrus effects limit confidence in quantifying their RF contribution. Total aviation RF (excluding induced cirrus) in 2005 was w55 mW m À2 (23-87 mW m À2 , 90% likelihood range), which was 3.5% (range 1.3-10%, 90% likelihood range) of total anthropogenic forcing. Including estimates for aviation-induced cirrus RF increases the total aviation RF in 2005-78 mW m À2 (38-139 mW m À2 , 90% likelihood range), which represents 4.9% of total anthropogenic forcing (2-14%, 90% likelihood range). Future scenarios of aviation emissions for 2050 that are consistent with IPCC SRES A1 and B2 scenario assumptions have been presented that show an increase of fuel usage by factors of 2.7-3.9 over 2000. Simplified calculations of total aviation RF in 2050 indicate increases by factors of 3.0-4.0 over the 2000 value, representing 4-4.7% of total RF (excluding induced cirrus). An examination of a range of future technological options shows that substantive reductions in aviation fuel usage are possible only with the introduction of radical technologies. Incorporation of aviation into an emissions trading system offers the potential for overall (i.e., beyond the aviation sector) CO 2 emissions reductions. Proposals exist for introduction of such a system at a European level, but no agreement has been reached at a global level.

Covid-19, which was defined as a result of research conducted in a group of patients developing respiratory symptoms in late December 2019 in Wuhan province of China, spread to other countries in a very short time by infecting from people to people. On January 30, 2020, the World Health Organization declared the “International Public Health Emergency” due to the Covid-19 pandemic. Travel restrictions have been imposed by countries to prevent the pandemic. With these restrictions, air traffic has come to a halt, only health, humanitarian, military, repatriation and cargo flights have been carried out. Due to the Covid-19, more than 6 million traffic losses occurred in the European air traffic network. There were 0.2 million flight losses in the 9/11 attacks and 0.8 million flight losses in the great financial crisis. It is not known how long the recovery will take to reach traffic data in 2019. In this study, the impact of Covid-19 on the European and Turkey air traffic networks in 2...

The air transportation industry has undergone unprecedented changes throughout the COVID-19 pandemic, as measured in terms of flight cancellations, aircraft retirements, airline bailouts, and disconnection of worldwide communities. In this study, we performed a cross-comparison of the impact COVID-19 had on three aviation centers of the world—the United States, Europe, and China. Methodologically, we analyzed the air transportation system as complex networks and by using time series analysis. We discovered that the peak of COVID-19 impact was around April/May 2020, followed by a strong recovery mostly in domestic subsystems. We found a homogeneous impact on the United States, a strong heterogeneous impact on Europe, and a rather short-term impact on China. Domestic flight connectivity recovered much faster than international flight connectivity, particularly for the Chinese air transportation system. Our study provided a comprehensive, data-driven analysis of the COVID-19 impact on ...

The drastic reduction in economic activities caused by the COVID-19 pandemic creates a unique and timely opportunity to examine the environmental impacts of human activity. In several countries, the aviation sector was dramatically affected by the travel restrictions, resulting in a change of trip demand and in a drop of fuel consumption. Nonetheless, little attention has been paid to the impact of the pandemic on air travel demand, one of the fastest-growing sources of emissions globally. This paper estimates the impact of the COVID-19 on air travel demand and emissions in Brazil, the largest aviation market in Latin America. Combining detailed flight data with daily number of passengers and fuel consumption and data on combustion emission factors, we estimate CO2 emissions of domestic flights in Brazil. A Bayesian structural time-series model was used to estimate the impact of COVID-19 on daily trends of air travel demand and emissions. We find that the COVID-19 pandemic caused a reduction of 68% on national passengers and 62% in total CO2 emissions compared to what would have occurred if the pandemic had not happened. It avoided a total of approximately 4.6 megatons of CO2 between March and December 2020 in Brazil, the equivalent of one year of domestic flight emissions in France. Despite such a sharp drop in commercial aviation, passenger demand recovered to 64.2% of pre-pandemic levels by the end of 2020. CO2 emissions had a 52.6% reduction in 2020 and the emissions per capita increased after the COVID-19 outbreak. Although the precise impact of the COVID-19 on this figure is not yet fully understood, the fast recovery in domestic flights by December 2020 indicates that the emissions could soon return to pre-pandemic levels, demonstrating the challenges of reducing emissions in the aviation sector in the short term.