Environment
Rolls-Royce recently confirmed that it had successfully completed compatibility testing of 100% SAF on all of its in-production civil aero engine types.
airports including Inverness, the key to cutting CO2 emissions is down to the basic question of understanding emission sources and their breakdown. “We have an annual carbon footprint calculated for each of our airports [...] produced by an independent consultancy, using the Greenhouse Gas Protocol methodology,” says O’Leary. “Our current focus is on reducing our direct emissions and understanding our emission sources. This allows us to prioritise the action we take and focus on meaningful initiatives.” For example, Scope 1 emissions, he explains, are primarily made up of fuel used in heating and operational vehicles. As a result, HIAL has taken actions including focusing on energy efficiency and behaviour change through staff communication and engagement campaigns, as well as energy audits to help implement improvements.
2–3%
The estimated percentage of global carbon emission that the aviation industry accounts for.
IEA 18
Other initiatives include replacing traditional vehicles with electric or hybrid at end of life, as well as trialling and rolling out the use of HVO fuel, with emissions reductions of around 90%, in vehicles and equipment. Similarly, diesel airside equipment is being replaced with solar or hybrid – as HIAL has done with its ground power units, which supply aircraft with power when on stand and ramps to assist passengers on and off the aircraft. The company also purchases 100% renewable electricity and is currently investigating the feasibility of on-site renewable generation. O’Leary adds that when considering direct emissions, HIAL has decided to focus its short-term attention on energy-efficiency measures, maintaining assets to last as long as possible; doing the groundwork in terms of understanding the data, energy and electricity capacity and limitations as well as the feasibility of on-site renewable options. “This will prepare us for more significant infrastructure upgrades required in the mid-long-term, [such as] boiler replacements or alternatives,” he adds.
Bringing stakeholders together Looking ahead, a lack of resources and necessary skill- sets pose a challenge, both within HIAL and across the
lifecycle emissions of unblended SAFs are up to 80% lower than conventional fuel. Rolls-Royce, meanwhile, states that to reach net-zero flying by 2050, a combination of highly efficient latest-generation gas turbines operating on 100% SAF could contribute around 80% of the total solution. As things currently stand, the international standards body for jet fuel, ASTM International, permits up to a maximum of 50% SAF to be blended with 50% conventional jet fuel. However, successful 100% SAF tests provide further support for a pathway to commercial flights using it. Major airlines are taking these developments seriously. In November, a Virgin Atlantic Boeing 787, powered by Rolls-Royce Trent 1000 engines, flew from London to New York using 100% SAF. This followed a successful transatlantic crossing by a Gulfstream G600 business jet. For Denise Pronk, the need for cooperation between airports, airlines, industry and other key stakeholders is imperative for meeting carbon objectives. “The aviation sector is an international sector; therefore, legislation and measures have the biggest impact,” she notes. “Schiphol Group endorses the national, European and international climate agreements. We are committed to reaching the targets set out in the Paris Climate Agreement […] and the set of measures presented by the European Commission under the name ‘Fit for 55’. This is a comprehensive set of interconnected proposals to achieve the Green Deal goal of reducing EU-wide CO2 emissions by 55% by 2030 – versus 1990 levels.” Consequently, Royal Schiphol Group is supportive of the blending obligation for SAF, strengthening of the EU’s emissions trading system (EU ETS), and the facilitation of energy supply and air-conditioning for aircraft when parked at the airport. Ultimately, while zero-emission aviation may be a big ask by 2050, solutions are being sought – not least the promise of SAF. If production can be scaled up and costs brought down, it’s a promise that may yet be fulfilled. ●
country, according to O’Leary. “There is almost a need for everyone to become environmental and sustainable, all understanding the wider goals and how their role can contribute,” he says. “In terms of airline and wider Scope 3 emissions, a huge team effort is required. A policy that supports and enables change is key.” Much of this will come down to all interested parties coming together to enable longer-term targets to be met. In HIAL’s case, that means continuing to engage with the Scottish government in pursuit of all 11 HIAL airports becoming carbon neutral, including zero- emission aircraft. The industry remains very engaged when it comes to SAF, however, with Rolls-Royce recently confirming it had completed compatibility testing of 100% SAF on all its in-production civil aero engine types. This announcement underscored that there are no engine technology barriers to using 100% SAF in terms of engine performance. Factoring in the lifecycle of SAF, the IATA estimates the net CO2
Future Airport /
www.futureairport.com
Rolls-Royce
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