A synopsis on

ENVIRONMENTAL IMPACTS OF AVIATION OPERATION AND THE

MITIGATION ADOPTED BY AIRPORTS IN SOUTH INDIA

Submitted by
Name: Amal Manoj
Register No. : 16MBA16002

To
INTERNATIONAL INSTITUTE FOR AEROSPACE ENGINEERING
AND MANAGEMENT,
JAIN UNIVERSITY, BANGALORE
For the registration of the research project proposed to be undertaken

Under the guidance of

Dr. Ramakrishnan
Faculty Member,

INTERNATIONAL INSTITUTE FOR

AEROSPACE ENGINEERING AND MANAGEMENT,
JAIN UNIVERSITY
Jakkasandra Post, KanakapuraTaluk, Ramanagara Dist – 562112
KARNATAKA, INDIA

ENVIRONMENTAL IMPACTS OF AVIATION OPERATION AND THE

MITIGATION ADOPTED BY AIRPORTS IN SOUTH INDIA
Introduction

The environmental impact of aviation occurs because aircraft engines emit heat,
noise, particulates, and gases which contribute to climate change and global dimming.
Airplanes emit particles and gases such as carbon dioxide (CO 2), water vapor,
hydrocarbons, carbon monoxide, nitrogen oxides, sulfur oxides, lead, and black carbon
which interact among themselves and with the atmosphere.Despite emission
reductions from automobiles and more fuel-efficient and less polluting turbofan and
turboprop engines, the rapid growth of air travel in recent years contributes to an
increase in total pollution attributable to aviation. From 1992 to 2005, passenger
kilometers increased 5.2% per year. And in the European Union, greenhouse gas
emissions from aviation increased by 87% between 1990 and 2006.Comprehensive
research shows that despite anticipated efficiency innovations to airframes, engines,
aerodynamics and flight operations, there is no end in sight, even many decades out,
to rapid growth in CO2 emissions from air travel and air freight, due to projected
continual growth in air travel. This is because international aviation emissions have
escaped international regulation up to the ICAO triennial conference in October 2016
agreed on the CORSIA offset scheme, and because of the lack of taxes on aviation fuel
worldwide, lower fares become more frequent than otherwise, which gives a
competitive advantage over other transportation modes. Unless market constraints
are put in place, this growth in aviation's emissions will result in the sector's emissions
amounting to all or nearly the entire annual global CO 2 emissions budget by mid-
century, if climate change is to be held to a temperature increase of 2 °C or less.

Aircraft noise is seen by advocacy groups as being very hard to get attention and action
on. The fundamental issues are increased traffic at larger airports and airport
expansion at smaller and regional airports.

Airports can generate significant water pollution due to their extensive use and
handling of jet fuel, lubricants and other chemicals. Airports install spill control
structures and related equipment (e.g., vacuum trucks, portable berms, absorbents) to
prevent chemical spills, and mitigate the impacts of spills that do occur.In cold
climates, the use of deicing fluids can also cause water pollution, as most of the fluids
applied to aircraft subsequently fall to the ground and can be carried via
stormwaterrunoff to nearby streams, rivers or coastal waters. Airlines use deicing
fluids based on ethylene glycol or propylene glycol as the active ingredient.Ethylene
glycol and propylene glycol are known to exert high levels of biochemical oxygen
demand (BOD) during degradation in surface waters. This process can adversely affect
aquatic life by consuming oxygen needed by aquatic organisms for survival. Large
quantities of dissolved oxygen (DO) in the water column are consumed when microbial
populations decompose propylene glycol.Sufficient dissolved oxygen levels in surface
waters are critical for the survival of fish, macroinvertebrates, and other aquatic
organisms. If oxygen concentrations drop below a minimum level, organisms emigrate,
if able and possible, to areas with higher oxygen levels or eventually die. This effect
can drastically reduce the amount of usable aquatic habitat. Reductions in DO levels
can reduce or eliminate bottom feeder populations, create conditions that favor a
change in a community’s species profile, or alter critical food-web interactions.

Literature review

The European Community, motivated by the rapid growth of the aviation industry and
related impacts on climate change, has decided to include aviation in the European
Emissions Trading Scheme (EU ETS). Mitigation policies such as the EU ETS are
considered to be necessary in order to change travel behaviour and induce operational
and technological changes in the aviation industry that will result in lower
environmental impacts. This paper reviews the available impact assessments of the
proposed emissions trading scheme for airlines published between 2005 and 2009. It
analyses the methods used and finds that the models used are often over-simplified,
omitting important variables or that the reliability and robustness of the modelling
results are reduced by linking models that are based on different assumptions. The
paper also summarises the possible environmental (CO 2 emissions) and economic (air
fares, demand for airline services, supply of airline services, competitiveness, GDP,
carbon price) impacts in the studies reviewed for the year 2020. Overall, the effects are
found to be small: for example, CO2 emissions are expected to decline by a maximum
of 3.8% and the maximum impact on GDP in the EU was found to be −0.002%. The
reasons for these insignificant impacts are analysed in this paper; it is also found that
there are some positive aspects of including aviation in the EU ETS.

Though presently small in magnitude, aviation's future impact on climate will likely
increase with the absence of effective mitigation measures. With the exception of
CO2 emissions, climate impacts of aviation emissions are quite uncertain, and there are
scientific gaps that need to be addressed to guide decision making. An objective of the
Next Generation Air Transportation System is to limit or reduce aviation's impact on
climate. Therefore, the Federal Aviation Administration has developed the Aviation
Climate Change Research Initiative (ACCRI) to address key scientific gaps and reduce
uncertainties while providing timely scientific input to advance and implement
mitigation measures. This paper provides a brief overview of the priority-driven
research areas that ACCRI has identified and that need to be pursued to better
characterize aviation's impact on climate change.National Center for Atmospheric
Research, Boulder, ColoradoFederal Aviation Administration, Washington,
D.C.CORRESPONDING AUTHOR Guy P. Brasseur, National Center for Atmospheric
Research,
Noise still looms as an environmental issue but the progress made points to a positive
conclusion, writes Martin Rivers. A global solution for the industry’s carbon emissions
has garnered plenty of air time and column inches. But for policy makers and local
communities, noise remains a critical issue.When combined with forecast growth rates
of 5.4% per annum until 2017 and headline-grabbing infrastructure developments,
balancing the benefits of enhanced global connectivity with the needs of people living
under continues to be of high importance.Modern aircraft are 75% quieter today than
their forbears were 50 years ago. Even so, the need for a coordinated effort is
recognized by ICAO’s noise standards and its Balanced Approach to aircraft noise
management.The Balanced Approach was endorsed by the ICAO Assembly in 2001 and
aims to reduce the noise impact of aircraft without impeding air traffic growth. This
guidance from ICAO’s Committee on Aviation Environmental Protection (CAEP) pulls
together different strands of work, one of them being the regular update of the ICAO
Noise Certification Standard. The current version (Chapter 4) has been applied to
newly certified aircraft since 2006 while the next version (Chapter 14) will enter into
force in 2017.Along with reducing noise at source, the Balanced Approach identifies
three other elements of a sustainable noise mitigation strategy: land-use management
and planning; noise abatement operational procedures; and operating restrictions.

The Emissions and Dispersion Modeling System (EDMS) has been developed to
quantify emissions from aircraft and other airport emission sources. It is used routinely
to assess the impact of airport expansion projects and other operational changes. The
System for assessing Aviation’s Global Emissions (SAGE) is being developed to assess
the impact of aircraft engine emissions during the whole flight regime, especially climb
out and cruise emissions.

The model will be able to develop aviation emission inventories, both for baseline
conditions and forecasted technology, and assess operational and market-based
measures and improvements. New tools are also being developed to understand and
assess the environmental design space, to evaluate interrelationships among all
emissions and between emissions and noise due to changes in technology and
operational procedures. NASA is the U.S. federal agency responsible for pre-
commercial aerospace research, development, and demonstration.

The pollution-control efforts at CPH, as Denmark’s main airfield is known by its

international location code, mark the first time a European airport has launched a
programme specifically aimed at reducing the risks that ultrafine particulate matter
emitted from exhaust have on workers who are on the frontline of air services.

Some of the practices have benefitted from lessons learned in reducing another form
of aviation pollution – noise.
Copenhagen’s programme also offers long-term potential for reducing pollutants,
greenhouse gas emissions as well as noise pollution at airports across Europe as
passenger traffic grows in the years ahead.

“The motivation here is that nobody should get ill or sick from attending their work,”
said Jesper A. Jacobsen, a senior environmental project manager for Copenhagen
Airports S/A, the partly state-owned company that runs the main international hub at
Kastrup, southeast of the capital.

Copenhagen Airport’s emissions-reduction programme includes some 25 measures

agreed by the airport’s management, trade unions, air traffic controllers and ground
services. These include:

 Targets the airport’s own ground service vehicles - traditionally powered by

diesel engines that are known for emitting ultrafine particles and gases such as
nitrogen oxides that contribute to ground-level ozone. The airport plans to
switch to electric vehicles and take other measures to reduce emissions.
 Requires pilots to use a single engine for taxiing. However, this slows down the
aircraft on arrival and requires the pilots to warm up the dormant engine before
take-off.
 Limits the use of jet-fuel-run auxiliary power units (APUs), the onboard
generators that provide electricity while aircraft are unloading or loading
passengers.
 Maximizes the use of apron space when aircraft are pushed back from gates
before departure, leaving more space on the taxiway for arriving planes. The aim
is to reduce waiting for arriving aircraft.

Environmental concerns, as well as the expected depletion of fossil fuel resources,

have become the driving forces for research and development towards the
introduction of hydrogen energy into air traffic. The present paper is a summary of a
study that was carried out within the European sponsored project CRYOPLANE, co-
ordinated by Airbus Germany.

The objectives of this study are to re-optimise and compare two equivalent medium-
range aircraft – one kerosene-fuelled and one LH2-fuelled – for reduced cruise
altitude, from an environmental point of view. By lowering the cruise altitude, the
contribution to global warming might be reduced at the expense of increased fuel
consumption and pollutant emissions.

In order to assess the global impact, in terms of global warming, from the emissions
discharged on a certain mission, a simple parametric model is employed.
The results suggest that introduction of cryoplanes will improve the environmental
performance, particularly in terms of global warming. Provided that an increase in fuel
consumption in the order of 10% and an increase in TOM of a few percent are
accepted, the results suggest that cryoplanes should cruise at an altitude of about 2–3
km below where conventional aircraft cruise today in order to considerably reduce the
environmental impact.

The Technology Sub-Group of Air Travel – Greener by Design was instituted at the first
full meeting of the GBD community in March 2000. Its first period of intense activity
was from the summer of 2000 to the spring of 2001, culminating in the publication of
its report The Technology Challenge in July 2001 at the first Air Travel – Greener by
Design Conference at the Royal Aeronautical Society. In the period that followed, the
contents of the report were further disseminated by presentations at conferences and
publication of the report in The Aeronautical Journal but there was no substantial
activity by the Sub-Group as such. In July 2003, a workshop on ‘The Effect of Aviation
on the Atmosphere’, was held at St Catherine’s College, Cambridge. This was planned
jointly by members of the Sub-Group and of the Centre for Atmospheric Science in the
Department of Chemistry at Cambridge and was jointly funded by GBD and the EC
project SCENIC. The organisation of events on the day and the collating and editing of
the workshop report was done by Dr Helen Rogers of the Centre for Atmospheric
Science. The workshop was attended by a broad cross section from the manufacturing
and operating industries, government and academia and its report is a valuable
summary of current understanding in 2003.

Air transportation growth has increased continuously over the years. The rise in air
transport activity has been accompanied by an increase in the amount of energy used
to provide air transportation services. It is also assumed to increase environmental
impacts, in particular pollutant emissions. Traditionally, the environmental impacts of
atmospheric emissions from aircraft have been addressed in two separate ways;
aircraft pollutant emissions occurring during the landing and take-off (LTO) phase (local
pollutant emissions) which is the focus of this study, and the non-LTO phase
(global/regional pollutant emissions). Aircraft pollutant emissions are an important
source of pollution and directly or indirectly harmfully affect human health,
ecosystems and cultural heritage. There are many methods to asses pollutant
emissions used by various countries. However, using different and separate
methodology will cause a variation in results, some lack of information and the use of
certain methods will require justification and reliability that must be demonstrated
and proven. In relation to this issue, this paper presents identification, comparison and
reviews of some of the methodologies of aircraft pollutant assessment from the past,
present and future expectations of some studies and projects focusing on emissions
factors, fuel consumption, and uncertainty. This paper also provides reliable
information on the impacts of aircraft pollutant emissions in short term and long term
predictions.

The main objective of the paper is to evaluate the potential of reducing the
environmental impact of civil subsonic aviation by using hydrogen fuel. The paper is
divided into three parts of which this is Part I, where the background, prospects and
Challenges of introducing an alternative fuel in aviation are outlined. In Part II the aero
engine design when using hydrogen is covered, and in Part III the subjects of optimum
cruising altitude and airport implications of introducing liquid hydrogen-fuelled aircraft
are raised.

Looking at the prospect of alternative fuels, synthetic kerosene produced from

biomass turns out to be feasible and offers environmental benefits in the short run,
whereas hydrogen seems to be the more attractive alternative in the long run.

Powering aero engines and aircraft with hydrogen has been done successfully on a
number of occasions in the past. Realising this technology change for a fleet of aircraft
poses formidable challenges regarding technical development, energy requirement for
producing hydrogen, handling, aircraft design and making liquid hydrogen
economically compatible with kerosene.

Research Question
HOW TO REDUCE THE ENVIRONMENTAL IMPACT CAUSED BY AVIATION ACTIVITY AND
WHICH CAN BE THE MOST EFFICIENT WAY TO DO IT.

Objectives of the study

1. The study the impact of aviation operations on environment.

2. Measures taken by the airport and airlines to tackle the impact caused by the
activities.
3. Identify the efficient measure taken by the airport and airline.
4. To add some possible improvement to those measure.
Scope of the study
As the air transportation is increasing day by day to satisfy the demand of the user.
Therefore more number of aircraft is used to do it hence more impact to the environment is
obvious. In this study most used model of aircraft by different airlines will be examined for
there emission level in there landing, taxiing and takeoff phases of flight.

Research design
Exploratory research approach has been proposed for this study.

Research strategy
The research strategy used in this research will be a combinationof survey and action

research.

Methods of data collection

1. Secondary Data- Websites, Newspaper, Employees.

2. Primary Data –airport operator and airlines.

Instrument used
Questionnaire

Technique of Survey
Personal Interview

Sampling Technique
Probability sampling as it is a exploratory research in that stratified sampling technique will
be used for data collection.

Sample site
 Airports
 Airline office
Unit of analysis
Airport- 3
Airlines- 2

Expected Outcome
The outcome of this research is that this will enable the airports to identify the operation

that are emitting a lot of carbon in to the atmosphere and polluting the air nearby so as to find some

alternative to that or to stop using that so as to save our environment. And some techniques which

can be implemented in their operation so the emission and other pollutant can be controlled.

Research Schedule
Shows the timeline of the research

Budget

Showing the budget of the research

 Serial No. Item(s) Amount (in Rupees)

1 Travel 6000

2 Stationary 500

3 Printing & Binding 500

4 Sundries 1000

Total 8000

Limitations

1. This research study conducted in a limited airport and airlines only and findings may
vary from different airport and airlines.

2. Some of the respondents might be biased in their responses as it depends on their

exposure to thetopic .