Regan Brown
Aviation fuel is typically derived from petroleum or is a blend of petroleum and synthetic fuels. Most aviation fuels are kerosene-based, with alternatives including sustainable aviation fuel, compressed natural gas (CNG), liquified natural gas (LNG), and biofuels. The type of fuel used depends on the aircraft, with jet fuel being used in large planes due to its higher flash point than gasoline. The amount of fuel burned during a flight depends on various factors, including the type of aircraft, the number of passengers, and the length of the flight. For example, a Boeing 747 can burn approximately 1 gallon of fuel per second, while the Airbus A380 burns an average of 4,600 gallons of fuel per hour. The carbon intensity of jet fuel has not improved since 1990, and while the carbon efficiency of flying has increased, the overall contribution of aviation to climate change is significant.
| Characteristics | Values |
|---|---|
| Carbon footprint of a short-haul return trip from London to Rome | 234kg of CO2 per passenger |
| Aviation's share of global CO2 emissions | 2.5% |
| Aviation's contribution to global warming | 5% |
| Carbon footprint of a single passenger on a domestic flight in Britain | 254g of CO2 per kilometre |
| Carbon footprint of a single passenger on a long-haul flight | 102g of CO2 per kilometre |
| Carbon footprint of an intercity train journey | 41g of CO2 per passenger mile |
| Carbon footprint of travelling by coach | 28g of CO2 |
| Factors that increase carbon footprint | First and business class seats, extra luggage weight, small or large planes, layovers |
| Factors that decrease carbon footprint | Economy tickets, less luggage weight, direct flights |
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What You'll Learn
Aviation's contribution to global warming
The impact of aviation on global warming is not just limited to CO2 emissions. Aircraft also affect the concentration of other atmospheric gases and pollutants. They generate a short-term increase but a long-term decrease in ozone and methane, and increased emissions of water vapour, soot, sulfur aerosols, and water contrails. These emissions have a warming effect on the atmosphere.
The warming impact of aviation is further exacerbated by the "effective radiative forcing" metric, which measures the difference between incoming energy and the energy radiated back into space. Aviation has contributed approximately 3.5% of this radiative forcing, and another study estimates it has been responsible for a 4% global temperature rise since pre-industrial times. This warming effect is stronger than the cooling effect caused by some atmospheric pollutants.
The growth in air travel is also contributing to the problem. In 1960, only 100 million passengers travelled by air, compared to 4.56 billion in 2019. With the aviation market expected to grow, the industry's impact on global warming will likely increase.
While aviation is not the largest contributor to climate change, its impact is significant, and efforts to reduce emissions and mitigate the effects on the environment are crucial.
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Fuel efficiency of flying vs driving
The fuel efficiency of flying versus driving depends on several factors, including the type of aircraft or vehicle, the number of passengers, and the distance travelled.
Fuel Efficiency of Flying
Aircraft efficiency varies, with a domestic airliner getting anywhere from 45.5 to 77.6 miles per gallon per passenger, with an industry average of about 51 miles per gallon of fuel per passenger. However, it is important to note that jet fuel emits more carbon dioxide per gallon, and its global warming impact is greater than ground-level emissions. The biggest factor affecting fuel efficiency in aircraft is the number of passengers, as every additional 100 pounds of weight reduces fuel economy by about 1%. Additionally, the cruise phase of a flight accounts for about 80% of aviation fuel burned, with the remaining 20% emitted during taxi, takeoff, initial climb, and approach and landing.
Fuel Efficiency of Driving
Motor vehicle variations are generally greater than aircraft when it comes to fuel efficiency. For example, SUVs average 12 miles per gallon, while hybrids can achieve almost 60 miles per gallon. The number of passengers in a motor vehicle also affects fuel efficiency, with more passengers resulting in lower emissions per person. According to a study by Sivak based on data from 2010, having 2.3 people in a car would make it as efficient as a plane. However, due to improvements in flight efficiency in recent years, this number may not be sufficient to match the efficiency of flying.
Comparison
When comparing the fuel efficiency of flying versus driving, it is important to consider the specific circumstances of each trip. For example, the type of vehicle or aircraft, the number of passengers, and the distance travelled will all impact the overall fuel efficiency. In general, flying is considered more fuel-efficient than driving, especially for longer distances or when there are more passengers in a vehicle. However, for shorter distances or when driving a hybrid vehicle, driving may be more fuel-efficient. Additionally, it is worth noting that the fuel efficiency of aircraft is improving, with new aircraft from Boeing and Airbus meeting or exceeding carbon emission standards.
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Carbon intensity of jet fuel
The carbon intensity of jet fuel is a critical factor in understanding the environmental impact of air travel. Jet fuel is derived from petroleum and contributes significantly to the carbon footprint of the aviation industry. The carbon intensity of jet fuel refers to the amount of greenhouse gas emissions produced during its life cycle, from extraction and refining to combustion.
There are four main streams of jet fuel, each with varying levels of carbon intensity: CDU jet, KHT jet, DHT jet, and DHCU jet. CDU jet and KHT jet are the least emissions-intensive streams, accounting for the majority of global jet fuel demand. On the other hand, DHT jet and DHCU jet are more emissions-intensive and are prevalent in regions like Russia, Europe, and the Middle East. The choice of jet fuel source is crucial, as it can significantly impact the carbon footprint of the aviation industry.
The carbon intensity of jet fuel can be quantified through sensitivity analyses that consider factors such as natural gas indirect emissions, process energy requirements, and hydrogen production emissions. These analyses provide baseline values for jet fuel refining carbon intensity, helping to understand the environmental impact of different jet fuel sources. Additionally, the carbon footprint of a flight is influenced by factors such as aircraft fuel efficiency, passenger load, and individual luggage weight.
To address the carbon intensity of jet fuel and the aviation industry's environmental impact, organizations like the International Civil Aviation Organization (ICAO) are introducing schemes to offset emissions. However, critics argue that these efforts may not be sufficient to achieve substantial reductions in emissions. As the Travel & Tourism market continues to grow, it is essential to explore alternatives such as driving or flying in fuel-efficient vehicles to reduce the carbon footprint of travel.
Overall, the carbon intensity of jet fuel is a significant contributor to the aviation industry's environmental footprint. Understanding the variability in jet fuel sources and their emissions is essential for informed decision-making and the transition to decarbonizing aviation. By considering the carbon intensity of jet fuel and exploring sustainable alternatives, we can work towards reducing the carbon emissions associated with air travel.
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Fossil fuel emissions at altitude
The combustion of fossil jet fuel results in emissions of carbon dioxide (CO2), water vapour (H2O), volatile organic compounds (VOCs), sulfate ions (SO42−), carbon monoxide (CO), nitrogen oxides (NOx), and soot. These emissions have a significant impact on climate change. While CO2 accounts for approximately 70% of aircraft exhaust, the non-CO2 emissions also have a substantial impact on the environment.
Aircraft used for passenger transport are categorized based on their engine type and flight altitude, which can be short, medium, or long haul. During a flight, an aircraft goes through various phases: taxiing, takeoff, climb, cruise, descent, and landing, followed by another round of taxiing. It is during the cruise phase that an aircraft consumes the most fuel—over 80% of its total fuel burn. Therefore, the environmental impact of emissions at cruise altitude is crucial to understanding aviation's overall impact on climate change.
The impact of emissions at altitude is assessed using Life Cycle Assessment (LCA) methodology. However, LCA models primarily consider the impact of CO2 on climate change, neglecting the effects of other climate forcers. To address this limitation, researchers propose altitude-specific characterization factors (GWP) and associated emission indices (EI) to evaluate the climate impact of non-CO2 emissions, such as NOx, aerosol particles, water vapour, and contrails-cirrus effect directly related to air traffic.
The environmental impact of aviation is not limited to CO2 emissions. Aircraft ground and low-altitude operations produce nitrogen oxides, sulfur oxides, hydrocarbons, and soot particulates, affecting local air quality. Additionally, aviation's contribution to global warming is higher than its share of CO2 emissions suggests. Aviation affects the concentration of atmospheric gases and pollutants, causing a short-term increase and long-term decrease in ozone and methane, and increased emissions of water vapour, soot, sulfur aerosols, and water contrails. Overall, the warming effect of these impacts is stronger than the cooling effect.
To reduce the environmental impact of aviation, improvements in energy efficiency and a transition to low-carbon fuels are necessary. While more efficient planes can help dampen emissions growth, they cannot eliminate them entirely. The industry needs to move towards electrification, biofuels, hydrogen, or a combination of these alternatives to jet fuel.
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Sustainable Aviation Fuels (SAFs)
The aviation sector currently accounts for about 2% of global emissions and is one of the fastest-growing polluters. Even short-haul flights produce huge amounts of CO2. For instance, a short return trip from London to Rome produces a carbon footprint of 234 kg of CO2 per passenger, which is more than the average produced by citizens of 17 countries annually.
To address this issue, Sustainable Aviation Fuels (SAFs) are considered one of the most promising measures to reduce CO2 emissions from the aviation sector in the near to mid-term. SAFs are produced from non-petroleum-based renewable feedstocks, including food and yard waste, woody biomass, fats, greases, and oils. SAFs offer several benefits, including engine and infrastructure compatibility, fewer emissions, and more flexibility. For example, SAF blended with conventional jet fuel can be used in existing aircraft, and 100% SAF has the potential to reduce greenhouse gas emissions by up to 94%.
Several initiatives are underway to promote the uptake of SAFs. The Sustainable Aviation Fuel Grand Challenge, announced in 2021, aims to expand domestic consumption to 3 billion gallons in 2030 and 35 billion gallons in 2050 while reducing greenhouse gas emissions by at least 50%. The UK's SAF Mandate also aims to decarbonise aviation fuel by encouraging the supply of SAFs, starting with 2% of total UK jet fuel demand in 2025 and gradually increasing to 22% by 2040.
Additionally, the ReFuelEU Aviation regulation in the EU is a pioneering policy to promote the uptake of SAFs and normalise their use in the main airports of the EU. The European Commission's 'Fit for 55' package includes proposals to reduce net greenhouse gas emissions by at least 55% by 2030, which will further drive the adoption of SAFs.
While these initiatives are making progress towards more sustainable aviation, it is important to note that the approval process for new fuels is lengthy and costly, which can be a barrier for fuel producers. Nonetheless, with the increasing demand for travel and the need to reduce emissions, the development and adoption of SAFs are crucial steps towards a greener aviation sector.
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Frequently asked questions
The amount of fossil fuel burned depends on the type of aircraft and the length of the flight. For example, a Boeing 747 uses approximately 1 gallon (about 4 liters) of fuel every second, burning 36,000 gallons (150,000 liters) over a 10-hour flight. On the other hand, the Airbus A380 burns an average of 4,600 gallons (11,400 liters) of fuel per hour.
Longer flights result in higher fuel consumption and carbon emissions. While cruising accounts for most carbon emissions, taxiing, takeoff, climb, approach, and landing also contribute significantly to short-haul flights.
Most aviation fuels are kerosene-based, such as Jet A, Jet A-1, and JP-8. These fuels are used in turbine engine airplanes due to their high flash point and power output. Piston-engined aircraft typically use leaded gasoline, while some diesel-engined planes may use jet fuel.
Aviation accounted for approximately 2.5% of global CO2 emissions from fossil sources in 2019, a share that has been steadily increasing since 2010. While this percentage may seem small, aviation's overall contribution to climate change is higher due to the impact on other atmospheric gases and pollutants.
Yes, sustainable aviation fuel, biofuels, and blends of fossil and sustainably-sourced alternative fuels are available. These alternatives yield lower emissions of particles and greenhouse gases. However, their adoption is limited due to political, technological, and economic barriers, particularly the higher cost compared to conventional jet fuel.
