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Eurostat project

Analysis of GHG emissions

in air transport

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How it started….

• Experiences made by CSO Ireland with mapping administrative data and statistical data

• Data available at the EEA website EMEP/CORINAIR

• Using Eurostat Statistical data without putting extra burden to Member States

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Project objectives

Recommendations for developing methodsenabling integrating available Eurostat data with data on GHG emissions for air transport available in other organisations.

Proposals for information disseminationhow results could be made available to a larger audience using the Eurostat website.

Description of data sourcesIndication of the coverage and quality of data available in different data sources.

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Project activities

Activity 1: Revision of the State- of-Art in relation to Air Transport Emissions modellingRevision of the most recent developments in the literature related to GHG emissions in air transport

Activity 2: Preliminary Inventory of Data Sources Inventory of relevant data sources from EU institutions in order to create a clearer picture of the available information

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Project activities

Activity 3: Assessment of possibilities for data linkage and production of indicators

Proposals for the use of available transport data in Eurostat in linkage with other sources, so that indicators on GHG emissions by air transport can be produced systematically.

Activity 4: Reporting and Dissemination of results

Preparation of a detailed analysis report and a power point presentation summarising the results of the study and including recommendations, to be presented during international meetings

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Methodology

EMEP/EEA model:

• Based on the “detailed methodology” of the LTO and cruise model EMEP/EEA

• Based on modelled fuel burn ratio over distances flown by typical aircraft types

• Default method for preparing emission inventories of air traffic in the EU and countries under the EMEP/CLRTAP protocol

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Methodology

SET model:

Based on the integrated Small Emitters’ Tool (Eurocontrol)

Based on empirical statistical averaged fuel burn ratios over distances flown by many different aircraft types

Accepted alternative for reporting by Small Emitters in the EU ETS legislation.

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Input data

1. Air traffic:

origin and destination aircraft type number of flights volume of passengers and freight carried

2. Distances covered

3. Fuel consumed by respective aircraft

4. Emission factors

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Input data – air traffic

YEAR Year

PERIOD Month of the year

AD 1 for arrival, 2 for departure

RAIRPORT Reporting airport

PARAIRPORT Partner airport

PASSFREIGH 1 for a passenger, 2 for a cargo flight

SCHENDS 1 for a scheduled, 2 for an unscheduled flight

AIRCRFTTY Type of aircraft

AIRLINEC Airline

PAX Number of passengers on board

FREIGHT Volume of freight and mail on board (t)

FLIGHT Number of flights per reporting time period

SEATAV Number of seats available on board

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Input data – air traffic constraints

Double Counting

Avoidance of double-counting is possible when (1) using unique flight identification numbers or (2) only departure declarations for the national and intra-EU flights are used

Aircraft Types

Some aircrafts have to be substituted by other generic aircraft types (e.g. Airbus 300 substituted by the generic A310).

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Input data – air traffic constraints

Airport codes

The pair airport code not always disclosed

Airline information

Airline information is not always transmitted

(confidentiality issue)

Traffic data for emission calculations

Data on passengers, seats available and freight used to allocate the emissions to passengers and cargo

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Input data: Airport to airport distances

The great-circle distance (WebILSE database) allows to obtain the shortest distance for each airport pair

Problem: the real distances covered often differ from the shortest distance between the airports

Solution: correction factor

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Input data: Aircraft databases

ICAO Type Designator

Manufacturer Model Description

Engine type

Engine count

WTC

A310 AIRBUS CC-150 Polaris

Landplane Jet 2 H

A320 AIRBUS A-320 Landplane Jet 2 M

A332 AIRBUS A-330-200

Landplane Jet 2 H

A333 AIRBUS A-330-300

Landplane Jet 2 H

A342 AIRBUS A-340-200

Landplane Jet 4 H

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Input data: Aircraft databases

Problem:

No information that is linked to the emission data

Limited number of aircraft types (in EMEP/EEA and SET) with respect to real world and in ProdA1 database

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Input data: Emission factors

What they are?

Fixed ratios between activity levels and amount of polluants produced by the activity level

Two types: Fuel-dependant emission factors Technology-dependant emission factors

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Future….. An example:integrating data on emission types, in already used maps such as….

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Recommendations

Which model?

SET model is an option, because:

97% of aircraft types presented in Eurostat air traffic data is

covered by this model

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Recommendations

Which aircraft database?

ICAO aircraft codes database, because:

Eurostat and SET use ICAO codes

Small issue: 3% of aircraft types from Eurostat database

are not included

Recommendation: use surrogate aircraft

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Recommendations

How to calculate the distance of an airport pair?

Use a dynamical distance calculation:

Table of airport pairs (to be created) Great circle distance formula Correction factor

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What questions can be answered now?

How much CO2 is emitted by aircraft in Europe in year xxxx?

How much CO2 is emitted by aircraft in a specific country?

How much CO2 is emitted between 1 specific airport pair?

How much CO2 is emitted by an aircraft from a specific type?

How much CO2 is emitted due to passenger transport?

How much CO2 is emitted due to freight transport?

What is the overall trend in specific CO2-emission per passenger.km?

What is the overall trend in specific CO2-emission per freight tonne.km?

SUMMARY: Effects of air traffic evolution and technological evolution on emissions can be monitored

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and what can not be answered…

What is the difference in CO2-emissions between individual airline operators flying with the same aircraft type?

What is the effect of improved flight procedures (like CDA) on CO2-emissions of aircraft?

What is the effect of rerouting of aircraft on CO2-emissions as a consequence certain reasons like volcanic eruptions and extreme weather events like thunderstorms?

What is the effect of improved routing of aircraft by improved centralised flight planning?

SUMMARY: Effects of changes on actual flight profiles on emissions cannot be monitored

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What could be the next step…..

Use the Eurostat data collection to produce for longer time series air traffic GHG-emissions.

Objectives:- find solutions and work-around for practical problems- test the produced dataset against Eurostat criteria for publication- integration in the Eurostat statistical production process