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2001: An Airspace Odyssey Airport Air Quality Symposium University of California, Berkeley

2001: An Airspace Odyssey Airport Air Quality Symposium University of California, Berkeley March 1, 2001. “Achieving Compliance with Federal, State and Local Air Quality Regulations” Scott Belcher Air Transport Association of America, Inc. Introduction. Background on the aviation industry

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2001: An Airspace Odyssey Airport Air Quality Symposium University of California, Berkeley

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  1. 2001: An Airspace Odyssey Airport Air Quality Symposium University of California, Berkeley March 1, 2001 “Achieving Compliance with Federal, State and Local Air Quality Regulations” Scott Belcher Air Transport Association of America, Inc.

  2. Introduction • Background on the aviation industry • Background on emissions • Aviation industry emissions reduction efforts

  3. Aviation is a Critical Component of the National Economy • 3% Gross Domestic Product • Employs over 621,000 people with average salary of $64,000 • In 1999, annual net benefit of airline deregulation to the traveling public exceeded $20 billion

  4. CORPORATE (millions) Income Taxes $3,460 Payroll Taxes 1,910 TOTAL CORPORATE 5,370 AVIATION TRUST FUND Ticket Excise Taxes 6,990 Int’l Depart & Arrival Taxes 740 Fuel Taxes 610 Cargo Airline Excise Taxes 360 TOTAL TRUST FUND 8,700 AIRPORT HEAD TAXES Passenger Facility Charge (PFC) 1,360 TOTAL AIRPORT HEAD TAXES 1,360 USER FEES (millions) Immigration Fees 170 Agriculture Fees 60 Customs Fees 150 TOTAL USER FEES 380 TOTAL TAXES & FEES 15,810 OTHER AIRPORT FEES Landing Fees 2,000 Terminal Rentals & Lease Payments 3,210 TOTAL OTHER AIRPORT FEES 5,210 TOTAL ALL TAXES & FEES $21,020 Taxes Federal & Government Feespaid by U.S. airlines & their customersfor the 12 months ended September 30, 1999

  5. Airline Industry is Extremely Competitive • Low profit margins • Low return on investment (10% considered above average) • Low price/earnings ratio (Avg. ~7) • Capital intensive • Commodity perception among customers

  6. Profit Margin Comparison

  7. AIRLINE PRICES CONTINUE TO FALLConstant Dollar (1982) Revenue per Passenger Mile Cents

  8. Aviation is Growing • Large variations in growth estimates • There are real limits on our ability to grow • Slot/gate constrained airports and routes • International agreements • Airport infrastructure • Environmental considerations • Air traffic management issues

  9. Background on Emissions • During the rapid industry growth of the last 20 years: • Fuel efficiency increased (gal/ASM) • Emissions decreased (emission/ASM) • Every phase of operation is regulated • Without changes, total emissions may increase . . . but we are taking action to address this reality

  10. Fuel Efficiency Improvement(passenger miles per gallon of fuel)

  11. Fuel Efficiency Comparison with Other Modes of Transport Source: Boeing, “Commercial Aviation: Value for the Environment”

  12. Fuel Savings Have a Real Environmental Impact EmissionEmissions Index* (Per pound of fuel burned) CO2 3.19 pounds NOx 0.015 pounds HC 0.002 pounds *These factors were developed by the Intergovernmental Panel on Climate Change (IPCC)

  13. Emission & Noise Trade-Off Fuel Burn HC NOx Fuel Efficiency Noise CO2 One emissions reduction effort may result in an improvement in one emission but worsen in other emissions, including noise and fuel consumption

  14. Technology Development • Not analogous to the automobile industry • NASA --> OEM--> Certification --> user purchase • Limitations on A/C technological solutions • Post combustion controls • Alternate fuels • Tradeoffs on existing solutions • Key emission control methods not appropriate for aircraft • Trade offs

  15. The Legal Framework • Aviation is a uniquely regulated industry • Clean Air Act • Sections 231 and 233 • Section 209(e) • Federal Aviation Act • Airline Deregulation Act

  16. What is Regulated: Aircraft GSE Stationary sources Ground access vehicles Area sources Who Regulates Us: EPA FAA ICAO State & local agencies Airports Aviation departments Every Phase of Our Operations is Currently Regulated

  17. Emission Reduction Efforts • Climate change • Local air quality

  18. ICAO is the Appropriate Body to Regulate Aircraft Emissions - and It Works • Aviation is an international industry • ICAO has the world’s experts on aviation • ICAO evaluates environmental benefit, economic reasonableness, technological feasibility, and environmental trade-offs • Noise experience

  19. ICAO and Climate Change: CAEP/5 • Working Groups • Technology (WG 3) • Operational Measures (WG 4) • Market-Based Options (WG 5) • Taxes & charges • Emissions trading • Voluntary mechanisms • Forecasting and Economic Sub-Group

  20. CAEP’s Recommendations • Longer term (2008-2012) • Open emission trading is a cost effective way to reduce CO2 emissions, but it requires entry into force of the Kyoto Protocol and an emissions cap • ICAO should develop elements necessary for an open emissions trading system

  21. CAEP’s Recommendations • Shorter term (before 2008) • Closed emissions trading does not justify further consideration • Voluntary mechanism can be used in the near-term and ICAO should develop guidelines • Emissions taxes and charges require study and guidance should be developed consistent with current policy

  22. Local Air Quality: A Proactive Approach • Increasing regulatory pressure • ICAO and NOx: CAEP/6 • Management of emission sources • The EPA/FAA Local Air Quality Initiative • State and local initiatives

  23. Increasing Regulatory Pressure • 1 Hour Ozone Standard • Whitman v. American Trucking and the new 8 Hour Ozone Standard

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  25. ICAO and NOx: CAEP/6 • NOx emissions • Examine effectiveness of LTO certification regime • Consider production-cut off for the CAEP/4 NOx standard • Consider more stringent NOx standard • Develop NOx parameter for cruise and possible stringency standard

  26. Management of Emission Sources • Aircraft • EPA and FAA follow ICAO • Fuel efficiency goal • Efforts to reduce fuel usage • Single engine taxi • Reduced thrust take-off • Reduce additional weight • Gate electrification • CNS-ATM

  27. Management of Emission Sources • Stationary sources • Comply with existing permit and regulatory programs (e.g., Title V, NESHAP, MACT, NSR/PSD) • Use of “environmentally-friendly” materials • Recycling/source reduction • Fuel storage and dispensing

  28. Management of Emission Sources • Mobile sources • EPA has proposed stringent non-road emission standards based on CA • EPA has proposed stringent new fuel standards • Alternative fueled ground equipment (e.g., electric, CNG, LPG) • More efficient operation of ground equipment and operational efficiency • Work with other parties to meet infrastructure needs • Power and preconditioned air at gates

  29. The EPA/FAA Local Air Quality Initiative Airlines have spent in excess of $1M on Baseline and Options studies Developing a national GSE proposal Support for NASA and Manufacturers R&D Support CAEP recommendation for a new NOx standard Evaluating aircraft options Operational opportunities Clean-up SIP/conformity process

  30. State/Airport Specific Initiatives • CA GSE MOU • Settlement of GSE litigation in Texas • Airport specific initiatives • FAA ILEV program

  31. Take-Aways • Economics of air carriers • Already heavily regulated • Emissions/noise trade-offs • There is a lot of good news

  32. Questions?

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