Hostname: page-component-848d4c4894-cjp7w Total loading time: 0 Render date: 2024-06-27T08:10:59.387Z Has data issue: false hasContentIssue false
  • English
  • Français

Potential of reducing the environmental impact of aviation by usinghydrogen Part III: Optimum cruising altitude and airportimplications

Published online by Cambridge University Press:  03 February 2016

F. Haglind ,
A. Hasselrot  and
R. Singh
F. Haglind
Affiliation:
FOI, Swedish Defence Research Agency, Stockholm, Sweden
A. Hasselrot
Affiliation:
FOI, Swedish Defence Research Agency, Stockholm, Sweden
R. Singh
Affiliation:
School of Engineering, Cranfield University, Cranfield, UK
Get access Rights & Permissions [Opens in a new window]

Abstract

The main objective of the paper is to evaluate the potential of reducing theenvironmental impact of civil subsonic aviation by using hydrogen fuel. Thepaper is divided into three parts of which this is Part III. In Part I thebackground, prospects and challenges of introducing an alternative fuel inaviation were outlined. The aero engine design when using hydrogen was coveredin Part II. In this paper, Part III, the subjects of optimum cruising altitudeand airport implications of introducing liquid hydrogen-fuelled aircraft areraised.

For minimum global warming, the results of a preliminary analysis associated withlarge uncertainties suggest that cryoplanes should cruise at an altitude ofabout 2-3km below where conventional aircraft cruise today. Ignoring the costimplications, from an airport infrastructure point of view, it seems feasible tochange to hydrogen use. With respect to the availability of energy, it would bereasonable to change from kerosene to liquid hydrogen as fuel for all civilaviation refuelling in Sweden.

Type
Research Article
Information
The Aeronautical Journal , Volume 110 , Issue 1110 , August 2006 , pp. 553 - 565
Copyright
Copyright © Royal Aeronautical Society 2006 

Access options

Get access to the full version of this content by using one of the access options below. (Log in options will check for institutional or personal access. Content may require purchase if you do not have access.)

References

1. Rogers, H.L., Lee, D.S., Raper, D.W., Foster, P.M., DE, F., Wilson, C.W., and Newton, P.J., The impacts of aviation on the atmosphere, Aeronaut J, 2002, 106, (1064), pp 521–546.10.1017/S0001924000018157Google Scholar
2. Schnieder, H. and McKay, D., Global energy resources and hydrogen supply costs, Task Final Report 8.4-1, CRYOPLANE Project, 2001.Google Scholar
3. Grewe, V., Dameris, M., Fichter, C. and Lee, D.S., Impact of aircraft NOx emissions. Part 2: Effects of lowering the flight altitude, Meteor. Z, 2002, 11, pp 197–205.10.1127/0941-2948/2002/0011-0197Google Scholar
4. Williams, V., Noland, R.B. and Toumi, R., Reducing the climate change impacts of aviation by restricting cruise altitudes, Transportation Research, 2002, D7, pp 451–464.Google Scholar
5. Air travel – Greener by Design – The Technology Challenge. Society of British Aerospace Companies Limited, London, UK, 2001.Google Scholar
6. Sausen, R., Gierens, K., Ponater, M. and Schumann, U., A diagnostic study of the global distribution of contrails. Theor Appl Climatol, 1998, 61, pp 127–141.10.1007/s007040050058Google Scholar
7. Klug, H. G., Bakan, S. and Gayler, V., Cryoplane – Quantitative comparison of contribution to anthropogenic Greenhouse effect of liquid hydrogen aircraft versus conventional kerosene aircraft, EGS XXI General Assembly, Den Haag, 6-10 May 1996.Google Scholar
8. Hume, C., Environmental considerations in aircraft design – Emissions, Presentation at AERONET – CORSAIR Workshop, 16-17 October 2001.Google Scholar
9. Svensson, F., Hasselrot, A. and Moldanova, J., Reduced environmental impact by lowered cruise altitude for liquid-hydrogen fuelled aircraft, Aerosp Sci and Techn, 2004, 8, (4), pp 307–320.10.1016/j.ast.2004.02.004Google Scholar
10. Simos, D., Piano User’s Guide, For Piano Version 3.6, Lissys Ltd (Information: http://www.lissys.demon.co.uk/.), 2000.Google Scholar
11. Hasselrot, A., Database model for studying emissions from aircraft in variable flight profile, FFA TN 2000-69, 2000.Google Scholar
12. Oelkers, W. and Prenzel, E., Aircraft configuration – short/medium range aircraft, Task Final Report 2.3.4, CRYOPLANE Project, 2001.Google Scholar
13. Westenberger, A., Hydrogen fuelled aircraft, Proceedings of AIAA/ICAS Conference, Dayton, Ohio, USA, 14-17 July 2003.Google Scholar
14. Westenberger, A., Liquid hydrogen fuelled aircraft – system analysis, CRYOPLANE, Final Technical Report, GRD1-1999-10014, submitted to the European Commission, 2003.Google Scholar
15. Oelkers, W. and Schulz, H.G., Design requirements for short/medium range commercial transports, Task Technical Report 2.2-6R, CRYOPLANE project, 2000.Google Scholar
16. Svensson, F. and Singh, R., Effects of using hydrogen on aero gas turbine Pollutant emissions, Performance and design, Proceedings of ASME Turbo Expo 2004, Vienna, Austria, 14-17 June 2004.Google Scholar
17. ICAO Engine Exhaust Emissions Data Bank, First Edition, ICAO, Doc 9646- AN/943. Also available at: http://www.caa.co.uk/default.aspx?categoryid=702&pagetype=90, 1995.Google Scholar
18. ANCAT/EC, Minutes of 17th Meeting of ANCAT/EC Emissions Inventory Database Group, Department of Trade and Industry, 20 July 1995.Google Scholar
19. Klug, H.G., Global Warming Potential Data For Simplified Sensitivity Analysis and Optimisation, Task Technical Report 1.1-5, CRYOPLANE Project, 2001.Google Scholar
20. IPCC, Aviation and the Global Atmosphere, Penner, J.L., Lister, D.H., Griggs, D.J., Dokken, D.J. and McFarland, M. (Eds), Cambridge University Press, Cambridge, UK, 1999.Google Scholar
21. IPCC, Climate Change: The Scientific Assessment, Houghton, J.T. and Ephraums, J.J. (Eds), Cambridge University Press, Cambridge, UK, 1990.Google Scholar
22. Isaksen, I.S.A., Berntsen, T.K. and Wang, W.-C., NOx Emissions from Aircraft: Its Impact on the Global Distribution of CH4 and O3 and on Radiative Forcing, Terrestrial, Atmosphere and Oceanic Sciences, 2001, 12, (1), pp 63–78.10.3319/TAO.2001.12.1.63(AEE)Google Scholar
23. Morris, G.A., Rosenfield, J.E., Schoeberl, M.R. and Jackman, C.H., Potential impact of subsonic and supersonic aircraft exhaust on water vapour in the lower stratosphere assessed via a trajectory model, J Geophys Res, 2003, 108, doi: 10.1029/2002JD002614.Google Scholar
24. Marquart, S., Ponater, M., Ström, L. and Gierens, K., An upgraded estimate of the radiative forcing of cryoplane contrails, Meteorologische Zeitschrift, 2005, 14, (4), pp 573–582.10.1127/0941-2948/2005/0057Google Scholar
25. Lefebvre, A.H., Gas Turbine Combustion, 2nd ed, Edwards Brothers, Ann Arbor, MI, Philadelphia, USA, 1998.Google Scholar
26. Åhlgren, M., Prognoser, (Document notation: Rip/MBÅ 001), Unpublished report by the Swedish Civil Aviation Administration, 2000.Google Scholar
27. Åhlgren, M., Forecast analyser at the Swedish Civil Aviation Administration, private communication, 2000.Google Scholar
28. Jonforsen, H., Prognoser, (Document notation: CT/HåJo 99:24), Unpublished report by the Swedish Civil Aviation Administration, 1999.Google Scholar
29. Kappers, A. and Essers, I., Global traffic and fleet forecast, Task Final Report 8.2.1, CRYOPLANE Project, 2001.Google Scholar
30. Svensson, F., Potential of Reducing the Environmental Impact of Civil Subsonic Aviation by Using Liquid Hydrogen, Ph.D. Thesis, Cranfield University, UK, also available from FOI: Scientific report, FOI-R-1636-SE, 2005.Google Scholar
31. Näs, B.O., Director, aircraft and engine analysis at Scandinavian Airlines (SAS), private communication, 2001.Google Scholar
32. Klug, H.G., Mid/Longterm Planning – Preparation for Transition, Task Technical Report 1.1-4, CRYOPLANE Project, 2001.Google Scholar
33. SCAA, The Swedish Civil Aviation Administration website, www.lfv.se, 2002.Google Scholar
34. Sefain, M. and Jones, R., Definition of facilities requiring change for LH2 operations, Task Final Report 7.6-2, CRYOPLANE Project, 2001.Google Scholar
35. Bracha, M., Infrastructure for production, storing and distribution at airports, Task Technical Report 7.5-1, CRYOPLANE Project, 2002.Google Scholar
36. Schmidtchen, U. and Geitmann, S., Aircraft specific safety aspects, Task Final Report 5.3-1, CRYOPLANE Project, 2001.Google Scholar
37. Hoyt, J., Design concepts for LH2 airport facilities, International DGLR/DFVLR Symposium on Hydrogen in Air Transportation, The Ralph M. Parsons Co, Pasadena, California, USA, 1976.Google Scholar
38. Eklund, A. and Hedemalm, P., Bio-jet A1 – En ny typ av jetbränsle baserat på biomassa, report of Orboros AB, 2002.Google Scholar
39. Eklund, A., Manager, Research and Development, Oroboros AB, private communication, February 2006.Google Scholar
40. Bracha, M., Linde Gas, Germany, private communication, 2002.Google Scholar
41. Kronberger, B., Hydrogen production processes Based upon renewable energy, Task 7.3, CRYOPLANE Project, 2002.Google Scholar
42. SCB, Statistical Yearbook of Sweden 2002, Statistics Sweden, 2002.Google Scholar
43. Lantz, P., Framtida tillgång på trädbränslen – en sammanställning över framtida tillgång på trädbränslen, Skogsstyrelsen, analysenheten, Sverige, 1996.Google Scholar
44. Swedish Energy Agency, Energiläget i siffror, 2002.Google Scholar
45. SVEBIO, Faktablad 1/98 Bioenergi – översikt, www.svebio.se, visited April 2002.Google Scholar
46. Ponater, M., Marquart, S., Ström, L., Gierens, K., Sausen, R., Hüttig, G., On the potential of the cryoplane technology to reduce aircraft climate impact. In: European Conference on Aviation, Atmosphere and Climate (AAC) proceedings (Sausen, R., Fichter, C. and Amanatidis, G. (Eds)), 2004, pp 312–317.Google Scholar