1 / 12

Aircraft Engine Emission Charges in Europe Emanuel Fleuti Flughafen Zürich AG 2005

Aircraft Engine Emission Charges in Europe Emanuel Fleuti Flughafen Zürich AG 2005. Developments as per 2004. Switzerland*. Sweden*. Zurich, 1997. Sweden (1), 1998. Geneva, 1998. EC ó ECAC Discussion. Sweden (2), 2000. Bern, 2001. Industry Request for Model Harmonization.

vashon
Download Presentation

Aircraft Engine Emission Charges in Europe Emanuel Fleuti Flughafen Zürich AG 2005

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. Aircraft Engine Emission Charges in Europe Emanuel Fleuti Flughafen Zürich AG 2005

  2. Developments as per 2004 Switzerland* Sweden* Zurich, 1997 Sweden (1), 1998 Geneva, 1998 EC ó ECAC Discussion Sweden (2), 2000 Bern, 2001 Industry Request for Model Harmonization ECAC/ANCAT WG "ERLIG", 2001 Recommendation for European Model, 2003 (ECAC/27-4) Next Steps Further Implementation ? Implementation 2004 Implementation *very similar, but not identical model

  3. European Recommendation ECAC RECOMMENDATION ON NOx EMISSION CLASSIFICATION SCHEME* • Basically: absolute NOx-emissions in the standard LTO-cycle • HC to consider (older or newer) engine technology (factor 'a' for regulated engines) • Continuous scale • Applicable to all aircraft > 8,618 kg MTOM • Emission data from ICAO (regulated engines) and FOI (unregulated engines) *adopted by the ECAC: Recommendation ECAC/27-4, July 2003

  4. National Implementation • ECAC Recommendation: • Aircraft > 8,618 kg MTOM • Calculated Emission Values: • Regulated engines (ICAO Data) • Unregulated engines (FOI Data) • Swiss Recommendation: • Aircraft  8,618 kg MTOM • Default Emission Values • (Matrix with #, type and size of engine)

  5. Default Emission Values for Small Aircraft • Emission Values Aircraft according to engine type, size and number of engines • Applicable to all aircraft  8,618 kg MTOM (and above if no detailed emission data is available) * not all turboprop engines are contained in the FOI database

  6. Current Emission Charges in Europe Switzerland (beginning 1.9.1997): - Original Model: g (NOx+VOC)/kN thrust; 5 emission classes; - Surcharge to landing charge of 0%, 5%, 10%, 20% and 40% - applied at Zurich, Geneva and Bern for all aircraft France (1.1.2003): - applied at Basel: same model as currently applied in Switzerland; - landing charge multiplier of 0.94, 1.05, 1.10, 1.20 and 1.30 (respective of emission class) Sweden (changed per 1.3.2004): - ECAC-Recommendation and Swiss/Swedish Matrix for other aircraft; - SEK 50.00 per kg Emission Value (basically NOx) - Applicable at all airports for all aircraft United Kingdom (new as from 1.4.2004): - applied at BAA Heathrow, only for aircraft >8'618 kg MTOW - NOx-Emissions and Swiss/Swedish Matrix for other aircraft - Bonus/Malus-System - GB£ 1.00 per kg NOx > 23 kg (and rebate of GB£ 1.00/kg NOx < 23 kg) - planned: implementation in Gatwick (1.4.2005) with a bonus/malus threshold of 15.5 kg

  7. European Developments July 2003 ECAC-Recommendation 27-4 endorsed October 2003 Stakeholder Meeting @ECAC in Paris by Sweden and Switzerland 1.3. 2004 Implementation of new model in Sweden 1.4. 2004 Implementation of a model at BAA Heathrow Summer 2004 Legal and advisory framework completed in Germany Summer 2004 New status evaluation at Swiss Airports … 1.4. 2005 Implementation of a model at BAA Gatwick (planned) …

  8. Results (1) • Operational Results • Improvement in Fleet Development:

  9. Results (2) • Environmental Results • Change in Aircraft Operation: • - B747-200 replaced by A340-200: 4.0 t NOx/a*ac and 3.9 t VOC/a*ac (-82%) • - MD82 replaced by A320: 2.0 t NOx/a*ac (-21%) • (1 a/c, daily operations, %-reduction per LTO) • Fixed Ground Power Systems: -75 t NOx (=4.3% of all airport NOx-emissions), • -12,170 t fuel (2001) • Reduction of idling/taxi time: Potential of -17 t NOx and -17 t VOC • (at 2 min/ac, 150,000 cycles in 2000)

  10. Results (3) • Political Results • Aviation Industry • - Marketing with LowNOx-Engines • (CFM56-5DAC) • - Development of new technologies • (Talon Combuster for PW8000) • Politics • - Local/regional acknowledgement • - European discussion (1997) (1998)

  11. Use of Revenues* • Required Air Quality Monitoring (0.25 mio CHF/a) • Required Emission Inventory Calculation (0.15 mio CHF/a) • Required Fixed Ground Power at Piers (3.0 mio CHF/a) • Contribution to CNG fuel station (0.1 mio CHF/a) • Contribution to A/C ground movement • improvements (infrastructure, guidance • systems) *main items

  12. Old Swiss and New European Emission Charges Model • Fundamental Change: • From: Technology Approach To: Emission's Approach • (“polluter-pays-principle“) • Main Points: • Today: New: • Specific Emissions - Emission Value of Aircraft • 5 Emission Classes - Continuous Scale • %-Charge/Class - Charge = f(Emission Value) • Some Aircraft free of charge - all Aircraft pay Models can not be compared => Charges can not be compared

More Related