BDL-Report Energy efficiency and climate protection

Average kerosene consumption per passenger per 100 km in 2012 (BDL passenger airlines)

Average passenger load factor of aircrafts in Germany

Reducton of absolute CO2 emissions

on domestic German flights since 1990

Increase in energy efficiency since 1990 (BDL passenger airlines)

report2013

Energy efficiency andclimate protection

3.8 litres

80.2 %

–20 %

+40 %

Open order-book value of German airlines for new and fuel-efficient aircraft

Portion of global air travel as a percentage of worldwide CO

2 emissions

2.45 %

report2013

Aviation moves.

Energy efficiency and climate protection

€ 27 bn

German aviation is reducing its specific carbon dioxide emissions from year to year. In 2012, the airlines achieved an all-time record by reducing fuel con- sumption to 3.8 litres of kerosene per 100 passenger-kilometres.

The German Aviation Association (BDL) presents the latest key indicators, strategies and measures in this Energy Efficiency and Climate Protection Report 2013.

www.bdl.aero

Contents

Objectives and strategy Industry targes and four-pillar strategy 6

Measures Manufacturers: Focus on engines, aerodynamics and weight 8

Airlines: Higher passenger load factor, more direct routes 10

Airports: Optimised operations, modern lighting 12

Air traffic control: Energy- efficient flight routing 13

Innovative concepts: Alternative aviation fuels and engines 14

Conversion factors 16

Publication details 17

Key indicators 2013

Energy efficiency report in key indicators 2

Average kerosene consumption per passenger per 100 km in 2012 (BDL passenger airlines)

Average passenger load factor of aircrafts in Germany

Reducton of absolute CO2 emissions

on domestic German flights since 1990

Increase in energy efficiency since 1990 (BDL passenger airlines)

report2013

Energy efficiency andclimate protection

3.8 litres

80.2 %

–20 %

+40 %

Open order-book value of German airlines for new and fuel-efficient aircraft

€ 27 bn

Portion of global air travel as a percentage of worldwide CO

2 emissions

2.45 %

2

Energy efficiency report in key indicators Air transport is becoming more and more efficient. Today, rising traffic volumes no longer mean a parallel increase in kerosene consumption. Aviation has cut this link many years ago.

While air traffic in Germany has more than tripled since 1990, kerosene consumption has risen only by 77 per cent during the same period. This figure relates to the total kerosene used for aircraft refuel-ling at German airports. The air transport services for which the kerosene is used for comprise all flights within and departing from Germany. Absolute kero-sene consumption decreases for years – thanks to many steps taken to increase energy efficiency, but also due to removing some domestic German routes.

New efficiency record of 3.8 litres

Since 1990, German airlines have succeeded in reducing their fuel consumption per passenger per 100 km by 40 per cent. In 1990, an aircraft on aver-age consumed 6.3 litres of fuel per passenger per 100 km. In 2012, German airlines set a new efficiency record, reducing fuel consumption to an average of 3.8 litres of kerosene. This statistic takes into account all passenger flights operated by BDL airlines, includ-ing their subsidiaries.

Key indicators 2013

* Traffic growth refers to domestic flights and flights departing from Germany. One tonne of freight is equivalent to ten passengers (100 kg each, including luggage). Source: BDL, based on data from destatis and the German Federal Environment Agency (UBA)

Breaking the link between kerosene consumption and traffic growth

Traffic growth in passenger-kilometres (pkm)*

2010 201120092008200720062005200019951990

+216%

100%

+77%

+140%

+76%

Kerosene consumption

3

In 2012, German airlines were able to reduce kerosene consumption by 352 million litres. That is enough to transport 6.2 million passengers from Berlin to Mallorca.

Which factors affect average consumption?

Fuel consumption per flight varies, especially depending on the passenger load factor and the distance flown. Average kerosene consumption on short-haul flights (< 800 km) is five to seven litres per 100 passenger-kilometres. On medium-haul flights (800 to 3,000 km) it is 2.6 to 4.3 litres, and on long-haul flights (> 3,000 km) it is 2.6 to 3.6 litres per 100 passenger-kilometres. Furthermore, charter flights use less fuel than scheduled flights. This is because passengers plan and book well in advance for charter flights, which allows airlines to plan for a higher load factor with more seats being filled. In addition, charter flights are fitted with more rows of seats into the same of aircraft as they do not offer Business or First Class.

CO2 emissions on domestic routes in Germany

Since 1990, CO2 emissions on domestic German flights have been reduced by 20 per cent to 1.84 mil-lion tonnes – even though domestic German air traffic grew by 63 per cent during the same period.

Key indicators 2013

* This statistic takes into account all BDL passenger airlines, including their subsidiaries. Source: BDL based on company data

Average consumption of the German air fleet: 3.8 litres*

20081991 2009 2010 2011 2012

2,0

Consumption in litres per passenger per 100 km

4,0

6,0

3.80 l

6.20 l

4.12 l 4.02 l 3.96 l 3.92 l

Source: BDL based on data from destatis and the German Federal Environment Agency (UBA)

CO2 emissions and traffic growth between 1990 and 2011

CO2 emissions

Domestic German flights

–20% +63%

Passenger-kilometres

Key indicators 2013

4

Share of global aviation in worldwide CO2 emissions has been falling for ten years

On the global scale, the aviation industry has also increased its energy efficiency, preventing the emis-sion of 4.5 billion tonnes of CO2 since 1990 – the equivalent of the annual carbon dioxide output in Europe. Despite the on-going substantial growth in air travel, the share of global CO2 emissions caused by aviation has been falling for years. It dropped to 2.45 per cent in 2010.

Proactive reduction of kerosene consumption

The aviation sector has been reducing its fuel con-sumption without government-imposed limits or other regulatory measures. Airlines strive to mini-mise their fleets’ kerosene consumption of their own accord as, due to rising oil prices, fuel costs have been one of their biggest cost factors for several decades.

The cost of kerosene represents a third of an airline’s total operating costs. In 2013, airlines worldwide are expected to spend some 164 bil-lion euros on fuel – five times as much as ten years ago.

Source: IATA

Airline operating costs

Kerosene costs

13½

Percentage of global CO2 emissions* of aviation

* Measured against CO2 emissions

from burning fossil fuels Source: International Energy Agency (IEA) 2012

20102005200019951990

1%

3%

4%

2.56%2.85%

2.45%

Key indicators 2013

5

Further research on climate impact required

Scientific research has well established how carbon dioxide affects our climate. However, a broad research is still required into other possible climatic effects of aviation, for example, resulting from the formation of cirrus clouds. Scientists are also questioning the scientific significance of the Radiation Forcing Index (RFI) when applied to calculate a flight’s climatic impact.

The climate impact of air travel depends on the emissions and atmospheric reactions described above, as well as on their geographical spread and residence times.

Reliable projections of future climate developments are crucial for protecting the environment effectively. In order to improve the climate models required for this, theory and reality must be compared constantly. Lufthansa has been supporting projects of this kind for years. As part of the EU project “IAGOS”, the air- line is currently involved in setting up a system for observing the Earth’s atmosphere.

Overview of aviation emissions

Source: BDL based on data from the German Federal Environment Agency (UBA)

form contrails and possibly

cirrus clouds depending on

climate and geographic conditions

acts as greenhouse gas

Engine

1 kgkerosene

erwärmend

Emis

sio

ns

Air

3,150 g carbon dioxide, CO2 acts as greenhouse gas

6-16 g nitrogen oxide, NOx

leads to the formation of ozone, O3

leads to the breakdown of methane, CH4

1,240 g water vapour, H2O

0.418 g sulphur dioxide, SO2

0.1-0.7 g hydrocarbon, HC

0.038 g soot, C

0.7-2.5 g carbon monoxide, CO

Spread and exposure times of aviation emissions

Source: BDL based on data of Lee et al.

Local

Hours Days Weeks Years Decades Centuries

Continental

Hemispheric

Global

Contrails

CO2

Ozone resulting from NOX emissions

Cirrus clouds

6

Industry targets and four-pillar strategy

Airlines, aircraft manufacturers and airports worldwide agreed on specific climate protection targets as early as 2009.

German airlines even surpass the global targets

The global aviation sector has set itself the following targets:

■■ Up to 2020, to increase energy efficiency by 1.5 per cent per year – Germany’s passenger air-lines have achieved an average increase in energy efficiency of 2.3 per cent per year since 1990.

■■ From 2020 onwards, to achieve carbon-neutral growth, among other means, by using market-based mechanisms – For routes within Europe, airlines have been subject to the EU Emissions Trading Scheme (ETS) since 2012. As a result, the target of carbon-neutral growth has already been met in Germany.

■■ By 2050, to reduce aviation’s net CO2 emissions by 50 per cent compared to 2005 levels, even though traffic volumes are set to grow continuously.

Objectives and strategy

Source: BDL illustration based on industry strategy

Measures to achieve CO2 reduction targets

2010

2012

2005 2020 2030 2040 2050

CO2-neutral

growth

(in the EU since 2005)

1.5% efficiencyincreaseper year

… new technologies, alternative fuels and engines

Market-basedmeasures

100%

Reducing CO2 by investing in

… existing technology

… operations

… infrastructure

–50%

No action

7

The four-pillar strategy points the way forward

The aviation sector’s global climate protection meas-ures are based upon a four-pillar strategy agreed by the international aviation industry in 2007:

■■ Firstly, aircraft and engine manufacturers, in par-ticular, are driving forward technical innovations in aircraft and engine design. In addition, the use of sustainable alternative fuels is being increased.

■■ Secondly, airlines and airports are increasing the efficiency of their operations – ranging from flight planning and flight procedures through to energy supply.

■■ Thirdly, governments are being called upon to ensure an efficient and sustainable infrastructure, both on the ground and in the air. This includes extending airports in line with demand as well as establishing an efficient single European air-space – the Single European Sky.

■■ Fourthly, market-based measures can facilitate carbon-neutral growth. These measures must be applied to the aviation sector on a global scale to avoid distorting competition. They also must allow an easy implementation.

Research for even greater ecological efficiency

Research and development are vital to achieve these ambitious targets, and international alliances are of key importance in this effort. For example, under the Clean Sky II Technology Initiative, Europe’s avia-tion industry and the European Union will invest a total of 3.6 billion euros in the development of eco- efficient technologies between 2014 and 2020. One of the partners is the German Aerospace Centre (DLR), which currently leads the so-called “Technol-ogy Evaluator”. This project stimulates the interac-tion of different flight components such as engines, fuselage and wings. Its research is aimed at fostering the development of aircraft with lower emissions.

Objectives and strategy

8

Manufacturers: focus on engines, aerodynamics and weight

Each new generation of aircraft reduces fuel consumption by around 20 per cent. Engines, aerodynamics and weight hold considerable potential for savings. Currently, the German airlines alone have 275 more-fuel-efficient aircraft on order, amounting to a list price of 27 billion euros in total.

Innovative engine technology increases efficiency by 15 per cent

For decades, the fan and the low-pressure turbine of aircraft engines have been mounted on a joint axle. However, engine efficiency can be significantly increased if these two elements operate in their respective optimal speed range. By fitting a gear-box behind the fan, MTU and Pratt & Whitney have come up with a more efficient design principle that reduces CO2 emissions by 15 per cent. In 2012, successful test flights were conducted with the new engine. It is now used at the Airbus A320neo, among others.

Sharklets increase efficiency by 3.5 per cent

Improvements in aerodynamics also hold great potential. Take sharklets for example: At a height of 2.4 metres, the latest generation of these curved wingtips reduce fuel consumption by around 3.5 per cent. They are used within the Airbus A320 family and its successor generation, the A320neo.

Measures

Geared turbofan reduces CO2 emissions by 15 per cent

FanLow-pressure compressor

Axle TurbineGearbox

High-pressure compressor Low-pressure turbine

Combustionchamber

9

German airlines have ordered 70 aircraft with this wingtip modification. Some older aircraft can also be retrofitted with these sharklets.

Lightweight containers increase fuel efficiency, saving thousands of tonnes of kerosene per year

The heavier an aircraft, the more energy it requires to fly. Therefore, aircraft manufacturers and suppliers are turning to the latest materials to reduce weight. Lufthansa Cargo is in the process of replacing more than 5,000 aluminium containers with lightweight alternatives. Each one weighs 13 kg less, reducing CO2 emissions by a total of 6,800 tonnes per year. That is equivalent to the CO2 output of 50 flights from Frankfurt to Dakar, using a Boeing MD-11.

Going forward: CO2 standards for greater transparency

Up to now, there have been no proper standards to compare the efficiency levels of individual aircraft adequately. The UN’s civil aviation organization ICAO is now addressing this issue. At the beginning of February 2013, it agreed upon a technical concept for a global CO2 standard for aircraft. In future, cus-tomers will be able to compare aircraft consumption figures optimally before deciding which aircraft to purchase.

Measures

Wingtips reduce drag

Traditional wing

Large wake turbulence = more drag

Wing with sharklet

Less wake turbulence = less drag

10

Airlines: higher passenger load factor, more direct routes

Airlines and air traffic control organisations are working to make individual flights as energy-efficient as possible. Passenger load factor and route management are key elements in this effort.

Passenger load factor reaches a new record

Airlines optimise the passenger load factor of their air-craft by applying complex price and capacity manage-ment models. This is not only crucial for the airlines’ economic efficiency; it also reduces the average fuel consumption per passenger. The passenger load factor of aircraft fleets around the world reached an all-time high of 79.2 per cent in 2012. In Germany, the aviation industry even managed to exceed this average, with a load factor of 80.2 per cent. For comparison: High-speed (ICE) trains in Germany travel at an average load factor of 47 per cent; passenger cars reach around 30 per cent, with an average of 1.5 occupants on board.

Minimising detours

In 2012, flights between two airports in Germany detoured from the shortest possible flight route by only 3.6 per cent on average. This, virtually optimal routing is made possible, above all, by what is known as the civil-military integration, implemented by the German air traffic control, DFS Deutsche Flug-sicherung. Under this system, the exclusive use of German airspace for military exercises is kept to a minimum in order to facilitate optimal flight routes for civil aviation.

Measures

Source: IATA

Average passenger load factor for aircraft worldwide

1967 1980 1990 2000 2012

20 %

0 %

40 %

80 %79.2%

54.0%

11

Modern satellite applications enable further route optimisations:

■■ Lufthansa Cargo has equipped its entire freigh- ter fleet with the satellite communications system SATCOM in recent months. As a result, aircraft can be reached even in remote areas, facilitating direct routing. In the Far East, for example, the flight time between Guangzhou or Hong Kong in China and Almaty in Kazakhstan can be shortened by around 30 minutes this way. On this route alone, the improvement in rout-ing cuts CO2 emissions by around 6,300 tonnes per year, based on ten flights per week.

■■ European air traffic control organisations, air-lines and airports are currently testing a four-dimensional route management system. This system allows to calculate exactly how much time is required for different flight procedures, such as taxiing or gliding, and it also accounts for the effect of weather. Based on these details, the software computes the optimal departure time for the aircraft. This again helps to avoiding unnecessary holding times in the airspace at the destination airport. Flights can be organized more effectively, which again results in lower kerosene consumption.

Measures

Source: Lufthansa Cargo

Optimised route

Guangzhou

Almaty

Hong Kong

New route: 30 mins shorter

Previous route

12

Airports: optimised operations, modern lighting

At the airports, ground operations also offer scope to reduce CO2 emissions. Germany’s airports are at the forefront of worldwide innovation in this field.

Rigorous implementation of the low-emission strategy

The so-called Airport Carbon Accreditation is a verification and certification standard for managing greenhouse gas emissions at airports. It was initiated by ACI, the European airports’ association. Following this standard, airports have been measuring their carbon footprint for years, and they regularly identify potential for further lowering emissions. The objec-tives and measures to reduce CO2 emissions are verified by external auditors on a regular basis.

Improved coordination of handling processes

Aircraft handling is a complex process involving air-lines, airports, ground handling services and air traf-fic control. The Airport Collaborative Decision Making (Airport CDM) programme enables the data required for aircraft handling operations to be shared. The benefit: Individual operations at an airport can be better coordinated, and this helps to avoid energy-intensive waiting times on the runway. As much as 3.75 million litres of kerosene can be saved at an air-port on the size of Munich airport in this way. In May 2013, the Airport CDM programme was rolled out at six airports across Europe, three of them in Germany.

New, efficient lighting

Lighting is one of the major fac-tors in managing energy effi-ciency. Several airports have been changing their conventional light-ing systems to low-energy light-emitting diodes (LEDs). A practi-cal test conducted in Frankfurt indicates that the energy required for lighting is reduced by 80 per cent. By switching to LED lamps, Frankfurt and Munich airports expect to reduce CO2 emissions by several thousand tonnes a year.

Measures

* Energy consumption for production and use Source: Osram

Saving with LEDs*

Halogenlighting

LEDlighting

Operating time 25,000 h

8,291 MJ

2,369 MJ

Meg

ajou

les

–71%

13

Air traffic control: energy-efficient flight routing

Direct flight paths not only reduce kerosene costs; they also help avoiding CO

2 emissions.

Progress to date

Germany’s air traffic control DFS introduced the civil-military integration as early as 1993, and this has facilitated virtually direct flight routes within Ger-man airspace since then. Under this arrangement, otherwise military airspace is accessible to civil avia-tion whenever it is not used for military exercises.

This means flights can be organ-ised much more efficiently and routed without detours.

Cooperation instead of fragmentation

By contrast, European air naviga-tion service providers have been organized along national lines for decades. This has partially made it difficult to optimise cross-border routing: in some cases, longer flight paths were needed because airspace was closed for military reasons. Ad-

ditional emissions and extra costs were the result.

To solve this problem a single European airspace is now being set up, in which Europe’s 27 air navigation service providers are grouped into nine Functional Airspace Blocks (FABs). This close collaboration is intended to facilitate optimal flight routes for airlines and to reduce the European aviation sector’s output of CO2 by up to 12 per cent. In total, 115 cross-border direct night flights have already been established under this scheme, saving around 3.3 million km and 10,800 tonnes of kerosene per year.

However, achieving a more efficient European air traffic control area requires not just the commitment of the air navigation service providers, but also a new and stronger commitment to cooperation on the part of the EU member states and the military insti-tutions.

Measures

Functional airspace blocks

NEFAB

UK-IrelandFAB

FABEC

South West FAB

Blue MED FAB

Danube FAB

DK-SEFAB

BalticFAB

FAB CE

FABEC

■■ Area: 1.7 million km2

■■ Flights: Six million per year, amounting to 55 per cent of total air traffic in Europe

■■ Projected increase in traffic: around 30 per cent by 2018

Source: DFS

14

Innovative concepts: alternative aviation fuels and engines

Biofuels are proving their potential in the aviation sector. Lufthansa has become the first airline in the world to use an alternative to fossil fuel kerosene in their regular operations.

On course to commercial viability

Between July and December 2011, a 50 per cent blend of sustainable biofuel was used to power an Airbus-321 engine on the Hamburg-Frankfurt route. As a result, the output of CO2 could be reduced by around 1,500 tonnes, based on eight flights a day throughout over the trial period. Under the Aviation Initiative for Renewable Energy in Germany (aireg), more than 30 companies and organisations, both from the biofuel and aviation industries and from the scientific community, are working hard to realise the commercial potential of biofuels. Their target: By 2025, a total of 10 per cent of the fuel required at German airports is to be provided from alternative sources

Raw materials: sustainability is key

The production and use of alter-native fuels is subject to strict sustainability criteria. A primary concern is the so-called competi-tion between food and fuel: Aireg has declared its commitment that the supply of raw materials for biofuel must not squeeze food and animal feed production.

For this reason, the aireg partners are focusing their research on

raw materials which can be grown on as little land as possible, such as algae. In addition, aireg has teamed up with German development policymakers to investigate in how far growing Jatropha for biofuel production can strengthen local economic structures in developing countries. Jatropha was chosen for cultivation for two reasons especially: It is unfit for human and animal consumption, and it thrives on land unsuitable for food production.

Measures

Source: aireg

Biofuel yields

Algae oil

Per hectare per year

Rape oil

25.0t

1.8t

15

Ensuring commercial viability

At present, alternative fuels cannot yet be produced competitively. While the price of conventional Jet A-1 fuel is 958 US dollars per tonne, HEFA biofuel costs more than 1,300 US dollars. The high price is mostly due to the cost of raw materi-als and production. For alternative fuels to become competitive, mass production is needed as well as stable long-term production conditions along the entire value chain. Promo-tional government policies have to ensure that the production conditions for alternative fuels are free from competitive disadvantages.

Aircraft configuration of the future

Provided they are available in sufficient quantities and at an economic price, biofuels offer a feasible way of powering aircraft even today. When it comes to eco-efficiency, however, completely new aircraft configurations lead the way to the future.

The German Aerospace Centre (DLR), for example, is researching energy-efficient aircraft with a view to 2040. The development of what is referred to as “blended wing bodies” shows promise. Optimal aerodynamics allow for low energy consumption and low CO2 emissions. And the future development of aircraft surfaces holds further potential for eco-efficiency: It could even lead the way to solar and fuel cell-based energy supplies in aviation.

Measures

Source: aireg; data from July 2013

Difference in cost

Conventionalkerosene today

Raw material

HEFA-biofueltoday

958US-$/t

1,372US-$/t

ProductionTransport

Source: DLR

16

Conversion factors

Mass density1 l kerosene = 0.8 kg kerosene 1 kg kerosene = 1.25 l kerosene

Energy density

1 kg kerosene = 42.8 MJ (megajoules) 1 MJ = 0.023 kg kerosene

1 l kerosene = 34.24 MJ 1 MJ = 0.029 l kerosene

Emissiones

1 kg kerosene emits 3.15 kg CO2

4 litres per passenger per 100 km is equivalent to approx. 100 grams of CO

2 per Passenger per kilometres

Distance

1 m = 3.28 ft. (feet) 1 ft. = 0.3048 m

1 km = 0.62 mi (mile) 1 mi = 1.61 km

1 km = 0.54 NM (nautic mile) 1 NM = 1.852 km 1 NM = 1 sm (sea mile)

Speed

100 km/h = 54 kn (knots) 1 kn = 1 NM/h = 1.852 km/h

Volume

1 l = 0.264 US gal lqd (US gallon) 1 US gal lqd = 3.785 l 1 l = 0.00629 bl (barrel) 1 bl = 159 l

Other

Megajoule: 1 MJ = 1 000 000 J = 10 6 J Petajoule: 1 PJ = 1 000 000 000 000 000 J = 1015 J

Fright and passengers

1 passanger incl. luggage is equivalent to 100 kg1 tonne of fright is equivalent to ten passengers

Publication details

Published by

German Aviation Association –

Bundesverband der Deutschen

Luftverkehrswirtschaft e.V. (BDL)

Französische Straße 48

10117 Berlin

Phone: +49 (0)30 520077-0

[email protected]

www.bdl.aero

ViSdP (Responsible for the content as defined by German Press Law)

Matthias von Randow

Managing Director

Editorial board

Uta Maria Pfeiffer

Head of Sustainability

Date of publication September 2013

Implementation and design

Jens Köster

GDE | Kommunikation gestalten | www.gde.de

© BDL 2013

For the sake of the environment

This product complies with the most stringent requirements of modern environmental protection.

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Uta Maria Pfeiffer Head of sustainability

+49 (0)30 520077-140 [email protected]

Carola Scheffler Press Officer

+49 (0)30 520077-116 [email protected]

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