Aviation decarbonisation: A Westminster Energy, Environment & Transport Continued from page 56
of this could derive from “not truly sustainable” feedstocks. The T&E report argues
production of e-fuels, which are more sustainable and scalable than biofuels, “won’t keep up with this rapidly growing sector”. E-fuels are made from combining carbon with ‘green’ hydrogen produced using renewable energy, a process that is highly energy intensive. T&E calculates the energy use
for e-fuels in Europe by 2050 will be higher than the total electricity demand of Europe’s largest economy, Germany, in 2023. The European Commission
plans to reduce overall emissions by 90% on the 1990 level by 2040 and has pledged to reach ‘net zero’ greenhouse gas emissions by 2050, by which time T&E estimates aviation will still emit 79 million tonnes of CO2 a year. Even a lower aviation growth
rate of 1.4% a year to 2050 – 60% below the industry projection – would see a 46% rise in emissions by 2040 compared to 1990. T&E aviation director Jo
Dardenne called for “a paradigm shift”, saying: “The credibility of the sector is on the line.” The report, entitled ‘Down
to Earth’, calls on the industry “to urgently address its growth problem” and urges the EC “to put an end to airport infrastructure growth in Europe, keep corporate travel at 50% of 2019 levels, address frequent flying and reverse the under-taxation of the sector”. It calls for a halt to airport
expansion, for the “full pricing” of emissions and for tax on aviation fuel, with the revenue used to invest in sustainable fuels. It also
urges rail networks be boosted. O The report can be downloaded at
transportenvironment.org/ articles/down-to-earth
‘Consumers must be told how SAF will hike fares’
A senior figure at the company operating the only sustainable aviation fuel (SAF) production plant in the UK has urged the government and industry “to be transparent” about the costs to consumers of producing SAF. Simon Holt, manager for
emerging energy in Europe at energy company Phillips 66, which runs the SAF plant in Lincolnshire, said: “The energy transition is not going to defy the laws of economics.” He told the Westminster
Forum: “We need to make clear to customers what the costs of SAF production will be. We need to be transparent on the costs.” Jenny Millard, associate director
for future mobility and sustainability at consultancy KPMG, agreed. She told the forum: “The production of alternative fuels is going to be expensive. What is the willingness of the end consumer to pay? “Are there mechanisms to get people to understand and
CAA plans policy on eco information for consumers
The Civil Aviation Authority plans to publish a policy framework on providing environmental information to consumers at the point of booking flights in the spring. This follows a consultation on
draft principles for aviation consumer environmental information which closed in mid-October.
54 16 JANUARY 2025 Holly Boyd-Bolland
pay more, because that is what is going to be needed?” Virgin Atlantic vice-president
for corporate development and sustainability Holly Boyd-Bolland said the barrier to SAF adoption “is about supply and cost”, adding: “The end consumer will bear the costs of SAF production, and that will impact on demand. Ensuring the costs are proportionate is critically important.” The UK SAF Mandate, which
came into force on January 1, requires a minimum 2% SAF use across all flights departing the
CAA head of sustainability
Harry Armstrong said: “We need to ensure we provide robust, transparent information [and] the CAA is looking to finalise its policy framework on this in the spring.” The CAA would “set out a
roadmap”, he said, noting: “The EU has also launched a consultation on methodologies for reporting [aviation] emissions and is looking at a ‘kitemark’ [to provide] information at the point of booking.” The authority is poised to publish
the results of its latest survey on consumer attitudes to sustainability and the impact of flying.
UK this year, rising each year to reach 10% SAF in 2030. Holt said: “We need to
accept imports of SAF will be required through to 2030, probably from the US. We need tens of plants built in the UK.” He warned: “Competition from
other sectors is going to increase, especially from the maritime sector and heavy road vehicles.” But he suggested the UK has “a big
advantage” in its existing jet fuel supply infrastructure “which we can utilise to blend” SAF with fossil jet fuel. IAG group head of sustainability
Jonathon Counsell estimated the costs of investment in SAF production at “tens of billions a year by the end of this decade” and said: “We can’t do any of this without support with investment of anywhere between $2 trillion and $5 trillion.” The Phillips 66 plant processes
waste cooking oil into SAF, most of which is delivered to British Airways. It has been operating for four years.
Harry Armstrong
Armstrong said: “Environmental
issues are growing on the consumer agenda, but that does not translate into action. Consumers see this as an industry and government issue. They are not a massive driver of change.”
travelweekly.co.uk
Steve Dunlop
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