Sustainable Transport and the Environment Guide - Unite the Union

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The RCEP also stated that there was potential for reduction in fuel use of up to 30 per cent by using huge hollow wings in which passengers would sit, but that this is just a concept and the stability and controllability of such an aircraft is still unknown. The idea of flying wing technology have yet to overcome the problem of increased travel sickness levels in such designs occurring due to the in ability of the brain of the passenger sat in the centre of the plane to associate the movement of the aircraft relative to the horizon and overcoming passenger claustrophobia. The Advisory Council for Aeronautics Research in Europe (ACARE) has established a challenging goal of a 50 per cent reduction in CO 2 emissions per passenger km for new aircraft entering into service in 2020, compared with equivalent new aircraft entering service in 2000. Our assessment of the nearer term technology and operational improvements centre around the assumptions underpinning the ACARE targets for 2020. The ACARE targets would also result in an 80 per cent cut in NO X and a 50 per cent cut in noise. But the ACARE targets are relying on developments in technology to bring about the reduction to the environmental impacts of aircraft. We must, however, ask the question what happens if these developments do not happen? Sustainable and Green Engines (SAGE) is one of the six Integration Technology Demonstrators (ITDs) that make up the Clean Sky JTI. The €425 million validation programme will involve the design and build of five engine demonstrators, including an open rotor engine demonstrator. The open rotor engine demonstrator is planned to run around 2011-2012, enabling a product to enter into service in the latter half of the next decade 35 . The aviation industry has since its conception, tried to think of new ways in which to obtain more distance per kilo of fuel. This has often resulted in the rebalancing of the turbine pressures which resulted in greater fuel burn duration per kilo or a higher compression ratio with a consequent increase in the levels of NOx and SOx. The addition of up turned wing tips has been shown to reduce fuel burn by between 3 and 5 per cent. These devices increase the effective aerodynamic efficiency of the wings preventing the formation of vortices at the wing tips which are formed by the higher pressure air beneath the wing flowing around the sides of the wings to reach the lower pressure air created the wing by its forward motion. Weight is a major contributor to the volume of fuel burnt on each flight. Reducing weight from the interior of the aircraft - in terms of products, fixtures and fittings – can make a significant difference to fuel burn. For example, across Virgin Atlantic's fleet of 38 wide bodied long-haul aircraft, removing just 1 kg of weight per aircraft can reduce CO 2 emissions by over 16 tonnes per year. 36 35 Further information: http://www.cleansky.eu 36 Source: Virgin Atlantic. 39
Unite is currently campaigning to reduce the maximum permitted single item luggage weight limit to 23 kg. This policy is primarily aimed at reducing the level of injuries suffered by handlers at the airports, however, it could have a far wider impact. If accepted across the industry the weight savings could be enormous as passengers pack more efficiently and taking only the essential items needed for their trip. Currently some airlines accept single items up to 32 kgs. Airbus estimates that for a 1% structural weight saving, approximately 0.5 per cent to 1.5 per cent benefit in fuel consumption will occur. The exact benefit depends on many factors, particularly configuration and range (with more benefit being available for medium-range aircraft than long-range), and on whether the whole aircraft design can be re-optimised following the weight change. Airbus predicts that airframe aerodynamic improvements like natural or hybrid laminar flow control, low drag technology and innovative aircraft configurations can together offer a fuel burn reduction of around 10 per cent 37 . The development and deployment of composite materials are now being implemented to reduce this weight and enable the aircraft to fly further on each kilo of fuel. Additionally the addition of winglets to the tips of existing and future aircraft wings has already been shown to save between 3 and 5 per cent. Operational changes There are practical gains to be made which do not require any additional equipment but could save considerable amounts of fuel and hence emissions as well as changes which could reduce the effect of these emissions. Efforts need to be introduced to minimise taxiing and stacking periods wherever possible. It has been estimated that reducing stacking and queuing on taxi ways at Heathrow by introducing mixed mode operations (where the two existing runways are used for both take offs and landings, at the same time, much like the case at single runway airports) could save an estimated 330,000 tonnes of C0 2 . Currently 'Every other flight that come in to the airport, is held in stack for around eight and a half minutes and could be sitting on the tarmac, with the engine running, waiting to leave for up to 20 minutes. The principle cause of this race to join a queue is the practice of counting on time departures from the moment aircraft are pushed back from the stand, not the time the aircraft leaves the ground. Currently air routes are chosen to either avoid congestion or reduce the financial cost of a flight. The associated changes in routings can, however, extend flight distances by up to 20 per cent compared to shortest paths. Large differences in the amount charged by in European nations for the air traffic management of flights crossing their area can create situations where flights deliberately fly for longer distances simply to avoid highly priced zones. A good example of this is the well publicised flights operated by Thomas Cook and Monarch who frequently 37 Airbus Holistic Road Map to the Future 40
Page 1 and 2: SUSTAINABLE TRANSPORT AND THE ENVIR
Page 3 and 4: Table of Contents Page Acknowledgem
Page 5 and 6: emissions of CO2 from UK aviation..
Page 7 and 8: might bring about economic efficien
Page 9 and 10: There are some sustainable transpor
Page 11 and 12: contribution from Unite is hopefull
Page 13 and 14: taking action, would, he said, lead
Page 15 and 16: 2003 30,000 older people across Eur
Page 17 and 18: Greater fuel economy that reduces C
Page 19 and 20: 2.6 Sustainability and economic imp
Page 21 and 22: as electric and hybrid electric veh
Page 23 and 24: Air to rail Six out of ten flights
Page 25 and 26: Technological solutions: Technology
Page 27 and 28: contributing to rainforest destruct
Page 29 and 30: Currently all corporations are lega
Page 31 and 32: projected by the DfT’s 2003 white
Page 33 and 34: Between 1987 and 2007 the UK market
Page 35 and 36: Dependant on the message you wish t
Page 37 and 38: The move reflects a decision by the
Page 39: are concerns that biofuels actually
Page 43 and 44: overall effects of contrails and th
Page 45 and 46: turboprop will burn 35% less fuel t
Page 47 and 48: The CAT National Committee calls on
Page 49 and 50: unaccustomed portion of the famousl
Page 51 and 52: lorries but do not operated in the
Page 53 and 54: aspect is crucial for ports, which,
Page 55 and 56: Look to new technology to provide l
Page 57 and 58: From Table we can although waterbor
Page 59 and 60: 4.7: Shipping The problem shipping
Page 61 and 62: oil contains high concentrations of
Page 63 and 64: The majority of container shipping
Page 65 and 66: CO 2 emissions in 2007 to 15 per ce
Page 67 and 68: 5 Passenger Services Trade Group: T
Page 69 and 70: has an important part to play in en
Page 71 and 72: Total Greenhouse Gases by Buses & C
Page 73 and 74: enormously punitive but that would
Page 75 and 76: Percentage of the Total Greenhouse
Page 77 and 78: More than two thirds of journeys ma
Page 79 and 80: 6 Road Transport Commercial 6.1 Int
Page 81 and 82: The intra-EU freight transport, whi
Page 83 and 84: During the 1990s, there was a signi
Page 85 and 86: Light Duty Vehicles Carbon Dioxide
Page 87 and 88: Tackling the sectors’ environment
Page 89 and 90: Taxi drivers more affected by trans
Page 91 and 92:
the European Court of Justice - the
Page 93 and 94:
CPC training - all drivers have 5 d
Page 95 and 96:
Appendices Appendix 1 Input-based m
Page 97 and 98:
Appendix 3 GREENING YOUR WORKPLACE
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language, and has a good section on
Page 101:
100
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Sustainable Transport and the Environment Guide - Unite the Union

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