OPTIONS FOR EMISSION AVIATION INVENTORIES The Spanish Civil Aviation View Copenhagen may-2004 Alfredo Iglesias

Fuel sales Fuel consumption Data from airlines Domestic International Modelization with airports and ATC data National or international models Diferents approach Differents Outcomes +/-25% OPTIONS TO INVENTORIES National International SAGE, AERO 2K, EUROCONTROL

Assumptions and Considerations Neither total fuel consumption nor distribution by national/international will produce similar results with the use of both options: fuel sales or fuel consumption UNFCCC: DOCUMENT: “Compilation of data on emissions from international aviation”: Average differences 1992 –1999 between AERO and UNFCCC: and Range between different countries between –43.9 Hungary to 77.9 Finland Effect of tankering is higher that is assumed. In generl economic and fuel data available from the airlines is very reduced for terms of confidentiality. The inventories methodology need take into account the potential allocation and reduction means. (Viability for future use)

Dimension of tankering (Data 2000) Differentiation of prices between airports promote the use of tankering Examples in difference of price : Madrid- Sto. Domingo.-157$/Tm Londres-Moscu.-119$/Tm Roma-Arlanda.-19$ Madrid-Zurich.- 20$ Limits to profitability 12-15$ in European flights and 25 $ Intercontinental Internal flights in Spain. Fuel price differences in airports up to 40% Quantification of fuel increase: 4% of transported fuel (Tankered) per flight hour

TANKERING Example: A-320 Madrid -.Zurich 4% of increase in total fuel consumption for a flight of two hours. Real Example for one airline: (data for year 1998) –Quantity of fuel Tankering for an airline TM/year. Aproximatly 20% of fuel consumption –Extra fuel consumption Tm –Benefits: 4 million $ –500 Kg extra weight in an airplane produce kg CO2 emissions per year

CONCLUSION The current airplanes have extra capacity to increase fuel tankering. The tankering is apply in all airlines of the world. With this perspective the inventories by fuel sold will maintain in all the case an important difference with the consumption. New rules or penalization can promote the increase in the tankering and in the consumption Short connection time, and other operational factors promote also the tankering

Modelization of fuel consumption Several model have capabilities for modelization: AERO, AERO 2K, SAGE, EUROCONTROL AIM3E. We need model with capabilities to analyze the potential means for reduce emissions

ONE EXAMPLE : ENVIRONMENTAL BENEFITS ASSOCIATED WITH CNS/ATM INITIATIVES European Simulation (Metric Tonnes/Day) –Baseline scenario (without CNS/ATM improvements) European Simulation (Metric Tonnes/Day) –Baseline scenario (without CNS/ATM improvements) ( EUROCONTROL/ICAO DATA

Optimized Flights FL240(2007) FL150(10/15) SUA Flight Profile Ground Track RVSM (2007/10) Cruise Climb (2015) Descents: 2005: procedural 2010+: optimal Baseline Trajectory Optimized Trajectory >1000nmi - minimum fuel to meet schedule. <1000nmi - shortest distance around active SUA.

ONE EXAMPLE : ENVIRONMENTAL BENEFITS ASSOCIATED WITH CNS/ATM INITIATIVES Daily Savings for 2015 in Metric Tonnes (ECAC)

Allocations-Considerations Potential participation for aviation in the trade emissions scheme- In study or...( Recommended by ICAO, CAEP-6, European airlines agreement) If the allocation is to country where the fuel is sold it means promote the option to tankering Allocation to the nationality of airline: Identified in a easy and effective manner who can and have responsibility for reduce fuel consumption. Allocation to the country of destination or departure: ¿Is it possible this option for a international transport using a hub scheme?

CONCLUSIONS For the aviation sector in Spain: OUR OPINION INVENTORIES- MODEL-ALLOCATION - REDUCTION CONTROL- MEANS FOR REDUCTION: The five keys elements need to be discussed in conjunction for obtain the final objective: