Airlines worldwide are focussing on sustainability, with many promising net zero emissions by 2050, aided by supporting statements from trade associations such as the International Air Transport Association and the Association of Asia Pacific Airlines, as well recent statements from ANA Holdings, Cathay Pacific, and Singapore Airlines.
[Introduction weblinks: International Air Transport Association / Association of Asia Pacific Airlines, / ANA Holdings, Cathay Pacific, / Singapore Airlines]
Offsetting, sustainable aviation fuels and operational emissions reduction across Asia are all part of the picture, so we looked into these airlines’ plans as a case study for their flightpath to 2050 and net-zero.
A key part of many airlines’ plans to achieve net-zero carbon emissions is the International Civil Aviation Organization’s global emissions offsetting scheme, CORSIA — the Carbon Offsetting and Reduction Scheme for International Aviation
A Singapore Airlines spokesperson tells us that CORSIA “is the single global offsetting scheme that allows the use of high quality emissions units to offset the industry’s growth emissions as an interim solution”. It launched a carbon offset programme in June 2021, where offset contributions are used to support rainforest preservation, building solar energy projects, and the distribution of clean-burning cookstoves.
ICAO explains an emissions unit represents one tonne of carbon emissions reduced. An emissions unit is generated when emissions from a project or programme is reduced, as compared to a baseline level, through the implementation of emission reduction techniques or technologies. It adds that emissions units may also be referred to as carbon credits.
As to why carbon offsetting only gained prominence recently, Cathay Pacific explains offsetting was previously limited to a niche group of customers or non-governmental organisations who were “particularly concerned” about their carbon footprint. But there has been increased demand and interest since then from those wanting to reduce their footprint. It also claimed to be the first in Asia to offer voluntary carbon offsets through the Fly Greener programme in 2007.
For all the talk on offsetting, a joint investigation by The Guardian newspaper and Greenpeace found the carbon credits generated from forest protection projects and promoted by carriers “appear to be based on a flawed and much-criticised system”. An unpublished EU investigation obtained by campaign group Transport & Environment, and reported by the Financial Times, found there is “an excess supply” of offsets “due to a weakening of the CORSIA rules following industry lobbying”.
An additional element of the offsetting question is carbon trading between carriers, made available through platforms such as IATA’s Aviation Carbon Exchange.
Elsewhere in the net-zero toolbox, Asian carriers have committed to using sustainable aviation fuel, but this has been riddled with hurdles. A note by S&P Global’s Platts mentions the cost of procuring such fuels and the lack of a commercialised domestic fuel production being the key challenges.
This view is also supported by ANA and Japan Airlines, whose joint report pointed out that despite the Japanese government’s support in the development and production of such fuels, these resources are currently imported into Japan. With domestic production to be commercially available in 2030, the report also mentions the need to create policies that encourage self-sufficiency for the sake of Japan’s energy security.
To partly overcome the supply challenge, Cathay Pacific announced in August 2014 its investment in Fulcrum BioEnergy, a US-based sustainable biofuel developer that is working to convert municipal solid waste to low-carbon fuel. In addition to the investment, Cathay negotiated a long-term supply agreement for an initial 375 million US gallons of fuel covering a 10-year period.
Asked on the challenges faced by producers like Fulcrum, a Cathay spokesperson tells us that this includes having to secure feedstock which meets a carrier’s sustainability criteria, the expenditure to build a fuel production plant, and the high cost of sustainable fuels as compared to the conventional jet fuel. Nevertheless, it believes policy support through production and usage incentives is important for such a fuel market to gain greater acceptance.
Beyond reducing carbon emissions and using sustainable aviation fuel, carriers have been finding ways to optimise their operations through digital tools developed by original equipment manufacturers (or their subsidiaries) or independent players. But as COVID-19 has shown, many in the industry are increasing their reliance on digital tools to mitigate the pandemic’s effects.
Singapore Airlines says it adopts “a range of digital tools” to achieve its sustainability goals through reducing carbon emissions and inflight waste. This includes fuel efficiency, improving flight efficiency of the Singapore air hub, reducing food wastage, and utilising a digital content portal to replace physical copies of newspapers, magazines, and menus.
Its recent sustainability report also listed efforts on operational efficiency, such as optimising Airbus A350 engines based on flight sectors served, deploying more fuel-efficient aircraft on long-haul flights to reduce fuel burn, and modifying the engine software used on its Boeing 787-10s to implement a “slow taper climb” schedule.
Then there is also the new aircraft factor which some carriers believe can help reduce carbon emissions from flying operations.
Singapore Airlines says the most effective way for a carrier to “immediately and materially” reduce their carbon emissions is to operate a young fleet of next generation aircraft. It also found that the Airbus A350s and Boeing 787s in service were “up to 30% more fuel-efficient” as compared to the older models it is replacing.
Likewise, Cathay Pacific notes out of the more than 40 new Airbus A350s and A321neos received, these aircraft were able to deliver “up to 25%” in fuel efficiency improvements as compared to similar aircraft from the previous generation.
But ANA, the launch customer of Boeing 787s, believes a further reduction of emissions can happen by “advancing engine technology to run on fuels such as electricity or hydrogen”.
As the industry continues to find its path to net zero, identifying the right solutions to further reduce emissions will require time, increased joint efforts by the industry players, and perhaps (rightful) criticism from environmental activists, while avoiding falling into the trap of greenwashing. It’s a hard line to walk, but a necessary one.
Author: Firdaus Hashim/Singapore
Published: 14th December 2021
Feature Image: Courtesy of Airbus
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