The Rise of Air Transport and its impact

on the Environment

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Table of Content

1 Abstract 3

2 Introduction 3

3 HISTORY OF THE WORLD AIR transport 3 3.1 How it all began 3 3.2 ICAO and IATA-history and reality 4

4 Air Transportation and the Environment 5 4.1 Demand for Air Transport 5 4.2 Environmental Impact of Aviation 7 4.3 CO2 emissions per passenger kilometer 7 4.4 Aircraft Water Emission 9 4.5 Nitrogen Oxides 9 4.6 Impact of Aviation on Biodiversity 10 4.7 Noise Emissions and its impact on humans as well as biodiversity 11

5 Cost of Aviation on certain examples 11 5.1 Aviation Cost for exotic flowers 11 5.2 The Berlin Airport Fiasco 12

6 Historical Trends in Aircraft Transport 13

7 Conclusion 14

8 Table of Figures 15

9 Sources 15

1 Abstract

The following Assignment has the topic of showing the history of aviation and within this showing the environmental impact of aviation. Due to this the history is shown and in addition different types of problems connected to aviation such as carbon oxide and greenhouse gases are explained. At last there is an introduction in data’s showing aviation in its beginning as a mass transport and now.

2 Introduction

Transportation - one of the most important sectors of the economy, performing the function of a kind of circulatory system in a complex organism. It not only meets the needs of the economy and population in the transportation, but also together with the cities forms a "skeleton" of the territory. It is the largest part of the infrastructure that serves the material and technical base of the formation and development of the territorial division of labor and has a significant impact on the dynamics and efficiency of social and economic development in individual regions and the country as a whole. It is well known that air transport has become one of the main means of mass transportation in the world.

3 HISTORY OF THE WORLD AIR transport

3.1 How it all began

The Americans brothers Wilbur and Orville Wright made the world’s first flight in 1903. On the first airplane "Flyer 1" that they constructed was installed a homemade gasoline engine with 12 horsepower. The "flight" lasted 12 seconds and overcame only 36.5 meters. Nevertheless, it was the beginning of aviation, and America became home of the first airplane. After 5 years France became the leader in the aviation industry. During this time Russia started to develop its aviation industry as well.

The first world flight of four-engine aircraft «Russian Knights» took place in 1913. In early 1917, the country had 20 aircraft and engine plant, producing original and licensed aircraft. However, the greatest technical success was accompanied by the German Professor G. Junkers, whose company was able to create and run a series of first full-metal monoplane «J-1" - the prototype of all existing aircraft. Around the same period, at the opposite end of the Earth, in Seattle, on the Pacific coast of the U.S., a rich timber merchant William Boeing founded a company to produce light post hydroplanes, which today is the "Boeing" – one of the biggest plane producing companies used by almost all carriers in the world.

Perhaps the best proof of the conversion of the air transport device was nearly universal creation in the same period of major commercial airlines. Moreover, the first steps in this area were made by Russia, due to its big scales it is understandable, that there was a certain necessity for aviation. In spring 1923 the company "Dobrolet" was formed and was actively engaged in formation of the Russian airplane fleet. One year later the American Airline DELTA was established, just as the British Imperial Airways, and the German Lufthansa -2 years later in 1926. Since 1933 Air France and American Airlines were added, so that the sky was increasingly frequented.

By that time, the USSR domestic corporation "Dobrolet" Aeroflot has replaced the single state for a long time to be the largest airline in the world. But, as with other structures in the early 90's Aeroflot split into many privatized air transport enterprises. Today it is a direct descendant of "Aeroflot - Russian Airlines", which preserves the status of the national air carrier.

3.2 ICAO and IATA-history and reality

By the end of the Second World War, it became clear that as soon as it is over there will be a rapid development of civil aviation. Even then, the world was ready to transfer to the fastest vehicles, capable of a speed and with the ability of moving hundreds of people. However, air travel is needed not only in the organization, but also in the legal registration, because popular flights from one country to another are crossing through many borders and significantly have affect on national sovereignty which could lead to undesirable incidents and even conflicts. Therefore, in the fall of 1944 the International Civil Aviation Organization, ISAO was established. In Chicago the first founding conference of a new global association of air carriers gathered 700 delegates from 52 countries. This organization, with its headquarters in Montreal remains the principal forum aviators around the world. Now it brings together 188 countries, formally known as the Contracting States. Since November 1970, the Soviet Union entered ISAO, whose members became part of the governing body - the Board. This place is then passed to the Russian Federation, and the Russian language was recognized as one of the official languages of the organization. ISAO activity determines the Chicago Convention of Civil Aviation - the legal act and the fundamental source of international law in the air. The developers of the Convention should be given credit for the creation of such a comprehensive and ageless document regulating the questions of principle and practice of everyday functioning of the world aviation community. Foreseeing the global development of air transport, the founders of the ISAO, were trying to avoid discord, which was complicated in its time. The entire regulation ISAO aimed to ensure safety and secure flights (anti-terrorism) and the maximum simplification of air traffic between the states. Because every day many of the people from all over the world need to fly from one country to another ISAO is forced to overthink their safety rules. In response to the global crisis of air services recently (only monetary loss carriers exceeded $ 25 billion), aircraft transport World Conference was convened, with the task to discuss issues of global civil aviation in general, and including - the possibility of air transport liberalization.

As to the increased threat of air terrorism, for which the cruise liners have been extremely vulnerable, ISAO initiated in February 2002, a global plan of action to enhance aviation security. It provides, in part, measures to prevent unlawful interference with airports, aircraft and air traffic control systems and until the end of 2004 $17 million were spend for this procedures. This involves the use of special test equipment in air terminals, installation and mandatory locking in flight armored cockpit doors, as well as international experts systematically check compliance with all necessary safety. International Air Transport Association - IATA (International Air Transport Organization) does not have a lot in common with the main organization ISAO. It was founded in 1919, and is only engaged in the financial management of air traffic. Clearing system, for example, allows airlines to manage financial flows centrally. The financial budget of IATA is 34 Billion US Dollars given by more than 300 airlines. Settlement System Passenger Sales simplifies the process of issuing tickets, reducing the costs associated with their implementation. In addition, IATA is the legislature and advisory body on all matters relating to tariffs for international air travel, and makes predictions on the volume of passenger traffic, the development of a network of routes, plans for the reconstruction and development of airports, but also sets standards for handling passengers and their baggage airports.

4 Air Transportation and the Environment

4.1 Demand for Air Transport

Since people are wishing for traveling and transport, there is a continuous substitution of different transport ways. Especially the fit of economic and societal needs changed due to a different way of transport needed. In passenger transport, low speed railways have been replaced by buses, which have been later replaced by even faster and more flexible automobiles. Especially the intercity travel needs high-speed transport. Therefore speed trains are taken, but furthermore there is a need for far distance trips above 1000km. Due to its speed the air transport takes here a dominant character. This demand for mobility per capital is correlated with growth to a wide variety of our socialization. One reason for this is a growing income connected to the fact that “time is money”. This gives the necessarily for high speed traveling in our modern civilization. Additionally it is a fact that an average person spends 1-1.5h a day for traveling. With an increasing world population and income levels it can be expected that there will be a further demand for air travel and transportation.

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Figure1

Figure 1 shows with historical trends the traffic volume of the past and is also giving an outlook on future traffic volume. It is noticeable that the factor of need of transport will grow by more than 2 times in 2020 compared to 1990. By 2050 the traffic volume will increase in several world regions. Therefore high-speed transportation is expected to play an increasingly role and may count for on third of the world passenger traffic volume.

Aviation also directly influences the impacts of the global economy, by commercial passenger transport but also freighter transport. In 1994 aviation sector was responsible for 24 million jobs globally and provided a financial output of 1,140$ Billion. Because of its growing impact the activities of the aviation industry have been circumscribed by public interest. Especially the high interest on air pollution and noise are two important drivers for todays aviation sector. Currently aviation fuel consumption corresponds to 3% of the total fossil fuel use worldwide. Within this 80% is used by civil aviation. In addition the whole transportation sector consumed 20% to 25% of the total fossil fuels. This means that the aviation sector uses 13% of the whole transportation sector.

4.2 Environmental Impact of Aviation

The environmental impact of aviation occurs due to the emission of gases as well as noise, which contributes climate change and global warming. Like shown above the rapid growth of air travel increases a total pollution to aviation, e.g. in the European Union emission gases from aviation increased by 87% between 1990 and 2006.

Most aircraft (except of wind flying aircrafts) release CO2 in flight by burning fuel (kerosene). Additional the aviation industry also contributes greenhouse gas emissions from ground airport vehicles or other necessities that staff and passengers need in order to get a smooth transport, as well as the emissions generated by the production of energy used for airport buildings itself and the manufacture of aircraft.

The principal emission from aircrafts is CO2, but other emissions may include nitric oxide and nitrogen dioxide.

4.3 CO2 emissions per passenger kilometer

The most common way to describe the CO2 emissions during a flight is to calculate it by passenger per kilometer (a common way to calculate the carbon footprint). This data highly vary according to the variables like size of the aircraft, the number of passengers, altitude and the distance of the journey. There are different ways of calculating the CO2 Emissions per passenger. One I will introduce here.

Boing 737-400 used for short international flights up to 1000 km

- Distance 926 km

- Amount of fuel used estimated 3,61 tones = 3610000g

- Seat Capacity 164

- Seat Occupancy 65%

- Co2 Emissions from Kerosene are 3,15 grams per gram of fuel

Calculation:

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115,29 g/PassengerKM Co2 doesn’t sound that much, but there are additional effects, which include contributions form nitrous oxides and ozone. Since the CO2 emission in the height, in which aircrafts are flying, has a greater greenhouse effect than CO2 released at Sea Level, it is necessary to calculate a certain Radiative Forcing Factor. The size of this factor is typically taken as 2.00. This brings the calculated average flight up to 230,58 g CO2/PassengerKm.

Same figures can be shown for a long distance international flight for a Boeing 747-400

- Distance 5556km

- Fuel used 59,6tonnes = 59600000g

- Seats 416

- Seat Occupancy 80%

Calculation

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Within this we are again at almost the same amount of CO2 per PassengerKm in this case 203,06 gCO2/PassengerKm

About 60% of aviation emissions arise from international flights. Unfortunately the Kyoto Protocol and its emissions reduction targets do not cover these flights.

Anyways as shown in Figure 2, Aircraft producing companies such as Boing are working on high effective aircrafts, that use less fuel and within this produce less carbon dioxide. Of course the main impact for reducing fuel use is not the saving the environment but reducing costs for airplanes, due to increasing fuel costs. In Figure 2 it is shown, that there has been a reduction of fuel use per seat-km by almost 90% compared to the beginning of mass air transport in the 1955 until now.

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Figure 2

4.4 Aircraft Water Emission

Water influences climate through its cycling between water vapor, clouds and ground water. Water vapor as well as clouds have large effects on the radiative balance of climate. Within this they directly influence the tropospheric chemistry. Also water can directly affect the balance of climate for water emissions to disappear in the stratosphere. Therefore it takes longer for water emissions to disappear in the stratosphere than in the troposphere. That’s why water aircraft emissions increase the ambient concentration and therefore impact the radiative balance.

4.5 Nitrogen Oxides

Nitrogen oxides are present through the whole atmosphere. They play an important impact on both troposphere and stratosphere, as well as in ozone production and destruction. In the lower stratosphere and upper troposphere Nitrogen oxides emissions from aircrafts tend to increase the ozone concentrations. This is than acting as greenhouse gas. All in all the NO emission from aircrafts at higher altitudes tend to increase the ozone production.

4.6 Impact of Aviation on Biodiversity

There are certain impacts that aviation has on Biodiversity. This refers to impacts on plants and animals. In this chapter the following problems are discussed: reduction of habitats, bird strike, road kill and disturbance from light pollution.

Since aircrafts do need certain infrastructure such as production halls or airports, it is for sure, that a habitat loss occurs, especially when previously green areas are built on and the habitats f plants and animals that live in the areas are destroyed. Also a habitat fragmentation happens when areas are split into smaller areas for example through fences or roads. This can make it difficult for animals to search for food or animals with special place traditions might get confused by not being able to find their normal used brut sites. Also this habitat degradation reduces the attractiveness for plants and animals on it.

Another certain point is bird strikes, which occur when aircraft hit birds during take off and landing. Nearly 85% of bird strikes occur below 250m. Also 40% of bird strike also takes place on the airport perimeter. But the number of bird strikes highly depends on the number of birds near the airport, but also the types of birds that live near the airport. The likelihood of a bird struck by a plane depends mainly on the height at which it flies, as well as flight patterns. Another certain point is the amount of aircrafts landing and take off at the airport. In 2001 the CAA (Civil Aviation Authority) predicted that the risk of a fatale accident will be 2,5 times higher in 2010 than 2000, due to the large increase of large flocking birds and the growth of air traffic.

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Figure 3: Bird Strike

Road kill occurs when vehicles hit animals. This can happen for example on roads that are needed to access airports. It is suggested that cars kill 10-30% of birds each year. Road kill due to airport traffic seems not to be a major problem, but can increase due to growth of aviation, for example when new roads for airports are required.

Since airports and their roads give a significant amount of light during almost all the time the pattern of Light pollution seems interesting, since they attract animals (e.g. attraction of insects, which in turn attract birds). Light pollution can affect animal rhythms of waking and sleeping. This can lead to an attraction of animals such as birds to places of aviation. Since they will try to circle the light source and become disoriented, which can lead to hits with planes, cars or even the airport itself.

4.7 Noise Emissions and its impact on humans as well as biodiversity

Noise from aviation is considered to be traffic going to and from the airport as well as the noise an aircraft makes by itself. It is generated by both the engine and the airframe and is mainly evident during landing and take off. Such noise can have a decent impact on humans like loss of concentration, sleeplessness, anger frustration or mental health. But also biodiversity is disturbed by noises. Apparently this greatly varies from species to species. Mainly it is leading to animals avoiding areas of noises, which will reduce the density of animal population. This will certainly lead to “dead” areas without specific biodiversity around airports.

5 Cost of Aviation on certain examples

5.1 Aviation Cost for exotic flowers

In the following part the aviation cargo costs for tropical flowers are explained.
Within the worldwide context the market for tropical and exotic flowers is only 4% of all cut flowers traded. Nevertheless one of the main importers of tropical flowers is Germany as well as Italy. One of the main problems is the cargo handling and care of such flowers. It appears that tropical flowers can not be stored together with other flowers, such as roses due to their native origin. While the usual storage temperatur if 0-2 °C, tropical flowers need to be stored and shipped at 10-13°C, which gives the problem of special temperature zones in a cargo plane. This often causes logistic problems, since shippers are not prepared to provide such special conditions. Furthermore the shipped volume of tropical flowers is generally really small, therefore it is rather expensive to shipp such products.
In this case often airfreight costs are one of the key factor that limit the flower export business. The costs vary from one country to another and don't necessarily depend on the distance. For example aifreight cost from Ecuador to Miami is way higher than from Columbia to Miami, even though it is almost the same distance. This is due to the existing air traffic between Columbia and Miami. With having more air traffic it is slightly possible to find a larger amount of shippers, who have special temperatur zones in their aircrafts.
The following figure is giving an outview on the amount of cost per kilogram for shipping tropical flowers.

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Figure 4 Cargo Cost

5.2 The Berlin Airport Fiasco

Soon after reunion of Germany, it was decided that the capital will be put back from Bonn to Berlin. Within this the discussion about a new main airport for Berlin started. Berlin used to have three tiny airports including Tempelhof, which is now closed as well as western Berlin Tegel and Eastern Berlin Schönefeld. Tegel mainly served the airlines of the western Allies and Schönefeld the airlines of the easter Allies. In 1996 the planing got started for a new Berlin Brandenburg airport. Construction started in 2006, with the plan to open in 2011.

After several delays the airport is still not ready. The buildings are ready, as well as train stations and logistic centers, but still there is no possibility to open.

The airport got approvals for 45 Million Passengers per year, but right now is probably only able to handle 27 Million and can give a smooth workflow for probably only 17 Millions. This is as much as the existing airports handle already. Original it was given a budget of 2,4 Billion €, but is now said to be twice as much, The main air carrier Air Berlin, who is most affected has sued alreay for damages.

Why the airport can't open? The recent delay is mainly because of the fire safety system. It appears to be really complex and can not be used until now. But certainly there are a few other problems, considering too few Check-ins as well as too few parking positions for aircrafts.

It appears as if here mainly engineering and architecture failures occured. Also a couple of weeks ago Berlins mayor Klaus Wowereit already gave up his place in the supervisory board.

Right now there is seen a possibility of opening the BER in 2014. But still there is no solution for the amount of people that should be transported.

6 Historical Trends in Aircraft Transport

The economic lifespan of an aircraft in a fleet is between 20 and 25 years. If Necessary it is possible to be extended to 35 years. It has been shown that new aircraft models within the same family of aircrafts are introduced every 3-5 years for short range aircrafts and way less often new operational issues, such as new engines or aerodynamic designs. The lag in technology introduction has typically taken 10-15 years as that of newly introduced aircrafts. This process is imposed by different cost factors.

Figure 3 shows the fuel consumption improvement of short and long-range aircraft types. The aircraft fuel economy is measured by gallons of fuel burn per RPM (Revenue Passenger Mile). It is impressively shown that the fuel consumption overall has been reduced by 70% or 3,3% per year on average, between 1959 and 1995. In More detail the average consumption has been reduced from 0.06 gal/RPM in 1965 to 0.02 gal/RPM in 1988.

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Figure 5

7 Conclusion

The aviation industry has got pretty far within the last 2000 years from early attempts, with flights or the wish of humans to fly, as in Icarus written already, to powerful fast airplanes.

It is obvious, that humanity came far, but there is a need for creating more and better technology due to the growing impact of aviation on world trade and mass-transport, since resources such as kerosene is getting less and the pollution of environment is growing.

Concerning the following work it seems to be evident that aviation plays a large role in todays trade and economy system. Unfortunately aviation also plays a larger role in climate change than admitted by the aviation industry. But the aviation industry is also making technological innovations in order to reduce emissions that create climate change.

Due to the fact of increasing environmental pollution a framework need to be found under the dogma of sustainable development, by protecting environment, but still not reducing the growth of aviation.

8 Table of Figures

- Figure 1

Historical and Future Trends in Aircraft Performance, Cost, and Emissions

Joosung J. Lee, Stephen P. Lukachko, Ian A. Waitz, Andreas Schafer

Copyright 2011 by Annual Reviews, Annu. Rev. EnergyEnviron 2001

- Figure 2

Sustainable Aviation Future Air Transportation and the Environment

Ilan Kroo

Aero/Astro 50th Anniversary May 2008

- Figure 3

Bird Strike; http://www.aviationinspector.com/wp-content/flagallery/crashes/bird-strikes/bird-strike-aircraft.jpg

- Figure 4

Airfreight cost per kilo for cut flowers, Ascolflores Explores, Mexican Flower Council

- Figure 5

Historical and Future Trends in Aircraft Performance, Cost and Emissions

Joosung Joseph Lee

University of Illinois at Urbana-Champaign 1998

9 Sources

- Historical and Future Trends in Aircraft Performance, Cost, and Emissions

By Joosung Joseph Lee, University of Illinois at Urbana-Champaign 1998

- Calculating the Carbon Dioxide Emissions in Flights

By Dr. Christian N. Jardine, February 2009

- Aviation and the Environment A National Vision Statement, Framework for Goals and Recommended Actions

By Ian Waitz, Jessica Townsend, Joel Cutcher-Gershenfeld, Edward Greitzer and Jack Kerrebrock

Massachusetts Institute of Technology 2004

- Sustainable Aviation Future Air Transportation and the Environment

Ilan Kroo

Aero/Astro 50th Anniversary May 2008

- http://en.wikipedia.org/wiki/Environmental_impact_of_aviation

- http://www.economist.com/news/europe/21569065-so-much-industrious-germans-doing-things-time-eternal-building-site