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SEPTEMBER 2018WHITE PAPER

Brandon Graver, Ph.D., and Daniel Rutherford, Ph.D. BEIJING | BERLIN | BRUSSELS | SAN FRANCISCO | WASHINGTON The authors thank Tim Johnson, Andrew Murphy, Anastasia Kharina, and Amy Smorodin for their review and support. We also acknowledge Airline Data Inc. for providing processed BTS data, and FlightGlobal for Ascend Fleet data.

International Council on Clean Transportation

1225 I Street NW Suite 900

Washington, DC 20005 USA

communications@theicct.org www.theicct.org @TheICCT © 2018 International Council on Clean Transportation

TABLE OF CONTENTS

EXECUTIVE SUMMARY

....................................iii 1. INTRODUCTION ........................................................................ 2. METHODOLOGY ........................................................................ 3. RESULTS ........................................................................ 4. CONCLUSIONS AND NEXT STEPS ........................................................................ ..........20 5. REFERENCES ........................................................................

APPENDIX A: MODEL VALIDATION

..............26 APPENDIX B: ADJUSTED 2014 TRANSATLANTIC FUEL EFFICIENCY ............................27

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LIST OF TABLES

Table 1.

Table 2.

Table 3.

Table 4.

LIST OF FIGURES

Figure ES-1.

Figure ES-2.

Figure 1.

Figure 2.

Figure 3.

Figure 4.

Figure 5.

Figure 6.

Figure 7.

Figure 8.

Figure A-1.

Figure B-1.

EXECUTIVE SUMMARY

27British Airways

30Lufthansa

31United

33AeroRot

33Alitalia

33Aer Lingus

33Austrian

33American

34Scandinavian

34Delta

34Iberia

34Icelandair

35Virgin Atlantic

35Thomas Cook

35Air France

35Turkish

36KLM

37SWISS

39WOW air

44Norwegian

Excess

Fuel/pax-km

+ 13% - + 19% + 22% + 26% + 26% + 26% + 26% + 29% + 29% + 29% + 29% + 33% + 33% + 33% + 33% + 33% + 42% + 47% + 63%

INDUSTRY AVERAGE

Average Fuel Economy [pax-km/L]

Figure ES-1.

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30%39%20%

33%

35%11%15%

17% 0%

10%20%30%40%50%60%70%80%90%

100%

20142017

Freight Shar

e

Passenger Load Factor

Seating Densit

y

Aircraft Fuel Burn

Figure ES-2.

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1.

INTRODUCTION

2.

METHODOLOGY

2.1

AIRLINE SELECTION

Table 1.

AirlineFlights

performedAverage ight length (km)Share of

ASKsShare of

ATKsMost prevalent

aircraft

Aer Lingus

Aeroot

Air France

Alitalia

American

Austrian

British Airways

Delta

Iberia

Icelandair

KLM

Lufthansa

Norwegian

Scandinavian

continued

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AirlineFlights

performedAverage ight length (km)Share of

ASKsShare of

ATKsMost prevalent

aircraft SWISS

Thomas Cook

Turkish

United

Virgin Atlantic

WOW air

Total280,4977,028100%100%Airbus A330-300

Note: ASK = Available seat kilometers. ATK = Available tonne kilometers. Source: Airline Data Inc. (2018)

Table 2.

AircraftMTOM

(tonnes)Typical seating capacityCargo capacity (m 3 )Number of engines, max. thrustRange (km)

Airbus A318

Boeing 737-700

Boeing 737-800

Boeing 737 MAX-8

Airbus A321

Boeing 767-300ER

Boeing 767-400ER

Boeing 787-8

Airbus A330-200

Airbus A330-300

Boeing 787-9

Boeing 757-200

Boeing 757-300

Airbus A340-300

Airbus A350-900

Boeing 777-200ER

Boeing 777-300ER

Airbus A340-600

Boeing 747-400

Boeing 747-8I

Airbus A380-800

Note: MTOM = maximum takeo mass. Sources: Airbus (2017); Airbus (2018); Boeing (1999); Boeing (2008);

Boeing (2010); Boeing (2011); Boeing (n.d.)

2.2

FUEL BURN MODELING

Table 3.

TypeVariableSources

Airline scheduled ights

Airline-specic aircraft

parameters

Aircraft weights

Aircraft fuel burn

Other operational variables

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payload kg seats departures load factor pax 100kg
pax freight kg departures

Operations Specication B043

2.3

FUEL EFFICIENCY CALCULATION

a i fuel L a fl fuel L a,i departures a,i pax km/L a fl i payload kg a,i distance[km] a,i fuel L a

100kg/pax

3.

RESULTS

3.1

AIRLINE COMPARISONS

27British Airways

30Lufthansa

31United

33Aeroflot

33Alitalia

33Aer Lingus

33Austrian

33American

34Scandinavian

34Delta

34Iberia

34Icelandair

35Virgin Atlantic

35Thomas Cook

35Air France

35Turkish

36KLM

37SWISS

39WOW air

44Norwegian

Excess

Fuel/pax-km

+ 13%— + 19% + 22% + 26% + 26% + 26% + 26% + 29% + 29% + 29% + 29% + 33% + 33% + 33% + 33% + 33% + 42% + 47% + 63%

INDUSTRY AVERAGE

Average Fuel Economy [pax-km/L]

Figure 1.

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3.2

AIRCRAFT-SPECIFIC ANALYSIS

0510152025303540

45

0100200300400500600

Average Fuel Eciency [pax-km/L]

Maximum Takeo Mass [tonnes]

A318 (32 seats)A380-800

B747-8

I

B747-400A340-600

B737-800B737 MAX-8

A321

B767-300ER

B767-400ER

B787-

8B787-9A350-900

B777-300ER

B777-200E

R

A340-30

0

B757-200B757-300

A330-300

A330-200

INDUSTRY AVERAG

E

B737-700

(86 seats)

Twin engin

eQuad engine

Figure 2.

3.3

DRIVERS OF TRANSATLANTIC AIRLINE EFFICIENCY

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Table 4.

RankAirlinePassenger

load factorFreight share of total tonne-kmPremium seating shareOverall seating density (seats/m 2 a

Aircraft

fuel burn b

1Norwegian

2WOW air

3SWISS

4KLM

T5Turkish

T5Air France

T5Thomas Cook

T5Virgin Atlantic

T9Icelandair

T9Iberia

T9Delta

T9Scandinavian

T13American

T13Austrian

T13Aer Lingus

T13Alitalia

T13Aeroot

18United

19Lufthansa

20British Airways

Industry Average81%21%14%1.01+5%

a As measured by seats per square meter or RGF. See footnote 1 for details. b

As measured by the average margin

of aircraft to ICAO's CO 2 standard. See footnote 2 for details.

30%39%20%

33%

35%11%15%

17% 0%

10%20%30%40%50%60%70%80%90%

100%

20142017

Freight Shar

e

Passenger Load Factor

Seating Densit

y

Aircraft Fuel Burn

Figure 3.

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0%3%6%9%12%

15%

0%3%6%9%12%15%

Capacity, 2017

Capacity, 2014

0.50%

0.25%0%

B747-40

0B767-300ERA330-300

B777-200ER

A330-20

0

A380-800

B777-300E

R

B757-200

B767-400ER

A340-300

A340-60

0B787-9

B747-8I

A318B757-300B737-800

B737 MAX-

8

B737-700

A321

A350-900

B787-8

Twin engineQuad engine

Figure 4.

3.4

AIRLINE-SPECIFIC ANALYSIS

Norwegian Air Shuttle (1st: 44 pax-km/L)

WOW air (2nd: 39 pax-km/L)

Swiss International Air Lines (3rd: 37 pax-km/L)

KLM Royal Dutch Airlines (4th: 36 pax-km/L)

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Turkish Airlines (T-5th: 35 pax-km/L)

Air France (T-5th: 35 pax-km/L)

Thomas Cook Airlines (T-5th: 35 pax-km/L)

Virgin Atlantic Airways (T-5th: 35 pax-km/L)

Icelandair (T-9th: 34 pax-km/L)

Iberia (T-9th: 34 pax-km/L)

Delta Air Lines (T-9th: 34 pax-km/L)

Scandinavian Airlines (T-9th: 34 pax-km/L)

American Airlines (T-13th: 33 pax-km/L)

Austrian Airlines (T-13th: 33 pax-km/L)

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Aer Lingus (T-13th: 33 pax-km/L)

Alitalia (T-13th: 33 pax-km/L)

Aeroot - Russian Airlines (T-13th: 33 pax-km/L)

United Airlines (18th: 31 pax-km/L)

Lufthansa (19th: 30 pax-km/L)

British Airways (20th: 27 pax-km/L)

3.5

ROUTE COMPARISONS

New York-London.

Norwegian48976 Rights

Virgin Atlantic363,865 Rights

American342,766 Rights

Delta332,249 Rights

United293,985 Rights

British Airways277,805 Rights

Figure 5.

Los Angeles-London.

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Norwegian48669 ights

Virgin Atlantic461,701 ights

United38717 ights

American371,397 ights

British Airways271,551 ights

Figure 6.

New York-Paris.

Norwegian45510 flights

Air France363,473 flights

Delta34710 flights

United331,126 flights

American311,112 flights

Figure 7.

New York-Reykjavik.

WOW air42774 ights

Icelandair381,595 ights

Delta34585 ights

Figure 8.

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4.

CONCLUSIONS AND NEXT STEPS

4.1

CONCLUSIONS

4.2

NEXT STEPS

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5.

REFERENCES

A318 aircraft characteristics airport and maintenance planning

757 airport planning document

777-200/300 airplane characteristics for airport planning

The right choice for the large airplane market

767 airplane characteristics for airport planning

Calculating the carbon footprint from dierent

classes of air travel Supersonic plane startup Boom has 76 orders and expects ight in 2023.

Ascend Fleets

Farnborough: Virgin Atlantic to take 12 A350-1000s

Norwegian to use its rst Airbus jets for US ights

from London Turkish commits to 60 widebodies after inking A350 and 787 dealsquotesdbs_dbs14.pdfusesText_20

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