report
report
2013
2013
Energy
Energyefficiency
efficiencyand
and
climate
climateprotection
protection
Increase in energy efficiency
since 1990
(BDL passenger airlines)
+40 %
Average kerosene consumption
per passenger per 100 km in 2012
(BDL passenger airlines)
3.8 litres
Reducton of absolute CO2 emissions
on domestic German flights since 1990
Portion of global air travel as a
percentage of worldwide CO2 emissions
Average passenger load factor
of aircrafts in Germany
Open order-book value of
German airlines for new
and fuel-efficient aircraft
Aviation moves.
–20 %
2.45 %
80.2 %
€
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 consumption 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.
Contents
Key indicators 2013
Energy efficiency report
in key indicators
2
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: Energyefficient flight routing
13
Innovative concepts:
Alternative aviation fuels
and engines
14
Conversion factors
16
Publication details
17
www.bdl.aero
report
2013
Energy efficiency and
climate protection
Increase in energy efficiency
since 1990
(BDL passenger airlines)
+40 %
Average kerosene consumption
per passenger per 100 km in 2012
(BDL passenger airlines)
3.8 litres
Reducton of absolute CO2 emissions
on domestic German flights since 1990
Portion of global air travel as a
percentage of worldwide CO2 emissions
Average passenger load factor
of aircrafts in Germany
Open order-book value of
German airlines for new
and fuel-efficient aircraft
–20 %
2.45 %
80.2 %
€
27 bn
Key indicators 2013
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 refuelling at German airports. The air transport services
for which the kerosene is used for comprise all flights
within and departing from Germany. Absolute kerosene consumption decreases for years – thanks to
many steps taken to increase energy efficiency, but
also due to removing some domestic German routes.
Breaking the link between kerosene consumption and traffic growth
+216%
Traffic growth in
passenger-kilometres (pkm)*
+140%
100%
+76%
Kerosene consumption
+77%
1990
1995
2000
* 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)
2
2005
2006
2007
2008
2009
2010
2011
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 average 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, including their subsidiaries.
Key indicators 2013
Average consumption of the German air fleet: 3.8 litres*
6,0
6.20 l
Consumption in litres per passenger per 100 km
4.12 l
4,0
4.02 l
3.96 l
3.92 l
3.80 l
2,0
1991
2008
2009
2010
2011
2012
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.
* This statistic takes into
account all BDL passenger airlines,
including their subsidiaries.
Source: BDL based on company data
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 longhaul 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 million tonnes – even though domestic German air
traffic grew by 63 per cent during the same period.
CO2 emissions and traffic growth between 1990 and 2011
Domestic German flights
CO2 emissions
–20%
Passenger-kilometres
+ 63%
Source: BDL based on data from destatis and
the German Federal Environment Agency (UBA)
3
Key indicators 2013
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 emission 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.
Percentage of global CO2 emissions* of aviation
4%
3%
2.85%
2.56%
2.45%
1%
1990
* Measured against CO2 emissions
from burning fossil fuels
Source: International
Energy Agency (IEA) 2012
1995
2000
2005
Proactive reduction of kerosene consumption
The aviation sector has been reducing its fuel consumption without government-imposed limits or
other regulatory measures. Airlines strive to minimise 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.
Airline operating costs
Kerosene costs
13½
Source: IATA
4
2010
The cost of kerosene
represents a third of an
airline’s total operating
costs. In 2013, airlines
worldwide are expected
to spend some 164 billion euros on fuel – five
times as much as ten
years ago.
Key indicators 2013
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.
Overview of aviation emissions
Engine
Emissions
1 kg
kerosene
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
acts as greenhouse gas
0.418 g sulphur dioxide, SO2
form contrails and possibly
cirrus clouds depending on
climate and geographic conditions
0.1-0.7 g hydrocarbon, HC
0.038 g soot, C
0.7-2.5 g carbon monoxide, CO
Source: BDL based on data
from the German Federal
Environment Agency (UBA)
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.
Spread and exposure times of aviation emissions
Global
Cirrus clouds
CO2
Hemispheric
Ozone resulting from NOX emissions
Continental
Local
Contrails
Hours Days Weeks
Source: BDL based on
data of Lee et al.
Years
Decades
Centuries
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 airline is currently involved in setting up a system for
observing the Earth’s atmosphere.
5
Objectives and strategy
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 airlines 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 marketbased 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.
Measures to achieve CO2 reduction targets
Reducing CO2 by investing in
… existing technology
… operations
… infrastructure
… new technologies, alternative
fuels and engines
ac
No
1.5% efficiency
increase
per year
tion
2012
CO2-neutral
growth
100%
(in the EU
since 2005)
Market-based
measures
2005
2010
2020
Source: BDL illustration based on industry strategy
6
2030
–50%
2040
2050
Objectives and strategy
The four-pillar strategy points the way forward
The aviation sector’s global climate protection measures are based upon a four-pillar strategy agreed by
the international aviation industry in 2007:
■■
Firstly, aircraft and engine manufacturers, in particular, 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 airspace – 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 aviation industry and the European Union will invest a
total of 3.6 billion euros in the development of ecoefficient technologies between 2014 and 2020.
One of the partners is the German Aerospace Centre
(DLR), which currently leads the so-called “Technology Evaluator”. This project stimulates the interaction of different flight components such as engines,
fuselage and wings. Its research is aimed at fostering
the development of aircraft with lower emissions.
7
Measures
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 gearbox 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.
Geared turbofan reduces CO2 emissions by 15 per cent
Fan
Low-pressure compressor
High-pressure compressor Low-pressure turbine
Gearbox
Axle
Combustion Turbine
chamber
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.
8
Measures
German airlines have ordered 70 aircraft with this
wingtip modification. Some older aircraft can also
be retrofitted with these sharklets.
Wingtips reduce drag
Traditional wing
Large wake turbulence =
more drag
Wing with sharklet
Less wake turbulence =
less drag
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, customers will be able to compare aircraft consumption
figures optimally before deciding which aircraft to
purchase.
9
Measures
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 aircraft by applying complex price and capacity management 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: Highspeed (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.
Average passenger load factor for aircraft worldwide
79.2%
80 %
54.0%
40 %
20 %
0%
1967
Source: IATA
1980
1990
2000
2012
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 Flugsicherung. 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.
10
Measures
Modern satellite applications enable further
route optimisations:
■■
Optimised route
Almaty
Previous route
New route: 30 mins shorter
Guangzhou
Hong Kong
Lufthansa Cargo has
equipped its entire freighter 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 routing cuts CO2 emissions by
around 6,300 tonnes per
year, based on ten flights
per week.
Source: Lufthansa Cargo
■■
European air traffic control organisations, airlines and airports are currently testing a fourdimensional 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.
11
Measures
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 objectives 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 airlines, airports, ground handling services and air traffic 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 energyintensive waiting times on the runway. As much as
3.75 million litres of kerosene can be saved at an airport 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
Saving with LEDs*
Operating time 25,000 h
Megajoules
8,291 MJ
–71%
2,369 MJ
Halogen
lighting
LED
lighting
* Energy consumption for production and use
Source: Osram
12
Lighting is one of the major factors in managing energy efficiency. Several airports have been
changing their conventional lighting systems to low-energy lightemitting diodes (LEDs). A practical 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
Air traffic control: energy-efficient
flight routing
Direct flight paths not only reduce kerosene costs;
they also help avoiding CO2 emissions.
Progress to date
Germany’s air traffic control DFS introduced the civilmilitary integration as early as 1993, and this has
facilitated virtually direct flight routes within German airspace since then. Under this arrangement,
otherwise military airspace is accessible to civil aviation whenever it is not used for military exercises.
This means flights can be organised much more efficiently and
Functional airspace blocks
routed without detours.
NEFAB
UK-Ireland
FAB
FABEC
South West
FAB
FABEC
Cooperation instead of
fragmentation
DK-SE
FAB
By contrast, European air navigation service providers have been
organized along national lines
for decades. This has partially
FAB CE
Danube
made it difficult to optimise
FAB
cross-border routing: in some
cases, longer flight paths were
Blue MED FAB
needed because airspace was
closed for military reasons. Additional emissions and extra costs were the result.
■■ 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
Baltic
FAB
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 institutions.
13
Measures
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
Biofuel yields
25.0 t
Per hectare
per year
1.8 t
Algae oil
Source: aireg
14
Rape oil
The production and use of alternative fuels is subject to strict
sustainability criteria. A primary
concern is the so-called competition 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
Ensuring commercial viability
Difference in cost
1,372
US-$/t
958
US-$/t
Conventional
kerosene today
Raw material
Production
Transport
Source: aireg; data from July 2013
HEFA-biofuel
today
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 materials 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. Promotional 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 ecoefficiency: It could even lead the way to solar and fuel
cell-based energy supplies in aviation.
Source: DLR
15
Conversion factors
Mass density
1 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
CO2 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 kg
1 tonne of fright is equivalent to ten passengers
16
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
Contact
Uta Maria Pfeiffer
Head of sustainability
Carola Scheffler
Press Officer
+49 (0)30 520077-140
+49 (0)30 520077-116
[email protected]
[email protected]
For the sake of the environment
This product complies with the most stringent requirements of modern environmental protection.
Recycled
100%
Recycling
Climate-friendly
Responsible
Independent