UK Emissions and aviation
This is just a draft page at the moment and so no conclusions have been drawn. It is simply to look at the patterns of pollution in the UK, which clearly show a downward trend in every category since 1990, and every category except Nitrogen Oxides since around 1979.
Clearly the situation is complex but we hope in time to be able to show that emissions from ground traffic, cars, vans and lorries, have been on a downward trend also due to natural scrappage of older, higher polluting vehicles, and the vast improvements in engine technologies, especially diesel engines, which have resulted in much lower emissions from diesel vehicles in general.
The general train of thought here is that the hysterical fear-mongering from people such as Sadiq Khan – the current Mayor of London – along with the complicit Establishment media-machine is unjustified and exactly that, fear-mongering. Vehicle numbers have not increased by more than 10% since 2000 and emissions per vehicle have dropped significantly, more than to offset the increase in numbers, so it follows that ground traffic cannot reasonably be blamed for the terrible air quality in London and other populated areas of the UK.
The other train of thought here is to show that aviation engine technology may show a correlation with the drop in certain pollutants such as Nitrogen Oxides. We have drawn up a condensed version of a table taken from Wikipedia Table 1] showing the pattern of introduction of High-Bypass Turbofan engines in major carrier passenger jets.
It may initially seem counterintuitive to show that aviation engines correlate with a drop in overall ground level emissions, but where we hope to go with this is to show that the smogs we are currently experiencing cannot be accounted for by any natural means and by that we mean that normal emissions from both ground and aviation can still not acount for the levels of pollution we currently see in London and across the UK.
Clearly this website is dedicated to showing that substances are released during flight from passenger aircraft and that it is those additional substances that are causing the poor air quality, not natural emissions from combustion.
We will try to explan on this as and when we have the time and it may be included in our legal challenges to the UK and London Air Quality Consultations later this year.
Table 1
Introduction of High-Bypass Turbofan engines on major carriers’ passenger jets 1971 to 2010
| Model | Start | Major applications | |||||
|---|---|---|---|---|---|---|---|
| GE CF6 | 1971 | A300/A310, A330, B747, B767, MD-11, DC-10 | |||||
| CFM56 | 1974 | A320, A340-200/300, B737, KC-135, DC-8 | |||||
| P&W PW4000 | 1984 | A300/A310, A330, B747, B767, B777, MD-11 | |||||
| IAE V2500 | 1987 | A320, MD-90 | |||||
| R-R Trent 700 | 1990 | A330 | |||||
| GE GE90 | 1992 | B777 | |||||
| R-R Trent 800 | 1993 | B777 | |||||
| R-R BR700 | 1994 | B717 | |||||
| R-R Trent 500 | 1999 | A340-500/600 | |||||
| P&W PW6000 | 2000 | Airbus A318 | |||||
| EA GP7000 | 2004 | A380 | |||||
| R-R Trent 900 | 2004 | A380 | |||||
| R-R Trent 1000 | 2006 | B787 | |||||
| GE GEnx[36] | 2006 | B747-8, B787 | |||||
| P&W PW1000G[37] | 2008 | A320neo, CSeries, E-Jets E2 | |||||
| R-R Trent XWB | 2010 | A350XWB | |||||