Greta Jimenez
Aviation is a significant contributor to climate change and global air pollution. Airplanes burn fossil fuels, releasing CO2 emissions, nitrogen oxides, soot, water vapour, and sulfate aerosols. These emissions interact with the atmosphere, impacting the climate in various ways. In addition to air pollution, airports also contribute to water pollution through the handling of jet fuel, lubricants, and de-icing chemicals. To reduce their environmental impact, the aviation industry must improve fuel efficiency, transition to low-carbon fuels, and optimise air traffic control. Electric and hydrogen aircraft operations offer zero-emissions solutions, but they require significant funding to become widely adopted.
| Characteristics | Values |
|---|---|
| Carbon dioxide emissions | 2.4% to 2.5% of global CO2 emissions |
| Other gases | Nitrogen oxides (NOx), water vapour, soot, nitrous oxides, sulfur oxides, hydrocarbon, sulfate aerosols |
| Water pollution | Jet fuel, lubricants, de-icing chemicals, and other chemicals contaminate water bodies near airports |
| Noise pollution | Disrupts sleep, children's education, and could increase cardiovascular risk |
| Ozone and ultrafine particles | Health hazards |
| Lead | Piston engines used in general aviation burn Avgas, releasing toxic lead |
| Fuel economy | Better fuel economy can reduce aviation's environmental footprint |
| Route optimization | Optimizing air traffic control and flight routes can lower non-CO2 effects on climate |
| Biofuel and carbon offsetting | Aviation biofuel and carbon offsetting can lower CO2 emissions |
| Electric aircraft | Zero-emissions aircraft, such as electric planes, can help reduce aviation emissions |
| Corporate travel | Reducing corporate travel can cut CO2 emissions |
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What You'll Learn
Carbon dioxide emissions
The carbon dioxide emissions from a return flight between London and San Francisco, for example, can reach around 5.5 tonnes of CO2 per person, which is more than twice the annual emissions produced by a family car and about half of the average carbon footprint of a person living in Britain. Shorter flights also have a significant impact, with a return flight from London to Berlin emitting around 0.6 tonnes of CO2 per person, equivalent to three times the emissions saved from a year of recycling.
The growth in carbon dioxide emissions from aviation is concerning. Between 1990 and 2019, emissions from aviation more than doubled, and they are projected to continue rising. By 2020, global international aviation emissions were 70% higher than in 2005, and they could further increase by over 300% by 2050 without additional measures.
To reduce carbon dioxide emissions from aviation, several strategies can be implemented:
- Improving fuel efficiency and switching to low-carbon fuels: While improving fuel efficiency has helped reduce emissions per passenger, it has not kept pace with the rapid increase in total passenger numbers. Nevertheless, the aviation industry must continue improving fuel efficiency and transition from jet fuel to electrification, biofuels, hydrogen, or a combination of these alternatives.
- Optimizing flight routes and air traffic control: Making improvements in these areas can lower non-CO2 effects on the climate, such as those from NOx, particulates, or contrails.
- Adopting zero-emissions aircraft: Electric and hydrogen planes have the potential to significantly decrease aviation emissions for shorter ranges, but they require significant investment to become operational in the mid-2030s.
- Reducing corporate and individual air travel: This can be achieved by choosing more sustainable modes of transportation, such as trains, reducing the number of flights taken, or opting for longer individual holidays instead of multiple short trips.
- Carbon offsets: Airlines and individuals can purchase carbon offsets to compensate for the emissions created by their flights. However, the effectiveness of carbon offsets is questionable, and regulation is needed to ensure genuine carbon reductions.
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Water pollution
Aviation activities have a significant impact on water pollution. Airports, in particular, are a major contributor to water pollution due to their extensive handling of jet fuel, lubricants, and other chemicals. Chemical spills from airports can contaminate nearby water bodies if not properly contained and managed. This includes de-icing fluids used in cold weather, which often contain ethylene glycol or propylene glycol. These chemicals can run off into nearby streams, rivers, or coastal waters, posing a significant threat to aquatic ecosystems and drinking water sources.
The use of jet fuel and de-icing chemicals is not limited to airports but is also prevalent in aircraft operations. During flight, aircraft discharge substances such as de-icing chemicals, fuel, and lubricants, which can contaminate water bodies below. This form of pollution not only affects marine life but also poses risks to human health, emphasizing the critical importance of stringent environmental guidelines and treatment solutions.
Furthermore, water pollution from aviation contributes to the growing issue of ocean acidification. Oceans absorb a significant portion of carbon pollution from burning fossil fuels, leading to increased acidity. This process negatively impacts shellfish and coral, making it more challenging for them to build shells and potentially affecting the nervous systems of various marine species.
To mitigate water pollution from aviation, several measures can be implemented. Airports can invest in spill containment structures, such as vacuum trucks, portable berms, and absorbents, to prevent and manage chemical spills effectively. Additionally, the development and utilization of clean fuels, such as aviation biofuel, can play a crucial role in reducing water pollution. By optimizing air traffic control and flight routes, the non-CO2 effects of aviation on climate change, including water pollution, can be minimized.
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Noise pollution
Aircraft noise pollution refers to the noise produced by aircraft in flight and on the ground. The majority of engine noise heard is due to jet noise, although high bypass-ratio turbofans do have considerable fan noise. Jet noise occurs when the high-velocity jet leaving the back of the engine has an inherent shear layer instability (if not thick enough) and rolls up into ring vortices. The noise produced by propeller aircraft is mostly of aerodynamic origin due to the flow of air around the blades. Helicopter rotors also give rise to aerodynamic noise, which is mostly low-frequency noise determined by the rotor speed.
Aircraft noise pollution has been associated with several negative health effects, including sleep disorders and cardiovascular disorders. A large-scale statistical analysis of the health effects of aircraft noise was conducted in the late 2000s by Bernhard Greiser for Germany's central environmental office. The health data of over one million residents around Cologne Airport were analysed for health effects correlating with aircraft noise. The study found that aircraft noise exposure was associated with increased mortality from myocardial infarction.
Aircraft noise pollution can also impact children's education and cognitive development. A 5 dB increase in aircraft noise exposure was associated with a two-month delay in reading age in the UK and a one-month delay in the Netherlands. These effects were not explained by air pollution. Governments have enacted extensive controls that apply to aircraft designers, manufacturers, and operators to mitigate the impact of aircraft noise pollution.
One method to reduce noise pollution is the Continuous Descent Approach (CDA), which is quieter as less noise is produced while the engines are near idle power. CDA can reduce noise on the ground by 1–5 dB per flight.
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Ozone and ultrafine particles
Aviation activities emit ozone and ultrafine particles, which are health hazards. Ozone is a respiratory health hazard, causing an estimated 6,800 premature deaths per year. Aircraft engines emit ultrafine particles (UFPs) in and near airports, as does ground support equipment. During takeoff, 3 to 50 × 10^15 particles were measured per kg of fuel burned, while significant differences were observed depending on the engine. Other estimates include 4 to 200 × 10^15 particles for 0.1–0.7 grams, or 14 to 710 × 10^15 particles, or 0.1–10 × 10^15 black carbon particles for 0.046–0.941 grams. Ultrafine particles have been shown to infiltrate indoor spaces near airports, increasing indoor particle concentrations.
Ozone concentrations are higher at high altitudes, and the adverse effects of ozone on air quality, human perception, and health may be more pronounced in aircraft cabins. Several symptoms have been associated with elevated ozone concentrations, including dry mouth or lips (26%), dry eyes (22.1%), and nasal stuffiness (18.9%). 46% of passengers reported at least one symptom related to the eyes or mouth, and a third reported at least one upper respiratory symptom. A concentration-response relationship was observed for nasal stuffiness and eye and upper respiratory symptom indicators. Average ozone levels, as opposed to peak concentrations, exhibited slightly weaker associations. Medium and long-duration flights were significantly associated with more symptoms compared to short flights.
NOx emissions favor ozone (O3) formation in the upper troposphere. At altitudes from 8 to 13 km (26,000 to 43,000 ft), NOx emissions result in greater concentrations of O3 than surface emissions, and these, in turn, have a greater global warming effect. The effect of O3 surface concentrations is regional and local, but it becomes well-mixed globally at mid and upper tropospheric levels. NOx emissions also reduce ambient levels of methane, another greenhouse gas, resulting in a climate cooling effect, though this does not offset the O3-forming effect.
Aircraft sulfur and water emissions in the stratosphere tend to deplete O3, partially offsetting the NOx-induced O3 increases, although these effects have not been quantified. Soot particles are large enough to serve as condensation nuclei and are thought to cause the most contrail formation. Soot production may be decreased by reducing the aromatic compounds in jet fuel. Contrails and cirrus clouds evolving from particles may have a greater radiative forcing effect than CO2 emissions.
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Nitrogen oxides and other non-CO2 emissions
Aircraft engines produce gases, noise, and particulates from fossil fuel combustion, which has raised environmental concerns over their global effects and their effects on local air quality. Jet airliners contribute to climate change by emitting carbon dioxide (CO2), nitrogen oxides, contrails, and other non-CO2 emissions.
Nitrogen oxides (NOx) are emitted as a result of jet kerosene combustion in airplanes. NOx affects the atmospheric concentrations of two other greenhouse gases: methane (CH4) and ozone (O3). CH4 remains in the atmosphere for at least 10 years, while O3 remains for 2-8 weeks. The formation of O3 by aircraft is similar to the formation of smog by road traffic, but due to increased UV radiation at high altitudes, O3 is formed more effectively. NOx emissions also reduce ambient levels of CH4, resulting in a climate cooling effect, though not offsetting the O3-forming effect.
The AERONOX project investigated the emissions of NOx from aircraft engines and global air traffic at cruising altitudes, the resultant increase in NOx concentrations, and the effects on the composition of the atmosphere, particularly with respect to ozone formation in the upper troposphere and lower stratosphere. NOx emissions in the tropopause favor O3 formation in the upper troposphere, and at altitudes from 8 to 13 km (26,000 to 43,000 ft), NOx emissions result in greater concentrations of O3 than surface NOx emissions, contributing to a greater global warming effect.
To reduce the impact of NOx and other non-CO2 emissions, airplanes can use clean fuels to reduce the amount of pollutants released into the air. Additionally, aviation biofuel, emissions trading, and carbon offsetting can help lower CO2 emissions. Electric aircraft operations, such as hydrogen or electric planes, can also help decrease aviation emissions, but they require significant funding to become widely available.
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Frequently asked questions
Planes create air pollution, including ozone and fine particulate matter or soot, which is responsible for an estimated 16,000 premature deaths per year. They also emit CO2, contributing to global warming and climate change.
Non-CO2 emissions from planes include nitrogen oxides (NOx), water vapour, and sulfate aerosols. These emissions have a warming effect on the atmosphere and contribute to climate change.
Air travel contributes significantly to global climate change due to the large amount of fossil fuel combustion. In 2019, aviation accounted for about 2.5% of global CO2 emissions, and this number is expected to grow.
Aviation emissions can be reduced by improving fuel efficiency, transitioning to electric or biofuel aircraft, optimising flight routes, and reducing corporate and individual air travel.
Yes, a first-class ticket on a long-haul flight emits, on average, four times as much as an economy seat on the same plane. This is because first-class seats take up more space and weight, and there are often more empty seats in first and business class.
