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1
The statements contained herein are based on good faith assumptionsand are provided for general information purposes only.
These statements do not constitute an offer, promise, warranty or guarantee of performance.Actual results may vary depending on certain events or conditions.
This document should not be used or relied upon for any purpose other than that intended by Boeing.
• Aviation is highly visible. It only contributes 2% of the world’s CO2 output, but because it is poised for growth it is an “easy target”.
• The introduction of new technologies today will only begin to reduce the CO2 footprint of the world fleet many years in the future, because of the fleet size.
• Those technologies that reduce CO2 emissions may increase otheremissions such as community noise.
• The European ACARE targets set for industry are difficult to achieve, but might not be enough if political pressure grows.
How can we most effectively minimize aviation’s impact on the environment – specifically CO2
emissions?
Our strategy for creating a better future1 Focusing on a Clear Vision
• Technology unlocks the future• CO2 and fuel are the priority• System efficiency is essential• A global approach involves and benefits everyone
2 Achieving Specific Metrics and Milestones• Pioneer new technologies• Relentlessly pursue manufacturing and lifecycle improvements• Create progressive new products and services• Improve performance of worldwide fleet operations
3 Delivering Global Aviation Industry Leadership• Continually work together with the industry to promote effective global public
Priority technology research for alternative fuels
Demonstrating alternative, low-carbon lifecycle fuelsConducting the first biofuel demonstration on a commercial airplane
Researching potential of future environmentally progressive fuelsPlants, including algae, could supply fuel for the world’s airplane fleet while absorbing CO2 from the atmosphere
Accelerating deployment of viable sustainable alternative low carbon lifecycle fuelsInitiated industry working group to facilitate alternative fuel research
Wherever it is emitted, CO2 mixes throughout the atmosphere, where it remains for approximately 100 years. And, regardless of where it is absorbed from the atmosphere, the entire world benefits from the reduction.
Fuel performance challenges:Freezing pointHigh temperature thermal stabilityEnergy densityStorage stabilityElastomeric compatibilityMust be a “drop-in” solution
Aviation is one of the most efficient modes of transportation
2.3 – 3.6Liters
787
3-class, high density
3-class, low density
• Computed per 100 passenger kilometers, assuming average modal load factors (1.6 passengers for SUV and cars), aggregate average for rail• CO2 generated by each transportation mode converted to equivalent liters of diesel for comparative purposes.
Aviation is one of the most efficient modes of transportation
61 – 95g CO2/pkm
787
3-class, high density
3-class, low density
• Equivalent grams CO2 / passenger kilometers, assuming average modal load factors (1.6 passengers for SUV and cars, 70% for low density 787 and 90% for high density 787, aggregate rail average).
• UK National rail: DfT Network Modelling Framework (NMF) Environmental ModelCO2/fuel consumption and DfT rail statistics for 05/06
Using typical load factors, aviation is even more efficient
2.3 – 3.6Liters
787
3-class, high density
3-class, low density
7.0Liters
SUV
3.1 – 4.3Liters
Car
Petrol Sedan
Small diesel car
Train
1.5 – 4.3Liters
• Computed per 100 passenger kilometers, assuming average modal load factors (1.6 passengers for SUV and cars, 38.7% for German diesel train, 70% for low density 787, 90% for high density 787 and 47.6% for electric trains). Load factor not available for U.S. train and based on total system wide energy consumption and passengers carried in 2000.
• CO2 generated by each transportation mode converted to equivalent liters of diesel for comparative purposes.• Electric trains are assumed to have typical electricity generation factors, reflecting a mix of fossil fuels, nuclear and hydroelectric sources.
Current production airliners surpass future EU automotive emission objective
87 – 100g CO2/pkm
747-400ER
130 g CO2/km
EU Objective
100% load factor(4 occupants)
equiv. to 33 g/km
69 – 80g CO2/pkm
777-300ER
85% load factor
100% load factor
81 – 94g CO2/pkm
737-700
100% load factor100% load factor
85% load factor85% load factor
25% load factor(driver)
40% load factor (1.6 occupant avg.)**
EU future new car fleet avg.*
As specified, the future EU automotive standard is not defined on a per-occupant basis, so interpret 130 g / km applied to a four-passenger vehicle, having a load factor of 25% - the driver.*130 g CO2/km for the average new car fleet by means of improvements in vehicle motor technology (http://eur-lex.europa.eu/LexUriServ/site/en/com/2007/com2007_0019en01.pdf)**Ref. European Environmental Agency (http://reports.eea.europa.eu/eea_report_2006_3/en/term_2005.pdf)
Current production airliners surpass future EU automotive emission objective
• Mission lengths: 747-400ER (6000 nm), 737-800 (500 nm), 777-300ER (3000 nm).• As specified, the future EU automotive standard is not defined on a per-occupant basis, so interpret 120 g / km applied to a four-passenger vehicle, having a load factor of 25% - the driver.* 120 g CO2/km for the average new car fleet by means of improvements in vehicle systems and biofuel (http://eur-lex.europa.eu/LexUriServ/site/en/com/2007/com2007_0019en01.pdf)
• Boeing is investing its own money to develop technologies for more efficient commercial airplanes.
• Boeing is partnering to help focus the one trillion dollars in technology spending around the world towards technologies for the environment.
• Boeing has positioned a technology director in Berlin to develop plans for partnering with German industry on technology develop, with an emphasis on environmental topics.