| ANA Environmental Policy "ANA's Attitude toward the
Environment" |
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Basic Policy
We will pursue:
- protection of the environment
- effective utilization of limited natural resources
- awareness of the public good
Course of Action
- We will evaluate the impact of our commercial activities on the environment,
and persevere in our efforts to protect the environment.
- We will observe environmental laws and regulations, and furthermore, think
and act independently to protect the environment.
- We will make our best endeavor to minimize the environmental impact arising
from operations of the airline industry.
- We will make every effort to save energy and resources, to recycle articles,
and to reduce waste.
- We will contribute to the communities in which we live and work, through
participation in social activities on environmental protection.
- We will educate employees so that each may pay much more attention to environmental
protection.
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Environmental Committee (Established in May 1998)
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| For many years, ANA has been introducing high-efficiency aircraft equipped
with the latest engine technology (low noise and emissions) so that our operations
might have less impact on the environment. This can be seen in the average aircraft
age of our fleet ? 8.4 years (as of March 31, 2000) compared to the industry average
of 11.3 years. |
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| Environmental issues specifically related to air transport
are as follows. |
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1. Aircraft Engine Noise
Aircraft are certified against ICAO (Annex 16) standards. The present standard
is divided into two: Chapter 2 aircraft (aircraft which met the standard before
the noise standard was reinforced) and Chapter 3 aircraft (aircraft which meet
the most stringent standard, that is, after the noise standard reinforcement).
All ANA's aircraft fully complied with the Chapter 3 requirement in 1995. Moreover,
ANA continues to introduce newer, quieter Chapter 3 aircraft, such as the B777-300
and A321.
In Japan, compliance with the quieter Chapter 3 standard will become mandatory
on April 1, 2002. |
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2. Aircraft Engine Emissions
Techniques to reduce aircraft emissions have improved remarkably in the past 30
years, resulting in substantially lower quantities of HC, CO, and smoke.
This figure shows the change every decade from 1960 to 1990 for emission quantities
per engine thrust with the Landing Taking Off (LTO) Cycle set by ICAO.
As mentioned, HC and CO have been reduced significantly in the last 30 years.
However, NOx emissions seem to have decreased little in the same time frame. Why?
The answer is found in the relationship between engine efficiency and NOx emissions.
Optimizing high temperature, high pressure combustion chambers for engine efficiency
comes at the cost of a certain amount of NOx emissions; suppressing the NOx emissions
leads to increased fuel consumption. Therefore, our goal is to find the optimum
balance.
The engines presently in use at ANA, excluding a few units produced on a small
scale that are exempt from regulation, meet the ICAO emission standards. |
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3. Greenhouse Gas Emissions (Carbon dioxide from fossil fuels)
In February 1998, the three major Japanese airlines (ANA,JAL and JAS) set target
values for CO2 emission reduction: "By 2010, CO2 emission per transport unit
(ASK: Available Seat Kilometer) will be reduced by 10% from the 1990 levels"
(see Figure).
The following concrete measures have been undertaken to achieve the goal: The
adoption of new types of aircraft, switching equipment and materials; the adoption
of FANS (Future Air Navigation System); and the conducting of daily service to
consume as little fuel as possible.
Typical gains in fuel efficiency through the introduction of new aircraft (comparison
of "old" aircraft and replacement aircraft fuel consumption per ASK
under ANA operating conditions): |
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| (1) |
YS11 --> A320 |
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Approximately 40% |
| (2) |
YS11 --> A321 |
Approximately 39% |
| (3) |
B727 --> B767-300 |
Approximately 40% |
| (4) |
B727 --> B777-200 |
Approximately 38% |
| (5) |
B737 --> B767-200 |
Approximately 26% |
| (6) |
B737 --> A320 |
Approximately 38% |
| (7) |
L1011 --> B777-200 |
Approximately 26% |
| (8) |
B747SR --> B777-300 |
Approximately 19% |
| (9) |
B747LR --> B747-400 |
Approximately 16% |
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4. Ozone Layer Depletion Materials (Speified Freon and Halon)
In 1994, the total abolition of the above materials was completed according to
the reduction plan adopted in 1990.
For example, the training of crew and cabin attendants that had previously
used actual fire extinguishers was changed to a new training method using a mock
fire extinguisher and water fire extinguisher instead of the halon fire extinguisher,
in addition to the use of videos. |
