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Green Six Sigma and Climate Adaptation
Published in Ron Basu, The Green Six Sigma Handbook, 2023
Both the aviation industry and oil and gas corporations are investing in innovative fuel concepts that may provide environmental benefits. While some of these are already being produced and used regularly in aircraft operations (e.g. Sustainable Aviation Fuels or SAF), others are still under research and development, such as Lower Carbon Aviation Fuels and Hydrogen. Air BP’s SAF is called BP Biojet and is currently made from used cooking oil and other wastes (such as household wastes and algae). Traditional jet fuel is blended with SAF to make it suitable for long-haul flights. Air BP claims that SAF gives an impressive reduction of up to 80% in carbon emissions over the life cycle of the fuel compared to the traditional jet fuel that it replaces. In the continuing quest for carbon-free aviation fuel, research is ongoing to evaluate hydrogen as a possible solution in the future. However, several factors are currently against a possible use of hydrogen on commercial flights, such as on-board storage, safety concerns and the high cost of producing the fuel. We need more research to mitigate these challenges.
Global influences
Published in Scott Ambrose, Blaise Waguespack, Fundamentals of Airline Marketing, 2021
Scott Ambrose, Blaise Waguespack
The CO 2 efforts are closely linked to the more visible issue of sustainability that is a focus across the business world. Sustainability as a concept derives from the need for sustainable development, which has been defined as development “that meets the needs of the present without compromising the ability of future generations to meet their own needs,” and integrates environmental, economic, and social concerns (Sdoukopoulos et al., 2019). Proposed actions for developing a sustainable air transport system include improvements in aircraft technologies such as lighter airframes, higher engine performance, electric-powered aircraft, operational improvements (e.g., improved ground operations and air-traffic management), and sustainable alternative fuels (SAF). Many of the world’s leading carriers have already begun using bio-fuels including United, Qantas, JetBlue, and Cathay Pacific, and carriers across the globe have entered into agreements to increase the use of bio-fuels in the future (Bachman, 2018). Airports in Los Angeles, Oslo, Stockholm, and Bergen, Norway, are aiding by offering to blend biofuels into existing fuel supplies.
Environment
Published in Suzanne K. Kearns, Fundamentals of International Aviation, 2021
Key ongoing initiatives of CAEP include [33]: Sustainable aviation fuels (SAF)—Conventional aviation fuel (CAF) is derived from petroleum sources, such as crude oil, and includes both aviation kerosene (Jet-A, Jet-A1, Jet-B) and aviation gasoline (avgas). Aviation alternative fuel (AAF) is obtained from other sources, such as coal, biomass, and hydrogenated fats. Alternative fuels can be sustainably produced and generate lower carbon emissions than conventional fuels. Sustainable aviation fuel (SAF) is an AAF that is also sustainable, with criteria defined by ICAO. SAF must obtain both technical certification, showing the fuel complies with standards in place for aircraft fuel, and sustainability certification, demonstrating it meets sustainability criteria and is therefore a SAF. In 2019, seven airports regularly distributed blended alternative fuel and more than 200,000 commercial flights used a blend of SAF [34].Airplane CO2 emissions standards—To reduce emissions from air transport, these standards encourage more fuel-efficient technologies in aircraft design and development.Non-volatile particulate matter (nvPM) standards—Aircraft engines produce very fine particulates (soot or black carbon), which can impact air quality around airports. New standards would define the allowable mass and number of nvPMs produced by aircraft on landings and takeoffs.Aviation system block upgrade (ASBU) environmental analysis—Within the current air navigation system, efficiency will degrade 2 percent every decade if improvements are not made. The proposed block upgrade will improve airport operations, interoperable systems, capacity and flexible flights, and the efficiency of flight paths to produce fuel savings (and associated CO2 savings).Noise—Helicopter noise reduction technologies and unmanned aircraft noise standards are being reviewed.Aircraft recycling—Development of recommendations on recycling of decommissioned aircraft is an emerging area.
Managing Aotearoa New Zealand's greenhouse gas emissions from aviation
Published in Journal of the Royal Society of New Zealand, 2023
Paul Callister, Robert I. McLachlan
We now turn to New Zealand. Air New Zealand's 2021 sustainability report (Air New Zealand Sustainability Report 2021) was their first to outline a schematic pathway to reach net zero by 2050. It involves 75% passenger growth by 2050, with net zero to be achieved by 20% of the emissions cuts coming from new conventional aircraft; 20% from zero-tailpipe-emission aircraft; 50% from SAF (implying an 86% SAF mandate); 2% from operations and 8% from offsetting. They see a need for strong government action to establish a domestic SAF industry, first based on forestry residues with a domestic plant running by 2027, then on waste, and then (from 2045) on whole logs and e-fuels, with steady progress ensured via an SAF mandate (Air New Zealand Sustainable Aviation Fuel White Paper 2021).
Comparative energy and environmental assessment of battery technologies and alternative fuels in sustainable aviation
Published in International Journal of Green Energy, 2022
First, the International Air Transport Association (IATA) member airlines are jointly committed to the following ambitious emissions reduction goals: i) an average increase of 1.5% in fuel efficiency annually between 2009 and 2020, ii) carbon-neutral growth from 2020, iii) 50% cut in net CO2 emissions by 2050 as compared to 2005 (International Air Transport Association (IATA) 2018, 2020, 2021, U.S Department of Energy 2021). Second, the European Green Deal, initially presented in 2019, aims for net zero-emissions in the EU by 2050, which will require significant reductions of GHG emissions across many different sectors. Recently proposed by the European Commission to significantly increase the production and supply of SAFs, the ReFuelEU Aviation Initiative will also likely play a significant role in shaping the advancement of the SAF sector in Europe and better solidifying the policy setting for decarbonizing European aviation (Pavlenko 2021).
Some issues affecting potential stakeholder uptake of sustainable aviation fuel within Australia: a case study conducted at Darwin International Airport
Published in Australian Journal of Mechanical Engineering, 2020
Nicholas S. Bardell, Michael J. Ashton
Sustainable aviation fuel (SAF) represents one of the most promising means by which the aviation industry could substantially reduce emissions, address fuel costs and price volatility, and still continue to enjoy growth. Two leading Australian Airlines, Qantas Airways and Virgin Australia, have both expressed considerable interest in SAF and since 2007 have announced important sustainability and renewable initiatives predominately undertaken in the larger markets afforded by NSW and QLD (CSIRO 2011; Qantas Public Report 2013). This work draws attention to the NT market with particular emphasis on discovering the main issues affecting potential stakeholder uptake of SAF at Darwin International Airport. The insights gained from this study will be broadly applicable to other monitored Australian airports1 since the on-airport jet fuel infrastructure, supply and distribution models that exist at Darwin are mirrored throughout Australia.