航线网络碳排放模型及外部性要素分析

doi:10.11867/j.issn.1001-8166.2018.01.0103

地球科学进展 ›› 2018, Vol. 33 ›› Issue (1): 103 -111. doi: 10.11867/j.issn.1001-8166.2018.01.0103

全球变化研究上一篇

航线网络碳排放模型及外部性要素分析

赵燕慧 ¹(

), 路紫 ^2, ^*(

)

1.河北师范大学资源与环境科学学院,河北石家庄 050024
2.河北师范大学旅游学院,河北石家庄 050024

收稿日期:2017-05-09 修回日期:2017-12-11 出版日期:2018-01-10
通讯作者: 路紫 E-mail:yvonne0866@163.com;luzi1960@126.com
基金资助:
国家自然科学基金项目“数据通信支持的空域资源配置模型与机制”(编号:41671121)资助

Airline Network Carbon Emission Model and the Analysis of External Factors

Yanhui Zhao ¹( ), Zi Lu ^2, ^*( )

1.School of Resource and Environment Sciences, Hebei Normal University, Shijiazhuang 050024, China
2.School of Tourism, Hebei Normal University, Shijiazhuang 050024, China

Received:2017-05-09 Revised:2017-12-11 Online:2018-01-10 Published:2018-03-06
Contact: Zi Lu E-mail:yvonne0866@163.com;luzi1960@126.com
About author:
First author:Zhao Yanhui(1990-), female, Zhangjiakou City, Hebei Province, Master student. Research areas include regional development and airspace scientific.E-mail:yvonne0866@163.com
Supported by:
Project supported by the National Naturdl Science Foundation of China “The model and mechanisms of airspace configuration supported by data communication”(No.41671121)

全文 ( 9 ) 下载PDF ( 829 )

面对低碳航空发展态势给航空业带来的巨大挑战以及减排机制的转变,基于外部性视角,首先介绍并分析了航线网络模式影响航空碳排放环境损害的一般模型与碳排放环境损害要素的确定以及灵敏度分析方法的应用,然后系统总结了航线网络碳排放外部性要素——飞行操作阶段(着陆/起飞阶段与巡航阶段)、扇区飞行距离、航线类型、终端区近地空域的影响。现有研究表明:2类航线网络模式碳排放环境损害的方式和规模不同,城市对模式低于中心—辐射模式;航空碳排放环境损害是以上4个要素共同作用形成的,并与机型、航空公司类型等相联系。枢纽机场愈益严重的碳排放环境损害引发了对中心—辐射航线网络模式选择的质疑,当然,基于低碳经济对航线网络模式提出选择与调整的建议也需要考虑腹地市场问题。

关键词: 航线网络, 碳排放, 城市对, 中心—辐射, 外部性

In the face of the challenges posed by low-carbon aviation development to the aviation industry and the transformation of the emission reduction mechanism, based on the external perspective, firstly, the general expression of the environment damage model of aviation carbon emission and the element about the damage factors of carbon emission environment and the application of sensitivity analysis method were introduced and analyzed. Then, the external factors of carbon emissions in the airline network were analyzed systematically—The influence of the flight operation stage (LTO phase and cruise phase), the sector distance, the flight type and the terminal area airspace. The existing research showed that the two types of airline network model about the environment damage of aviation carbon emission were in different ways and sizes, and the city-pairs was lower than the hub-spoke; the environment damage of aviation carbon emission was the formation of the above four elements with the aircraft type and airline type. The hub airport’s carbon emissions triggered a challenge to the hub-spoke airline network model. In the low-carbon economy, corresponding suggestions on the airline network model were also faced with the hinterland market.

Key words: Airline network, Carbon emission, City-pairs, Hub-spoke, External factors.

中图分类号:

P963

表1 GLA-CHI的环境成本测算关系表(据参考文献[11]修改)

Table 1 GLA-CHI environmental cost calculation relationship (modified after reference[11])

航线网络类型	座位/航班	座位总数	LTO CO₂排放成本 /(货币量/天)	巡航CO₂排放成本 /(货币量/天)
城市对
(+) B767-300	210	210	1 240	7 000
净增座位^a		210
中心—辐射^b
每日增加3班较大型飞机,GLA-LHR
(+) A321-200	195	585	+1 936	+1 282
每日减少3班较小型飞机
(-) B737-700	126	378	-1 345	-1 039
净增座位^b	207
每日增加2班较大型飞机,LHR-CHI
(+) B747-400	392	784	+5 130	+28 831
每日减少2班较小型飞机
(-) B777-200	300	600	-3 351	-19 209
净增座位^c		184
环境总成本净值			2 370	9 866

表1 GLA-CHI的环境成本测算关系表(据参考文献[11]修改)

Table 1 GLA-CHI environmental cost calculation relationship (modified after reference[11])

航线网络类型	座位/航班	座位总数	LTO CO₂排放成本 /(货币量/天)	巡航CO₂排放成本 /(货币量/天)
城市对
(+) B767-300	210	210	1 240	7 000
净增座位^a		210
中心—辐射^b
每日增加3班较大型飞机,GLA-LHR
(+) A321-200	195	585	+1 936	+1 282
每日减少3班较小型飞机
(-) B737-700	126	378	-1 345	-1 039
净增座位^b	207
每日增加2班较大型飞机,LHR-CHI
(+) B747-400	392	784	+5 130	+28 831
每日减少2班较小型飞机
(-) B777-200	300	600	-3 351	-19 209
净增座位^c		184
环境总成本净值			2 370	9 866

表2 飞机类型的废气污染物排放环境损害(欧元/航班)(据参考文献[11]修改)

Table 2 Environmental impact of air pollutant emissions from aircraft types €/flight)(modified after reference[11])

飞机类型	代表机型	LTO	分级	30 min巡航	分级	LTO+巡航	分级
1	CRJ	79	<100	61	<100	140	100~200
2	B737-700	224	200~300	130	100~200	354	300~400
3	A321	323	300~400	160	100~200	483	400~500
4	B767-300	620	600~700	263	200~300	883	800~900
5	B777-300	838	800~900	335	300~400	1 173	1 100~1 200
6	B747-400	1 283	1 200~1 300	503	>500	1 785	1 700~1 800
7	B747-100/300	1 455	>1400	541	>500	1 996	>1 900
8	B727Q	220	200~300	234	200~300	454	400~500

表2 飞机类型的废气污染物排放环境损害(欧元/航班)(据参考文献[11]修改)

Table 2 Environmental impact of air pollutant emissions from aircraft types €/flight)(modified after reference[11])

飞机类型	代表机型	LTO	分级	30 min巡航	分级	LTO+巡航	分级
1	CRJ	79	<100	61	<100	140	100~200
2	B737-700	224	200~300	130	100~200	354	300~400
3	A321	323	300~400	160	100~200	483	400~500
4	B767-300	620	600~700	263	200~300	883	800~900
5	B777-300	838	800~900	335	300~400	1 173	1 100~1 200
6	B747-400	1 283	1 200~1 300	503	>500	1 785	1 700~1 800
7	B747-100/300	1 455	>1400	541	>500	1 996	>1 900
8	B727Q	220	200~300	234	200~300	454	400~500

表3 DEFRA的研究报告(据参考文献[29]修改)

Table 3 The research of DEFRA(modified after reference[29])

航线类型	CO₂排放量 /(C g/pkm)	计算假设	平均距离 /km	路线
国内	158.0	65%负载系数78座Dash-8 Q400,139座B737-400	463	伦敦—苏格兰
国际短途	130.4	65%负载系数139座	1 108	英国—欧洲中部
国际长途	105.6	79.7%负载系数 346个座位 B747-400 261个座位 B767-300ER	6 482	英国—美国东海岸

表3 DEFRA的研究报告(据参考文献[29]修改)

Table 3 The research of DEFRA(modified after reference[29])

航线类型	CO₂排放量 /(C g/pkm)	计算假设	平均距离 /km	路线
国内	158.0	65%负载系数78座Dash-8 Q400,139座B737-400	463	伦敦—苏格兰
国际短途	130.4	65%负载系数139座	1 108	英国—欧洲中部
国际长途	105.6	79.7%负载系数 346个座位 B747-400 261个座位 B767-300ER	6 482	英国—美国东海岸

表4 CE Delft的研究报告

Table 4 The research of CE Delft

航线类型	CO₂/kg	CO₂排放量 /(C g/pkm)	计算假设	示例路线
短途	8 024	175	70%负载系数/150个座位空客A320 平均距离:480 km	阿姆斯特丹(AMS)—巴黎 (PAR)
中程	15 793	107	70%负载系数/150个座位波音737-400 平均距离:1 402 km	慕尼黑(MUC)—帕尔马(PMF)
长途	157 033	103	70%负载系数/340个座位波音777 平均距离:6 404 km	伦敦(LHR)—纽瓦克(EWR)

表4 CE Delft的研究报告

Table 4 The research of CE Delft

航线类型	CO₂/kg	CO₂排放量 /(C g/pkm)	计算假设	示例路线
短途	8 024	175	70%负载系数/150个座位空客A320 平均距离:480 km	阿姆斯特丹(AMS)—巴黎 (PAR)
中程	15 793	107	70%负载系数/150个座位波音737-400 平均距离:1 402 km	慕尼黑(MUC)—帕尔马(PMF)
长途	157 033	103	70%负载系数/340个座位波音777 平均距离:6 404 km	伦敦(LHR)—纽瓦克(EWR)

图1 各种机型随距离的碳排放变化示意图(据参考文献[18]修改)

Fig.1 Various aircraft models with the distance of carbon emissions(modified after reference[18])

图2 不同航线类型在扇区飞行距离上的平均碳排放(据参考文献[18]修改)

Fig.2 The average carbon emissions of the different airlines at the sector distance(modified after reference[18])

表5 城市区与非城市区废气污染物的环境影响比较(货币量/单位重量) ^[35]

Table 5 Environmental impact of exhaust pollutants in different types of region €/kg) ^[35]

污染物	平均	非城市区	城市区
HC	4.47	2.7~5.0	2.7~8.9
CO	0.08	0.01~0.19
NOx	10.05	4~13	7~25
PM	167.57	18~200	85~2 000
SO₂	6.70	3.0~8.5	3.0~50.0
CO₂	0.03	0.01~0.04

表5 城市区与非城市区废气污染物的环境影响比较(货币量/单位重量) ^[35]

Table 5 Environmental impact of exhaust pollutants in different types of region €/kg) ^[35]

污染物	平均	非城市区	城市区
HC	4.47	2.7~5.0	2.7~8.9
CO	0.08	0.01~0.19
NOx	10.05	4~13	7~25
PM	167.57	18~200	85~2 000
SO₂	6.70	3.0~8.5	3.0~50.0
CO₂	0.03	0.01~0.04

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