This document analyzes the potential for aviation biofuels based on Canadian transoceanic commercial flights in 2015. It lists destinations and their associated CO2 emissions from various Canadian airports. Toronto emitted the most at 55% of emissions, followed by Vancouver at 20%. The document also notes Air Canada's first biofuel flight in 2012 and identifies feedstock and technology options for aviation biofuels in Canada.
Guidance Document EWPs with Outriggers on Inclines NEW - Nov 2015Craig Ihde
This guidance document outlines the risks of operating scissor lifts and other mobile elevating work platforms (MEWPs) with outriggers on inclines. Positioning outrigger footplates on ramps and slopes can cause the MEWP to slide down the incline. The document provides recommendations to avoid this, including not exceeding the gradeability rating, placing braked wheels up the incline, and ensuring outriggers are lowered only onto firm, level surfaces capable of supporting the weight. A competent person must assess slope and surface conditions before setting up any MEWP on an incline.
Toma de decisiones en una institución educativa - Crisya Ortega - Vicente Orz...'Crisya Ortega
Este documento analiza los diferentes escenarios de toma de decisiones (certeza, riesgo e incertidumbre) en una institución educativa. Presenta casos de estudio de una escuela en Monagas sobre el control de asistencia docente, problemas técnicos en centros de informática y violencia estudiantil, y explica cómo cada situación corresponde a un escenario diferente. Concluye que los problemas en una escuela pueden requerir decisiones en distintos escenarios y que las mismas técnicas usadas en empresas también se pueden aplicar en instituciones
1. Siempre use ropa de protección como un delantal y zapatos fuertes cuando trabaje en el taller. 2. Ate el pelo largo y use gafas protectoras cuando sea necesario. 3. Nunca trabaje solo en el taller, escuche atentamente las instrucciones del profesor y aprenda la ubicación del botón de emergencia.
Guidance Document EWPs with Outriggers on Inclines NEW - Nov 2015Craig Ihde
This guidance document outlines the risks of operating scissor lifts and other mobile elevating work platforms (MEWPs) with outriggers on inclines. Positioning outrigger footplates on ramps and slopes can cause the MEWP to slide down the incline. The document provides recommendations to avoid this, including not exceeding the gradeability rating, placing braked wheels up the incline, and ensuring outriggers are lowered only onto firm, level surfaces capable of supporting the weight. A competent person must assess slope and surface conditions before setting up any MEWP on an incline.
Toma de decisiones en una institución educativa - Crisya Ortega - Vicente Orz...'Crisya Ortega
Este documento analiza los diferentes escenarios de toma de decisiones (certeza, riesgo e incertidumbre) en una institución educativa. Presenta casos de estudio de una escuela en Monagas sobre el control de asistencia docente, problemas técnicos en centros de informática y violencia estudiantil, y explica cómo cada situación corresponde a un escenario diferente. Concluye que los problemas en una escuela pueden requerir decisiones en distintos escenarios y que las mismas técnicas usadas en empresas también se pueden aplicar en instituciones
1. Siempre use ropa de protección como un delantal y zapatos fuertes cuando trabaje en el taller. 2. Ate el pelo largo y use gafas protectoras cuando sea necesario. 3. Nunca trabaje solo en el taller, escuche atentamente las instrucciones del profesor y aprenda la ubicación del botón de emergencia.
1. The document discusses CO2 regulation in Europe, focusing on trends in CO2 emissions, fuels, and the transportation sector. It analyzes emissions data and trends over time in Europe, China, India, and other regions.
2. Key points include that global CO2 emissions are increasing, driven mainly by growth in Asia, while emissions are declining only in Europe. European regulations now have relatively little influence on growing global emissions.
3. Transportation accounts for about a quarter of EU emissions, with passenger cars responsible for nearly half of transportation emissions. The share from cars is declining while other modes, like aviation, are growing.
Why we need to fly less: aviation, carbon offsets and climate changeJohn Englart
Aviation emissions are rising, flight ticket prices don't reflect the climate impacts of flying, the ICAO carbon offsets scheme is insufficient to meet the 2 degree temperature goal set by the Paris Agreement at COP21. The Aviation industry needs to consider demand management to reduce emissions in accordance with the Paris Accord targets..
- The document discusses climate change and the challenges it poses globally, including rising populations, urbanization, energy consumption, and greenhouse gas emissions.
- It provides data on topics like population growth, energy use by fuel type in various regions, cumulative emissions by country and continent, and the carbon intensity of economic activity.
- The document advocates for solutions like carbon capture and storage from coal-fired power plants to significantly reduce CO2 emissions and help address climate change while still utilizing coal resources.
The document discusses CO2 regulation in Europe across multiple sectors. It provides an overview of key megatrends related to CO2 emissions, including that global emissions are increasing significantly due to growth in Asia while declining in Europe. It also discusses trends in fuels, noting the EU's high dependence on fuel imports and how fracking in the US has impacted oil and gas prices and production.
The Role of Airports in Addressing Carbon TargetsWSP
This document summarizes carbon management approaches for airports and case studies on Manchester Airport's progress in addressing carbon targets. It discusses international carbon policies affecting airports, carbon trading and pricing mechanisms, and the Airport Carbon Accreditation scheme. It provides details on Manchester Airport's commitment to carbon neutrality, achievements in reducing emissions, and strategies for engaging stakeholders and unlocking future opportunities in renewable energy and low-carbon technologies.
Aviation carbon footprint of global scheduled international passenger flights...Dave Southgate
This book describes the carbon footprint of global international aircraft operations in 2012. It contains a large number of graphics and tables which are designed to make the data readily accessible to the reader.
This document discusses carbon neutral growth from an aviation industry and government perspective. It establishes the concepts of carbon neutral growth, sectoral approaches, and the aviation industry's four pillar approach to achieving carbon neutral growth from 2020. The four pillars are technology, operations, infrastructure improvements, and economic measures. The aviation industry, through organizations like IATA and ICAO, have agreed to targets of carbon neutral growth from 2020, an average 1.5% annual fuel efficiency improvement, and a 50% reduction in CO2 emissions by 2050 compared to 2005 levels. A global sectoral approach using economic measures is part of the fourth pillar to help close the emissions gap.
This document discusses energy efficient ship operation and reducing greenhouse gas emissions from international shipping. It provides background on global population growth, climate change due to greenhouse gases, and the UN Framework Convention on Climate Change. It also discusses the role of international shipping in global trade and greenhouse gas emissions. The document outlines IMO regulations for improving ship energy efficiency, including the EEDI, SEEMP and DCS requirements. It examines technical and operational measures to reduce emissions from ships.
This document discusses energy conservation in air transport. It notes that while air transport is growing rapidly, it faces challenges from its environmental impact and dependence on energy. The sector accounts for a significant and growing portion of global energy use and greenhouse gas emissions. Efforts have been made across the industry to improve efficiency through technology, operations and infrastructure in order to reduce costs, energy usage and emissions. The document provides statistics on current and projected global energy use and emissions from air transport.
The challenge of reduction of the climate impact by the shipping industry cannot be achieved merely by the adoption of expensive technical measures (EEDI); instead, requires introduction of various effective operational measure in addition. The most cost-efficient route of CO2 emission reduction by the shipping industry will be through increased energy efficiency.
Analysis of Emission from Petrol Vehicles in the Koforidua Municipality, GhanaIJERA Editor
Koforidua has seen its fair share in the increase in the number of cars on its roads over the past decade. This has resulted in progressive increase in traffic congestion on the roads and could lead to deterioration in the air quality. Exhaust gas emissions from a total of 104 vehicles were tested with an exhaust gas analyzer. Hydrocarbons (HC), Carbon dioxide (CO2) and Carbon monoxide (CO) were measured and compared with EU standards for gasoline vehicles and Auto Data Technical information. A series of algorithms developed using Microsoft Excel Spread Sheet were used to analyze the data collected. Out of the total number of cars tested, 74 and 80 cars passed the HC and CO tests respectively. 10 cars out of the total were rated as good under CO2 test. In total, 69.5% of the cars tested passed the various tests conducted and about 73 cars representing 70.2% of the cars tested were over 10 years and the emission standards for those years were flexible.
The document discusses aviation and the environment. It covers topics like aviation growth and its environmental impact, research strategies to address this impact through technologies like alternative fuels and more efficient aircraft and engines. Regulatory measures are also discussed, like the European Emissions Trading Scheme. The challenges of training for "green operations" with more complex procedures and automated systems are summarized at the end.
Mobility & Climate : Eco-metrics to reduce of Carbone Dioxide. Seock-Jin HONG, Professor of Supply Chain and Transport, Kedge School in Bordeaux
For the second year, the EIGSI General Engineering School organizes in La Rochelle, France, a high quality forum focused on interregional mobility in the Atlantic Area.
La Rochelle Mobility Forum is part of a 4 high quality forum cycle. Climatlantic is a project co‐funded by INTERREG IVB ATLANTIC AREA Programme,aimed at developing an Atlantic Strategic Agenda for Sustainable Urban Development and the reduction of the Carbon Footprint covering four main pillars: mobility, energy, territorial management and social behavior.
POV - Climate change solution for the airline industrySonata Software
The document discusses how the global airline industry is exploring ways to reduce carbon emissions and is vulnerable to climate change regulations. While aviation only accounts for 2-3% of total greenhouse gas emissions, its impact is estimated to be 2-4 times greater due to emissions at high altitudes. The UN has urged international organizations to agree on managing airline emissions. The document outlines strategies airlines could adopt under four pillars: technology, infrastructure, operations, and carbon offset programs. It also discusses the EU's emissions trading scheme and how Sonata can provide IT solutions to help airlines track and report emission data needed to comply with regulations.
Green hydrogen trade from North Africa to Europe: optional long-term scenario...IEA-ETSAP
Green hydrogen trade from North Africa to Europe: optional long-term scenarios with the JRC-EU-TIMES model
Ms. Maria Cristina Pinto, RSE - Ricerca sul Sistema Energetico, Italy
Ms. Maria Cristina Pinto, RSE - Ricerca sul Sistema Energetico, Italy
16–17th november 2023, Turin, Italy, etsap meeting, etsap winter workshop, semi-annual meeting, november 2023, Politecnico di Torino Lingotto, Torino
Unlocking Fuel Saving Technologies in Trucking and Fleets (Carbon War Room)_0Jeff Hamilton
This document discusses opportunities for reducing fuel consumption and greenhouse gas emissions in the trucking and commercial vehicle sector through the adoption of proven efficiency technologies. It finds that if the Class 8 commercial vehicle fleet in the United States adopted just seven technologies, including improvements to aerodynamics, anti-idling devices, tires, transmissions, and routing, it could prevent the emission of 624 million tons of CO2 by 2022 while saving $26,400 per truck on average. Overcoming barriers like access to capital, split incentives between owners and operators, and lack of information will be important to drive widespread adoption of these economically beneficial technologies.
1. The document discusses CO2 regulation in Europe, focusing on trends in CO2 emissions, fuels, and the transportation sector. It analyzes emissions data and trends over time in Europe, China, India, and other regions.
2. Key points include that global CO2 emissions are increasing, driven mainly by growth in Asia, while emissions are declining only in Europe. European regulations now have relatively little influence on growing global emissions.
3. Transportation accounts for about a quarter of EU emissions, with passenger cars responsible for nearly half of transportation emissions. The share from cars is declining while other modes, like aviation, are growing.
Why we need to fly less: aviation, carbon offsets and climate changeJohn Englart
Aviation emissions are rising, flight ticket prices don't reflect the climate impacts of flying, the ICAO carbon offsets scheme is insufficient to meet the 2 degree temperature goal set by the Paris Agreement at COP21. The Aviation industry needs to consider demand management to reduce emissions in accordance with the Paris Accord targets..
- The document discusses climate change and the challenges it poses globally, including rising populations, urbanization, energy consumption, and greenhouse gas emissions.
- It provides data on topics like population growth, energy use by fuel type in various regions, cumulative emissions by country and continent, and the carbon intensity of economic activity.
- The document advocates for solutions like carbon capture and storage from coal-fired power plants to significantly reduce CO2 emissions and help address climate change while still utilizing coal resources.
The document discusses CO2 regulation in Europe across multiple sectors. It provides an overview of key megatrends related to CO2 emissions, including that global emissions are increasing significantly due to growth in Asia while declining in Europe. It also discusses trends in fuels, noting the EU's high dependence on fuel imports and how fracking in the US has impacted oil and gas prices and production.
The Role of Airports in Addressing Carbon TargetsWSP
This document summarizes carbon management approaches for airports and case studies on Manchester Airport's progress in addressing carbon targets. It discusses international carbon policies affecting airports, carbon trading and pricing mechanisms, and the Airport Carbon Accreditation scheme. It provides details on Manchester Airport's commitment to carbon neutrality, achievements in reducing emissions, and strategies for engaging stakeholders and unlocking future opportunities in renewable energy and low-carbon technologies.
Aviation carbon footprint of global scheduled international passenger flights...Dave Southgate
This book describes the carbon footprint of global international aircraft operations in 2012. It contains a large number of graphics and tables which are designed to make the data readily accessible to the reader.
This document discusses carbon neutral growth from an aviation industry and government perspective. It establishes the concepts of carbon neutral growth, sectoral approaches, and the aviation industry's four pillar approach to achieving carbon neutral growth from 2020. The four pillars are technology, operations, infrastructure improvements, and economic measures. The aviation industry, through organizations like IATA and ICAO, have agreed to targets of carbon neutral growth from 2020, an average 1.5% annual fuel efficiency improvement, and a 50% reduction in CO2 emissions by 2050 compared to 2005 levels. A global sectoral approach using economic measures is part of the fourth pillar to help close the emissions gap.
This document discusses energy efficient ship operation and reducing greenhouse gas emissions from international shipping. It provides background on global population growth, climate change due to greenhouse gases, and the UN Framework Convention on Climate Change. It also discusses the role of international shipping in global trade and greenhouse gas emissions. The document outlines IMO regulations for improving ship energy efficiency, including the EEDI, SEEMP and DCS requirements. It examines technical and operational measures to reduce emissions from ships.
This document discusses energy conservation in air transport. It notes that while air transport is growing rapidly, it faces challenges from its environmental impact and dependence on energy. The sector accounts for a significant and growing portion of global energy use and greenhouse gas emissions. Efforts have been made across the industry to improve efficiency through technology, operations and infrastructure in order to reduce costs, energy usage and emissions. The document provides statistics on current and projected global energy use and emissions from air transport.
The challenge of reduction of the climate impact by the shipping industry cannot be achieved merely by the adoption of expensive technical measures (EEDI); instead, requires introduction of various effective operational measure in addition. The most cost-efficient route of CO2 emission reduction by the shipping industry will be through increased energy efficiency.
Analysis of Emission from Petrol Vehicles in the Koforidua Municipality, GhanaIJERA Editor
Koforidua has seen its fair share in the increase in the number of cars on its roads over the past decade. This has resulted in progressive increase in traffic congestion on the roads and could lead to deterioration in the air quality. Exhaust gas emissions from a total of 104 vehicles were tested with an exhaust gas analyzer. Hydrocarbons (HC), Carbon dioxide (CO2) and Carbon monoxide (CO) were measured and compared with EU standards for gasoline vehicles and Auto Data Technical information. A series of algorithms developed using Microsoft Excel Spread Sheet were used to analyze the data collected. Out of the total number of cars tested, 74 and 80 cars passed the HC and CO tests respectively. 10 cars out of the total were rated as good under CO2 test. In total, 69.5% of the cars tested passed the various tests conducted and about 73 cars representing 70.2% of the cars tested were over 10 years and the emission standards for those years were flexible.
The document discusses aviation and the environment. It covers topics like aviation growth and its environmental impact, research strategies to address this impact through technologies like alternative fuels and more efficient aircraft and engines. Regulatory measures are also discussed, like the European Emissions Trading Scheme. The challenges of training for "green operations" with more complex procedures and automated systems are summarized at the end.
Mobility & Climate : Eco-metrics to reduce of Carbone Dioxide. Seock-Jin HONG, Professor of Supply Chain and Transport, Kedge School in Bordeaux
For the second year, the EIGSI General Engineering School organizes in La Rochelle, France, a high quality forum focused on interregional mobility in the Atlantic Area.
La Rochelle Mobility Forum is part of a 4 high quality forum cycle. Climatlantic is a project co‐funded by INTERREG IVB ATLANTIC AREA Programme,aimed at developing an Atlantic Strategic Agenda for Sustainable Urban Development and the reduction of the Carbon Footprint covering four main pillars: mobility, energy, territorial management and social behavior.
POV - Climate change solution for the airline industrySonata Software
The document discusses how the global airline industry is exploring ways to reduce carbon emissions and is vulnerable to climate change regulations. While aviation only accounts for 2-3% of total greenhouse gas emissions, its impact is estimated to be 2-4 times greater due to emissions at high altitudes. The UN has urged international organizations to agree on managing airline emissions. The document outlines strategies airlines could adopt under four pillars: technology, infrastructure, operations, and carbon offset programs. It also discusses the EU's emissions trading scheme and how Sonata can provide IT solutions to help airlines track and report emission data needed to comply with regulations.
Green hydrogen trade from North Africa to Europe: optional long-term scenario...IEA-ETSAP
Green hydrogen trade from North Africa to Europe: optional long-term scenarios with the JRC-EU-TIMES model
Ms. Maria Cristina Pinto, RSE - Ricerca sul Sistema Energetico, Italy
Ms. Maria Cristina Pinto, RSE - Ricerca sul Sistema Energetico, Italy
16–17th november 2023, Turin, Italy, etsap meeting, etsap winter workshop, semi-annual meeting, november 2023, Politecnico di Torino Lingotto, Torino
Unlocking Fuel Saving Technologies in Trucking and Fleets (Carbon War Room)_0Jeff Hamilton
This document discusses opportunities for reducing fuel consumption and greenhouse gas emissions in the trucking and commercial vehicle sector through the adoption of proven efficiency technologies. It finds that if the Class 8 commercial vehicle fleet in the United States adopted just seven technologies, including improvements to aerodynamics, anti-idling devices, tires, transmissions, and routing, it could prevent the emission of 624 million tons of CO2 by 2022 while saving $26,400 per truck on average. Overcoming barriers like access to capital, split incentives between owners and operators, and lack of information will be important to drive widespread adoption of these economically beneficial technologies.
Unlocking Fuel Saving Technologies in Trucking and Fleets (Carbon War Room)_0
Joshua Goodfield Research Poster
1. Iden%fying
poten%al
opportuni%es
for
avia%on
biofuels
based
on
Canadian
transoceanic
commercial
jet
travel
Joshua
Goodfield,
Warren
Mabee
j.goodfield@queensu.ca
warren.mabee@queensu.ca
BOG
BOGOTÁ,
COLOMBIA
(flights
from
YYZ)
165.90
METRIC
TONNES
OF
CO2e
(2015)
GRU
SÃO
PAULO,
BRAZIL
(flights
from
YYZ)
474.22
METRIC
TONNES
OF
CO2e
(2015)
LIM
LIMA,
PERU
(flights
from
YYZ)
141.57
METRIC
TONNES
OF
CO2e
(2015)
SCL
SANTIAGO,
CHILE
(flights
from
YYZ)
394.56
METRIC
TONNES
OF
CO2e
(2015)
CDG
PARIS,
FRANCE
(flights
from
YUL
and
YYZ)
752.24
METRIC
TONNES
OF
CO2e
(2015)
FCO
ROME,
ITALY
(flights
from
YYZ
and
YUL)
423.15
METRIC
TONNES
OF
CO2e
(2015)
FRA
FRANKFURT,
GERMANY
(flights
from
YOW,
YUL,
YYC,
and
YYZ)
1,691.45
METRIC
TONNES
OF
CO2e
(2015)
LHR
LONDON,
UNITED
KINGDOM
(fights
from
YEG,
YHZ,
YOW,
YUL,
YYC,
YYT,
and
YYZ)
2,812.92
METRIC
TONNES
OF
CO2e
(2015)
OTHER
EUROPE
(all
in
t
CO2e)
Munich
386.9;
Geneva
289.5;
Brussels
298.2;
Geneva
289.5;
Milan
226.8;
Dublin
214.2;
Athens
204.9;
Amsterdam
150.1;
Venice
185.4;
Zurich
144.2;
Barcelona
132.4;
Madrid
76.6;
Copenhagen
70.0;
Manchester
66.9;
Lisbon
13.7
HKG
HONG
KONG,
HONG
KONG
(flights
from
YVR
and
YYZ)
1,315.48
METRIC
TONNES
OF
CO2e
(2015)
ICN
SEOUL,
SOUTH
KOREA
(flights
from
YVR)
471.60
METRIC
TONNES
OF
CO2e
(2015)
NRT
TOKYO,
JAPAN
(flights
from
YVR,
YYC,
and
YYZ)
990.91
METRIC
TONNES
OF
CO2e
(2015)
PEK
BEIJING,
CHINA
(flights
from
YVR
and
YYZ)
1,089.42
METRIC
TONNES
OF
CO2e
(2015)
PVG
SHANGHAI,
CHINA
(flights
from
YVR
and
YYZ)
1,182.62
METRIC
TONNES
OF
CO2e
(2015)
SYD
SYDNEY,
AUSTRALIA
(flights
from
YVR)
726.35
METRIC
TONNES
OF
CO2e
(2015)
TLV
TEL
AVIV,
ISRAEL
(flights
from
YYZ)
438.08
METRIC
TONNES
OF
CO2e
(2015)
IST
ISTANBUL,
TURKEY
(flights
from
YYZ)
478.15
METRIC
TONNES
OF
CO2e
(2015)
Work
Cited:
[1]
Gegg,
P.,
Budd,
L.,
&
Ison,
S.
(2014).
The
market
development
of
aviaGon
biofuel:
Drivers
and
constraints.
Journal
of
Air
Transport
Management,
39,
34-‐40.
[2]
IATA
2013
Report
on
AlternaGve
Fuels.
(2013):
InternaGonal
Air
Transport
AssociaGon.
[3]
Sims,
R.
E.
H.,
Mabee,
W.,
Saddler,
J.
N.,
&
Taylor,
M.
(2010).
An
overview
of
second
generaGon
biofuel
technologies.
Bioresource
technology,
101(6),
1570-‐1580.
[4]
Gómez-‐Campo,
C.,
&
Prakash,
S.
(1999).
Origin
and
domesGcaGon.
Developments
in
plant
geneGcs
and
breeding,
4,
33-‐58.
[5]
Fröhlich,
A.,
&
Rice,
B.
(2005).
EvaluaGon
of
Camelina
saGva
oil
as
a
feedstock
for
biodiesel
producGon.
Industrial
Crops
and
Products,
21(1),
25-‐31.
[6]
Wood,
S.
M.,
&
Layzell,
D.
B.
(2003).
A
Canadian
biomass
inventory:
feedstocks
for
a
bio-‐based
economy.
BIOCAP
Canada
FoundaGon,
18-‐24.
[7]
Sarkar,
A.
N.
(2012).
Evolving
green
aviaGon
transport
system:
a
holisGc
approach
to
sustainable
green
market
development.
American
Journal
of
Climate
Change,
1,
169.
DISCLAIMER:
All
data
collected
is
from
Air
Canada’s
official
website.
Any
flight
data
is
subject
to
change.
This
project
assumes
that
Air
Canada’s
aircraAs
will
return
to
whichever
Canadian
ciCes
they
departed
from,
making
each
flight
round-‐trip.
Map
not
to
scale
YYZ
is
Canada’s
busiest
airport
flying
to
26
transoceanic
ciCes
and
accounCng
for
55%
of
Canada’s
emissions
outside
of
North
America.
YVR
has
the
longest
distance
flights
with
an
average
yearly
emission
rate
of
526.45
metric
tonnes
of
CO2e.
In
June
of
2012,
Air
Canada
made
biofuel
history
by
successfully
opera%ng
an
Airbus
A319
from
Toronto
to
Mexico
City
using
biofuel
from
recycled
cooking
oil[2].
YHZ
(Halifax)
1%
YYT
(St
John’s)
1%
YUL
(Montreal)
12%
YOW
(O]awa)
3%
YYZ
(Toronto)
55%
YYC
(Calgary)
7%
YEG
(Edmonton)
1%
Transoceanic
emissions
by
point
of
origin
in
Canada
(approximately
16,000
t/year)
YVR
(Vancouver)
20%
Air
Canada,
Canada’s
only
carrier
with
regular
transoceanic
flights,
has
expressed
interest
in
reducing
greenhouse
gas
(GHG)
emissions
with
biofuels,
an
emerging
renewable
fuel
opCon[1].
Several
Canadian
test
flights
have
been
completed
using
various
feedstocks
and
blend
levels
demonstraCng
that
this
prospect
is
viable[2].
BIOFUELS
Second-‐generaCon
biofuels
are
fuels
from
agricultural
residues
and
by-‐products,
organic
wastes
and
material
derived
from
purposely
grown
plantaCons[3].
Due
to
the
fact
that
these
feedstocks
are
not
edible
or
compete
with
arable
land,
they
are
more
desired.
Brassica
carinata
L.
is
an
Ethiopian
mustard
that
is
an
annual
crop
able
to
grow
in
the
southern
Prairies[4].
Camelina
sa3va
is
an
annual
oilseed
plant
that
can
grow
in
temperate
climates
in
the
Prairies
and
the
MariCmes[5].
The
issue
becomes
that
these
crops
can
only
flourish
in
environments
that
are
not
parCcularly
close
to
large
airports.
Municipal
solid
waste
can
be
combusted
to
become
a
syntheCc
fuel
in
densely
populated
areas,
however,
more
research
would
need
to
be
completed
to
make
this
feasible[6].
ANALYSIS
Air
Canada’s
transoceanic
emissions
largely
originate
in
Toronto
(55%)
and
Vancouver
(20%).
However,
there
is
no
policy
in
Canada
or
the
provinces
that
governs
sustainable
aviaCon.
In
other
jurisdicCons,
however,
policies
are
being
considered.
Most
importantly,
the
European
Union,
through
the
Emissions
Trading
Scheme
(EU
ETS),
is
implemenCng
limits
on
carbon
emi]ed
through
aviaCon[7].
Air
Canada’s
transoceanic
flights
are
dominated
by
trips
to
Europe,
parCcularly
London
(18%),
Frankfurt
(11%),
and
Paris
(5%).
The
second
most
important
jurisdicCon
is
China;
about
22%
of
Air
Canada’s
overseas
emissions
are
associated
with
flights
to
three
Chinese
airports.
Japan
(6%)
and
Australia
(4.5%)
round
out
the
overseas
desCnaCons
with
the
greatest
emissions.
No
policy
is
currently
being
considered
in
these
countries.
TAKEAWAY
A
significant
porCon
(48%)
of
Canadian
air
travel
emissions
are
associated
with
flights
to
the
EU;
another
22%
of
emissions
are
associated
with
flights
to
China.
Current
policy
within
the
EU
will
add
costs
to
Canadian
flights;
these
costs
could
be
offset
through
the
use
of
biofuels.
Development
of
biofuels
could
also
offset
future
costs,
should
China,
Japan,
or
Australia
impose
a
carbon
tax
scheme
on
aviaCon.
Canada
should
focus
more
research
on
producing
and
refining
feedstocks
with
actors
and
stakeholders
in
mind.
In
addiCon,
there
should
be
governmental
incenCves
to
minimize
the
economic
risks
associated
with
biofuel
usage.
Biofuels
must
be
viewed
in
a
holisCc
model
to
deem
whether
in
each
case
they
are
truly
sustainable
or
not.