1. Civil aviation emission estimations within French national inventories Technical workshop on emissions from aviation and maritime transport, 4-5 October 2007, Oslo CHANG Jean-Pierre Centre Interprofessionnel Technique d'Etudes de la Pollution Atmosphérique PARIS - France

2. UNFCCCDG XI UNECE EMEP EUROSTAT OECD EEA UNFCCC Kyoto Protocol LCP NEC EPER UNECE EMEP JQ NAMEA Other national and international users (organisations, administrations, industries, public) MIES MEDAD IFEN (National Focal Point EIONET / EEA) CITEPA (National Reference Centre) ADMINISTRATIONS TECHNICAL CENTRES STATISTICAL INSTITUTES INDUSTRIESAGENCIESSECTORIAL EXPERTS SNIEPA - Global flowsheet of emission inventories FINAL USERS MAIN REPORTING FORMATS CONSULTATION (GCIIE), VALIDATION - TERMS OF REFERENCE - DATA COLLECTION - ASSUMPTIONS - DATA TREATMENTS - METHODOLOGY - REPORTING, ARCHIVING - QA/QC BACKGROUND DATA Website citepa.org SNIEPA (single French National Inventory system for GHG and UNECE pollutants), cf. inter-ministry regulation of 29 December 2006 EIONET DATA FLOWS GCIIE (Groupe de Concertation et de Coordination sur les Inventaires dEmissions)

3. Emissions from aviation in France Need to distinguish traffic below 1000m (LTO) and above 1000m (cruise). Need to distinguish national and international traffic emissions Need to distinguish Mainland France (Métropole) and overseas departements and territories (DOM, COM). General specifications : General principle of the emission methodology : IPCC Tier2b type of methodology. Bottom-up approach : calculation process based on the exhaustive annual commercial air traffic database. Detailed approach : use of consumption and emission characteristics depending on the aircraft/engines and on the different phases of LTO and cruise.

4. Emissions from aviation in France Specifications according to the different inventories

5. AIR TRAFFIC EMISSIONS IN FRANCE - METHODOLOGY DATA SOURCE AND REFERENCES ICAO - LTO duration - LTO consumption and emission factors DGAC - Complete commercial traffic databases - Aircraft/engine identification sample - Air France company fuel consumption sample MEET of 30 aircrafts/engines i.e. consumption and emission functions of cruise altitudes Supplementary data/assumptions Initial treatments with ref./supplementary data Complete aircraft/engine identification (ICAO/DGAC) - integrate non commercial traffic - traffic split Metropole/dom-com - taxiway duration Application of cruise equations for the 30 MEET aircraft types TREATMENTSTREATMENTS LTO Treatment Consumption and emissions for each LTO (traffic < 1000m) CRUISE treatment Consumption and emissions for each cruise (traffic > 1000m) AGGREGATED RESULTS - CONSUMPTIONS AND EMISSIONS - - Domestic and international LTO, for Metropole and DOM COM (traffic<1000 m) - Domestic and international cruise, for Metropole and DOM COM (traffic> 1000 m) - Aircraft/engine identification- DGAC/MEET(327/30) aircraft correspondence - non commercial traffic For the different LTO phases : For the different cruise phases : characteristics CORINAIRCORINAIR

6. AIR TRAFFIC EMISSIONS IN FRANCE International LTO fuel consumption in France : direct results from the calculation process. Separation of fuel consumption domestic/international Two reasons for energy balance approach : International requirement for using fuel sold in the country as emissions basis (fuel balance) The direct calculation process for international flights includes : - France to foreign countries flights (one-way), and - the return flights, foreign countries to France Definition of the French contribution for the international cruise : French contribution to the international cruise = (National total fuel sold) – (domestic LTO and cruise calculated consumptions) - (international LTO calculated consumption in France) Domestic traffic (LTO & cruise) fuel consumption : direct results from the calculation process. International cruise fuel consumption : final energy balance calculation for emission inventory.

7. Comparison between theoretical total fuel consumption (domestic flights + half of international one-way return flights) and total French sold fuel : Aviation : validation / uncertainty Theoretical calculation versus energy balance (*) domestic flights + half of international one-way return flights NB : France relates here to mainland and overseas areas. Differences lower than 5% (average value of -2.4%).

8. International traffic for France : CO 2 from EU and non EU traffic AIR TRAFFIC EMISSIONS IN FRANCE

9. CO 2 emissions (Gg) from Aviation and Navigation-France 1990-2005 (Mainland and overseas areas) CO 2 from Civil Aviation: 1,1% of national UNFCCC CO 2 total (without LUCF) in 1990 and 1,2% in 2005 CO 2 from domestic Navigation: 0,5% of UNFCCC national CO 2 total (without LUCF) in 1990 and 0,7% in 2005

10. Aviation emissions Assessments / improvements Issues pointed out by a French WG on assessments/ improvements, managed by the Civil Aviation Authority (DGAC) (2006-2007). Difficulties / possible further improvements (not solved): Need for more aircrafts types within cruise emission methodologies. Improved data set for Turboprop. Use of theoretical distances (lower than actual distances). No load parameter taken into account in calculation. Default cruise altitudes (vs actual altitudes) Identified improvements (to be implemented in national inventories): For LTO, better identification aircraft/engine with an engine distribution for a given aircraft and a given year (e.g. 2005, LTO increase of +5% CO2, +8% NOx, LTO + cruise, 0.2% and 1%). Year dependant LTO taxi time (for main airports with available data). Emissions from APU to be included, as first step, with ICAO default simple method (2007) (about 2% increase of domestic CO2 and NOx).