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عنوان فارسی مقاله:
کاربرد سوخت هواپیمایی و نشر کربن: عوامل تعیین
عنوان انگلیسی مقاله:
Airline fuel usage and carbon emissions: Determining factors
سال انتشار : 2017
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بخشی از مقاله انگلیسی:
2. Conceptual framework
2.1. The setup This section of the paper develops the conceptual framework underlying the subsequent empirical model. The goal is to identify the determinants of an airline's fuel usage and carbon emissions from a theoretical point of view. To begin, let A denote available seat miles for the airline, more commonly written as ASM. In addition, let F denote fuel usage per available seat mile. Then, total fuel usage by the airline equals AF, the product of ASM and fuel usage per ASM, and carbon emissions are proportional to AF. Recognizing that airlines carry both passengers and freight, the empirical model measures airline capacity in ton miles rather than seat miles, but for simplicity, the theory is developed using seat miles.5 F, fuel usage per ASM, is assumed to depend on five factors: e ¼ a measure of aircraft fuel efficiency s ¼ seats per aircraft d ¼ stage length [ ¼ load factor v ¼ fuel conservation effort (1) Therefore, fuel usage per ASM can be written as Fðe; s; d; [; vÞ. While, in reality, all these variables are flight-specific, the analysis will instead assume that their values are uniform across the airline's flights. In other words, the airline is assumed to use aircraft of a common size and fuel efficiency operated over a common stage length at a uniform load factor. The empirical framework dispenses with this assumption, replacing the theoretically uniform values of these variables with the average values pertaining to each airline. The directions of the impacts on fuel usage of the variables are indicated as follows: (2) Since greater fuel efficiency and more conservation effort reduce fuel consumption, F is obviously decreasing in e and v. In addition, a higher load factor [ raises fuel use per ASM since the weight of loaded aircraft rises when more seats are filled. Therefore, Fe; Fv <0 and F[ >0 hold, where subscripts denote partial derivatives. As established in a variety of different studies, larger aircraft use less fuel per seat mile than smaller planes, so that Fs <0 holds (see Morrell, 2009 and Zou et al., 2014). Two offsetting factors govern the effect of stage length on fuel usage per seat mile. On the one hand, the greater share of cruise miles for a long flight (relative to the flight's fuel-intensive takeoff and climbing portions) tends to reduce fuel usage. On the other hand, the need to carry more fuel on a long flight tends, by raising weight, to increase fuel use per ASM on such flights. Diagrammatic evidence in Lee et al. (2004) shows that the first beneficial effect strongly dominates up to stage lengths of around 2000e3000 km, with fuel use per ASM rising modestly thereafter. Miyoshi and Mason (2009) present a similar diagram, which shows carbon emissions (rather than fuel use) per RPM falling up to stage lengths as long as 6000 km. The stagelength effect thus appears to be negative on average, so that Fd <0.6 Note that fuel-conservation effort, as captured by v, can consist of a variety of possible steps. Such efforts could include reducing the amount of reserve fuel carried per flight to limit weight (Ryerson et al., 2015; Hao et al., 2016b), taxiing on a single engine to reduce ground fuel usage (Hao et al., 2016a), and installation of fuel-saving winglets on older aircraft. Observe that, from an empirical perspective, these choices are largely unobservable, not being captured in the available data.
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کلمات کلیدی:
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