GHG Quantification A Thesis by Bereket.Y

The carbon footprint of Ethiopian Airlines group:
Quantification of a scope−one emission.
A Thesis Paper Submitted To The Master's Programme, College Of Urban Development And
Engineering; Ethiopian Civil Service University, In Partial Fulfillment Of The Requirements
For The Award Of A Master‟s Degree In Environment And Climate Change Management.
June 2022
Addis Ababa, Ethiopia
By: Bereket Yemanbirhan

Thesis paper Ethiopian civil service university
DECLARATION
I hereby declare that this thesis entitled “The carbon footprint of Ethiopian Airlines group:
Quantification of a scope−one emission.” was composed by myself, with the guidance of my
advisor MR. ALEMAYEHU.A, that the work contained herein is my own except where
explicitly stated otherwise in the text, and that this work has not been submitted, in whole or
in part, for any other degree or processional qualification.
Name: Bereket Yemanbirhan Mekonen Signature: ___________________
Date: _______________________
i By: Bereket Yemanbirhan

APPROVAL SHEET OF RESEARCH PAPER
The undersigned certify that they have read and hereby recommend to the Ethiopian Civil
Service College to accept the thesis submitted by MR. BEREKET YEMANBIRHAN, and
entitled “The carbon footprint of Ethiopian airlines group: quantification of a scope−1
emission.", in partial fulfillment of the requirements for the award of a Master's Degree in the
environment and climate change management.
Name of Supervisor: Alemayehu Agizew Signature………………….
Date………………………
Name of Internal Examiner: ……………….………………… Signature………………….
Date………………………
Name of External Examiner: ……………….………………… Signature………………….
Date………………………
Name of Head of Department: ……………….………………… Signature………………….
Date………………………
ii By: Bereket Yemanbirhan

Abstract
The ultimate goal of this research paper is quantifying GHG emission from Ethiopian Airlines
group, which is from scope one emissions (emissions are direct emissions that result from
activities among associate organization's control) the year 2021. Calculating one's carbon
footprint may be a necessary step to understanding a given entity's contribution to global
warming and can be used for various purposes, from public reporting to setting a target for
reducing emissions. Primary data was obtained from the Ethiopian Aviation Authority,
Ethiopian Airlines Group and the Ministry of Transport and Logistics. Those activity data was
examined using professional software (IPCC inventory program) and excel GHG emission
inventory tools.
Emission from stationary combustion which is from backup generators and boilers at 2021
was 6679.725 tCO2 tonnes, from international and domestic flights counts 95% from all
emission‟s sources at the study year which is 5,480,268.37 tCO2 tonnes, from mobile sources
rather than international and domestic flight at 2021 was 24434.05 metric tonnes of CO2e
was emitted from vehicles, trucks cars and other mobiles source like construction equipment‟s
and From the final emission category scope 1 fugitive emission 127,491.1 tCO2 were emitted
from fire suppression system and 15,902.9 tCO2 from Refrigeration and cooling Equipment‟s.
The emission from the airline is more than the inventory results quantified by the author of
this paper because of some factors like missing activity data and unmeasured non-CO2-effects
from the airline; principally emissions of nitrogen oxides, contrails and aviation-induced
cirrus clouds, and these effects are estimated to be almost as significant as the CO2 emissions
themselves in terms of their global warming potential (GWP) 100-year perspective.
From the GHG inventory, emission from international flight is the most significant 95% and
needs to be addressed in such a manner, where increasing demand for air travel with a growth
average rate of 20% every single year will impose a significant impact on climate change,
where travel demand and fossil fuel burning are related each other.
Key words: carbon footprint, global warming, fugitive emission, stationary combustion, carbon dioxide
equivalent, GWP
iii By: Bereket Yemanbirhan

Acknowledgement
First of all, Praise and gratitude to Almighty God submitted by the author to the Lord Jesus
Christ My Savior and the Virgin Mary for blessings and help to complete this thesis on time.
Then I would like to thank my mother Asegedech Gorfe and my whole family for their
upbringing of me and their tireless efforts and support in every path I take to achieve my
dreams and goals.
I would like to thank the following people for helping me to finalize the paper by offering me
relevant data and with heartfelt advice…
Mr. Tadesse Agonafir – from group internal audit, QMS, SMS, compliance and business
sustainability/ Ethiopian airlines
Mr. Shiferaw Nora and Tesema Adamu – from Ethiopian civil Aviation Authority
Mr. Yizengaw Agizew – from ministry of transport and logistic
Doctor Bisrat Kifle – Ethiopian Civil Service University
I wish to extend my special thanks to friends; Addisu, Tseganesh, Senafeqesh and Magi.
And I would like to express my gratitude to my primary supervisor, Mr. Alemayehu Agizew,
who guided me throughout this Master‟s thesis.
Bereket Yemanbirhan Mekonen
Addis Ababa, Ethiopia
June, 2022
iv By: Bereket Yemanbirhan

Contents
Contents
DECLARATION .............................................................................................................................. i
APPROVAL SHEET OF RESEARCH PAPER ...........................................................................ii
Abstract .......................................................................................................................................... iii
Acknowledgement ..........................................................................................................................iv
Contents ............................................................................................................................................ v
List of Tables ..................................................................................................................................ix
List of Figures .................................................................................................................................. x
List of Appendices ..........................................................................................................................xi
List of Acronyms ...........................................................................................................................xii
Chapter one ...................................................................................................................................... 1
1 Introduction ............................................................................................................................... 1
1.1 Background ....................................................................................................................... 2
1.3 Problem Statement ............................................................................................................. 4
1.4 Objectives............................................................................................................................... 5
1.4.1 Main Objective................................................................................................................ 5
1.4.2 Specific objectives .......................................................................................................... 5
1.6 Significance of the Study ...................................................................................................... 6
1.7 Scope of the Study ................................................................................................................. 7
1.7.1 General purpose of the study ......................................................................................... 7
1.7.2 Boundaries of the study .................................................................................................. 7
Chapter two .................................................................................................................................... 10
2. LITERATURE REVIEW ......................................................................................................... 10
2.1 Introduction .......................................................................................................................... 10
2.1.1 An introduction to Carbon Footprint ............................................................................... 10
2.1.2 Importance and Need for CF assessment .................................................................... 12
2.1.3 Emission category description ..................................................................................... 12
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2.1.4 Carbon footprint of an Aviation industry and/or Airports ........................................ 13

2.2 Quantifying Airport/aviation GHG emissions .................................................................. 14
2.2 Research Gaps ................................................................................................................ 16
2.4 Conclusion ........................................................................................................................... 18
2.5 Conceptual framework of the study .......................................................................... 18
2.5.1 Calculating carbon footprint ........................................................................................ 18
2.5.3 Greenhouse Gases Included ......................................................................................... 19
Chapter three .................................................................................................................................. 20
3 METHODOLOGY AND PROCEDURES ............................................................................... 20
3.1 Introduction ..................................................................................................................... 20
3.1.1 GHG inventory guidelines ............................................................................................... 20
3.1.1.1 The greenhouse gas protocol .............................................................................. 20
3.1.1.2 The ISO standards ..................................................................................................... 21
3.1.1.3 Other guidelines .................................................................................................. 21
3.2 Methodologies used ............................................................................................................. 22
3.2.1 Description of the Study Area ......................................................................................... 22
3.2.2 Data needed....................................................................................................................... 23
3.2.1 Activity data ...................................................................................................................... 23
3.2.2 GHG Emission factor−EF............................................................................................ 24
3.2.3 Calculating GHG Emissions from scope 1 stationary combustion ........................... 24
3.2.4 Calculating GHG Emissions from scope 1 Mobile sources combustion .................. 24
3.2.5 Calculating GHG Emissions from scope 1 Refrigerants ............................................ 25
3.4 Data Collection methods ..................................................................................................... 26
3.5 Data Analysis methods ........................................................................................................ 26
3.6 Uncertainty Assessment ...................................................................................................... 26
3.6.1 Emission factor uncertainties ....................................................................................... 27
3.8 Ethical Considerations......................................................................................................... 28
3.9 Summary and/or Restatement of the Purpose .................................................................... 29
3.10 Operational framework of the research ............................................................................ 29
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Chapter four ................................................................................................................................... 31

4 Results and Discussion ............................................................................................................... 31
4.1 Results .................................................................................................................................. 31
Section one: Carbon Quantification/GHG inventory .................................................................. 31
4.1.1 Emission from Stationary combustion/ backup generators ....................................... 32
Greenhouse Gases Included .................................................................................................. 32
Assumptions ........................................................................................................................... 32
4.1.1.1 Method used ............................................................................................................... 32
Calculating Emissions............................................................................................................ 33
4.1.2 Emission from Mobile combustion ............................................................................. 34
4.1.2.1 Quantifying emission from international flight ....................................................... 34
Activity data ................................................................................................................................... 35
Calculated GHG emission ............................................................................................................. 35
Activity data ................................................................................................................................... 38
Emission factor .............................................................................................................................. 38
Calculated GHG emission ............................................................................................................. 38
Activity data ................................................................................................................................... 40
Emission factor for Diesel ............................................................................................................. 41
Calculated emission for Diesel mobile sources ........................................................................... 41
Emission factor for regular............................................................................................................ 42
Calculated emission from regular mobile sources ....................................................................... 42
Activity data ................................................................................................................................... 43
Calculated GHG emission for refrigerant and cooling system ................................................... 43
Data gap .......................................................................................................................................... 44
Assumption .................................................................................................................................... 45
Activity data ................................................................................................................................... 45
Calculated emission from fire suppression system...................................................................... 45
Data gap .......................................................................................................................................... 46
Total Emission summery ............................................................................................................... 46
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4.2 Discussion ............................................................................................................................ 47

Section two: Assessing energy consumption of the airline ......................................................... 47
Section three: assessing the percentage of emissions to international air space by the airline,
by comparing to the global trend .................................................................................................. 50
Chapter five .................................................................................................................................... 53
5 Conclusion and mitigation measures ......................................................................................... 53
5.1 conclusion ............................................................................................................................ 53
5.2 Recommendation/Mitigation measures ........................................................................ 54
References ...................................................................................................................................... 57
Appendices ..................................................................................................................................... 62
viii By: Bereket Yemanbirhan

List of Tables
Table 1 Duration of Emission quantification ................................................................................. 7

Table 2 Definitions of 'carbon footprint' ...................................................................................... 10
Table 3 Accredited airports across the world............................................................................... 17
Table 4 factsheet of Bole international airport/Ethiopian airline ............................................... 22
Table 6 operational framework of the study ................................................................................ 29
Table 7 activity data/Fuel Consumption for Generators, boilers and gas burners..................... 33
Table 8 Emission from stationary combustion ............................................................................ 34
Table 9 Total fuel usage for international from 2019 − 2021 .................................................... 35
Table 10 Emission factors for international flights ..................................................................... 35
Table 11 Emission from international flight from 2019 to 2021 ................................................ 36
Table 12 Ethiopian airlines domestic flight Annual passenger travel data from 2013−2021 ... 37
Table 13 Ethiopian airlines domestic flight Annual fuel consumption data from 2013−2021. 38
Table 14 Emission factors for domestic flights ........................................................................... 38
Table 15 Emission from domestic flight from 2013 to 2021 ...................................................... 38
Table 16 Inventory of vehicles, car and fuel consuming machinery at calendar year 2021 ..... 40
Table 17 Year 2021 Fuel Consumption/ Diesel for trucks, cars, vehicles and any other
machines ......................................................................................................................................... 40
Table 18 Emission factor for Diesel oil consuming mobile source ............................................ 41
Table 19 Emission from Diesel oil consuming mobile sources.................................................. 41
Table 20 Year 2021 Fuel Consumption/ regular or Benzene for trucks, cars and any other
vehicles ........................................................................................................................................... 41
Table 21 Emission factor for Petrol/regular gasoline consuming mobile source ...................... 42
Table 22 Emission from Benzene/regular oil consuming mobile sources ................................. 42
Table 23 Type of Equipment and Default Capacity Ranges (Lower to Upper Range)............. 43
Table 24 Source Level Refrigeration Gas CO2 Equivalent Emissions year 2021 - Screening
Method............................................................................................................................................ 43
Table 25 Total fugitive emission from fire suppression system year 2021 ............................... 45
Table 26 Emission summery for year 2021/ year of the study ................................................... 46
Table 27 Number of aircrafts, destination and passengers from 2010 to 2020 ......................... 49
ix By: Bereket Yemanbirhan

List of Figures
Figure 1 Topographic image of the Ethiopian Airline/bole international airport ........................ 8

Figure 2 scope of emission ............................................................................................................ 13
Figure 3 aviation emissions........................................................................................................... 15
Figure 4 Values for uncertainty assessment ................................................................................. 27
Figure 5 international flight route of Ethiopian Airlines group .................................................. 35
Figure 6 Emission trend of international flight from 2019 to 2021............................................ 36
Figure 7 Domestic flight routes of Ethiopian Airlines group ..................................................... 37
Figure 8 GHG emission trend from domestic flight from 2013 to 2021................................... 39
Figure 9 Share of total emission from mobile combustion year 2021 ....................................... 42
Figure 10 Emission summery of 2021 in percentile .................................................................... 46
Figure 11 Ethiopia - Duration of a Typical Electrical Outage (hours) ....................................... 47
Figure 12 Relationship between GDP, energy demand and emission........................................ 48
Figure 13 Ethiopian airline's incremental data on number of Aircrafts and destinations from
2010 to 2020................................................................................................................................... 49
Figure 14 Ethiopian airline's incremental data on number of passengers from 2010 to 2020 .. 50
Figure 15 Total GHG emissions at 2021/comparing the share ................................................... 51
Figure 16 Carbon dioxide emissions from commercial aviation worldwide from 2004 to 2022
(in million metric tons) .................................................................................................................. 52
x By: Bereket Yemanbirhan

List of Appendices
Appendices 1 Stationary Fuel Consuming Equipment's Inventory Format ............................... 62

Appendices 2 Approximate Fuel Consumption Chart................................................................. 66
Appendices 3 type and number of vehicles/none electric ........................................................... 67
Appendices 4 Fire extinguisher inventory year 2021 .................................................................. 70
Appendices 5 refrigerant and cooling system equipment inventory year 2021 ......................... 76
Appendices 5 Fuel used by mobile sources of GHG emission ................................................... 81
Appendices 7 Default Emission Factors for Refrigeration/Air Conditioning Equipment Type
of Equipment .................................................................................................................................. 82
Appendices 8 Global warming potential (GWP) for various GHGs ......................................... 82
Appendices 9 Uncertainty analysis @sample for domestic flight year 2021 generated by IPCC
GHG inventory software ............................................................................................................... 83
xi By: Bereket Yemanbirhan

List of Acronyms
TWA− Trans World Airlines JETRO− Japan External Trade Organization
GHG− greenhouse gases ETAP− Environmental Technologies Action Plan
BP− British petroleum EA – Ethiopian airlines
ATAG− Air transport action group ACA − Airport carbon accreditation
IPCC – intergovernmental on climate change ISO – International Organization for Standardization
EPA – US/Environmental Protection Agency WRI– World Resources Institute
CF – carbon footprint ACF– Areal carbon footprint
PCF – Personal carbon footprint Ppmv – parts per million by volume
IDE– Institute of Developing Economies EF – Emission factor
HVAC – Heating, Ventilation, and Air Conditioning GWP – global warming potential
tCO2e – carbon dioxide equivalent ICAO – International Civil Aviation Organization
xii By: Bereket Yemanbirhan

Chapter one
1 Introduction
Since the late last decade, 63% of annual emissions are caused by developing countries.
The industry, energy, and prosperity that have long been the preserve of only a handful of
developed countries are finally expanding rapidly in the developing world, but the growth has
a dangerous side effect cause of CO2 emissions. [1]
Let‟s take an example; Africa's giant airline, Ethiopian Airlines which will seriously impose a
considerable climate impact in a way that Carbon dioxide emissions in developing countries
are closely tied to their economy and play a vital role within the world‟s future emissions.[2]
Carbon emissions from the transport sector were more or less eight billion tons in 2016,
accounting for nearly 24% of worldwide carbon emissions. World transportation carbon
emissions inflated by 71% in 2016 compared to emissions in 1990, among that civil aviation
had the best growth rate, reaching, calculated that the civil aviation business accounts for
nearly 2.5% of global carbon emissions since 2010. Aviation might account for 25% of global
carbon emissions by 2050 if transport demand continues. As an extra complication, the
characteristics of multinational civil aviation are specified most of the associated carbon
emissions are emitted into the higher layer and troposphere 1, considerably impacting climate
change. [3]
From global scale (developed nations, giant companies, and industries) to the lowest
individual level of contribution, hence a given nation, company, firm even an individual must
reiterate the critical state of the climate crisis and therefore the role we all have in combating
it.) For example in the aviation industry, ground-based airport GHG emissions are caused by
gasoline and diesel oil for airport vehicles and ground support equipment, fuel for electricity
1
Compared with the greenhouse gases produced by ground transportation of the same volume, the impact of
carbon emissions emitted from aircraft on climate is magnified by 1.9–5.1 times. source: (Larsson et al., 2018)
1 By: Bereket Yemanbirhan
and heating, jet fuel for auxiliary power units that power aircraft at airport gates, and other
sources. [4]
Calculating one‟s carbon footprint may be a necessary step to understanding a given entity
like a company's contribution to global warming, so in such a way that we may identify ways
to scale back it to in situ conditions [5] plus the carbon footprint of a company is an extensive
measure of its impact on the environment. Hence it represents an indirect indicator of the
consumption of energy, products, and services and measures the quantity of carbon footprint
which corresponds to a company‟s activities or products.
Therefore my Study will be merely focused on a “quantity-based approach" mainly focusing

on carbon emission accounting, emission characteristics, and emission source identification of
Ethiopian airlines/Bole international airport.
1.1 Background
Humans have emitted about 450 billion tonnes of carbon from the industrial revolution that
has contributed to this climate crisis in the world. [6] our activities are calculable to own
caused just about 1.0°C of world global warming higher than pre-industrial levels, with a
possible vary of 0.8C0 to 1.2C0. [7]
The warming of the earth is probably going to raise 1.5C0 between 2030 and 2052 if it
continues to extend at this rate. (High confidence) GHGs trap heat radiated from the sun in the
atmosphere, warming the planet‟s surface. Many GHGs occur naturally in the atmosphere, but
their increased human concentration is enabled.
The GHG Protocol, Corporate Accounting and Reporting Standard cover the accounting and
reporting of seven GHGs covered by the Kyoto Protocol are Carbon dioxide (CO2), Methane
(CH4), Nitrous oxide (N 2O), Hydro fluorocarbons (HFCs), Per−fluoro carbons (PFCs),
Sulfur hexafluoride (SF6) and Nitrogen tri−fluoride (NF3).

With the increasing concern about world temperature change and carbon emissions as a
causative factor, several firms and organizations are following "carbon footprint" comes to
estimate their contributions to global climate change.
The Carbon Registry protocol definitions help organizations to analyze their carbon
footprints. The scope of these protocols varies but generally suggests estimating only direct
emissions and emissions from purchased energy, paying less attention to supply chain
emissions. [8]
Thorough understanding of their footprints, companies will not be able to pursue the most
cost-effective carbon mitigation strategies. In such a way, this thesis will be focused on
calculating Ethiopia's Airlines GHG emission, specifically the Scope 1 emission, from the
direct emissions that occur from sources owned or controlled by the company (Ethiopian
Airlines). That is if the company owns or controls the activities or equipment‟s associated
with the emissions.
From various purposes of carbon foot−printing some of them are for; publicly reporting
greenhouse gas emissions, for setting a target for reducing emissions (to set reductions to
target it is necessary to know what current emissions are), to identify which activities
contribute the most to a footprint (to identify the important areas for reduction efforts), to
measure changes in emissions over time, and to monitor the effectiveness of reduction
activities and for offsetting emissions (to offset emissions it is necessary to know how many
reductions credits to purchase).
Developed nations are the largest emitters of GHGs at the global level, but I argued that giant
companies operating in developing nations will impose a significant amount at the global
level of warming by emitting GHGs. Hence this research will quantify Ethiopian Airlines'
scope one greenhouse gas emissions and the author of this thesis strongly insight a new
paradigm shift towards emissions from firms, companies, industries located in developing
nations.

The Center for Biological Diversity states referring to researches on the field; Greenhouse gas
emissions from aviation are a considerable contributor to warming. If the aviation sector were
a country, it'd place sixth in emissions, between Japan and Germany. Left unbridled global
aviation can generate a calculable 43 metric Gg tons of dioxide emissions through 2050,
constituting nearly 5% of the world emissions allowable to stay global warming below 1.5
degrees Celsius. Air transport is responsible for 12% of CO 2 emissions from all transport
sources, compared to 74% for road transport. [9]
Within the United States, aircraft are one among the fastest-growing sources of emissions:
Emissions from domestic aviation alone have inflated 17% since 1990, to account for 9% of
greenhouse gas emissions from the U.S. transportation sector. Flights outward-bound from
airports within us and its territories are to blame for nearly one-quarter of worldwide traveler
transport-related carbon emissions, the bulk of that come back from domestic flights.
The good news is that, at a summit in Boston, five Gregorian calendar month 2021 – the
worldwide transportation business has adopted a long-run climate goal of net-zero carbon
emissions by 2050, confirming the commitment of the world's airlines, airports, traffic
management, and also the manufacturers of craft associate degreed engines to cut back
greenhouse emission emissions in support of the Paris Agreement 1.5ºC goal.
This updates an earlier industry-wide goal set in 2009 and comes when yesterday‟s resolution
of the International transportation Association membership to adopt a net-zero goal.
Ethiopian airline as a leading aviation industry at a global level is expected to have a valuable
carbon emission and has to be quantified to achieve the above goal.
1.3 Problem Statement
On August 30, 2018, Ethiopian Airlines, the largest Aviation Group in Africa and SKYTRAX
Four Star Global Airlines, was certified for establishing and maintaining an environmental
management system in compliance with the requirements of ISO 14001:2015.

An effective environmental management system is paramount for any business, from the
largest corporates to the smallest of businesses. But first, given businesses need to be able
to calculate their carbon footprint this is an initial step to improving businesses by
Reducing the cost of waste management, Implementing more effective distribution routes and
plans, Lowering the use of energy and materials, saving money in the process, Improving the
image and identity of the business And obviously, reducing the negative impact that a
company has on the environment.
The famous saying states “You manage what you measure." Keep in mind the time factor,
where Airlines are currently only responsible for 2 to 4% of emissions; but their share will
rise to over 25% by 2050 if aviation continues on its current growth trajectory. [10]
There is no empirical study about carbon emission from Ethiopian airlines' at the time of
this very research is taken.
The reality that developed nations are the most GHG emitters is not questionable, in such a
way that emissions from developing nations like Ethiopia are not well quantified/known.
An Ethiopian airline is one of the most giant airlines in the world, in both cargo ship and air
freight, hence quantifying emission within giant corporates will be mandatory for various
purposes from global warming reduction policy to adaptation strategies to be held.
1.4 Objectives
1.4.1 Main Objective
The main objective of this research is to quantify/measure the carbon footprint of Ethiopian
Airlines, which is a scope one emission.
1.4.2 Specific objectives
This very thesis will quantify scope− one emission from Ethiopian Airline/Addis Ababa bole
international airport, specifically listed below.
1) To quantify emissions from scope 1.

 From stationary combustion (from backup generators)

 from scope 1 Mobile source (from sources of company-owned vehicles such as
automobiles, trucks, buses, and airplanes) and
 From scope 1 Refrigerants and fire suppression systems.
2) To assess the energy consumption of the airline.
3) To assess the percentage of emissions to international air space by the airline, by
comparing to the global trend.
1.6 Significance of the Study
Recent research on carbon emission has indicated vast contributions with the aid of using
aviation enterprise of GHG emissions with vast implications for environmental sustainability.
The Tourism sector was directly influenced and inter-connected with the transport sector,
especially with aviation has been an increasing number of depending on-air delivery and has
contributed the biggest share of the boom of GHG emissions within side the delivery sector.
It bills for 24%-28% of all power-associated CO2 emissions; which aviation bills for
approximately 3.4% of all emissions of CO2.
For instance, Australia and Europe have already imposed low-carbon guidelines aimed toward
aviation organizations so that you can enhance environmental credentials below Kyoto
Protocol obligations. [11]
This very thesis/research is unique and significant based on the list below.
a. Based on originality – this very research is an empirical study, where some studies
are conducted (carbon footprint) in some Airlines located in the USA and some
European countries but the author of this thesis did not find any study on Ethiopian
Airlines.
But Airlines located in developing nations are rare and no study is found for
Ethiopian Airlines.

b. Based on Relevance – The quantification serves for the decision-making body like
environmental and policymakers to formulate a way forward.
So, the result of this research will be a benchmark for any environmental and policy
measurements taken by any government body.
To summarize, quantifying the annual carbon footprint will assist the Ethiopian airline/airport
to comprehend overall emissions (for now scope one) carbon footprint and track variations in
a yearly manner.
1.7 Scope of the Study
1.7.1 General purpose of the study
Carbon foot printing is a way of estimating greenhouse gas emissions caused by an

organization, event, product, or person. In this manner, the main purpose of this thesis will be
quantifying and/or assessing scope of one GHG emission of Ethiopian Airlines in the year
2021.
1.7.2 Boundaries of the study
1.7.3.1 Temporal boundary of the study
The carbon footprint covering 12 months is a key component of Airport Carbon Accreditation
and accounting. [12] The year 2021 is the duration at which the scope 1 emission from
Ethiopian Airlines will be quantified and assessed.
Table 1 Duration of Emission quantification
Start date End date Indicate if you are providing Select the number of past
emissions data for past reporting reporting years you will be
years providing emissions
data for
Reporting Jan 1, 2021 Dec 31, 2021 Two years emission data for Not applicable for emissions
year international flights. from fugitive and mobile sources
Eight years emission data for like vehicles and any other
domestic flight. related sources.

1.7.3.2 Spatial boundary
This scope one GHG Emission quantification will only focus on the legal territory owned by
Ethiopian Airlines.
The origins of the emissions are solely from the operations held at Bole international airport
only.
Figure 1 Topographic image of the Ethiopian Airline/bole international airport
1.7.3.2 Operational boundary
According to GHG protocol at setting an organizational boundary, the scopes may be direct or
indirect emissions for operations that fall among a company‟s established structure.
The operational boundary (scope 1, scope 2, and scope 3) is set at the company level when
setting the organizational boundary. The chosen operational boundary is uniformly applied to
spot and reason direct and indirect emissions at every operational level.
This thesis/research solely centered only on scope one emission, Scope one emissions: direct
emissions that result from activities among associate organization's control (for example, fuel
combustion, company vehicles, method emissions, and fugitive emissions)
1.7.3.2 Organizational boundary
As part of the control approach, a company represents 100% of GHG emissions from the
operations on which it verifies.
This research will quantify the emission calculation under the operational control approach,
which, the airline (Ethiopian airline) is being considered as own the authority to introduce and
implement its operating policies (ownership=100%responsibilty)

Chapter two
2. LITERATURE REVIEW
2.1 Introduction
2.1.1 An introduction to Carbon Footprint
Carbon dioxide concentrations in the atmosphere had been steadily increasing and
accelerating since regular measurements began in 1958. [13]
A literature search in January 2022 for the term carbon and footprint written in Google
scholar for the years the 1950s to 2022 yields 670,000 hits, in science direct 66,388 hits, and
semantic scholar 2,060,000hits in total.
The CF concept is related to and evolved from the older concept of ecological footprint,
which was developed at the University of British Columbia in the early 1990s by Canadian
ecologist William Rees and Swiss-born regional planner Mathis Wackernagel. [14]
Table 2 Definitions of 'carbon footprint'

Source: A definition of carbon footprint [15]
Source Definition
BP "The carbon footprint is the amount of carbon dioxide emitted due to your daily activities from
washing a load of laundry to driving a carload of kids to school."
British Sky The carbon footprint was calculated by "measuring the CO2 equivalent emissions from its
Broadcasting (Sky) premises, company-owned vehicles, business travel and waste to landfill."
Carbon Trust "… a methodology to estimate the total emission of greenhouse gases (GHG) in carbon
equivalents from a product across its life cycle from the production of raw material used in its
manufacture, to disposal of the finished product (excluding in-use emissions). "… A technique
for identifying and measuring the individual greenhouse gas emissions from each activity within
a supply chain process step and the framework for attributing these to each output product.
Energetics "… The full extent of direct and indirect CO2 emissions caused by your business activities."
ETAP "…the „Carbon Footprint‟ is a measure of the impact human activities have on the environment
in terms of the number of greenhouse gases produced, measured in tonnes of carbon dioxide."

Global Footprint "The demand on bio capacity required to sequester (through photosynthesis) the carbon dioxide
Network (CO2) emissions from fossil fuel combustion."
Grub & Ellis "A carbon footprint is a measure of the amount of carbon dioxide emitted through the
combustion of fossil fuels. In the case of a business organization, it is the amount of CO2 emitted
either directly or indirectly as a result of its everyday operations. It also might reflect the fossil
energy represented in a product or commodity reaching market."
Parliamentary Office "A „carbon footprint‟ is the total amount of CO2 and other greenhouse gases, emitted over the
of Science and full life cycle of a process or product. It is expressed as grams of CO2 equivalent per kilowatt-
Technology hour of generation (gCO2eq/kWh), which accounts for the different global warming effects of
other greenhouse gases."
High-quality atmospheric CO2 concentration measurement, launched by Charles David

Keeling in 1958, is the Master Time series, which documents the changing composition of the
atmosphere. A deeper understanding and quantification of these processes (the GHGs) and
their incorporation into climate models have progressed rapidly held since the IPCC's First
Assessment Report in 1990. [16]
To manage (for adapting and mitigating) and for addressing climate change-related issues, a
given nation, firm, company, etc. has to quantify its carbon footprint.
Almost all kinds of literature written in the field associate "carbon footprint" with climate
change and global warming, but studies on CF (carbon footprint) got their specific behavior
based on spatial, temporal layout, cooperation intensity, and knowledge hierarchy. [17]
For example CF can be expressed as, carbon footprint as Areal CF (ACF) and Personal CF
(PCF). Where, ACF analyses usually include government consumption and investments,
whereas PCF analyses do not. [18]
"Carbon footprint" has been used to assess the GHG emissions that a certain product or
service creates during its lifespan, and it is primarily represented in CO 2 -equivalents (CO2 -
eq.) that include CO2, CH4, and N2O emissions. The Carbon footprint is a subset of life-cycle
analysis (LCA) that focuses solely on the GWP component. [19]

2.1.2 Importance and Need for CF assessment
Carbon footprint analysis can assist people in understanding the environmental effects of
human activity and organizations, as well as provide scientific resources to assist countries in
reducing carbon emissions and climate change. [20]
GHG concentrations in the atmosphere have risen dramatically over the last two centuries.
Human activities such as industry, agriculture, deforestation, waste disposal, and, most
notably, unprecedented use of fossil fuels have been causing an increase in GHG emissions.
CO2 concentrations, for example, increased from about 280 parts per million by volume
(ppmv) in preindustrial times to 372 ppmv in 2001 and have continued to rise at a rate of
about 0.5 percent per year, whereas current CH4 atmospheric concentrations are rising at a
rate of 0.02 ppmv per year. Similarly, anthropogenic activities have increased N2 O sources by
about 40%–50% compared to preindustrial levels. [21]
2.1.3 Emission category description
Three "scopes" (scope 1, scope 2, and scope 3) are defined for GHG accounting and reporting
purposes to help characterize direct and indirect emission sources, improve transparency, and
provide utility for different types of organizations and different types of climate policies and
business goals.
2.1.3.1 Scope−1: Direct GHG emissions
Scope 1 emissions are direct greenhouse gas (GHG) emissions caused by sources controlled
or owned by an organization (e.g., emissions associated with fuel combustion in boilers,
furnaces, and vehicles). [22]
2.1.3.2 Scope−2: Electricity indirect GHG emission
BUY− Emissions from the organizations purchased and used electricity Emissions are
produced during the energy production process and are eventually used by the organization.

2.1.3.3 Scope−3: Other indirect GHG emissions
Scope 3 emissions are the outcome of actions carried out on assets that are not owned or
controlled by the reporting entity but have an indirect influence on its value chain. Scope 3
emissions cover all sources that do not fall within an organization's scope 1 or scope 2
boundaries. [23]
Note that Scope 1 and 2 emissions are required for many organizations around the world and
refer to systems that an entity has reasonable control over, such as onsite and purchased
energy. Scope 3 emissions are focused on sources of emissions that are more external to a
specific organization, such as those that occur throughout the supply chain. Scope 3 emissions
are mostly voluntary to report; however, in most cases, reducing Scope 3 has the greatest
potential impact. [24]
Figure 2 scope of emission source: web (Global Climate Initiatives, 2022)
2.1.4 Carbon footprint of an Aviation industry and/or Airports
Runways, aprons and taxiways, gates, ground service equipment storage sites, freight
equipment storage sites, aerobridges, check-in facilities, government inspection, security gate
lounges, baggage processing facilities and trolleys, freight information displays, washrooms,
car parking, kerbside access, restaurants, and duty-free retail shops are examples of airport
infrastructure and facilities. [25]
The international aviation sector was not included in the Paris Agreement on climate change.
As a result, it is not addressed by individual nations in their pledges to reduce emissions,
known as Nationally Determined Contributions. Yet, without tackling aviation – and
shipping, another sector with international emissions – meeting the 2C0 or 1.5C0 warming
limits of the agreement is made more difficult. [26]
Aircraft are not the only source of aviation emissions. Power units that provide power and air
conditioning to aircraft parked at airport terminals, stationary airport power sources, and
construction machinery operating at the airport. [27] In a given Airport, Carbon dioxide and
other GHGs are discharged into the air when fossil fuels are used to generate electricity, in
furnaces, and to power vehicles. CO 2 makes up the majority of GHG emissions, with lesser
contributions from nitrous oxide (N2O), methane (CH4 ), refrigerants, and other compounds. [4]
According to a 2020 research by the International Council on Clean Transportation, airports

in the United States, China, and the European Union are major contributors to commercial
flight carbon emissions. According to the organization's researchers, these three companies
created moreover half of the carbon dioxide (CO 2) emissions associated with passenger
operations in 2019 in the years preceding the epidemic.
2.2 Quantifying Airport/aviation GHG emissions
The United Nations Framework Convention on Climate Change (UNFCCC) do have

multilateral action plans to combat climate change and its impacts on humanity and
ecosystems, with an objective of to “stabilize greenhouse gas concentrations in the
atmosphere at a level that would prevent dangerous anthropogenic interference with the
climate system.”
The Paris Agreement aims to keep the average global temperature rise this century below 2C0
above pre-industrial levels and continues efforts to limit temperature rise to 1.5C°. The
Agreement requires all signatories to make every effort to achieve this goal through national
determination in all respects. The agreement includes requiring all signatories to report
regularly on their emissions and implementation efforts. A global inventory will be conducted
every five years to assess collective progress towards achieving the goals of the Agreement
and to inform future actions by each country. [28] Then Quantifying the GHG is true will be
done also by firms, industries, companies located by every country mentioned by the
agreement mentioned.
A GHG inventory quantifies the GHGs emitted or removed from the atmosphere over a while
by a specific country, establishment, company, industry, etc. by estimating net carbon dioxide
emigrations. The IPCC description for net carbon dioxide emigrations is the" difference
between sources (any process, exertion, or operation that releases a greenhouse gas, aerosol,
or greenhouse gas or aerosol precursor in the atmosphere) and sinks (any process, exertion or
medium that removes a greenhouse gas, aerosol or greenhouse gas or aerosol precursor from
the atmosphere) of carbon dioxide in a given area or region for a given period. [29]
Figure 3 aviation emissions 2 source: web (Carbon Brief, 2020)
2
Note: "Schematic overview of the processes by which aviation emissions and increased cirrus cloudiness affect
the climate system. Net positive RF (warming) contributions arise from CO2, water vapor, NOx, and soot
emissions, and contrail cirrus (consisting of linear contrails and the cirrus cloudiness arising from them).
2.2 Research Gaps

Aviation / Airports located in Europe, the USA, and some Asian countries and some in other
corners of the continent are studied about their emissions and climate impact.
For instance Airport Carbon Accreditation is the simplest institutionally-endorsed,

international carbon control certification program for airports. It independently assesses and
acknowledges the efforts of airports to control and decrease their carbon emissions via 6
stages of certification:
"Level 1: Mapping – requires a policy commitment to emissions reduction endorsed by top

management and the development of a carbon footprint for emissions under the airport‟s
control (i.e. Scope 1 and 2 emissions).
Level 2: Reduction – requires the fulfillment of all Level 1 requirements, formulation of a

carbon emissions reduction target, development of a Carbon Management Plan (CMP) to
achieve the target, and an annual reduction of emissions under the airport's control versus a
three-year rolling average.
Level 3: Optimization – requires fulfillment of all Level 2 accreditation requirements,

development of a more extensive carbon footprint to include specific Scope 3 emissions, and
the formulation of a Stakeholder Engagement Plan (SEP) to promote wider airport-based
emissions reductions.
Level 4: Transformation – requires a policy commitment to absolute emissions reductions,

the development of a more extensive carbon footprint, the formulation of a long-term target,
development of a CMP setting out the trajectory, interim milestones and the measures
required to achieve the targets, and the development of a Stakeholder Partnership Plan (SPP)
including emissions reduction objectives. In addition, airports at Level 3 and 4 can choose to
Negative RF (cooling) contributions arise from sulfate aerosol production. Net warming from NOx emissions is
a sum over warming (short-term ozone increase) and cooling (decreases in methane and stratospheric water
vapor, and a long-term decrease in ozone) terms. Net warming from contrail cirrus is a sum over the day/night
cycle. These contributions involve a large number of chemical, microphysical, transport, and radiative processes
in the global atmosphere. Source: Lee et al (2020)"
Offset their residual emissions, thereby achieving Level 3+ (Neutrality) and Level 4+
(Transition) respectively. [30]
Table 3 Accredited airports across the world

Source: web (www.airportcarbonaccreditation.org, 2022)
Location of the Number of airports certified and A total number of international
Continent studied Airports.
Asia and Australia 62 333
Africa 22 477
North America 53 150
South America and 52 470
Carrabin
Europe 199 159
In our continent, currently, there are only 12 accredited airports in 7 countries at Level 1
'Mapping', representing 15.8% of African air passenger traffic. Located in South Africa,
Nigeria, Kenya, Morocco, Saint Helena (part of the British overseas territory of St.) and
Dzaoudzi Pamandzi International Airport (Dzaoudzi is a commune in the French overseas
department of Mayotte, in the Indian Ocean. ... is located on Pamandzi Island in the
neighboring commune of Pamandzi.) Ethiopian Airlines is certified as a 4-Star Airline for the
best of its airport and onboard product and body of workers service. [31]
This will make the airport one of the busiest airports all over the globe which environmental
issues must concern us. From the above table, there is a minimum study about African
Airports, with no study for Ethiopian airline/Bole international airport.
Hence we can say that there is a "lack of study” in such a way that this thesis will fill the gap
of knowledge about emission (in a quantitative manner by assessing the scope of one
emission)

2.4 Conclusion
There is a lack of commitment at companies, industries and private firms to calculate their
carbon footprint and in such a way act environmentally. But knowing the emission level in
every aspect of GHG inventory and accounting is not an easy job to be done for many reasons
like lack of data, uncertainty issues, and so many others. The aviation industry is one of the
contributors to global warming, which some Aviation companies located in Europe and
Australia impose policy action to the sector to be green and sustainable. There are no
empirical studies that quantify Ethiopian airlines' GHG emissions; hence this gap of
knowledge will be filled by this thesis.
2.5 Conceptual framework of the study
2.5.1 Calculating carbon footprint
The accuracy of the footprint depends on collecting consumption data for all of the emission
sources within the established boundary. It‟s necessary to clarify any gaps within the data and
list any assumptions that are created in hard the footprint. The carbon footprint is typically
calculated using activity data collected multiplied by standard emissions factors, though there
are different calculation methods, like calculation of the utilization of models or
measurement. [32]
A carbon footprint is measured in tonnes of carbon dioxide equivalent (tCO 2 e). By employing
a carbon dioxide equivalent (CO2 e) the greenhouse gases can be compared on a like-for-like
basis relative to at least one unit of carbon dioxide. By multiplying the emissions of all half-
dozen greenhouse gases by its one hundred years global warming potential (GWP)
Therefore this very study will merely objectives‟ will be the carbon inventory of Ethiopian
airline/location− Bole international airport.

2.5.3 Greenhouse Gases Included
"The greenhouse gases CO2, CH4 , and N2O are emitted during the combustion of fuels in
mobile sources. For most transportation modes, CH4 and N2O emissions comprise a relatively
small proportion of overall transportation-related GHG emissions (approximately one percent
combined). For on-road vehicles less than 15 years old, CH 4, and N2O emissions typically
account for one percent of emissions or less. However, for older gasoline-fueled on-road
vehicles, CH4, and N2Ocould be a more significant (approximately five percent) portion of
total GHG emissions. CH4 and N2O emissions are typically an even higher percentage of total
GHG emissions from non-road or alternative fuel vehicles. Organizations should account for
all CO2, CH4, and N 2O emissions associated with mobile combustion. Given the relative
emissions contributions of each gas, CH 4 and N2O emissions are sometimes excluded by
assuming that they are not material." [22]

Chapter three
3 METHODOLOGY AND PROCEDURES
3.1 Introduction
Carbon Quantification Once the quantifying body has resolved key accounting issues, the
entity applies the GHG calculation tools needed to address all emission sources within its
scope. During the quantification phase, the quantifier will need to use more than one GHG
calculation tool to cover all the sources of GHG emissions identified in his territory.
GHG emissions are quantified by direct measurement or calculation methods. The selection of
a quantification method will depend on the information that is available for each source.
Direct measurement systems monitor GHG concentration and flows. Calculation-based
methods use activity data and emission factors to estimate GHG emissions. I used the second
methods for this thesis.
3.1.1 GHG inventory guidelines
The two widely used GHG emission inventory and accounting guidelines are the greenhouse
protocol and the ISO standards.
3.1.1.1 The greenhouse gas protocol
The GHG Protocol Corporate Standard provides standards and guidance for companies and
other types of organizations that compile an inventory of greenhouse gas emissions. It
includes the balancing and reporting of the six greenhouse gases covered by the Kyoto
Protocol.
i. Corporate accounting standard− The GHG Protocol Corporate Accounting and

Reporting Standard provides requirements and guidelines for businesses and other
organizations.

ii. Project level accounting standard− dispense specific principles, concepts, and methods
for quantifying and reporting greenhouse gas reductions – for example, decrease in
greenhouse gas emissions or increase in removals and/or storage – from projects climate
change mitigation (GHG projects).
3.1.1.2 The ISO standards
i. ISO 14064-1: 2018 Part 1: This ISO is the first part and it‟s the main standard for
Greenhouse gases, contains Specifications with guidance at the organization level for
quantification and reporting of greenhouse gas emissions and removals.
ii. ISO 14064-2:2019 Part 2: Specification with guidance at the project level for
quantification, monitoring, and reporting of greenhouse gas emission reductions or
removal enhancements.
iii. ISO 14064-3:2019 Part 3: Specification with guidance for the verification and
validation of greenhouse gas statements.
3.1.1.3 Other guidelines
1. EPA climate leaders protocol− is an effort by EPA, The Climate Leaders Greenhouse Gas
Inventory Protocol is based on the Greenhouse Gas Protocol (GHG Protocol) developed
by the World Resources Institute (WRI) and the World Business Council for Sustainable
Development.
2. California climate action registry protocol − The California Climate Action Registry is a
Climate Action Reserve program committed to solving climate change by accounting for
and reducing emissions. It was created by the State of California in 2001 to promote and
protect the first actions of companies to manage and reduce their greenhouse gases
(GHG).
3. The IPCC guideline − Consists of methodologies for estimating national inventories of
anthropogenic emissions from sources and greenhouse gas sinks. The 2006 IPCC
Guidelines for National Greenhouse Gas Inventories (2006 IPCC Guidelines) provide and
were recently updated by 2019G.C.
3.2 Methodologies used
3.2.1 Description of the Study Area
3.2.1.1 The geographical location of the study
Addis Ababa Bole International Airport serves the city of Addis Ababa, Ethiopia. The airport
is located in the Bole sub-city, 6 km (3.7 mi) southeast of Addis Ababa city center and 65 km
(40 mi) north of Debre−Zeyit. Formerly known as Haile Selassie International Airport, it is
the main of Ethiopian Airlines, the national airline that serves destinations in Ethiopia and
throughout the African continent, as well as offering nonstop service hub to Asia, Europe, and
North and South America. It is also the base of the Ethiopian Aviation Academy, a major
pilot training and aircraft maintenance center in Africa.
Ethiopian Airlines is the national airline of Ethiopia based mostly in Addis Ababa. One
amongst the leading airlines on the African continent, Ethiopian Airlines serves over sixty
international destinations across Africa, Asia, Europe, the center East and North America, still
as operative an in-depth domestic and international lading network. Ethiopian Airlines
became a member of Star Alliance in Dec-2011.
Table 4 factsheet of Bole international airport/Ethiopian airline

Country Ethiopia
Province or District Addis Ababa
nearest Town or City with Distance from Airport Southeast of Centre of Addis Ababa (6 km)
Airport‟s Complete Name Addis Ababa Bole International Airport
Latitude 8.983225
Longitude 38.795754
Elevation ( 2333 m
IATA Code ADD
ICAO Code HAAB

Ethiopian Airlines was founded on December 30, 1945, by Emperor Haile Selassie with
support from TWA. It began operating on 8 April 1946 with weekly service between Addis
Ababa and Cairo using five Douglas DC3 propeller aircraft.
The airline began long-haul flights to Frankfurt in 1958 and launched its first jet service from
Addis Ababa to Nairobi in January 1963. [34]
3.2.2 Data needed
Based on greenhouse gas protocol− from Corporate Accounting and Reporting Standard, the
data lists below are needed for the quantification process.
 Direct Emissions from Stationary Combustion Sources

Data required: Fuel type, Fuel Usage and Units for usage (volume or weight)"
 Mobile Combustion
Data required: Total fuel used by each vehicle, Total distance traveled by each vehicle and
Fuel efficiency of each vehicle.
 Refrigerants and Fugitives Includes leaks in Ethiopian Airlines HVAC system 3, chillers,
refrigerators, etc., through which refrigerant gas escapes. Most refrigerant gases contribute
to global warming when leaked into the atmosphere
3.2.1 Activity data
Is activity-related data (volume of fuel consumed, total power spent, the mass of trash created,
etc.) that may be used to compute emissions using an emission factor.
The type of data utilized to measure activity is sometimes referred to as an indication or a

source.
3
HVAC stands for Heating, Ventilation, and Air Conditioning. HVAC refers to the different systems used for
moving air between indoor and outdoor areas, along with heating and cooling both residential and commercial
buildings. Source: (Petro Home Service, 2019)
3.2.2 GHG Emission factor−EF
The emission factor (EF) is the number of emissions produced per unit of activity; it is the
Coefficient relating GHG activity data with the GHG emission. The value of EF can be
determined from a variety of well-known sources. When the checklist is finished, activity data
is gathered and emission factors are chosen.
3.2.3 Calculating GHG Emissions from scope 1 stationary combustion
Will be calculated fuel consumption at the airport (Bole international airport) to produce
electricity, steam, heat, or power.
Equation1 from stationary combustion using the fuel consumption
Where
E= the total emissions released measured in eCO 2
Q = the quantity of the fuel combusted in KL
EC = the energy content of the fuel in G/KL
EF = the emission factor of the fuel in kg
Note: The IPCC inventory software is used for quantification purpose.
3.2.4 Calculating GHG Emissions from scope 1 Mobile sources combustion
The CO 2 emissions associated with fuel combustion are a function of the volume of fuel
combusted, the density of the fuel, the carbon content of the fuel, and the fraction of carbon
that is oxidized to CO2. (Greenhouse Gas Inventory Guidance Direct Emissions from Mobile
Combustion Source, 2020)
The IPPC inventory software is used at this very paper for quantifying GHG from Mobile
sources like Domestic flights, international flights and trucks, cars, buses and any other
vehicles owned by Ethiopian airlines group.
3.2.5 Calculating GHG Emissions from scope 1 Refrigerants
This thesis will use EPA methodology (Greenhouse Gas Inventory Guidance Direct Fugitive
Emissions from Refrigeration, Air Conditioning, Fire Suppression, and Industrial Gases; for
this section.
Step 1: Perform an inventory of equipment.
Determine the number and types of refrigeration including the types of refrigerant used and
the total refrigerant capacity of each piece of equipment.
Step 2: Determine installation emissions.
Identify any new equipment that was installed during the reporting period (2021) and was
charged on-site.
Equation2 Estimating Emissions from Installation
Where: CN= amount of refrigerant charged into the new piece of equipment
k = assembly losses in percent of the amount charged
Step 3: Determine operating emissions.
I will estimate losses from equipment leaks and service losses over the life of the equipment.
Eqution3 Estimating Emissions from Operation
Where: C = refrigerant capacity of the piece of equipment
x = annual leak rate in percent of capacity
T = time in years used during the reporting period

Step 4: Determine disposal emissions.
Identify any pieces of equipment that were disposed of during the reporting period. And
calculate the emission using eqution4.
Eqution4 Estimating Emissions from Disposal
Where: CD = refrigerant capacity of the piece of equipment being disposed of
y = percent of the capacity remaining at the disposal
z = percent of refrigerant recovered
Step 5: Determine total emissions.
Add the emissions from each piece of equipment for each type of emission (installation,
operation, and disposal) to get total emissions. Calculate separate totals for each type of
refrigerant used. Multiply the emissions of each refrigerant by the refrigerant‟s GWP to
calculate CO2 equivalent emissions.
3.4 Data Collection methods
Required data, statistics, information, material, etc. will be gathered from Ethiopian Airlines
is primary data, Ethiopian civil aviation, Federal transport ministry, and secondary data
will be gathered from the web and related bodies.
3.5 Data Analysis methods
There are so many guidelines that are used to quantify GHG emission, for every section of the
calculation this thesis used the IPPC GHG inventory software, excel sheets from the
greenhouse gas protocol and EPA guidelines for calculating fugitive emissions, and any other
comparative guidelines published in the field recently.
3.6 Uncertainty Assessment
There is uncertainty associated with all methods of calculating CO 2, CH4 , and N2O emissions
from all sources of GHG emissions. EPA recommends that any interested body which desires
to calculate GHG emissions spot the areas of uncertainty in their emissions calculations and
build a shot to use the foremost correct information possible.
For the purpose of this very thesis paper I used to assess the uncertainty using the IPCC GHG
inventory software.
3.6.1 Emission factor uncertainties
IPCC Guidelines for National Greenhouse Gas Inventories, 2006 insights about intrinsic
differences in the uncertainties of CO 2 emission factors of petroleum products, coal, and
natural gas. Petroleum products typically conform to fairly tight specifications which limit the
possible range of carbon content and calorific value and are also sourced from a relatively
small number of refineries and/or import terminals.
Emission factors for CH4and especially N2O are highly uncertain. High uncertainties in
emission factors may be ascribed to lack of relevant measurements and subsequent
generalizations, uncertainties in measurements, or an insufficient understanding of the
emission generating process. Furthermore, due to stochastic variations in process conditions,
high variability of the real-time emission factors for these gases might also occur.
Figure 4 Values for uncertainty assessment Source: IPCC inventory software

3.7 Methodological Assumptions
In Scope 1 refrigerants: the quantity of leaked gas is assumed to equal the amount of gas
replaced in these systems by your HVAC or chiller maintenance company.
In Mobile combustion: “The greenhouse gases CO2, CH4, and N2O are emitted during the
combustion of fuels in mobile sources. For most transportation modes, CH4 and N2O
emissions comprise a relatively small proportion of overall transportation-related GHG
emissions (approximately one percent combined). For on-road vehicles less than 15 years old,
CH4, and N2O emissions typically account for one percent of emissions or less. However, for
older gasoline-fueled on-road vehicles, CH4, and N2O could be a more significant
(approximately five percent) portion of total GHG emissions. CH4 and N2O emissions are
typically an even higher percentage of total GHG emissions from non-road or alternative fuel
vehicles." (Greenhouse Gas Inventory Guidance Direct Emissions from Mobile Combustion,
2020)
3.8 Ethical Considerations
Informed consent: potential participants (from Ethiopian Airlines, Ethiopian civil aviation,
Federal transport ministry, and related bodies) receive and understand all the information they
need to decide whether they want to cooperate and give any data or information needed.
Confidentiality statement: data and any valuable information gathered from Ethiopian
Airlines, Ethiopian civil aviation, Federal transport ministry, and related bodies will be kept
absolute hidden from everyone else and I will anonymize4 personally identifiable data so that
it can‟t be linked to other data by anyone else.
Results communication: I will assure that my research/thesis will be free of plagiarism or

research misconduct, and the final result of the study will be presented truly.
4
Remove identifying particulars or details from (something, especially medical test results), typically for
statistical or other purposes.
3.9 Summary and/or Restatement of the Purpose
The previous chapters point out that climate change is happening, which is an inevitable
phenomenon. Every sector agriculture, deforestation, power, transport, industrial and building
should ensure sustainable development that withstands the hazards of climate change.
We do know now that, we can hold out against climate change with two possible approaches:
reducing and stabilizing the levels of heat-trapping greenhouse gases in the atmosphere
(“mitigation”) and/or adapting to the climate change already in the pipeline (“adaptation”). [35]
Adapting and/or mitigating to climate change for a given entity is not a priority but primarily
eloquent the sources of GHGs and quantifying the amount of those GHGs; is must that is
assessing the carbon footprint of a given entity.
Thus, this thesis is assessing the carbon inventory of Ethiopian Airlines group basically the
year 2021, Addis Ababa bole international airport by quantifying its scope 1 emissions. By
doing this the study will analyze the threshold level of the emission and overall environmental
performance of the Airport.
3.10 Operational framework of the research
General Objective: to quantify/measure the carbon footprint of Ethiopian Airlines, a scope

one emission.
Table 5 operational framework of the study

Specific Research question Methodology
Objectives
Indicators/ Variables Data required Data source Analysis method
How many days in a year
1a. Calculating emissions
Primary source from EA

 Quantity of backup
combusted, the density
content of the fuel, and
that is oxidized to CO2.

of the fuel, the carbon
combustion− (backup
the fraction of carbon

 Model, capacity,
and type of the
The volume of fuel
Annual fuel usage

generators
electricity off or
generator
from stationary
on average did
generators)

3. To assess the 2. To assess 1c. Calculating emissions from scopeˉ1 1b. Calculating emissions
30
percentage of the energy refrigerant from mobile combustion
emissions to consumption
international air space of the airline
Thesis paper
by the airline, by
comparing to the  How many equipment’s are at the Quantity of a given type of
global trend airline each mobile source
 Amount of equipment leaks and
service losses over the life of the
equipment
 Identify any pieces of equipment that
were disposed of during the
reporting period
1 Passenger Cars
2Vans, Pickup Trucks &

SUVs
3 Heavy-Duty Vehicles

4 Aircraft− a given
Model ofCommercial
mobile
Executive Jetscombustion
type
 Mileage
Gross emissions from Primary
 Fuelsourceusagefrom EA,
international flights civil aviation authority, and
type used
 Fuel ministry
transport
Ethiopian civil service university
1.
E 2.
By: Bereket Yemanbirhan

software
Version2.6
GHG Emissions
IPCC inventory
E Operation
Calculation Tool
=C×(x/100)×T
Mobile Combustion
00)× (1 – z/100)
Disposal=CD×(y/1
Chapter four
4 Results and Discussion
For the purpose of analysis and communication this chapter is presented in three sections. The
first section dealt the outcome (Emissions) of raw data/activity data for the three categories of
GHG inventory….
a) For stationary combustion− from backup generators.

b) For mobile combustion – from international flight, domestic flight and vehicles.
c) For Fugitive emission – from refrigerants, cooling system and fire suppression
systems.
From the results which is GHG emission data gained from section one, section two and three
will be the discussion/ the analysis part hence the quantitative data is interpreted from various
point of views in such a way that two of this papers' of objectives is gone to be meet.
4.1 Results
Section one: Carbon Quantification/GHG inventory
There are 3 GHG inventory sections below according to IPCC category, which is quantified in
this paper. The first section is Emission from stationary combustion mainly from various
types of backup generators, boilers and heaters which almost all of them consume Diesel fuel.
The second inventory section is Emission from mobile combustion like emission from
international flight, domestic flight and companies Vehicles of all type. Three years, from
2019−2021 Emission trend is analyzed for international flight and 9 years flight history data
is analyzed for GHG emissions from domestic flight that is from 2013 to 2021. For companies
owned vehicles (Ethiopian airlines group), trucks, automobiles and any other mobile fuel
consuming equipment‟s; emission of year 2021 is quantified activity data for the pervious
years is not available for the inventory in such a way that the trend projection will be done
based purchasing increments order of by extrapolation.
The third part of the inventory quantifies emissions from fugitive sources like refrigerants and
fire supplants located at various locations of the airline and emission from year 2021 is
calculated and emission projection will made based on material purchasing trend from the
company.
Note: the ultimate goal of this research paper is quantifying GHG emission of scope one for
the year 2021 and I used Fuel use data where most accurate for calculating CO2 emissions.
4.1.1 Emission from Stationary combustion/ backup generators
Emission from stationary combustion came from, includes fuel consumption at a facility to
produce electricity, steam, heat, or power. The combustion of fossil fuels by natural gas
boilers, diesel generators and other equipment emits carbon dioxide, methane, and nitrous
oxide into the atmosphere.
There are 48 different types of generators at various locations of the airport with different
capacity, 7 boilers where 2 of them are out of service at the time of inventory and 4 gas
burners that use Butane gas. (See Annex for detailed information)
Greenhouse Gases Included
Three GHG were assumed to be emitted during stationary combustion carbon dioxide,
methane and nitrous oxide.
Assumptions
The default oxidation factor is assumed to be 1, unless better information is available. (2006
IPCC Guidelines for National Greenhouse Gas Inventories)
4.1.1.1 Method used
Tier 1
This inventory used Tier 1 method which, emission estimates requires the following for each
source category and fuel. This method is used because there are no technologies with
emission controls at the corporate.
The default factors presented for Tier 1 apply to
• Data on the amount of fuel combusted in the source category
• A default emission factor
4.1.1.2 Activity data
For Stationary Combustion, the activity data are the amounts and types of fuel combusted.
Table 6 activity data/Fuel Consumption for Generators, boilers and gas burners
Source: Ethiopian airlines group (group internal audit, QMS, SMS, compliance and business
sustainability department)
month of Purchased fuel 2021 Fuel type Quantity in liters L

January Diesel 196391
February Diesel 123404
March Diesel 258490
April Diesel 152367
May Diesel 217684
June Diesel 159482
July Diesel 163480
August Diesel 361157
September Diesel 195798
October Diesel 388990
November Diesel 143557
December Diesel 126744
Total fuel usage 2,487,544Liters
Calculating Emissions
There are two main methods for estimating GHG emissions from stationary combustion
sources:
 Direct measurement
 Analysis of fuel input
The first method needs rigorous continuous emission control approach in such a way that for
this paper I used Fuel analysis method which uses a mass balance approach in which carbon
content factors are applied to fuel input to determine emissions.

EPA greenhouse inventory guide line is used for calculating the stationary combustion.
Emissions = Fuel x EF1 use this Equation when fuel consumption is known only in mass or
volume units, and no information is available about the fuel heat content or carbon content.
Where: Emissions = Mass of CO2, CH4, or N2O emitted
Fuel = Mass or volume of fuel combusted
EF1 = CO2, CH4, or N2O emission factor per mass or volume unit
Table 7 Emission from stationary combustion

User supplied data GHG emissions (tonnes)
Source ID Sector Fuel Fuel Amount Units Heating CO2 CH4 N2O All GHGs
type of fuel value (tonnes
basis CO2e)
Generators Energy Liquid Gas/Diesel 2,487,544 liters 46 6657.892 2.696E- 5.391E- 6679.725
fossil oil (l) MJ/kg 01 02
4.1.2 Emission from Mobile combustion
At this very section which is transport, the inventory includes International Aviation or flight,
Domestic Aviation/flight and Road Transportation of Ethiopian airlines group.
4.1.2.1 Quantifying emission from international flight
Ethiopian airlines fly to African 62cites, Europe, North and South America - 22 Cities, Gulf,
and Middle East & Asia - 26 Cities. This flight destination of the Airline makes Ethiopian
the world's 4th largest airline by the number of countries served. Which means the load will
bring more Climatic issues.

Figure 5 international flight route of Ethiopian Airlines group

Source: https://www.anna.aero.
Activity data
Table 8 Total fuel usage for international from 2019 − 2021

Source: Ethiopian aviation authority/ environment department
Year fuel quantities (in tonnes): Fuel type Number of total flights
2019 Jet-A1 82,828.00

1,759,678.94
2020 Jet-A1 56511
1,380,290.96
2021 Jet-A1 72367
1,702,166.88
Calculated GHG emission
Table 9 Emission factors for international flights

IPCC category Gases Fuel Value Unit
international aviation CO2 Jet kerosene 69800 kg/TJ
CH4 0.2 kg/TJ
N2O 0.6 kg/TJ

Table 10 Emission from international flight from 2019 to 2021

Year of IPCC Activity (TJ) Emissions Emissions
inventory category Liquid Fuel tonnes Total tonnes CO2
Liquid fuel tCO2 Amount
Captured
1.A - Fuel Liquid Fuel CO2 CH4 N2O CO2
Combustion
Activities
2019 1655.4913 5,560,585.4 3E-04 0.001 5,560,585.46 0
2020 621.0021406 4,361,799. 3E-04 0.001 4,361,799.50 0
2021 864.08445 0.000432 0.001728169 0

5,378,847.3 042 5,378,847.353
GHG emission from 2019 to 2021

tCO2 in tonnes,
6000000
5378847.35
5000000
tCO2 in tonnes
4000000
3000000
2000000
1000000
0
Inventory year 2019 2020 2021
Figure 6 Emission trend of international flight from 2019 to 2021

Note that the year of covid pandemic 5, 2020 while human interference was getting lower how
anthropogenic emissions were declined.
5
“To understand the kind of damage that climate change will inflict, look at COVID-19 and spread the pain out
over a much longer period.” source: https://www.gatesnotes.com/Energy/Climate-and-COVID-19
4.1.2.2 Quantify emission from domestic flight
Ethiopian airlines almost fly 23 destinations domestically for a various travelers from tourists
up to local citizens.
The Number of passengers flying with the airline is dramatically increasing every single year
which on average 200,000 new passengers‟ are added.
Table 11 Ethiopian airlines domestic flight Annual passenger travel data from
2013−2021
Source: EFDR ministry of transport and logistics/environment department
Calendar year Passenger number

2013 714894
2014 910616
2015 1167445
2016 1397690
2017 1746998
2018/19 1955583
2020 1690946
2021 1233305
Figure 7 Domestic flight routes of Ethiopian Airlines group

Source: https://www.ethiopianairlines.com/aa/book/network/domestic

Activity data
Table 12 Ethiopian airlines domestic flight Annual fuel consumption data from
2013−2021
Source: EFDR ministry of transport and logistics/environment department
Calendar year Amount of fuel consumption in Liters

2013 14,810,696
2014 17,841,142
2015 24,824,799
2016 29,844,077
2017 33,685,081
2018 42,838,154
2019 47,561,598
2020 31,281,644
2021 40,752,237
Emission factor
Table 13 Emission factors for domestic flights

Domestic aviation CO2 Jet kerosene 71500 kg/TJ
CH4 0.5 kg/TJ
N2O 2 kg/TJ
Calculated GHG emission
IPCC inventory software is used for domestic flight GHG inventory.
Table 14 Emission from domestic flight from 2013 to 2021

Year IPCC Activity (TJ) Emissions Emissions
category Liquid Fuel in tonnes Total in
Fuel Liquid fuel tonnes
Combustion
Activities
Liquid Fuel CO2 CH4 N2O CO2
2013 515.52049 36860 3E-04 0.001 36861
2014 621.0021406 44400 3E-04 0.001 44402
2015 864.08445 61782.0383 0.00043204 0.001728 61782

17

2016 1038.792 74273.62936 0.00051939 0.002077 74274

6 584
2017 1172.487 83832.82381 0.00058624 0.002344 83833
4 974
2018 1491.0809 106612.283 0.00074554 0.002982 106613
162
2019 1655.49 118367.626 0.00082774 0.003310 118367.626
6 983
2020 1088.829855 77851.33466 0.00054441 0 77851.33466
5
2021 1418.47572 101421.0139 0.00070923 0.002836 101421.0139
8 951
Emission ternd from domestic flights

150000
tCO2 in tonnes
100000
50000
0
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
year of inventory
Figure 8 GHG emission trend from domestic flight from 2013 to 2021
4.1.2.3 Quantifying emission from vehicles, trucks and any other fuel consuming
machinery
This section of the inventory is quantifying GHG from any mobile combustion activities
owned by Ethiopian airlines. For the purpose calculation I separately calculate emission from
diesel consuming mobile sources and Benzene or regular fuel consuming sources, in such a
way that the activity data is annual fuel usage for both cases.

Table 15 Inventory of vehicles, car and fuel consuming machinery at calendar year 2021
Category Quantity in units
Ambulance 4
Automobile 186
Bus (any type) 121
Construction trucks and machinery 70
Dry Cargo 9
Field Vehicle/ PICK-UP 19
Liquid Cargo 7
Motor Bicycle and 3 wheel 2
Other 17
Vehicle with Machinery 306
Total 741
Activity data
There are different types of vehicles, trucks, cars, equipment‟s with machinery and
construction trucks which burn diesel and regular fuel. Total fuel usage for year 2021 is taken
for GHG inventory.
Table 16 Year 2021 Fuel Consumption/ Diesel for trucks, cars, vehicles and any other
machines
January Diesel 785564
February Diesel 493618
March Diesel 1033961
April Diesel 870736
May Diesel 609469
June Diesel 637927
July Diesel 653920
August Diesel 1444630
September Diesel 783190
October Diesel 155958
November Diesel 574226
December Diesel 506978
Total fuel usage 8,550,177 Liters

Emission factor for Diesel
Table 17 Emission factor for Diesel oil consuming mobile source

On road transport CO2 Diesel oil 74100 kg/TJ
CH4 9.5 kg/TJ
N2O 12 kg/TJ
Calculated emission for Diesel mobile sources
Table 18 Emission from Diesel oil consuming mobile sources

Calculation Method Greenhouse gas Fossil fuel emission
Scope 1
(metric tonnes)
Fuel Use 292.42 TJ CO2 22883.070
CH4 0.003
N2O 0.004
Total (metric tonnes CO2e) 22883.070
Table 19 Year 2021 Fuel Consumption/ regular or Benzene for trucks, cars and any
other vehicles
January Regular 14093
February Regular 271433
March Regular 33427
April Regular 13559
May Regular 39979
June Regular 46982
July Regular 30648
August Regular 59618
September Regular 26915
October Regular 75254
November Regular 31479
December Regular 11103
Total fuel usage 654,490 Liters

Emission factor for regular
Table 20 Emission factor for Petrol/regular gasoline consuming mobile source

On road transport CO2 Gasoline/Petrol 69300 kg/TJ
CH4 25 kg/TJ
N2O 3.2 kg/TJ
Calculated emission from regular mobile sources
Table 21 Emission from Benzene/regular oil consuming mobile sources

Calculation Method Greenhouse Fossil fuel emission
gas
Scope 1
(metric tonnes)
Fuel Use 22.38 TJ CO2 1551
CH4 0.001
N2O 0
Total (metric tonnes CO2e) 1,551
Therefore, 24434.05 metric tonnes of CO2e was emitted from vehicles, trucks cars and other
mobiles source like construction equipment‟s.
Total GHG emission in tonnes in 2021

International flight
0%
2%
Domestic flight
Vehicles, cars and any other fuel

consuming equipment’s
98%
Figure 9 Share of total emission from mobile combustion year 2021

4.1.2.3 Fugitive Emissions
4.1.2.3.1 Emission from refrigerant and cooling system
Activity data
The following data used for the Screening Method requires for organization's/Ethiopian
airlines to quantify emissions from fugitive sources.
a. Type of Equipment
b. Number of Units
c. Refrigerant or Fire Suppressant Used
d. Total Refrigerant or Fire Suppressant Charge for the Equipment.
EPAs GHG inventory excel spreadsheet is used for quantifying fugitive emissions, for the
purpose of refrigerant and cooling system calculation screening method is used.
Table 22 Type of Equipment and Default Capacity Ranges (Lower to Upper Range)
Domestic Refrigeration Domestic refrigeration units (capacity 0.05 to 0.5 kg)
Stand-Alone Commercial Stand-alone commercial applications (capacity 0.2 to 6 kg)
Medium/Large Medium and large commercial refrigeration units (capacity 50 to 2,000 kg)
Commercial
Transport Refrigeration Transportation refrigeration units (capacity 3 to 8 kg)
Industrial Refrigeration Industrial, food processing and cold storage units (capacity 10 to 10,000 kg)
Chillers Commercial chillers (default capacity 10 to 2,000 kg)
Calculated GHG emission for refrigerant and cooling system
Table 23 Source Level Refrigeration Gas CO2 Equivalent Emissions year 2021 -
Screening Method
Type of Equipment Gas Gas New Units Capacity CO2

GWP Charge Operating Disposed Equivalent

(kg) Units Units Emissions

(kg) (kg) (kg)
Chillers R - 410A 2,088 129.0 40,402.8

Stand-Alone Commercial R - 404A 3,922 48.4 28,473.7
Transport Refrigeration R - 404A 3,922 49.0 96,089.0
Medium/Large HFC-134a 1,430 354.4 177,377.2
Commercial
Industrial Refrigeration R - 404A 3,922 2,937.5 2,880,218.8
Industrial Refrigeration HFC-134a 1,430 843.0 301,372.5
Industrial Refrigeration R - 404A 3,922 408.0 204.0 480,052.8
Medium/Large R - 404A 3,922 138.0 189,432.6
Commercial
Total CO2 Equivalent Emissions (metric tons) - Refrigeration and cooling Equipment‟s 15,902.9
Data gap
Equipment capacity data of 5 Cool Dolly Cooling System, one Air Compressor Refrigeration
Air dryer, two Oils refrigerator, one Oils Blast chiller, eight Ozti counter type refrigerator
(bench type), four BICOLD Chiller, five MISA Cold room, one Rosh Freezer and three FRC
Blast chillers were not found at the inventory.
Totally 27 different types of items data is not available at the time of inventory, Hence the
total Emission from refrigerant and cooling system may exceed above the calculated value.
4.1.2.3.2 Emission from fire suppression equipment
HFC, PFC, and CO2 fire suppressants are required to be included in the GHG inventory.
Other fire suppressants such as Halon compounds, HCFCs, aqueous solutions, or inert gases
are typically excluded from a GHG inventory. (Epa.gov, 2013)
Fire suppression equipment can be divided into two broad categories, fixed and portable
equipment. Screening Method provides an emission factor for each type of equipment.

Assumption
From greenhouse gas inventory guideline for fugitive emissions, Emissions from fixed
systems are assumed to be 2.5 percent (0.025) of the total capacity of the units for each gas.
Emissions from portable equipment are assumed to be 3.5 percent (0.035) of the total capacity
of the units for each gas. By adding the capacities of each portable unit for each gas and of
each fixed unit for each gas and multiply the total capacity by the appropriate emission factor
the total emission is calculated.
Activity data
There were totally 15 portable CO2 fire suppression systems located at various locations of
the airline with range of capacity from 2kg to 30kg, 32 fixed types (Fixed on buildings/hangar
Fire suppression system), 3 FM 200 Fire suppressors, which emit HFC-227ea gas, 54 ABC
Dry Chemical powder fire suppression system which I got full data. (See appendix 8) other fire
suppression systems like water and foam are ignored for the inventory.
Calculated emission from fire suppression system
Table 24 Total fugitive emission from fire suppression system year 2021
Type of Equipment Gas Gas GWP Capacity (kg) CO2 Equivalent Emissions (kg)
(Fixed/Portable) Type
Portable CO2 1 1,090.00 21.8
Fixed CO2 1 171 2.6
Fixed HFC-227ea 3,220 516 24,922.80
Portable HFC-236fa 9,810 269 52,777.80
Fixed HFC-236fa 9,810 338.2 49,766.10
Total CO2 Equivalent Emissions (metric tons) – Fire suppression system 127491.1

Data gap
Capacity data of totally ten fixed ABC dry chemical type fire suppression systems, ten CO 2
fire suppression systems and one unknown both type and capacity were found at the raw data.
Total Emission summery
For the study year 2021 the total GHG emission was 5654776.128 tonnes of tCO 2.
Table 25 Emission summery for year 2021/ year of the study

Emissions disaggregated by source types Total tCO2 in tonnes
Scope 1: Direct Emissions from Owned/Controlled Operations
a. Direct Emissions from Stationary Combustion 6679.725
b. Direct Emissions from Mobile Combustion 5,504,702.403
c. Direct Emissions from Fugitive Sources 143394
Direct Emissions
from Stationary
Combustion
0.118%
Direct Emissions
from Mobile
Combustion Direct Emissions
97% Other from Fugitive
3% Sources
2.88%
Figure 10 Emission summery of 2021 in percentile

4.2 Discussion
Section two: Assessing energy consumption of the airline
A reliable power supply is essential to the operation of any business. However, in most
developing countries, the power supply is highly unreliable. For example, duration of a
typical electrical outage (hours) in Ethiopia was reported at 4.6 hours in 2015.
Figure 11 Ethiopia - Duration of a Typical Electrical Outage (hours)

Source: (tradingeconomics.com, 2020)
This will lead to using backup generators‟ for generating electricity and heat by burning fossil
fuel with a direct emission of GHGs.
The relationship between energy consumption and carbon emission is two side of the same
coin. Giant Corporate companies like Ethiopian airlines group, with higher energy
consumption6 will bring environmental damage and climate change.
6
The causal relationship between economic growth, energy consumption and Environmental damage is three
inter−dependent scenarios.
Figure 12 Relationship between GDP, energy demand and emission

Source: Global Energy Review 2021
Liquid fuel consumption of the Airline for international flight year 2021 was 1.702167M
tonnes of Jet A1 with respective GHG emission 5,378,847.353 tCO2 tonnes. Those figures
means in other words…
This is equivalent to greenhouse gas emissions from: 1,158,976 gasoline-powered passenger

vehicles driven for one year and 13,351,404,809 miles driven by an average gasoline-powered
passenger vehicle, equivalent to CO2 emissions from: 5,951,206,322 pounds of coal were
burned, 677,536homes' energy use for one year, 1,046,587 homes' electricity use for one year
and 654,297,226,040 number of smartphones charged, equivalent to greenhouse gas
emissions avoided by: 1,861,193 tons of waste recycled instead of landfilled, 232,826,842
trash bags of waste recycled instead of landfilled and 265,885 garbage trucks of waste
recycled instead of landfilled and to carbon sequestered by: 88,939,703 tree seedlings grown
for 10 years, 36,281 acres of U.S. forests preserved from conversion to cropland in one year
and 6,365,518 acres of U.S. forests in one year.

This increasing demand for air travel with a growth average rate of 20% every single year will
impose a significant impact on climate change, where travel demand and fossil fuel burning
are related each other.
Table 26 Number of aircrafts, destination and passengers from 2010 to 2020

Source: Ethiopian airline year book of 2021
Paramet 2010/1 2011/1 2012/1 2013/1 2014/1 2015/1 2016/1 2017/18 2018/19 2019/2
ers 1 2 3 4 5 6 7 0
Aircraft 46 48 58 66 76 77 87 108 116 126
Destinat 65 68 73 82 84 88 95 113 121 127

ion
Passeng 3,731,3 4,644,4 5,224,7 5,918,3 6,353,0 7,595,0 8,761,1 10,631, 12,140, 9,660,1
er 21 25 17 64 59 57 01 866 297 29
number
140
120
100
80 Aircraft
60
Destination
40
20
Figure 13 Ethiopian airline's incremental data on number of Aircrafts and destinations

from 2010 to 2020

2019/20
2018/19
2017/18
2016/17
2015/16
2014/15 Passenger number
2013/14
2012/13
2011/12
2010/11
0 5000000 10000000 15000000
Figure 14 Ethiopian airline's incremental data on number of passengers from 2010 to

2020
It‟s the same scenario for the domestic flight too in 2013; 3,912,572 million passengers
traveled by air, in 2021 the total annual domestic passenger count was 10,765,602 million
both travel demand and fuel usages are in increment order with alongside to an increasing
GHG emission per annum with an average of 16% growth rate of emission. While in the case
of vehicles, cars and any other it‟s also an increment figure we will face that is on average
there is an addition of 30 none electric vehicles added to the system where GHG emission is
granted on the head.
Section three: assessing the percentage of emissions to international air space by the
airline, by comparing to the global trend
Airspace Under global airspace, countries would be responsible for all flight emissions over
their national territory – or out to their 12 mile territorial sea limit. Emissions of over flights
(aircraft not landing in their territory) would be included. Emissions from international
aviation (International Bunkers) are outlined as Emissions from flights that depart in one
country and arrive in an exceedingly totally different country, as well as take-offs and
landings for these flight stages” whereas Emissions from domestic aviation are defined as
Emissions from civil domestic traveler and freight traffic that departs and arrives within the
same country (commercial, private, agriculture, etc.), including take-offs and landings. [36]
From chapter 4 emission summery from year 2021 there was 5.4 million tonnes of tCO 2, it‟s
observed that 95% emission came from international flight. Hence the airline emit 5.4M
tonnes of tCO2e to the international airspace at 2021, this figure will be boosted at the coming
years because of an increasing demand for air travel by passengers and number of
destinations.
Backup generators
International flight
Domestic flight
Other mobile sources
Fugitive sources
Figure 15 Total GHG emissions at 2021/comparing the share

Hence we should concern more on emission from international flight that is because the
effect is more global and vast.
Global trend of annual emission
ICAO divides the world into six statistical regions. Flights within the Asia-Pacific region
caused the most CO2 emissions related to passenger transport in 2013, 2018 and 2019.
This region accounted for 22% of total global emissions in 2013, and this share rose to 25%.
In 2018 and 2019 four of the top 10 departure countries with the most aviation emissions
(China, Japan, India and Australia) are in the Asia Pacific region. Flights within North
America account for 16% of global passenger carbon emissions2019, up from almost 19% in
2013. Flights within Europe, between EU countries and outside the EU accounted for 14% of
total global emissions in 2019, up from 13% in 2013. [37]

Figure 16 Carbon dioxide emissions from commercial aviation worldwide from 2004 to
2022 (in million metric tons)
Source:https://www.statista.com/statistics/1186820/co2-emissions-commercial-aviation-
worldwide/
The trend shows an increment level of emission every single year, hence combating climate
change hindered by the aviation industry will be difficult unless new paradigm shift is
adopted.
These new ideology may bring a greener airline‟s all over the world by adopting new
technological aircrafts with alternative biofuel usage alongside with carbon offsetting
multilateral options like market based approach.

Chapter five
5 Conclusion and mitigation measures

5.1 conclusion
Surpassingly emission on 2020 was very low compared to the pervious and the late years. As
we remember year 2020 was year of Covid19 pandemic and human/anthropogenic
interference on the environment have been barely less.
The total GHG emission from the airline is above from the finding of this research paper
because of…
There were missing activity data from Refrigerant, cooling system and fire suppression
systems.
1) Fuel usage is applied for estimating emissions from mobile sources, this will bring
some quantity uncertainty of CH4 and N2O emissions: where both depend more on the
emission control technologies employed in the vehicle and the distance traveled.
2) There are unmeasured non-CO2 -effects from the airline; principally emissions of
nitrogen oxides, contrails7 and aviation-induced cirrus clouds, and these effects are
estimated to be almost as significant as the CO 2 emissions themselves in terms of
their global warming potential (GWP) 100-year perspective.
According to vehicle inventory from the past years 24.5% increment is observed, which at
least 30 vehicles are added to the compline‟s system in such a way that this none electric cars
will impose climate change with an increasing factor every year.
Based on emission significance from year 2021, emission from Mobile combustion, fugitive
emission and emission from stationary combustion will be ranked from higher significant to
the lower. From mobile combustion emission from international flight is the most significant
and needs to be addressed in such a manner, where emission from stationary combustion is
almost 0.118% comparing to others; but it isn’t meant to be ignored.
7
Contrails are line-shaped clouds sometimes produced by aircraft engine exhaust, typically at aircraft cruise
altitudes several miles above the Earth's surface. source: web
It‟s a growing pattern we observe at global and in Ethiopian context, hence projected emission
by 2050 will; commercial aircraft emissions could triple given the projected growth of
passenger air travel and freight. other emissions will also continue to grow, the collective use
of fossil fuel burning from automobiles, unpredictable production of electricity by backup
generators, and an exceeding growth of cargo section (this section uses giant refrigerant and
cooling systems‟) of the airline will lead further climate change in considerable amount for the
future, unless technological and other mitigation measures are taken.
Energy demand will be grown for the coming years as long as with increment of both number
of passengers and flight destination, where growth in every aspect is observed within every
year this will bring an exceeding GHG emission year from year.
From its annual growth (Ethiopian airlines), It‟s obvious that the airline will have a
considerable emission share to an international airspace for the coming years and now.
5.2 Recommendation/Mitigation measures
 There must be Commitment on solar and energy storage solutions that can provide
reliable, sustainable, affordable energy to the airline relying on fossil fuel generators.
The second option is using new generation low emission backup generators like Euro
G5 backup generators.
 Alternative Fuels (biofuels) − it‟s obvious that by decreasing fossil fuel dependency it
will be a cut back for GHG emissions.
 New technologies for the industry− purchasing aircrafts with more efficient engine
technologies like Electric and hybrid-electric propulsion aircrafts of airbus.
 Investing in emissions offsets within or outside of the aviation sector.− from voluntary
offsetting schemes for passengers, to Carbon Offsetting and Reduction Scheme for
International Aviation (CORSIA8) and/or a global initiative9 to stabilize CO 2 output.
8
The objective of CORSIA is to achieve carbon-neutral growth for the aviation industry from 2020 onwards.
Forecasted to reduce approximately 2.5 billion tonnes of CO2 between 2021 and 2035, CORSIA is one of the
largest carbon pricing instruments in the world in terms of greenhouse gas emissions coverage. source: web
 Changing from fossil burning none electric vehicles‟ to electric ones' – there is a good
start at Ethiopian airline group for shifting up from fuel burning vehicle‟s to electric.
From the truck inventory record 0n 2021 there were 103.
 Changing paradigm from using HFCs and PFCs related fire suppression systems to
zero or low-GWP extinguishing agents to reduce CO 2 e emissions. The options to
HFCs and PFCs in general flooding system are each in-type gaseous agents and not-
in-type options. The in-type gaseous options consist of CO 2, inert gases, and
fluorinated ketones, and the not-in-type options consist of various substances and
structures which include dispersed and condensed aerosol extinguishing systems,
water sprinklers, water mist, foam, and inert gas generators.
 Avoid leaks from refrigerant, continuous inspection on the equipment‟s with proper
servicing, facilitate transition to low-GWP refrigerants and properly destroy
refrigerants at end of life.
Finally adhering to international agreements for combating climate change is a way for both
actions that is adaptation and mitigation measures to take in multilateral way for example, the
International Air Transport Association (IATA) in 2009, set three global goals for the aviation
industry to address its climate impact: An annual average fuel efficiency improvement of
1.5% from 2009 to 2020, Stabilize net CO2 emissions at 2020 levels with carbon-neutral
growth and Reduce aviation‟s net CO 2 emissions to half of what they were in 2005, by
205010.
The first two goals are out dated and not achieved so far but there is a room for goal 3 yet,
that requires continued investment in new technologies and strong support mechanisms for
deployment of sustainable aviation fuels.
9
Ethiopia summited State Action Plan on CO2 Emissions Reduction Activities from aviation industry for IACO
on Jan 2020.
10
IATA - Fly Net Zero. Fly Net Zero is the commitment of airlines to achieve net zero carbon by 2050, bringing
air transport in line with the Paris agreement to limit global warming to 1.5°C.
source: https://www.iata.org/en/programs/environment/flynetzero/
Another way to fight climate change within an aviation industry is "Action Plan on the
reduction of Greenhouse Gas Emissions from aviation". It was initiated by ICAO to bring its
190 member states together; it‟s the first and globally harmonized agreement from a sector on
goal to address its CO2 emission which was provided to COP15 11.
11
The overall goal for the United Nations Climate Change Conference of the Parties (COP 15) in Denmark was
to establish a global climate agreement intended to enter into force in 2013 following the end of the Kyoto
Agreement‟s first commitment period.
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Appendices
Appendices 1 Stationary Fuel Consuming Equipment's Inventory Format

Data
Source Equipment Equipment description Manufactu Model S.N Equipment Fuel
category red date Location type
Head Stand by Stand by Generator 9/16/2012 P1050 0276617/006 New simulator Diesel
Office- Generator
FM Stand by Stand by diesel generator 2018 500P 3604/18 Head Office Diesel
Generator
Stand by Stand by diesel generator 2014 PEP38 06233FHB HR Diesel
Generator
Stand by Stand by diesel generator 2/1/2019 1500P 12105/19 Old simulator Diesel
Generator
Boiler Horizontal steam boiler 3/1/2019 WNS2-125-YQ FCA80390 Laundry Diesel
Boiler Horizontal steam boiler 3/2/2019 WNS2-125-YQ FCA80391 Laundry Diesel
Boiler Vertical steam boiler 2011 ICS50 PR168JJ Laundry Out of
service
Boiler Vertical steam boiler 2014 VMP80 F1016436A Laundry Out of
service
Mobile stand by Movable Stand by 2021 100P 100P-SA Airport emergence Diesel
Generator Generator water supply
(Bore Hole)
Stand by Stand by diesel generator 5/1/2020 C27505 E201806799 New Medical unit Diesel
Generator
MRO- Power CATERPILLAR 2008 3516 CTG00577 HANGAR #3 Diesel
FM Generator GENERATOR 2275
KVA
Power PERKINS ENGIN 2015/03 2806A- JGBF5005N0 HANGAR #6 Diesel

Generator GENERATOR 744 KVA E18TAG1A 0379A
Power HITZINGER 603.16.00001 TSV (NEAR Diesel
Generator GENERATOR 1250 MAIN
KVA CAFTERIA)
Power DIESEL GENERATING 2017 18V 2000 G25F 17100855 HANGAR #5 Diesel
Generator SET (MTU
ENGIN)1102KW
Power DIESEL GENERATING 2017 18V 2000 G26F 17100856 HANGAR #5 Diesel
Generator SET (MTU
ENGIN)1102KW
Power PERKINS ENGIN 2016 2206A- TGDF5013N0 No Fixed Diesel
Generator GENERATOR 400 KVA E13TAG3 2155A LOCATION
PORTABLE
BOILER HOT WATER BOILER 2015/06 WNS2.8- 2015-16 HANGAR #5 Diesel
2.8 MW 1.0/115/70-Y
BOILER HOT WATER BOILER 2015/06 WNS1.4- 2015-15 HANGAR #5 Diesel
1.4 MW 1.0/95/70-Y
Generator(Dies FIRE WD269TAB45 170807201 WIDE BODY Diesel
el pump) FIGHTINGGENERATO L HANGAR
Generator(Dies FIRE FIGHTING WD269TAB45 170927014 WIDE BODY Diesel
el pump) GENERATOR L HANGAR
Generator FIRE FIGHTING WD269TAB45 170807202 WIDE BODY Diesel
(Diesel pump) GENERATOR L HANGAR
CAT-FM Generator Stand by diesel Generator 23-Jun-15 C200D5 G15K846850 Inflight Catering Diesel
EAA- Generator # 1 Stand by diesel generator 2014 AC110K 25401270 AMTS Diesel

FM Generator # 2 Stand by diesel generator 2007 MSW110 PEE2385568 commercial Diesel
Generator # 3 Stand by diesel generator 2011 P660ES FGWRPES9C dormitory Diesel
ATM01954
Water heater Water heater 2016 RL 50 N0226600514 commercial Diesel
347633 5
Gas burner stove 2014 OSOG8090 7865N180935 cafeteria Butyl
T/V13.01 314.0043
Gas burner stove 2014 OSOG8090 7865N180935 cafeteria Butyl
T/V13.01 314.0041
Gas burner stove no data no data no data cafteria Butyl
Gas burner stove no data no data no data cafteria Butyl
CGO- Generator Diesel Stand by June,2012 Perkins - Engine - ETCT#1(Old Diesel
FM Generators (Engine) & CUSOR13ETA 199553 & Al- Temporary
(Alternators) 1649669 Perishable Cargo
Warehouse )
Generator Diesel Stand by June,2005 Cummins Engine - ETCT#1(Dry & Diesel
Generators (Engine) & power- KTA- S.O.NO13043 Perishable Cargo
(Altenetaors) 50-31 & 4911949 Warehouse )
& Alternator
-A05K534010
Generator Diesel Stand by April, 2016 Perkins Engine Engine - ETCT#2 ( Diesel
Generators (Engine) & - 4008- 1209/16 & Al- Powerhouse
(alternators) 30TAG3 & 1926407 behind cargo main
Alternator - café)
EC043 2M4
Generators (Engine) & - 4008- 1109/16 & Powerhouse
(Alternators) 30TAG3 & Alter- behined cargo
Alternator - 1926409 main café)
EC043 2M4
Generators (Engine) & - 4008- 1009/16 & Powerhouse
(Alternators) 30TAG3 & Alter- behind cargo main
Alternator - 1926408 café)

EC043 2M4
Welding Diesel Welding KHM595 PS 328 423 0011 ETCT'S Cargo Diesel
Machine Machine Maintenance Shop
(Portable)
Generator FIRE FIGHTING NDCBF4M101 10060619 CARGO Diesel
GENERATOR 1f TERMINAL
Generator FIRE FIGHTING NDCBF4M101 10060618 CARGO Diesel
GENERATOR 1f TERMINAL
ET- Generator STAND-BY 2018.04 PWM 1500S TJ1801036 SKY LIGHT Diesel
Skylight GENERATOR HOTEL
Hotel Generator STAND-BY 2018.04 PWM 1500S TJ1801037 SKY LIGHT Diesel
GENERATOR HOTEL
Ethiopia Generator 1260 Stand by diesel generator 2001 QSK 60 f01k1411990 ADD .APT. OLD Diesel
n Airport kw for Airport ( gen set 01 POWER HOUSE
Services- )
FM Generator 1260 Stand by diesel generator 2001 QSK 60 f01k1411980 ADD .APT. OLD Diesel
kw for Airport ( gen set 02 POWER HOUSE
Generator 1260 Stand by diesel generator 2001 QSK 60 F01k142000 ADD .APT. OLD Diesel
Generator 1260 Stand by diesel generator 2001 QSK 60 F01k141970 ADD .APT. OLD Diesel
Generator 350 Stand by diesel generator 2000 COMIUNCE 100k114900 ADD. APT . Diesel
kva for pump hous Airport ( WATER pump
gen set 05) house
Stand by diesel generator 2016 volvo 2013608484 ADD .APT. Diesel
Generator450kv for police resident POLICE
a Airport ( gen set 06 ) RESIDENT
Generator 1.8 Stand by diesel generator 27-Sep-16 QSK 60 -G4 64537-54 ADDF.APT NEW Diesel

kva for new power house ( POWER HOUSE
gen set 01 )
Generator 1.8 Stand by diesel generator 11/1/2016 QSK 60 -G4 64537-63 ADDF.APT NEW Diesel
gen set 02 )
Generator 1.8 Stand by diesel generator 9/26/2016 QSK 60 -G4 64537 -53 ADDF.APT NEW Diesel
gen set 03 )
Generator 1.8 Stand by diesel generator 11/10/2016 QSK 60 -G4 64537 -65 ADDF.APT NEW Diesel
gen set 04 )
Generator 1.8 Stand by diesel generator 24-Oct-16 QSK 60 -G4 64537 -57 ADDF.APT NEW Diesel
gen set 05 )
Generator 1.8 Stand by diesel generator 17-Oct-16 QSK 60 -G4 64537 -55 ADDF.APT NEW Diesel
gen set 06 )
new Mobil Stand by mobile diesel 1-Sep-18 C175D5E l18l8085412 NEW FOR Diesel
Generator generator for Airport ( STATION 25L
175kva gen set ) AIR FILED
LIGHT SYSTEM
Appendices 2 Approximate Fuel Consumption Chart
Source: https://www.generatorsource.com/

Appendices 3 type and number of vehicles/none electric

Vehicle type Plate category Total

number
ABUS 5300C-9 RAMP BUS Bus 1
ABUS 6300 RAMP BUS Bus 3

AIR STARTER /TRUCK MOUNTED/ Construction 1
ASPHALT CUTTER Construction 1
ASPHALT MIXER Construction 1
BISHOFTU DOUBLE CABIN PICK-UP PICK-UP 2
BISHOFTU EMPLOYEE BUS Bus 12
BISHOFTU MIDI BUS Bus 3
BISHOFTU STATION WAGON (SUV) Automobile 3
BISHOFTU YUTONG EMPLOYEE BUS Bus 2
BOMBELLI COOL DOLLY Automobile 5
CATERPILLAR CONSTRUCTION ROLLER BIG Construction 1
CATERPILLAR D7G DOZER Construction 1
CATERPILLAR FORK LIFT DIESEL /MEDIUM DUTY/ Vehicle with Machinery 6
CATERPILLAR FORK LIFT DIESEL /HEAVY DUTY/ Vehicle with Machinery 4
CATERPILLAR FORK LIFT DIESEL /LIGHT DUTY/ Vehicle with Machinery 2
CHINA FUEL TRUCK Liquid cargo 1
CO BUS 3000 RAMP BUS Bus 20
COMMANDER 15I SCISSOR LIFT Vehicle with Machinery 4
COMMANDER SCISSOR LIFT Vehicle with Machinery 1
COMPAIR AIR COMPRESSOR Vehicle with Machinery 7
CONCRETE MIXER Construction 3
CONSTRUCTION DUMPER (LIGHT DUTY) Construction 1
CONSTRUCTION DUMPER (MEDIUM DUTY) Construction 1
CRANE GROVE Vehicle with Machinery 1
DAEWOO EMPLOYEE BUS Bus 1
DAYNAPAC CONSTRUCTION ROLLER SMALL Construction 1
DEWO CARGO CRANE TRUCK Dry cargo 1
DOUGLAS PUSH-BACK TRUCK /WIDE BODY/ Vehicle with Machinery 7
DOUGLAS TOW TRACTOR Vehicle with Machinery 2
DOUGLAS TOW TRACTOR /LIGHT A/C/ Vehicle with Machinery 2
ENGINE DRIVEN WORK STAND PLATFORM Vehicle with Machinery 12
FMC PALLET TRANSPORTER Vehicle with Machinery 2
FMC PUSH-BACK TRUCK /WIDE BODY/ Vehicle with Machinery 2
FMC SCISSOR LIFT Vehicle with Machinery 1
FORD WATER TRUCK Liquid cargo 1
GENIE AERIAL BASKET Vehicle with Machinery 2
GRASS CUTTER Other 1
GUANGTAI PUSH-BACK TRUCK/NARROW BODY/ Vehicle with Machinery 5
GUANGTAI PUSH-BACK TRUCK/WIDE BODY/ Vehicle with Machinery 1
GUANGTAI TOW TRACTOR Vehicle with Machinery 5
GUINAULT AIR STARTER Vehicle with Machinery 2

GUINAULT GROUND POWER /TRAILER MOUNTED/ Vehicle with Machinery 15
180 KVA
GUINAULT GROUND POWER /TRAILER MOUNTED/ Vehicle with Machinery 2
DC
HARLAN TOW TRACTOR Vehicle with Machinery 64
HOBART GROUND POWER /TRAILER MOUNTED/ Vehicle with Machinery 2
180 KVA
HOBART GROUND POWER /TRAILER MOUNTED/ Vehicle with Machinery 6
DC
HONDA AUTOMOBILE Automobile 1
HONDA DRAINAGE CLEANER Other 2
HONDA PLATE COMPACTOR Construction 1
HONDA STATION WAGON Automobile 1
HOUCHIN GROUND POWER /TRAILER MOUNTED/ Vehicle with Machinery 9
110 KVA
HOUCHIN GROUND POWER /TRAILER MOUNTED/ Vehicle with Machinery 17
140 KVA
HOUCHIN TRAILER MOUNTED AIR STARTER Vehicle with Machinery 1
HOUCHIN TRUCK MOUNTED AIR STARTER Vehicle with Machinery 1
HYSTER FORK LIFT DIESEL /HEAVY DUTY/ Vehicle with Machinery 4
HYSTER FORK LIFT DIESEL /LIGHT DUTY/ Vehicle with Machinery 3
HYUNDAI ACCENT Automobile 3
HYUNDAI H1 (VIP VAN) Automobile 4
HYUNDAI MINI BUS Bus 1
ISUZU FSR TRUCK Dry cargo 1
ISUZU FUEL TRUCK/ TRUCK MOUNTED/ Dry cargo 1
ISUZU FUEL TRUCK/ TRUCK MOUNTED/ Liquid cargo 1
IVECO MIDI BUS Bus 1
JACK HAMMER COMPRESSOR Construction 1
JBT SCISSOR LIFT Vehicle with Machinery 7
JLG PLATFORM Vehicle with Machinery 7
KIA VAN Automobile 1
KIEFER DRAINAGE CLEANER Other 1
LIFAN AUTOMOBILE Automobile 3
Mahindra 3 wheel passenger 3 wheel 1
MALLAGHAN CABIN CLEANING TRUCK Other 6
MALLAGHAN CT 6000 HC HI-LIFT TRUCK Vehicle with Machinery 1
MALLAGHAN CT 6000 HI-LIFT TRUCK Vehicle with Machinery 19
MALLAGHAN PASSENGER STEP Automobile 14
MALLAGHAN TRUCK MOUNTED AERIAL BASKET Vehicle with Machinery 1
MERCEDES AMBULANCE Ambulance 1
MERCEDES ATEGO RAMP SWEEPER Vehicle with Machinery 1
MERCEDES AUTOMOBILE Automobile 2
MERCEDES CHINETTI /ACTROS/ FIRE FIGHTING Other 1
TRUCK
MERCEDES EMPLOYEE BUS Bus 2
MERCEDES FUEL TRUCK /TRUCK MOUNTED/ Vehicle with Machinery 1
MERCEDES LAVATORY TRUCK Vehicle with Machinery 3
MERCEDES MCV EMPLOYEE BUS Bus 16
MERCEDES MICRO BUS /VIP/ Bus 2
MERCEDES MIDI BUS Bus 4
MERCEDES MIDI BUS COMMAND POST VAN Bus 3

MERCEDES O 345 S CONECTO EMPLOYEE BUS Bus 9
MERCEDES ROSENBAUER /ACTROS/ FIRE Other 4
FIGHTING TRUCK
MERCEDES TRUCK TRAINING DEMONSTARTION Automobile 1
MERCEDES VARIO LAVATORY TRUCK Vehicle with Machinery 1
MERCEDES WATER TRUCK Liquid cargo 4
MILLER Construction 1
MITSBUSHI PAJERO Pick up 2
MITSUBISHI AUTOMOBILE Automobile 1
MITSUBISHI GRADER Construction 6
MITSUBISHI MINI BUS Bus 1
MOBILE LIGHT TOWER Vehicle with Machinery 2
NISSAN ALMERA AUTOMOBILE Automobile 2
NISSAN CIVILIAN MIDI BUS Bus 6
NISSAN DUMP TRUCK Dry Cargo 6
NISSAN MINI BUS /FOLLOW ME/ Bus 1
NISSAN MINIBUS Bus 1
NISSAN NAVARA PICK-UP PICK-UP 4
NISSAN PATROL STATION WAGON Automobile 1
NISSAN PICK UP PICK-UP 6
OPEL ASTRA AUTOMOBILE Automobile 1
PALLET TRANSPORTER Vehicle with Machinery 1
PASSENGER LIFT DISABLED Vehicle with Machinery 3
PAX STEP /TRUCK MOUNTED/ Vehicle with Machinery 17
PLUNGER PUMP Other 1
POWERED FLOOR CRANE Vehicle with Machinery 1
PUSH-BACK TRUCK /NARROW BODY/ Vehicle with Machinery 2
PUSH-BACK TRUCK /TOWBARLESS/ Vehicle with Machinery 1
RENAULT DOKKER VAN Automobile 2
ROBIN CONCRET VIBRATOR Construction 2
RUN WAY CLEANER Other 1
SCANIA TRUCK Other 1
SCHOPE PUSH-BACK TRUCK /WIDE BODY/ Vehicle with Machinery 1
SHEARGOLD TOWABLE BELT LOADER Vehicle with Machinery 5
SOCAGE AERIAL BASKET Vehicle with Machinery 1
Suzuki Motor Cycle 2 wheel 1
TLD BELT LOADER Construction 38
TLD PUSH-BACK TRUCK /NARROW BODY/ Vehicle with Machinery 4
TLD TOW TRACTOR Vehicle with Machinery 1
TOYOTA AUTOMOBILE Automobile 12
TOYOTA COASTER MIDI BUS Bus 8
TOYOTA CONDOR VAN Automobile 3
TOYOTA COROLLA AUTOMOBILE Automobile 2
TOYOTA COROLLA DX AUTOMOBILE Automobile 1
TOYOTA COROLLA XL AUTOMOBILE Automobile 6
TOYOTA COROLLA XLI AUTOMOBILE Automobile 28
TOYOTA HAICE VAN Automobile 6
TOYOTA HIACE /HEARSE/ Automobile 1
TOYOTA HIACE MINI BUS Bus 14
TOYOTA HIACE VAN 3

TOYOTA HILUX PICK-UP 1

TOYOTA HILUX PICK UP PICK-UP 3
TOYOTA L/CRUISER PICK-UP 3
TOYOTA L/CRUISER AMBULANCE Ambulance 3
TOYOTA L/CRUISER STATION WAGON Automobile 63
TOYOTA MINI BUS Bus 6
TOYOTA MINI BUS /FOLLOW ME/ Bus 3
TOYOTA PICK-UP PICK-UP 15
TOYOTA PRADO PICK-UP 4
TOYOTA PREVIA /VIP/ Automobile 3
TOYOTA ST WAGON Automobile 1
TOYOTA STATION WAGON HARD TOP Automobile 1
TOYOTA YARIS AUTOMOBILE Automobile 11
TRAINING DEMONSTARTION MERCEDES TRUCK Automobile 1
TRASH COLLECTION TRUCK Other 1
TREPEL CHAMP 140 SCISSOR LIFT Vehicle with Machinery 6
TREPEL CHAMP 70U SCISSOR LIFT Vehicle with Machinery 6
TUG TOW TRACTOR Vehicle with Machinery 1
VOLKS WAGON AUTOMOBILE Automobile 2
WELDING MACHINE FUSION 160 Construction 1
Welding Machine KHM 500 PS CC/CV Construction 1
Welding Machine KHM 595 PS Construction 1
WELDING MACHINE/TRAILER MOUNTED/ Construction 1
YOUNG MAN BUS EMPLOYEE BUS Bus 1
ZEGA AIR COMPRESSOR Vehicle with Machinery 1
Total 741
Appendices 4 Fire extinguisher inventory year 2021

Nature Type Quanti Size in User group

ty in KG
unit
Portable CO2 38 5KG Catering
Portable WATER 7 9 Kg Catering
Portable ABC DRY POWDER 20 2KG Catering
Portable Dry powder 121 6Kg Cargo

Portable co2 93 5Kg Cargo
Portable Dry powder 12 9Kg Cargo
Mobile wheeled Dry powder 11 50L Cargo
Mobile wheeled co2 6 30Kg Cargo
Portable Plover (ABC) 5 4Kg Cargo
Portable Foam 8 9L/Kg Cargo

Portable Foam 19 10L/kg Cargo
Mobile wheeled Foam 4 50L/kg Cargo
Portable Wet Chemical 8 6Kg Cargo
Fixed on Water & Foam 4 System Cargo
buildings/warehouse
(Fire suppression system)
Per action Firefighting Dry Air & Water 1 System Cargo
System
FM 200 Fire suppressor Halogenated 1 138Kg Cargo
FM 200 Fire suppressor Halogenated 1 240Kg Cargo
FM200 Fir suppressor Halogenated 1 138Kg
Portable Dry Powder 112 6KG EAAMG983
Portable Dry Powder 2 4.5KG EAAMG983
Portable CO2 9 5KG EAAMG983

Portable Dry Chemical powder 78 9 customer operation, facility
maintenance and tenants
Portable Carbon Dioxide 3 9 customer operation, facility
Portable Carbon Dioxide 1 5.5 customer operation, facility
Portable Carbon Dioxide Trolley 2 12 fire department
Portable Carbon Dioxide 3 5.5 fire department
Portable Dry Chemical powder 1 3 fire department

Portable Dry Chemical powder 6 9 fire department

Portable Dry powder 1 6 fire department
mobile with fire truck FOAM COMPOUND 4 4050 fire department
LIT.
mobile with fire truck DCP 4 1000 KG fire department
stationery for reserve FOAM COMPOUND 7000 fire department
litter
Fixed on buildings/hangar CO2 1 5 no-2 ground global call
(Fire suppression system) center
Fixed on buildings/hangar ABC(POWDER) 1 9 no-1 near to x-ray
Fixed on buildings/hangar ABC(POWDER) 1 9 no-3 people at work
Fixed on buildings/hangar CO2 1 6 no-4 global call center first
(Fire suppression system) floor
Fixed on buildings/hangar ABC (DRY CHEMICAL) 1 no-5 toilet area first floor
Fixed on buildings/hangar ABC (DRY CHEMICAL) 1 9 no-6 767 area
Fixed on buildings/hangar CO2 1 6 no-7 767 ground floor
Fixed on buildings/hangar ABC (DRY CHEMICAL) 1 no-8 767 round floor
Fixed on buildings/hangar ABC (POWDER) 1 9 no-9 767 round floor
Fixed on buildings/hangar ABC(POWDER) 1 9 no-10 737 area
Fixed on buildings/hangar ABC(DRY CHEMICAL) 1 no-11 737 area
Fixed on buildings/hangar ABCE(DRY POWDER) 1 9 no-12 737 area
Fixed on buildings/hangar ABCE (DRY POWDER) 1 9 no-13 air bus area
Fixed on buildings/hangar ABCE (DRY POWDER) 1 9 no-14 777 area
Fixed on buildings/hangar CO2 1 5 no-15 777
Fixed on buildings/hangar CO2 1 5 no-16 air bus area
Fixed on buildings/hangar CO2 1 5 no-17 air bus
Fixed on buildings/hangar CO2 1 6 no-18 chiller gate
Fixed on buildings/hangar CO2 1 no-19 chiller gate
Fixed on buildings/hangar ABC(DRY CHEMICAL 1 9 no-20 server room
(Fire suppression system) POWDER)
Fixed on buildings/hangar CO2 1 no-21 server room
Fixed on buildings/hangar CO2 1 6 no-22 server room

Fixed on buildings/hangar ABC(DRY CHEMICAL) 1 no-23 group network

(Fire suppression system) planning
Fixed on buildings/hangar CO2 1 6 no-1first floor corridor
fixed on buildings/hangar CO2 1 6 no-2 first floor toilet area
Fixed on buildings/hangar CO2 1 6 no-3 second floor corridor
Fixed on buildings/hangar CO2 1 6 no-4 second floor toilet area
Fixed on buildings/hangar CO2 1 6 no-5 second floor toilet area
Fixed on buildings/hangar CO2 1 6 no-6 first floor toilet area
Fixed on buildings/hangar CO2 1 5 no-7firstfloor 787 computer
(Fire suppression system) room
Fixed on buildings/hangar CO2 1 5 no-8 Q400 computer room
Fixed on buildings/hangar ABC(DRY POWDER) 1 12 no-9 ground Q400 area
Fixed on buildings/hangar ABC(DRY POWDER) 1 12 no-10 ground 787 area
Fixed on buildings/hangar ABC(DRY POWDER) 1 12 no-11 ground 787 area
Fixed on buildings/hangar ABC(DRY CHEMICHAL) 1 no-12 787 motion room
Fixed on buildings/hangar ABC(POWDER) 1 9 no-13 ground Q400 area
Fixed on buildings/hangar CO2 1 5 no-14 Q400 motion room
Fixed on buildings/hangar CO2 1 6 no-15 ground toilet area
Fixed on buildings/hangar CO2 1 6 no -16 ground toilet area
Fixed on buildings/hangar ABC(DRY CHEMICHAL) 1 no- 17 787 ICT room
Fixed on buildings/hangar CO2 1 6 no-18 Q400 ICT room
Fixed on buildings/hangar CO2 1 6 no-19 ethics liaison unit
(Fire suppression system) area
Fixed on buildings/hangar no-1 corridor area
Fixed on buildings/hangar ABC(POWDER) 1 9 no-2 first floor area
Fixed on buildings/hangar CO2 1 3 no-3 toilet area
Fixed on buildings/hangar CO2 1 3 no-4 toilet area
Fixed on buildings/hangar CO2 1 no-1 near data center
Fixed on buildings/hangar CO2 1 no-2 in data center

FIxed on buildings/hangar CO2 1 no-3 data center battery
(Fire suppression system) room
Fixed on buildings/hangar CO2 1 5 no-4 group general
(Fire suppression system) accounting
Fixed on buildings/hangar ABC(DRY CHEMICHAL) 1 no-5 ground tea room
Fixed on buildings/hangar ABC(DRY CHEMICHAL) 1 no -6 group CEO area
Fixed on buildings/hangar ABC(DRY CHEMICHAL) 1 195 PSI no-7in group CEO area
Fixed on buildings/hangar ABC 1 6 no-8 legal office
Fixed on buildings/hangar ABC(DRY CHEMICHAL) 1 195 PSI no-9 insurance section
Fixed on buildings/hangar ABC{POWDER} 1 6 no-10 planning and
(Fire suppression system) government
Fixed on buildings/hangar CO2 1 6 no-11 first floor caba system
Fixed on buildings/hangar ABC(DRY CHEMICHAL) 1 195 PSI no-12 region office
Fixed on buildings/hangar ABC(DRY CHEMICHAL) 1 195 PSI no-13 HR dep and
(Fire suppression system) administration
Fixed on buildings/hangar CO2 1 no-14 dir.commerical
(Fire suppression system) planning
Fixed on buildings/hangar ABC 1 6 no-15 mgr.gr.planing
Fixed on buildings/hangar ABC(DRY CHEMICHAL) 1 195 PSI no-16 svcs office
Fixed on buildings/hangar ABC(DRY CHEMICHAL) 1 195 PSI no-17 coo area
Fixed on buildings/hangar ABC(POWDER) 1 6 no-1 casher area
Fixed on buildings/hangar CO2 1 5 no-2 drinking water
Fixed on buildings/hangar CO2 1 5 no-3 drinking water
Fixed on buildings/hangar CO2 1 5 no-4 food preparation
Fixed on buildings/hangar ABC(POWDER) 1 6 no-5 café area
Fixed on buildings/hangar ABC(DRY CHEMICHAL) 1 no-6 supervisor area
Fixed on buildings/hangar ABC(POWDER) 1 6 no-7 oven area
Fixed on buildings/hangar ABC(POWDER) 1 6 no-8 gola area
Fixed on buildings/hangar ABC(POWDER) 1 6 no-9 onion chopper area

Fixed on buildings/hangar ABC(POWDER) 1 6 no-10 cold room area

Fixed on buildings/hangar CO2 1 5 no-11 dry store area
Fixed on buildings/hangar CO2 1 5 no-12 garbage area
Fixed on buildings/hangar CO2 1 5 no-13 locker room area
Fixed on buildings/hangar ABC(POWDER) 1 2 no-1 ward area
Fixed on buildings/hangar ABC(POWDER) 1 2 no-2 reception area
Fixed on buildings/hangar DRY(CHEMICHAL) 1 no-1 reception area
Fixed on buildings/hangar DRY(CHEMICHAL) 1 no-2 office area
Fixed on buildings/hangar ABC(POWDER) 1 9 no-3 toilet area
Fixed on buildings/hangar ABC(POWDER) 1 9 no-4 Exit area
Fixed on buildings/hangar ABC(POWDER) 1 9 no-5 first floor
Fixed on buildings/hangar ABC(POWDER) 1 6 no-1 vp corporate
Fixed on buildings/hangar ABC 1 6 no-2 airline security
Fixed on buildings/hangar ABC(POWDER) 1 6 no-3 industrial relation
Fixed on buildings/hangar ABC(POWDER) 1 6 no 4 second floor drinking
(Fire suppression system) water
Fixed on buildings/hangar ABC(POWDER) 1 6 no-5 vip gym
Fixed on buildings/hangar CO2 1 5 no-6 woman toilet
Fixed on buildings/hangar ABC(POWDER) 1 9 no-1 oil Libya
Fixed on buildings/hangar ABC(POWDER) 1 6 no-2 oil Libya

Appendices 5 refrigerant and cooling system equipment inventory year 2021

Name of Model Year of Type of Application Location Numb Full Remain Type of
Equipment Man. Fugitive Capacit ing Gas Used
y(KG)/ Quantit
LT. y (KG)
FRC Blast OBC402AP _ Refrigeration fast cooling catering 1 no data no data R-404A
chiller 2P/DX +SXS food
Misa Cold room M/MGP200RSEE 18/06/2015 Refrigeration cooling catering 1 9.9KG 9.9KG R-404A
550R system
Misa Cold room M/MGP75RSEE2 18/06/2015 Refrigeration cooling catering 1 7.0KG 7.0KG R-404A
60R system
Misa Cold room M/MGP25RSEE8 18/06/2015 Refrigeration cooling catering 1 2.45K 2.45K R-404A
0R system G G
0R system
0R system
25R system
25R system
25R system
25R system
0R system
60R system
00R system
35R system
60R system
35R system
25R system
00R system
35R system

Misa Cold room M/MGP25RSEE8 18/06/2015 Refrigeration deep freezing catering 1 2.45K 2.45K R-404A
0R freezer G G
MISA M/MGN50RSEE8 18/06/2015 Refrigeration deep freezing catering 1 3.6KG 3.6KG R-404A
Freezer#01 5R freezer
CELTIC M/MGN100RSEE _ Refrigeration deep freezing catering 1 7.0KG 7.0KG R-404A
Freezer 150R freezer
CELTIC M/MGN100RSEE _ Refrigeration deep freezing catering 1 7.0KG 7.0KG R-404A
Freezer 150R freezer
MISA cold 4TES-12Y-4OP 18/06/2015 Refrigeration cooling catering 1 no data no data R-404A
room system
room system
room system
Rosh Freezer GN1410TNM _ Refrigeration deep freezing catering 1 no data no data R-404A
freezer
MISA 10114556 _ Refrigeration deep freezing catering 1 no data no data R-404A
Freezer#02 freezer
MISA 10114556 _ Refrigeration deep freezing catering 1 no data no data R-404A
Freezer#02 freezer
MISA Fish cold 10054821 18/06/2015 Refrigeration cooling catering 1 no data no data R-404A
room system
MISA mix cold 10054821 18/06/2015 Refrigeration cooling catering 1 no data no data R-404A
room system
MISA meat 10054821 18/06/2015 Refrigeration cooling catering 1 no data no data R-404A
cold room system
MISA Cold 10054821 18/06/2015 Refrigeration cooling catering 1 no data no data R-404A
room system
BICOLD WHA 2090 _ Refrigeration cooling catering 1 no data no data R-404A
Chiller system
BICOLD WHA2315 _ Refrigeration cooling catering 1 no data no data R-404A
Chiller system
Chiller system
Chiller system
Ozti counter PZC54.HO NTS _ Refrigeration cooling C9 1 no data no data R-404A
type system
refrigerator(ben
ch type)
type system
refrigerator(ben
ch type)
type system
refrigerator(ben
ch type)
type system
refrigerator(ben
ch type)
type system
refrigerator(ben
ch type)


type system
refrigerator(ben
ch type)
Ozti up right GN 600.00LMV _ Refrigeration cooling C9 1 no data no data R-404A
type refrigerator system
Ozti up right GN 600.00LMV _ Refrigeration cooling C9 1 no data no data R-404A
type refrigerator system
Olis refrigerator S1 120 TNN _ Refrigeration cooling C9 1 no data no data R-404A
system
Olis OLFTA 44A C2 _ Refrigeration cooling C9 1 no data no data R-404A
refrigerator(ben C2 system
ch type0
Oils Blast ORC120AF _ Refrigeration fast cooling catering 1 no data no data R-404A
chiller BC120+DX food
CELTIC M/MGN50RSEE8 _ Refrigeration cooling catering 1 3.6KG 3.6KG R-404A
Freezer 5R system
A/C 6GE-34Y- 2014 Refrigerator Industrial Cargo 2 130 R404A
Compound HVLR70 refrigeration (ECLS - KG(To
Cooling for cold Terminal- tal
Unit(Export storage 1) Charge
Meat )
Receiving)
Remark.
Unservicable
A/C 6G-40.2Y-40P 2013 Refrigerator Industrial Cargo 5 337.5k R404A
Compound refrigeration (ECLS - g(Total
Cooling Unit-A for cold Terminal- Charge
Five Cascaded storage 1) )
Compressors(E
xport Perishable
Cargo
Receiving)
A/C 6G-40.2Y-40P 2013 Refrigerator Industrial Cargo 3 225kg( R404A
Compound refrigeration (ECLS - Total
Cooling Unit-B for cold Terminal- Charge
Five Cascaded storage 1) )
Compressors(E
xport Perishable
Cargo
Receiving)
A/C 6H-322Y-40P 2015 Refrigerator Industrial Cargo 2 52.2k R134A
Compound refrigeration (ECLS - g(Total
Cooling for cold Terminal- Charge
Unit(Export storage 1) )
Meat
Preparation
Room)
A/C 6H-322Y-40P 2015 Refrigerator Industrial Cargo 2 125(To R134A
Compound refrigeration (ECLS - tal
Cooling for cold Terminal- Charge
Unit(Export storage 1) )
Meat
Preparation
Room)
Compound 6FE-44Y-40P 2005 Refrigerator Industrial Cargo 2 125(To R404A
Cooling Unit( refrigeration (ECLS - tal
cold storage-1 for cold Terminal- Charge
& 2, Cool storage 1) )
container, &
Medicine )
Compound 4CES-6Y-40S 2005 Refrigerator Industrial Cargo 1 65Kg( R404A
cooling refrigeration (ECLS - Total
Unit(main Deep for cold Terminal- Charge

Freezer ) storage 1) For 1-

Comp.)
Compound 4CES6Y-40S 2016 Refrigerator Industrial Cargo 2 131kg R404A
cooling refrigeration (ECLS - (65.5kg
Unit(Back Up for cold Terminal- for
Deep Freezer ) storage 1) each
unit)
Compound 4FE-28Y-40P 2016 Refrigerator Industrial Cargo 2 73kg R404A
cooling refrigeration (ECLS - (36.5
Unit(New Deep for cold Terminal- Kg per
Freezer For storage 2) Unit.)
Pharmaceutical
supplies )
A/C Cooling DFT-200- 2017 Refrigerator Industrial Cargo 1 34.5Kg R404A
Unit-1(Cafeteria STA/ICFHL01T0 Refrigeration (ECLS -
& Canteen Food 010Z4 (Food Terminal-
Items Storage) Processing 2)
and Cold
Storage)
A/C Cooling DFT-200- 2017 Refrigerator Industrial Cargo 1 34.5Kg R404A
Unit-2(Cafeteria STA/ICFHL01T0 Refrigeration (ECLS -
& Canteen Food 010Z4 (Food Terminal-
and Cold
Storage)
A/C Cooling DFT-500/STA- 2017 Refrigerator Industrial Cargo 1 34.5Kg R404A
Unit-3(Cafeteria ICFHL01T0020Z4 Refrigeration (ECLS -
& Canteen Food (Food Terminal-
and Cold
Storage)
Freezer CRT-200/STA- 2017 Refrigerator Industrial Cargo 1 33.5Kg R404A
Cooling HM01-T0008Z4 Refrigeration (ECLS -
Unit(Cafeteria (Food Terminal-
& Canteen Food Processing 2)
Items Storage) and Cold
Storage)
Chiller System- IM/K 2603 2016 Refrigerator Industrial Cargo 1 281Kg R134A)
1 & Refrigeration (ECLS - &
Ethylene (Chiller Cold Terminal- 35%
Glycol Storage) 2) Ethylene
mixture Glycol
mixture
mixture Glycol
mixture
mixture Glycol
mixture
Cool Dolly T-600R 2020 Refrigerator Industrial Cargo 1 R452A
Cooling refrigeration (ECLS -
System-1 for cold Terminal-
storage 1)
storage 1)

storage 1)

storage 1)
storage 1)
Air STPCL 1HD006.0 2014 Refrigerator Industrial Cargo 1 R134A
Compressor F refrigeration (ECLS -
Refrigeration for Air Terminal-
Air dryer production 1)
compressor
Air Conditioner MCY- 2017 Refrigerator Stand-Alone Cargo 1 R410A
unit(For Dry MHP0404HS-E Commercial (ECLS -
Cargo ETCT#2 Applications Terminal-
Data Center 2)
Server Room)
unit-1( Cargo MHP0404HS-E Commercial (ECLS -
ETCT#2 office Applications Terminal-
Building 2)
Conference
Room-1)
unit-2( Cargo MHP0404HS-E Commercial (ECLS -
Building 2)
Conference
Room-2)
Air Conditioner MCY- 2017 Refrigerator Stand-Alone Cargo(EC 1 R410A
unit-3(Cargo MHP0404HS-E Commercial LS-
Building MD. 2)
conference
Room)
Chiller 787 30RBS-160-0512- 5/23/2012 Chiller Cooling New 1 16KG R410A
PE System simulator
Chiller 787 30RBS-160-0512- 5/19/2021 Chiller Cooling New 1 16KG R410A
PE System simulator
Chiller 737 30RB0202- 3/17/2015 Chiller Cooling Old 1 12.90K R407C
B0686-PE System simulator G
Chiller 767 30RB0202- 3/18/2015 Chiller Cooling Old 1 12.9K R410A
B0686-PE System simulator G
Chiller 767 30RA026C9HB NO Chiller Cooling Old 1 6.41K R410A
System simulator G
Chiller YLCA 120-TP- NO Chiller Cooling Old 1 32.4K R410A
38OT System simulator G
Chiller YLCA 120-TP- NO Chiller Cooling Old 1 32.4K R410A
38OT System simulator G
Air Conditioner 38SM5C-K NO Conditioner Cooling Old 1 NO R22
System simulator
Air Conditioner ASL4UUPX NO Conditioner Cooling Old 1 NO R22

System simulator
Air Conditioner YMUFYH036BA NO Conditioner Cooling New 1 36000 R410A
M-B-3 System simulator BTU/H


Air Conditioner ACS-24-Z NO Conditioner Cooling New 1 24000 R410A
System simulator BTU/H
Air Conditioner 38HCR024713G NO Conditioner Cooling New 1 36000 R410A
Air Conditioner YMUFYH036BM NO Conditioner Cooling New 1 136000 R410A
A-B-3 System simulator BTU/H
Air Conditioner 38KCR02413G NO Conditioner Cooling New 2 24000 R410A
Air Conditioner SGS311-SE NO Conditioner Cooling Head 1 NO R407C
System office
Air Conditioner YMUFYH036BM NO Conditioner Cooling Head 1 36000 R407C
A-B-3 System office BTU/H
Air Conditioner 5246GC-S50 NO Conditioner Cooling Head 1 6740W R407C
System office
Air Conditioner Space problem Conditioner Cooling Head 1 R407C
System office
Air Conditioner Space problem Conditioner Cooling Head 1 R407C
System office
Cold Room DFT-300/STA- NO Cold Room Cooling Main Cafe 1 105KG R404
ICF-HL01-T System
13Z4
Cold Room Written in French Cold Room Cooling Main Cafe 1 R404
System
Cold Room Written in French Cold Room Cooling Main Cafe 1 R404
System
Appendices 6 Fuel used by mobile sources of GHG emission

Source: (Greenhouse Gas Inventory Guidance Direct Emissions from Mobile Combustion
Source, 2020)

Appendices 7 Default Emission Factors for Refrigeration/Air Conditioning Equipment

Type of Equipment
Source: (2006 IPCC Guidelines for National Greenhouse Gas Inventories, Good Practice
Guidance and Uncertainty Management in National Greenhouse Gas inventories, Chapter 3:
Industrial Processes)
Appendices 8 Global warming potential (GWP) for various GHGs

Source: https://climatechangeconnection.org/emissions/co2-equivalents/
Greenhouse Gas Formula 100-year GWP (AR4)

Carbon dioxide CO2 1
Methane CH4 25
Nitrous oxide N2O 298

Sulphur hexafluoride SF6 22,800
Hydrofluorocarbon-23 CHF3 14,800
Hydrofluorocarbon-32 CH2F2 675
Per fluoro methane CF4 7,390
Per fluoro ethane C2F6 12,200
Per fluoro propane C3F8 8,830

Per fluoro butane C4F10 8,860
Per fluoro cyclo butane c-C4F8 10,300
Per fluoro pentane C5F12 13,300

Per fluoro hexane C6F14 9,300

Appendices 9 Uncertainty analysis @sample for domestic flight year 2021 generated by
IPCC GHG inventory software
2006 IPCC Categories Gas Base Year Year T Activity Emission Combined Contributi
emissions emissions Data Factor Uncertaint on to
or or Uncertaint Uncertainty y Variance
removals removals y (%) (%) by
(Gg CO2 (Gg CO2 (%) Category
equivalent) equivalent) in Year T
1.A - Fuel Combustion
Activities
1.A.3.a.ii - Domestic CO2 0 101.42101 5 4.1708292 6.511207 41.657883
Aviation - Liquid Fuels
1.A.3.a.ii - Domestic CH4 0 0.014894 5 100 100.12492 0.0002124
1.A.3.a.ii - Domestic N2O 0 0.8794549 5 150 150.08331 1.6642183

GHG Quantification A Thesis by Bereket.Y

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The carbon footprint of Ethiopian Airlines group:

Quantification of a scope−one emission.

Addis Ababa, Ethiopia

By: Bereket Yemanbirhan

Name: Bereket Yemanbirhan Mekonen Signature: ___________________

i By: Bereket Yemanbirhan

APPROVAL SHEET OF RESEARCH PAPER

Name of Supervisor: Alemayehu Agizew Signature………………….

Name of Internal Examiner: ……………….………………… Signature………………….

Name of External Examiner: ……………….………………… Signature………………….

Name of Head of Department: ……………….………………… Signature………………….

ii By: Bereket Yemanbirhan

iii By: Bereket Yemanbirhan

Mr. Yizengaw Agizew – from ministry of transport and logistic

Doctor Bisrat Kifle – Ethiopian Civil Service University

Bereket Yemanbirhan Mekonen

Addis Ababa, Ethiopia

iv By: Bereket Yemanbirhan

v By: Bereket Yemanbirhan

2.1.4 Carbon footprint of an Aviation industry and/or Airports ........................................ 13

vi By: Bereket Yemanbirhan

Chapter four ................................................................................................................................... 31

vii By: Bereket Yemanbirhan

4.2 Discussion ............................................................................................................................ 47

viii By: Bereket Yemanbirhan

Table 1 Duration of Emission quantification ................................................................................. 7

ix By: Bereket Yemanbirhan

Figure 1 Topographic image of the Ethiopian Airline/bole international airport ........................ 8

x By: Bereket Yemanbirhan

Appendices 1 Stationary Fuel Consuming Equipment's Inventory Format ............................... 62

xi By: Bereket Yemanbirhan

TWA− Trans World Airlines JETRO− Japan External Trade Organization

GHG− greenhouse gases ETAP− Environmental Technologies Action Plan

BP− British petroleum EA – Ethiopian airlines

ATAG− Air transport action group ACA − Airport carbon accreditation

IPCC – intergovernmental on climate change ISO – International Organization for Standardization

EPA – US/Environmental Protection Agency WRI– World Resources Institute

CF – carbon footprint ACF– Areal carbon footprint

PCF – Personal carbon footprint Ppmv – parts per million by volume

IDE– Institute of Developing Economies EF – Emission factor

tCO2e – carbon dioxide equivalent ICAO – International Civil Aviation Organization

xii By: Bereket Yemanbirhan

Therefore my Study will be merely focused on a “quantity-based approach" mainly focusing

2 By: Bereket Yemanbirhan

3 By: Bereket Yemanbirhan

1.3 Problem Statement

4 By: Bereket Yemanbirhan

1.4.1 Main Objective

1.4.2 Specific objectives

1) To quantify emissions from scope 1.

5 By: Bereket Yemanbirhan

 From stationary combustion (from backup generators)

1.6 Significance of the Study

6 By: Bereket Yemanbirhan

1.7 Scope of the Study

1.7.1 General purpose of the study

Carbon foot printing is a way of estimating greenhouse gas emissions caused by an

1.7.2 Boundaries of the study

1.7.3.1 Temporal boundary of the study

7 By: Bereket Yemanbirhan

1.7.3.2 Spatial boundary

Figure 1 Topographic image of the Ethiopian Airline/bole international airport

1.7.3.2 Operational boundary