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resulting in a significant reduction of fuel burn per passenger kilometre (see Figure 90).
 The fourth part is aircraft load factor, defined as the ratio between used capacity
(RTK) and offered capacity (ATK). Average load factors are already high (in the
80% range) and there is limited room for improvement there.
7.2.32 The following table summarises the different factors contributing to aviation CO2
emissions efficiency, action areas and potential improvement.
Factor Actionable by Potential improvement
Net carbon content Alternative fuel policy High in the medium-long term
ANS fuel efficiency ANS performance under SES Limited (see § 7.3)
Aircraft fuel efficiency Fleet renewal
Aircraft design and use
Significant over time
Load factor Airline policy Limited as load factors are already
very high (~80%)
Figure 88: Factors contributing to aviation CO2 efficiency
7.2.33 The IATA technology roadmap in Figure
89 shows how the different factors can be
combined over time provides to decouple
aviation emissions from traffic growth.
7.2.34 While there is clearly scope for
improvement from ANS, the main
contribution to the reduction of CO2
emissions is expected to come from fleet
renewal, technology developments and
low carbon fuels.
Figure 89: Schematic evolution of CO2
emissions
Source: IATA
Figure 90: Aviation efficiency
0
50
100
150
200
250
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
base 100 = 1990
Source: ICAO
Figure 91: CO2 emissions from aviation
7.2.35 However those significant efficiency improvements in global aviation over the past were
not sufficient to achieve carbon neutral growth at global level which subsequently
resulted in an increase in aviation related CO2 emissions over the years (see Figure 91).
PRR 2009 78 Chapter 7: Environment
7.3 ATM contribution towards reducing CO2 Emissions in Europe
7.3.1 This section relates the share of CO2 emissions actionable by ANS to total European
emissions (see Figure 92).
Overall Emissions
(4.5 Bn tonnes CO2)
100%
Aviation
3.5%
ANS*
 0.2%
Actionable by ANS
• Flight efficiency
• Airborne delays
• Taxi efficiency
• other
- UN climate summit (int. aviation presently
excluded (Kyoto 1997, Copenhagen 2009)
- EU Council by 2020 (-20%)
- International Civil Aviation Organisation (ICAO)
- International Air Transport Association (IATA)
- European Union/ Emission Trading Scheme
• EUROCONTROL
objectives & targets
• SES II Performance
targets
* Additional emissions compared to an optimum trajectory, ANS can act on part of this, although in many
cases the root cause of the problem is outside ANS (e.g. noise restrictions, lack of runway capacity).
Actionable by airlines, manufacturers
• Low carbon fuels;
• Aircraft and engine technologies;
• yield management decisions etc’
 3.3%
Figure 92: ANS contribution to reduce aviation related CO2 emissions
7.3.2 Figure 93 provides an overview of total aviation emissions within European airspace in
2009. Total aviation related CO2 emissions are estimated to be 133 million tons in 2009
compared to 138 million in 2008.
Flights to/from
2009 EUROCONTROL area
Flights within
EUROCONTROL
area Within
airspace
Outside
airspace
TOTAL within
EUROCONTROL
area
a b c a+b
Number of flights 7.7M 1.7 M 9.4 M
Average number of seats 125 220 153
Average Max. Take Off Weight 63 t 203 t 94 t
Average Distance flown 900 km 1 691 km 3 039 km 1 046 km
Average flight time 80 min 125 min 206 min 88 min
Fuel per flight (including taxi) 3.1 t 10.8 t 22.4 t 4.5 t
Total Fuel 23 Mt 19 Mt 39 Mt 42 Mt
CO2 (3.15kg/ kg of fuel) 74 Mt 59 Mt 122 Mt 133 Mt
% 56% 44% 100%
Figure 93: Aviation emissions within European airspace in 2009
7.3.3 Figure 94 summarises the current best estimate of “inefficiencies” actionable by ANS in
the individual flight phases based on a comparison of actual performance to a theoretical
optimum.
7.3.4 It is important to emphasise that the share of ANS actionable CO2 emissions shown in
Figure 94 relates to a theoretical optimum (distances and times) from a single flight
perspective which are not achievable at system level due to inherent necessary (safety) or
desired (noise, capacity) limitations and can therefore not be reduced to zero.
　
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本文鏈接地址：Performance Review Report 2009(58)