Past and future trends of civil airport emissions in China, from 2010 to 2030

This paper aims to study the trend of aircraft emission in China. The multiyear emission inventories of HC, CO, NOX, SO2 and PM2.5 in the period 2010–2030 were developed. Results show that the total amount of all targeted pollutants from China's civil airports climbed from approximately 82407 tons in 2010 to 164275 tons in 2019. It is expected that the total amount of pollutants will reach 400845 tons by 2030. Pollutant emissions had the lowest growth rate in 2019 and the highest growth rate in 2013 (4.1% and 13.3%, respectively). From 2013 to 2019, the rate of increase in airport pollutant emissions began to decline. In 2019, the emissions of HC, CO, NOX, SO2 and PM2.5 are 6251, 53614, 97059, 6248 and 1102 tons, respectively. COVID-19 had a significant impact on airport emissions. By comparing the statistical value and the predicted value of airport emissions in 2020, we found that COVID-19 reduced the emissions of ZHHH and national by 46.33% and 30.45% respectively. In 2019, the East has the highest contribution rate of 27.6%, and Xinjiang has the lowest contribution rate of 3.6%. The emissions of the seven aviation regions were in the order of east > central south > southwest > north > northeast > northwest > Xinjiang.

Aircraft Emission Inventory and Characteristics of the Airport Cluster in the Guangdong–Hong Kong–Macao Greater Bay Area, China

In this study, a compound method using modified Boeing Fuel Flow Method 2 (BFFM2) and an updated First Order Approximation V3.0 (FOA3.0) method deploying the ICAO Time-in-Mode (TIM) was used to produce a more reliable aircraft emission inventory for the Guangdong–Hong Kong–Macao Greater Bay Area (GBA). The results show that compared with the International Standard Atmosphere (ISA) conditions, the total emission of nitrogen oxides(NOx) decreased by 17.7%, while carbon monoxide(CO) and hydrocarbons(HC) emissions increased by 11.2%. We confirmed that taxiing is the phase in which an aircraft emits the most pollutants. These pollutant emissions will decrease by 0.3% to 3.9% if the taxiing time is reduced by 1 minute. Furthermore, the impact of reducing taxi-out time on emissions is more significant than that of reducing the taxi-in time. Taking the total aircraft emission factors as the main performance indicators, Hong Kong International Airport (VHHH) contributes the most to the total emissions of the GBA, while the Zhuhai airport(ZGSD) contributes the least. The contribution of an individual airport to the total emissions of the GBA is mainly determined by the proportion of Boeing B77L, B77W, and B744.

The Comparative Study of the Evaluation Method Calculating Aircraft Emission around the Airport

The scope of civil aviation transportation ranges from ground to upper air, which the impact of emission varies at the vertical geographical altitude. The aircraft emissions near the airport have very bad effects on the low-altitude environment. The LTO emission calculating methods based on ICAO、EPA and FAA have been analyzed, then the emission results have been calculated and done the comparative study in this paper. The sameness and difference have been remarked on the EI, TIM of the calculation methods. At last the paper refers to the some concerns at the time of developing emission evaluation scheme.

Parameterization of subgrid aircraft emission plumes for use in large-scale atmospheric simulations

Aircraft emissions differ from other anthropogenic pollution in that they occur mainly in the upper troposphere and lower stratosphere where they can form condensation trails (contrails) and affect cirrus cloud cover. In determining the effect of aircraft on climate, it is therefore necessary to examine these processes. Previous studies have approached this problem by treating aircraft emissions on the grid scale, but this neglects the subgrid scale nature of aircraft emission plumes. We present a new model of aircraft emission plume dynamics that is intended to be used as a subgrid scale model in a large scale atmospheric simulation. The model shows good agreement with a large eddy simulation of aircraft emission plume dynamics and with an analytical solution to the dynamics of a sheared Gaussian plume. We argue that this provides a reasonable model of line-shaped contrail dynamics and give an example of how it might be applied in a global climate model.