1. Working Group I of the EU Greenhouse Gas Monitoring Mechanism Committee 17 to 18 May 2004 EEA, Copenhagen John Watterson (National Environmental Technology Centre - netcen - Culham Science Centre, Abingdon, Oxfordshire, OX14 3ED, UK) Workshop on Emissions of Greenhouse Gases from Aviation and Navigation 48209101/2002/AC2540/JW with thanks for comments on the presentation from Martin Young (UK DTI), Jim Penman (UK Defra), Sarah Baggott (netcen)

2. What’s in this presentation & briefing notes? Brief overview of UK National Inventory System National procedures for reporting emissions from aviation and navigation, including –Key institutions –Sources of data (Activity Data and Emission Factors) –Models and calculations used –Examples of reporting, including problems How the domestic and international emissions are disaggregated Details of any specific national projects to improve data reporting and inventories GHGI - greenhouse gas inventory; MS - Member State (of the European Union) AD – Activity Data; EFs – Emission Factors

3. The UK National Inventory System (NIS) This is part of the UK National Atmospheric Emissions Inventory (NAEI) The Greenhouse Gas Inventory (GHGI) is compiled using the same database as the NAEI The NAEI is the air emissions inventory for the UK and includes emission estimates for a wide range of important pollutants –greenhouse gases (CO 2, CH 4, N 2 0, HFCs, PFCs, SF 6 ) –regional pollutants leading to acid deposition and photochemical pollution –persistent organic pollutants (POPs) and other toxic pollutants such as heavy metals

4. UNFCCC 15 April EU MONITORING MECHANISM 15th January & 31 March Inventory Compilation & QA/QC Data Gathering Checking Interpretation Calculation DEFRA Statistical Datasets (AEA Technology:- netcen) Energy & Fuel Statistics (DTI) Pollution Inventory (Environment Agency) Transport Statistics (DfT) Emission Factors (IPCC Guidelines) UnOffical Datasets: Industry & NGO’s (UKPIA, UKOOA Other Trade Associations, Individual Companies) Emission Factors Guidebooks & Literature Official Datasets: Unofficial Datasets: LLUCF inventory (CEH/FC/DEFRA) Agricultural Inventory (IGER/DEFRA) Other Inventory Development (Contracts/DEFRA) MOU* Development (2005/6) MOU* Development (2004/5) UK Emission Inventory Database Defra Contracts CRF NIR Key Controlled Data Flow Data Quality Agreements Data Sources: Xxx... DEFRA’s Zone of Authority AEA Technology Zone of Authority UK National Inventory System (DEFRA) * MOU = Memorandum of Understanding

5. Key institutions InstitutionFunction UK Department for Environment, Food & Rural Affairs (Defra) UK Inventory Agency (definition in IPCC GPG) National Environmental Technology Centre (netcen) Produces the UK greenhouse gas emissions inventory (NIR and CRF) on behalf of Defra UK Department of Trade and Industry (DTI) UK Department for Transport (DfT) Energy statistics required for compilation of the greenhouse gas emissions inventory Summaries of transport activity data IPCC GPG - Intergovernmental Panel on Climate Change Good Practice Guidance

6. Overview of sources of data Activity Data (AD) UK DTI – Digest of UK Energy Statistics –commodity balances and energy balances –fuel consumed UK DfT – Transport Statistics GB (TSGB) –Aviation movement data UK Ministry of Defence –Military aircraft & shipping movements Emission factors (EFs) Carbon and sulphur content of fuels –UK Petroleum Industry Association EMEP / CORINAIR defaults EMEP - ; CORINAIR -

7. Sources of Activity Data (i) UK Department of Trade and Industry (DTI) Total inland deliveries of aviation spirit (AS) and aviation turbine fuel (ATF) to air transport are reported to the DTI This is the best approximation of UK aviation bunker fuel consumption available and includes –international –domestic and –military use

8. Sources of Activity Data (ii) UK Ministry of Defence (MOD) Total consumption by military aviation provided by the UK MOD –assumed to be aviation turbine fuel –emissions from military aircraft are reported under IPCC category “1A5 Other” Naval fuel consumption provided by the UK MOD –assumed to be marine diesel oil UK Department for Transport Overall aviation movements Collect and summarize data from airport operators e.g BAA

9. Sources of Emission Factors – Aviation For carbon dioxide (CO 2 ) and sulphur dioxide (SO 2 ) Emissions related to the quantity of fuel burnt … … and the fuel composition –carbon and sulphur contents of the fuel burnt Fuel composition data from UK Petroleum Industry Association (UKPIA) For other greenhouse gases EMEP/CORINAIR (1996) and IPCC (1997) defaults Landing and Take Off (LTO)cycle –kg emitted / LTO cycle Cruise –kg emitted / t fuel burnt

10. Sources of Emission Factors - Navigation For carbon dioxide (CO 2 ) and sulphur dioxide (SO 2 ) Emissions related to the quantity of fuel burnt … … and the fuel composition –carbon and sulphur contents of the fuel burnt Fuel composition data from UK Petroleum Industry Association (UKPIA) For other greenhouse gases EMEP/CORINAIR (1996) and IPCC (1997) defaults

11. Models and calculations used (i) Currently, a very simple ‘model’ is used to estimate emissions from navigation and CO 2 and SO 2 from aviation –Basic Combustion Module Em(p,s,f) = A(s,f)  e(p,s,f) Where Em(p,s,f) = Emission of pollutant p from source s from fuel f (kg) A(s,f) = Consumption of fuel f by source s (kg or kJ) e(p,s,f) = Emission factor of pollutant p from source s from fuel f (kg/kg or kg/kJ)

12. Models and calculations used (ii) 123 Procedure to estimate fuel use from aviation … Total inland fuel deliveries Estimate domestic fuel use from LTO and cruise Collect fuel use by military 4 Estimate international fuel used by difference total fuel – (domestic + military) … then estimate emissions DTI Dukes commodity balance tables DfT arrivals and departures of domestic aircraft & domestic aircraft km flown Fuel use data from the MOD

13. Improvements to estimation of aviation GHG emissions (i) Moving to the Tier 3 method Using CONINAIR methodology Emission factors for the take-off and landing (TOL) parts of aircraft operation from the ICAO database Emissions for TOL cycle at all significant UK airports are estimated Cruise emissions from the CORINAIR factors (which are themselves developed from the same original dataset) GHG emissions are estimated as total emissions for different distances ICAO - International Civil Aviation Organisation

14. Heathrow …

15. Improvements to estimation of aviation GHG emissions (ii) Emissions from the LTO cycle Emission Factors – ICAO databank The methodology adopted here is based on that used for a netcen emission study for UK Heathrow airport Includes the latest understanding of aircraft movements including a treatment of the reduced thrust during take-off and the use of auxiliary power units (APU) Aircraft operation is divided into a number of stages or modes The time in each mode of operation for each type of airport and aircraft is taken from individual airport studies. This multiplied by emission rates at appropriate engine thrust settings enables emissions to be estimated for that part of the trip Adding these together gives the overall emissions

16. Improvements to estimation of aviation GHG emissions (iii) Where E A = emissions at airport A P = type of plane d = DORA class of aircraft P a = class of airport A m = mode M A,P = Movements by type of aircraft P at airport A N P = number of engines of plane type P T m,a,d = Time in mode M, at airport class a by aircraft class d F P (t) = emission factor at thrust t t m = engine thrust (as %) of engine in mode m LTO emissions

17. Improvements to estimation of aviation GHG emissions (iv) From the CORINAIR data referred to in the IPCC guidance, emissions as a function of distance are given. Thus the cruise emission is (for a single year and pollutant): Where E A = Cruise Emissions at airport A P = type of plane D=destination airport D A,d = Great Circle from airport A to destination d m = slope of regression c =intercept of regression. Cruise emissions

18. Relevant UK reports on the web UK National Inventory Reports (NIR) –http://www.naei.org.uk 2004 UK National Inventory Report –http://www.naei.org.uk/report_link.php?report_id=241 DTI DUKES publications –http://www.dti.gov.uk/energy/inform/dukes/index.shtml DFT Transport Statistics UK –http://http://www.dft.gov.uk/ UK National Atmospheric Emissions Inventory (NAEI) – http://www.naei.org.uk/

19. Acronyms and definitions (i)

20. Acronyms and definitions (ii)

21. Further details …

22. CO 2 and SO 2 from aviation (i)Total inland deliveries of aviation spirit and aviation turbine fuel to air transport are given in DTI (2002). This is the best approximation of aviation bunker fuel consumption available and is assumed to cover international, domestic and military use. (ii)Data on arrivals and departures of domestic aircraft at UK airports are reported by DTLR (2002b). This was used to estimate total domestic and international landing and take-offs (LTO). (iii)Data on domestic aircraft km are reported by DTLR (2002b). (iv)Using IPCC default fuel consumption factors for domestic LTOs and cruising together with the LTO data and total domestic km flown, an estimate was made of the total fuel consumption of domestic flights. (v)Total consumption by military aviation is given in ONS (1995) and MOD (2002a) and is assumed to be aviation turbine fuel. Emissions from military aircraft are reported under 1A5 Other. (vi)An estimate of international fuel consumption was made by deducting military fuel and domestic fuel from the inland deliveries of aviation fuel calculated in (i). Based on these assumptions the total consumptions of aviation turbine fuel and aviation spirit by domestic and international flights were estimated. Hence, it was a simple matter to calculate the carbon dioxide emission using the emission factors given in IPCC Guidelines (IPCC, 1997)

23. Non CO 2 pollutants from aviation Emissions from non-CO 2 pollutants were calculated according to the very simple EMEP/CORINAIR/IPCC methodology described in EMEP/CORINAIR (1996) and IPCC (1997c). The procedure was: 1.Data on the annual number of domestic and international landing and takeoff cycles (LTO) (DLTR, 2001b) were used together with the default emission factors to estimate the emissions within the take-off and landing phase of the domestic and international flights. 2.The fuel consumptions within the cruise phases of the domestic and international flights were then calculated by subtracting the LTO fuel consumption from the total domestic and international consumptions. 3.The emissions within the cruise phase were calculated using the cruise emission factors with the cruise fuel consumption.