Airport Greenhouse Gas Emissions Management - Zurich Airport

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4.6 Calculation Methods 4.6.1 The ACRP Guidebook (2009) provides detailed information on how to calculate the emissions from each source at an airport including aircraft, APU, GSE, ground access vehicles, stationary sources, waste management activities, training fires, construction and others. Factors for converting non- CO 2 emissions to a CO 2 -equivalent mass are also provided. 4.6.2 The ACI-Europe ACA scheme (2009) provides emissions factors for converting the volume of various fuels used to CO 2 mass as well as for calculating the mass of CO 2 emitted for each kWh of electricity used in a large number of countries. 4.6.3 ICAO Document 9889, developed mainly for the calculation of local air quality emissions, provides detailed methodologies for calculating emissions from a variety of airport sources including aircraft engine start-up. inventory 4.6.4 It is also recommended for airports to refer to any national reporting guidelines, e.g., UK DEFRA Greenhouse Gas Protocol (http://www.defra.gov.uk/environment/business/reporting/carbon-report.htm) 4.6.5 Emissions from the combustion of renewable or biomass fuels, such as wood pellets or biofuels, will need careful consideration. In general, the contribution of the emissions from these non-fossil fuels will have a net zero effect on the CO 2 levels in the atmosphere, because the equivalent CO 2 was removed from the atmosphere during their production in recent times. 4.7 Discussion and Recommendations Completeness 4.7.1 Ideally an airport inventory, regardless of its purpose, should be as complete as possible covering all emissions sources at an airport and those associated with airport-related activities. One of the main reasons for covering all of these sources is the concern that an inventory without major sources like aircraft and passenger car trips might seem incomplete, and would thus lack public credibility. 4.7.2 In addition, at most airports, a complete inventory will demonstrate that Scope 1 and 2 sources are very much smaller than Scope 3. The majority of airport related GHG emissions are outside the control and ownership of the airport operator. Furthermore, if Scope 3B emissions includes the whole flight for departing aircraft, the inventory will demonstrate that even the emissions an airport operator can influence are small compared with the total. 4.7.3 If an airport operator invests in a project such as a train line to the airport (usually a joint venture with local authorities), the GHG reduction benefits should be reflected in the new inventory following implementation of the project. An incomplete initial inventory that excluded GAV might not show the GHG benefits of providing public transit. 4.7.4 An airport operator can undertake projects, not necessarily related to core airport activities, that reduce atmospheric CO 2 such as planting trees in certain areas on its own property. In order to 18
avoid confusion with offsetting via the purchase of certified offset credits (see Section 7), it is recommended that projects that have carbon reduction (or sequestration) benefits be reported separately in the inventory. Care must be taken that such CO 2 reductions are properly accounted for including such issues as the longevity or permanence of the reduction or sequestration. Guidance on this issue is beyond the scope of this manual. (Also see paragraph 7.6) 4.7.5 Consideration should be given to including placeholders on emissions that are not being included in a current inventory. For example, an inventory could mention aircraft LTO, or whole of flight emissions without providing figures, stating that accurate information is unavailable and that these sources will be considered in later versions. This could avoid having to add major emissions sources at some future date. Aircraft Emissions 4.7.6 Careful consideration should be given to the inclusion of aircraft emissions in airport inventories. These are Scope 3 emissions and need to be included for completeness and credibility. 4.7.7 The ACRP (2009) guidebook recommends that the emissions from an entire flight be included in the inventory of the departure airport. The advantage of this method is the avoidance of double counting if various and regional inventories are ever combined and totals summed. Additionally, an airport operator can make a reasonable estimate of these emissions based on fuel dispensed to aircraft operators (although tankering practices could distort such calculations.) 4.7.8 There are some disadvantages of this counting method. If an airport operator improves its arrival procedures, for example, implementing Continuous Descent Operations (Approaches) or construction of a new runway reducing arrival congestion and holding, these benefits will not appear on the airport operator’s new inventory. Effectively, the emissions reductions would be reflected in the departing airport operators’ Scope 3 inventories. 4.7.9 An alternative is to base aircraft emissions on the Landing and Take-off (LTO) cycle of aircraft. Many methods of various levels of sophistication are available for these calculations including ICAO Document 9889. At many airports these emissions are already calculated for local air quality emissions inventories and can be relatively easily extended to include CO 2 . Any improvements in local ATM, congestion, taxiing, etc. would then be reflected in the GHG inventory. For airports that take this approach, it is recommended that they leave a placeholder noting “cruise” or “flight outside the LTO” as not available. inventory 4.7.10 Care must be taken if emissions from both the whole of departure flight and LTO are included in an inventory. The departure emissions might be counted twice. 4.7.11 The final choice should be guided by the purpose of the inventory, especially any relevant regulatory requirements. Whatever is chosen, the assumptions, exclusions and inclusions should be clearly reported with the inventory results. Such an approach will help avoid inappropriate comparisons of inventories of different airports. 19
Page 1 and 2: Guidance Manual: Airport Greenhouse
Page 3 and 4: Table of Contents Summary 2 1 Intro
Page 5 and 6: 1 INTRODUCTION 1.1 General Comments
Page 7 and 8: 1.3 Framework 1.3.1 An airport oper
Page 9 and 10: Term Definition Comments/ Reference
Page 11 and 12: 2.2 Acronyms Table 2.2 - Main Acron
Page 13 and 14: 3.2.5 Within this context, an airpo
Page 15 and 16: Stockholm Arlanda CO 2 Cap 3.3.10 I
Page 17 and 18: 4.3.2 CO 2 is the most significant
Page 19: Source Description Comments Scope 2
Page 23 and 24: 5.1.8 Carbon Neutral status means t
Page 25 and 26: 6.3 Reduction of Other Airport-Rela
Page 27 and 28: 7 OFFSETTING AND CARBON NEUTRALITY
Page 29 and 30: • Verification that offset credit
Page 31 and 32: public forums include increased tra
Page 33 and 34: 9 REFERENCE DOCUMENTS 9.1 Relevant
Page 35 and 36: Appendix B: Examples of Airport Gre

Airport Greenhouse Gas Emissions Management - Zurich Airport

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