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should move to a more integrated management of the flight trajectory geared to optimising arrival time.
 96% of aviation-related CO2 emissions originate from flights longer than one hour, for which there is
virtually no alternative mode of transport.
 Noise and local air quality is a major concern of residents in the vicinity of major airports. The
implementation of local restrictions implies complex trade-offs (e.g. noise vs. emissions) which need to
take into account local specificities.
7.1 Introduction
7.1.1 Environmental sustainability is an increasingly important political, economic and social
issue.
7.1.2 Aviation has a global and a local impact on the environment. However, not all aspects of
the environmental impact of aviation can be influenced by the ANS system. The first part
of this chapter focuses on the global impact and evaluates the ANS contribution towards
reducing the impact of aviation on climate (Section 7.2.). The second part of this chapter
(section 7.2) looks at local air quality and noise at and around major airports.
7.2 Reducing the environmental impact of aviation
7.2.1 In 2007, total anthropogenic (man-made) GHG emissions in the EU 27 States were
estimated to be around 5 billion tons, of which 4.2 billion tons were attributable to CO2
emissions.
AVIATION EMISSIONS
7.2.2 The environmental impact of aviation on climate results from greenhouse gas (GHG)
emissions including CO2, NOx, and cirrus clouds formed by aircraft engine exhaust. CO2
emissions are presently considered to have the largest cumulative impact on the climate
but the exact impact of aircraft induced cirrus clouds or linear contrails on climate is still
being evaluated.
7.2.3 According to the European Environmental Agency (EEA), transportation is a major
contributor (28.4%), and aviation accounts for 3.5% of total anthropogenic CO2 emissions
in Europe (2.5% world-wide). Figure 84 shows the CO2 emissions related to direct fuel
burn by industry sector.
PRR 2009 73 Chapter 7: Environment
Railways
0.2%
Aviation
3.5% Other
Transportation
0.2%
Public Electricity & Heat
Production
31.0%
Road
Transportation
20.1%
Marine
4.3%
Transportation
28.4%
Other
0.9%
Other Energy
Industries 4.6%
Residential
9.2%
Manufacturing
Industries &
Construction
14.1%
Commercial/
Institutional
3.6%
Agriculture/ Forestry/
Fisheries
1.6%
Industrial
Processes
6.7%
Figure 84: Contribution of CO2 emissions by sector in EU27 area (2007)
7.2.4 The relative share of aviation in total CO2 emissions may increase not only because of
traffic growth, but also because of the longer lead time for using alternative energy
sources27.
7.2.5 Ideally, the evaluation of the CO2 contribution and possible mitigation measures would
require information on the entire life cycle. For the transport sector, this would not only
include emissions related to direct fuel burn (as shown in Figure 84) but also emissions
related to power production for electrically powered vehicles (such as trains) and
emissions related to the building of transport infrastructure and vehicles.
7.2.6 The consideration of the full life cycle emissions approximately doubles greenhouse gas
emissions from rail travel. For air travel, the full life cycle emissions are estimated to be
10-20% higher than emissions from direct fuel burn in view of the limited infrastructure
required for air transport [Ref. 26]. A comparison between transport modes would
therefore be less contrasted than the distribution shown in Figure 84, if the full life cycle
was taken into account.
ENVIRONMENTAL POLICY - GLOBAL CONTEXT
7.2.7 In the Kyoto Protocol (1997), 37 industrialised countries committed themselves to a
reduction of greenhouse gases. However, under the present rules and modalities only
domestic aviation is included and the Kyoto Mechanisms are not used for the purpose of
addressing GHG emissions from international aviation.
7.2.8 Instead, countries were asked to work through the International Civil Aviation
Organization (ICAO) to pursue a limitation or reduction of greenhouse gases from
international aviation.
7.2.9 In response to this request and ahead of the UN climate talks in Copenhagen (December,
27 The evolution of emissions has to be seen in a context where there is a range of renewable and alternative energy
sources available to ground transport, domestic appliances and industry. Moreover, there is often a faster turnover
of energy-using assets (e.g. cars, domestic appliances, domestic boilers, process plant, lorries, buses), while the
　
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本文鏈接地址：Performance Review Report 2009(55)