11 th International Scientific Symposium Transport and Air Pollution June Grazer Congress (Austria)
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1 11 th International Scientific Symposium Transport and Air Pollution June Grazer Congress (Austria) Air pollutant emissions estimate from global air traffic in airport and in cruise: methodology and case study Carlo Trozzi, Rita Vaccaro, (Techne srl, Via Nicola Zabaglia, 3 - I00153 Roma, Italy - carlo.trozzi@techneit.com) Riccardo De Lauretis, Daniela Romano (ANPA, Via Vitaliano Brancati, 48 - I00144 Roma) ABSTRACT In the paper is reported the application of a methodology for the estimate of air pollutant emissions from air traffic, in airport environment and in routes originated from national airports. The emissions can be summarized using Corinair classification for national emission inventory preparation. The paper first resumes the methodology used for emissions estimate. The emissions were separately evaluated in airport environment and cruise. For airport environment the AIR AIR model, developed on the basis of EPA and European Community (Corinair) methodologies, is used. For cruise the emissions is computed using the methodology and emission factors produced in the frame of EMEP/CORINAIR Task Force on Emission Inventories. Next the paper describes a complete procedure to estimate emissions and consumptions from statistical data, either in airport as in cruise. As a case study, in the paper the application of the model to all the main Italy airports and to all routes starting from Italy airports is reported. The possible generalization to overall air traffic is finally discussed. Key words: air pollution, fuel consumptions, emission factors, Italy 1. METHODOLOGY FOR EMISSIONS ESTIMATE The emissions of air pollutants from aircrafts can be subdivided in emissions by cruise and emissions by landing and take-off cycles (LTO cycles). To the goals of the classification SNAP used in the inventory CORINAIR the emissions owe besides to be divided between domestic and international traffic (or flights originated in the national territory and direct, respectively, on the national territory or to the foreign countries) Emissions from landing and take-off cycles The emissions estimate from LTO cycles use the model AIR AIR developed by Techne srl. The model furnishes the estimate of the emissions of the main air pollutants produced by the movement of the airplanes in the airports. The estimate doesn't consider the emissions determined by other airport activities what, for instance, the boilers, the generator groups, the auxiliary vehicles, etc. A single LTO cycle includes aircraft operations in flight and on the ground. In particular the following activities are considered: descent and approach from an height of about 3000 feet (915 m) above ground level, touchdown, landing run, taxi, idle and shutdown, start-up and idle, checkout, taxi out, takeoff and climbing to 3000 feet above the ground level. In order to estimate aircraft emissions within the airport, the above operations can be divided in four phases: approach, taxi/idle, takeoff and climb-out. The following pollutants are taking into account: Nitrogen oxides (NO x ), Sulfur oxides (SO x ), Carbon monoxide (CO), Volatile Organic Compounds (VOC) and Carbon dioxide (CO 2 ). The emissions are obtained as: E LTO i = Σ k E LTO ik = Σ k 10-3 F LTO ik LTO k
2 where: i k E LTO i E LTO ik F LTO ik pollutant, airplane model, total emissions of the pollutant i, from LTO cycles (in tons); emissions of the pollutant i, from LTO cycles of the model of airplane k (in tons); emission factor of the pollutant i, from LTO cycles of the model of airplane k (in kilograms for cycle LTO), LTO k the number of LTO cycles performed from the model of airplane k. The four phases of the typical LTO cycle have different times of operations depending on aircraft classes (jumbo jet, long range jet, medium range jet, commercial turboprop, business turboprop, piston). It s worthwhile outlining that operation times depend on the airport size and traffic. The program allows introducing specific times for the airport under study and calculating specific emission factors for LTO cycle. The LTO emission factors are calculated as: F LTO ik = Σ l F ikl T lm / 60 where: i k l m F ikl T lm pollutant, airplane model, operational phases in which the LTO cycle is divided, class of airplanes, emission factor of the pollutant i from the model of airplane k in the operational phase l, typical time in minutes spent in the phase l from the class of airplane m which the model of airplane k belongs. AIR AIR consists of an user interface for the management of data to be used to calculate emissions (typical times by aircraft model) and a database where all the data needed for the elaboration are stored. Once the typical times and number of LTO cycles are defined, the program calculates the emission factors by single aircraft and LTO cycle, through the data contained inside its database. Then it calculates the emissions by aircraft model, and the total amount of emissions Emissions in cruise The pollutant emissions, in cruise on a given route, has been calculated on the base of the EMEP/Corinair methodology (EMEP/CORINAIR Task Force on Emission Inventories, 1999). Particularly the emissions in has been calculated in base to the: E C i = Σ jk E C ijk = Σ k 10-3 F C ijk C jk where: i pollutant, j class of trip length (750, 1000, 1500, 2000, 2500, 3000, 3500, 4000, 4500, 5000, 5500, 6000, 6500), E C i total emissions in cruise of the pollutant i (in tons), E C ijk emissions in cruise of the pollutant i in trips of class of length j from the model of airplane k (in tons), F C ijk emission factor of the pollutant i in trips of class of length j from the model of airplane k (in kilograms for trip), Cj k number of trips of the model of airplane k with class of length j. The emissions factors used for the estimate are of source EMEP/Corinair (EMEP/ CORINAIR Task Force on Emission Inventories, 1999).
3 2. APPLICATION OF THE METHODOLOGY TO NATIONAL LEVEL In the actual work, the methodology has been applied on national level to estimate the emissions for the following activities: LTO cycles by domestic commercial flies for all the national airports (LTO domestic); LTO cycles by international commercial flies for all the national airports (LTO international); LTO cycles by not commercial (private and military) flies for all the national airports (LTO not commercial); the whole traffic in routes that depart from national airports and arrive in national airports (Domestic Cruise); the whole traffic in routes that depart from national harbours and arrive in non national harbours (International Cruise) Evaluation of LTO emissions The following procedure has been used for the estimate of LTO emissions: estimate of annual emissions and fuel consumption from overall LTO cycles from data on landing and take-off by aircraft model for all the national airports (Figure 1); split of total emissions from LTO cycles between international, domestic and not commercial traffic using statistics on airport activities and evaluating aircraft models split by aircraft classes. Milano Malpensa Torino Genova Pisa Milano Linate Venezia Roma Fiumicino Napoli Palermo Catania Figure 1 Main national airports and main national routes With reference to the emissions from cycles LTO, the national body for flight assistance (ENAV) has furnished, for the year 1999, the data related to the number of takeoffs for model of airplane for the main Italy airports, Rome Fiumicino and Milan Malpensa (Figure 1) and the global sum of the take-offs for model of airplane for the remainders Italian airports (ENAV, 2000). Such data include the commercial traffic, the private traffic and the
4 military traffic. The decoding of the models of airplane has been possible through the publication ICAO that brings a complete and detailed list of all the typologies of model and code of airplane [ICAO, 1999]. For the characteristic average times of operation (take-off, climbing, taxi and landing) for class of airplane, in absence of more specific information, are used literature values verified, as far as possible, with the centres of flight assistance of the various airports. In Table 1 the total emissions and consumptions related to the LTO cycles are reported. Table 1 Total LTO Emissions, year 1999 Airport CO CO 2 (Gg) VOC NO x SO x Consumptions Roma Fiumicino Milano Malpensa Others Total To subdivide the emissions and the consumptions from cycles LTO in domestic, international and other traffic have been taken in account the data (ISTAT, 1998) related to the movements for domestic and international traffic. The followed procedure is: all the LTO cycles from long range jet and jumbo jet have been attributed to international traffic; remaining international LTO cycles are assigned to commercial turboprop and medium range jet; remaining LTO cycles of commercial turboprop and medium range jet have been attributed to national traffic; remaining national LTO cycles are assigned to business turboprop and piston; remaining LTO cycles are assigned to non-commercial Evaluation of emissions in Domestic Cruise To estimate emissions in domestic cruise have been takings in consideration the principal national routes as shown in Figure 1; for this routes has been retrieved the data related to the number of departing flights for model of airplane relatively at year 1999 (ENAV, 2000). The retrieved data cover around 40% of the total number of national commercial flights. The followings steps are followed: calculation of average emission factors and consumption for class of airplane (middle range) and class of trip length considering all the models of airplane, for which the emission factors are available, weighted by the number of LTO cycles on the principal national routs for model of airplane; elaboration of every national routes dividing the number of flights for class of airplane and for class of trip length; evaluation of the emissions and of the consumptions, applying the average emissions factor or consumption to the number of flights for class of airplane and for class of trip length; revaluation of the emissions and of the consumptions comparing the 40% of the sample to the national total (must be notices that in this way there are a probable overestimation as assimilating all the airplanes to those working on the main lines).
5 The results is reported in Table 2. Table 2 - Emissions and consumptions in domestic cruise CO CO 2 (Gg) VOC NO x SO x Consumptions Main lines Total Evaluation of emissions in International Cruise To estimate emissions in international cruise have been takings in consideration the principal international routes as shown in Figure 2; for this routes has been retrieved the data related to the number of departing flights for model of airplane relatively at year 1999 (ENAV, 2000). The retrieved data cover around 90% of the total number of national commercial flights. 60 N 30 N 150 E 120 E 90 E 60 E 30 E 0 30 W 60 W 90 W 30 S 60 S Figure 2 Main international routes As in national case, the followings steps are followed: calculation of average emission factors and consumption for class of airplane (long range and middle range) and class of trip length considering all the models of airplane, for which the emission factors are available, weighted by the number of LTO cycles on the principal national routs for model of airplane; elaboration of every international routes dividing the number of flights for class of airplane and for class of trip length; evaluation of the emissions and of the consumptions, applying the average emissions factor or consumption to the number of flights for class of airplane and for class of trip length; revaluation of the emissions and of the consumptions comparing the 90% of the sample to the national total.
6 The results is reported in Table 3. Table 3 - Emissions and consumptions in international cruise CO CO 2 (Gg) VOC NO x SO x Consumptions Main lines Total Validation The procedure was validated by computation of global fuels consumptions and comparison with statistical data about jet fuel sold in Italy. In Table 1 the summary of fuel consumption is reported. Computed fuel consumption can be compared with consumption statistical figures, from national energy balance (MICA, 1999). The statistical figure is Mg. The difference between model computed data and statistical data was less then 6%. Table 1 Summary of consumption estimates, year 1999 Navigation mode Consumption Cruise - Domestic Cruise - International LTO Commercial domestic LTO Commercial International LTO Not Commercial TOTAL Statistical figure from national energy balance 3. RESULTS In the following the results of the model application are reported. Table 4 reports a summary of the emissions estimated for year In Figure 3 annual time series of estimated nitrogen oxides emissions are reported. The time series was obtained computing average emission factors for 1999 and apply them to fuel consumption time series from national statistics. Table 5 reports the average emission factors for CORINAIR activities. Table 4 Summary of emissions and consumption estimates, year 1999 Navigation mode Emissions CO CO 2 VOC NO x SO x Cruise - Domestic Cruise - International LTO Commercial Domestic LTO Commercial International LTO Not Commercial TOTAL
7 Cruise - Domestic Cruise - International LTO Commercial Domestic LTO Commercial International Figure 3 - Annual time series of estimated nitrogen oxides emissions Table 5 Average emission factors for CORINAIR activities (*) Type of navigation Emissions (Mg/op) Consumptions CO CO 2 VOC NO x SO x (kg/op.) LTO Domestic 3,4 6,6 0,9 30,4 2,1 2075, LTO Commercial international 11,1 28,6 4,9 134,9 9,0 8970, Cruise - Domestic 7,3 2,1 1,6 8,3 0,7 673, Cruise - International 11,6 2,8 3,3 10,9 0,9 879,5 (*) emission factors for operation (op.): LTO cycle or flight (for cruise) 4. CONCLUSION In the paper the application of a complete methodology to national estimate of emissions from air transport was reported. The estimate was performed for the following activities: Cruise Domestic, Cruise International, LTO Commercial Domestic, LTO Commercial International, LTO Not Commercial. A validation on the model was performed comparing the fuel consumption estimates with national statistical data on bunker jet fuel market. The methodology can be applied on continental and world scales to evaluate the global contribution of air transport to air pollutants emissions. In such a case a global validation can be performed using world bunker fuel oil consumption. The computed emissions can be transferred to Corinair emissions inventory.
8 5. REFERENCES EMEP/CORINAIR Task Force on Emission Inventories, 1999 Atmospheric Emission Inventory Guidebook, Second edition, Edited by Gordon McInnes, European Environment Agency, February ENAV (2000) Private Communication ICAO (1999) Aircraft Type Designators (Doc. 8643) 27th edition, 4 Nov 1999 ISTAT (1999) Statistiche del trasporto aereo - Anno 1997, Roma, 1999 MICA (1999) Ministero dell'industria, del Commercio e dell'artigianato, Bilancio Energetico Nazionale, 1999 Ministero dei Trasporti e della Navigazione (1999), Conto nazionale dei trasporti, anno 1999 Romano D., Gaudioso D., De Lauretis R. (1999) Aircraft emissions: a comparison of methodologies based on different data availability, Environmental monitoring and Assessment, 56, 51-74, 1999 Trozzi C., R. Vaccaro, L. Nicolò, R. Trobbiani and A. Martinelli (1995) Air Air: estimate of air pollutants emissions from airports. In Pàtron Editore (Ed.), Software per l ambiente, Bologna. pp Trozzi C., Barbizzi S., Trobbiani R. (1999) Airports Air pollutants emissions: Italy air quality management plans case studies. IV International Congress Energy, Environment and Technological Innovation, Faculty of Engineering, Via Eudossiana 18, Rome Italy - September 20-24, 1999
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