Design of a Carbon Neutral Airport
Joel Hannah, Danielle Hettmann,
Naseer Rashid, Chris Saleh, Cihan Yilmaz
Agenda
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Context/Background
Stakeholders/Problem
Airport Operations
Case Study
Airport Inventory Tool
Results
Recommendations
Management
2
Aviation
Enplanements at U.S. Airports
9
8
7
(in Millions)
Passengers
6
5
Air transportation is a critical
part of United States
economy as part of
movement of people and
goods for economic growth
4
•$7.4 Billion profit for
passenger carriers in 2010
•786.7 Billion revenue
passenger miles in 2010
3
2
1
0
Year
Sources: The Global Airline Industry, Belobaba et al, 2009
FAA 2010 Year in review
3
Climate Change
•3.63% of U.S. GHG
Emissions
•2% of global CO2
Emissions
•Keeling Curve from data measured in
Hawaii
•Since 1960, data shows an increasing
concentration of CO2 in the
atmosphere
Sources: New England Aquarium, Introduction to Climate Change, 2012; White House Initiative on Global Climate Change, 1995
4
ACRP Report 11, Transportation Research Board 2009; Putting Aviation's Emissions in Context, International Civil Aviation Organization
Emissions Introduction
Source: Adapted from Lee, D.S., et al., Aviation and global climate change in the 21st century, Atmospheric Environment (2009),
doi:10.1016/j.atmosenv.2009.04.024
5
Governmental Response
• Kyoto Protocol (United Nations)
– Aims to reduce four greenhouse gases (carbon dioxide,
methane, nitrous oxide, and sulphur hexafluoride) and
hydrofluorocarbons (HFC) and perfluorocarbons (PFC)
• National Ambient Air Quality Standards (NAAQS) (USEPA)
– CO2 included as air pollutant since 2007, no CO2 in aviation
• International Air Transport Association (IATA) Carbon
Neutral Growth
– 1.5% average annual improvement in fuel efficiency from 2009
to 2020
– Carbon-neutral growth from 2020
– 50% absolute reduction in carbon emissions by 2050
Sources: The United Nations Framework Convention on Climate Change, 15th Conference of the Parties , Background Paper A, 2009
EPA, GHG Tailoring Rule, May 2010
IATA, Carbon-Neutral Growth by 2020, 8 June 2009
6
Agenda
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Context/Background
Stakeholders/Problem
Airport Operations
Case Study
Airport Inventory Tool
Results
Recommendations
Management
7
Stakeholder Interactions
8
Evaluating Solutions
Maturity
-customer
complaints
-impacts on
airport service
-regulations
Implementation
-handle customer
complaints
-issues with airport service
-staff training
Control
Airport
Manager
-negotiating airport
budget
-capital investments
-manage daily ops
-manage daily ops
Emissions
-regulations (FAA,
EPA)
-manage daily ops
-maintenance
9
Problem Statement
• Airport needs to
achieve carbon
neutral growth
operating an
enterprise with
limited control
• With unmitigated
growth, unable to
reach carbon
neutral growth by
2050
Source: FAA, Office of Environment & Energy
Notional FAA Domestic Projection for
Carbon Neutrality
2018
10
Agenda
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Context/Background
Stakeholders/Problem
Airport Operations
Case Study
Airport Inventory Tool
Results
Recommendations
Management
11
Airports as Sources of Emissions
•Aircraft
•Taxis
•Shuttles
•Rental Cars
•Personal Vehicles
•Tugs & Tractors
•Fuel Tankers
•Ground Power Units
•Buses
•Container Loaders
•Transporters
•Air Starter
•Catering Vehicles
•Passenger Boarding Stairs
•Pushback Tugs
•Mobile Lounges
•Boilers
•Waste Disposal
•Incinerators
•Training Fires
•Construction Activities
•Airport Vehicles
12
Airport Operations
Four Main Sources of
Emissions:
Aircraft
Ground Access Vehicles
(GAV)
Stationary
Ground Support
Equipment (GSE)
General Idea:
•Passengers flow-in in
cars/buses/masstransit/airplanes
•Passengers leave on
airplanes/mass transit
Source: Google Maps
13
Airport Operations Video
14
Landing-Take Off Cycle (LTO)
• LTO refers to the
number of aircraft
that land and then
takeoff
• LTO is divided into 4
segments
• Approach
• Taxi-idle
• Takeoff
• Climbout
• Baseline for emissions
calculations
Source: Port of Seattle Seattle-Tacoma International Airport Greenhouse Gas Emissions Inventory - 2006
15
Aircraft Emissions
Aircraft Emissions =
(𝑁𝑒𝑛𝑔 )
𝑇𝑖 ∗ 𝐹𝑖 ∗ 𝐸𝑖 𝐿𝑇𝑂
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N = number of engines
T = time in mode (minutes)
F = fuel burn rate
E = emissions index for LTO mode
LTO = annual landing take-off cycles
16
GSE Emissions
GSE Emissions =
𝑇𝑔 𝑅𝑔 𝐿𝑔 (𝐶)
T = time in use
R = horsepower
L = load factor
C = CO2 emissions factor
17
GAV Emissions
GAV Emissions =
𝐷𝑣
(𝐸𝑣 )
𝐹𝑣
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•
•
•
Source: Metropolitan Washington Airports Authority
D = distance travelled by vehicle
F = fuel economy of vehicle
E = emissions index value
v = vehicle
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Stationary Emissions
Stationary Emissions
= 𝑓𝑚 ∗ 𝐸𝑚
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•
•
f = total fuel consumed
E = emissions index of fuel type
m = source
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Agenda
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Context/Background
Stakeholders/Problem
Airport Operations
Case Study
Airport Inventory Tool
Results
Recommendations
Management
20
Case Study – Washington Dulles
International Airport (IAD)
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Operated by MWAA
Located in Chantilly, VA
Airport Opened – Nov. 1962
Airport Property – 11,830 acres
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–
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3 Terminals
104 gates
4 Runways
Mobile Lounges
AeroTrain system
5 Public Parking Areas
– 24,000 spaces
– Serviced by MWAA controlled
shuttle buses
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Dulles Toll Road, Route 28
Taxi Contract – Washington
Flyer
Source: Quick Airport Statistics, Dulles International Airport, http://www.metwashairports.com/dulles/208.htm
21
IAD Trends in Demand
Total Flights
Passengers
600,000
25,000,000
500,000
20,000,000
400,000
15,000,000
300,000
10,000,000
200,000
5,000,000
100,000
2010
2007
2004
2001
1998
1995
1992
1989
1986
1983
1980
1977
1974
1971
1968
1965
2010
2007
2004
2001
1998
1995
1992
1989
1986
1983
1980
1977
1974
1971
1968
1965
1962
1962
0
0
-5,000,000
Source: Air Traffic Statistics, Dulles International Airport, http://www.metwashairports.com/dulles/653.htm
22
Focus of Work
• Provide the airport manager a tradeoff
analysis for strategies to achieve carbon
neutral growth
– Carbon neutral growth by 2020
– Baseline of 2005
– Zero net growth of emissions by 2050
Sources: FAA Next Gen, faa.gov/nextgen
International Air Transport Association, http://www.iata.org/pressroom/pr/Pages/2009-06-08-03.aspx
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Agenda
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Context/Background
Stakeholders/Problem
Airport Operations
Case Study
Airport Inventory Tool
Results
Recommendations
Management
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Tradeoff Analysis – Airport Inventory
Tool
• Airport Manager as user
• Calculate emissions for
baseline
• Provides emissions
projections
• Model reflects design
alternatives
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Airport Inventory Tool
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Method - Aircraft
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Method - Aircraft
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Operations Data from Dulles Airport:
– Fleet mix
– Annual LTOs for each aircraft
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Fuel Burn Rates for each LTO segment (CATSR, George Mason University):
– Applied FBR to each aircraft in Dulles fleet
– Assumptions made if aircraft not in CATSR database by using similar class of
aircraft/engine
– Supplemented with data from Phoenix Sky Harbor International Airport
Environmental Impact Study
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•
LTO Emissions Factors / Fuel Consumption (kg/LTO/aircraft) verified with
Aircraft Emissions Data from ICAO (2007)
Time in Mode for each LTO segment (MWAA):
– Applied time to each aircraft in Dulles fleet
•
APU Emissions calculation (European Commission):
– 1.6% of total aircraft emissions
28
Airport Inventory Tool - Aircraft
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Airport Inventory Tool - Aircraft
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Method - GSE
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Method - GSE
• Derived GSE Groups based on Dulles Operational
Data
– List of GSE for IAD from Draft Environmental Impact
Statement for New Runways and Terminal Facilities
(MWAA, 2005)
– Analyzed each aircraft type, found similar groupings of
GSE, assigned group label
– Calculated emissions for each group using provided
information: operating time, horsepower, load factor
– Emissions index values from EPA based on IAD
specified fuel types
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Airport Inventory Tool - GSE
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Airport Inventory Tool – GSE Groups
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Method - GAV
35
Method - GAV
• Total passengers for IAD in 2005 (MWAA)
• O&D passengers Seattle-Tacoma Emissions Inventory, verified by
vehicles per year data from Roadway Database (IAD – EDMS)
• Distribution of O&D passengers to vehicle type, MPG, distance
travelled (Seattle-Tacoma Emissions Inventory)
• Passengers per vehicle:
– Personal vehicles: derived through assumptions of average vehicle
capacity (Census data and first person observation)
– Parking shuttle: derived using passengers traveling by private vehicle.
60% of these passengers are assumed to park on airport property. Of
these passengers, 60% are assumed to take a parking shuttle to the
main terminal.
– Rental shuttle: 100% of passengers using rental cars are assumed to
use the rental shuttles.
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Airport Inventory Tool - GAV
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Method - Stationary
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Method - Stationary
• Stationary data currently being collected by
the airport for reporting to Clean Air Act
regulations
• Emissions indices from EIA and EPA for each
fuel type
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Airport Inventory Tool - Stationary
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Agenda
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Context/Background
Stakeholders/Problem
Airport Operations
Case Study
Airport Inventory Tool
Results
Recommendations
Management
41
AIT Results
LTO Modeled:
Domestic and International
Passengers (Annually)
O&D Passengers
Total CO2 Emissions (kg/year)
185,390
27,052,118
19,748,046
590,876,659
CO2/Passengers
Aircraft (total CO2/total
passengers)
GAV (total CO2/O&D
passengers)
GSE (total CO2/total
passengers)
Stationary (total CO2/total
passengers)
CO2 (kg)
9.43
14.77
1.10
0.52
25.83
42
Evaluating Alternatives
Utility
Implementation Time
Maturity of Reduction Strategy
Airport Control
Emissions Reduction
(0.15)
(0.15)
(0.30)
(0.40)
Score
Implementation
Time
Maturity of
Reduction Strategy
Airport Control
Emissions Reduction
1
Long-term: > 10
years
Conceptual stage
Airport operator has no ownership, control, or
influence over implementation of the strategy.
Does not decrease emissions
2
Medium-term: 6–
10 years
Trial tested
Airport operator has no ownership or control but
can influence the reduction of greenhouse gas
emissions through policy, procedures, or training.
Low: Reduction of emissions is
always relatively low.
3
Short-term: 1–5
years
Proven
4
Immediate: < 1
year
Proven at airports
Medium: There is potential for the
Airport has no ownership or control but can
reduction of emissions to range from
influence the reduction of greenhouse gas emissions
low to high depending on
through infrastructure improvements.
implementation details.
Airport operator has complete control over
implementation of the strategy.
High: Reduction of emissions is
always relatively high.
*4 is best, 1 is worst
Source: Transportation Research Board, Airport Cooperative Research Program, Report 56
43
Aircraft Implementation
Alternative
How will this impact
emissions
Goal
CO2
Ranking
Ranking by
Utility Reduced
by
Emissions
Value
(kg)
Utility
Saving
Annually
Cost
Decrease emissions
Minimize the Use of
through APU,
50% reduction in
Auxiliary Power Units supplement APU
emissions from 0.63 6,129,651
(APUs)
with electric ground
APU
power
Higher efficiency,
50% inc in
Fuel Efficiency Targets
less fuel burned,
efficiency per
0.60 125,591,052
for Aircraft
lower emissions
aircraft
Alternative fuels
Development of
have lower
50% fuel mix in all
Alternative Fuels for
Emission Index
0.32 67,920,449
engines
Aircraft
compared to Jet A
Fuel
Shift total annual
Incentivize landing
Implement EmissionLTO per aircraft
more efficient
based Incentives and
class to most
0.52 63,968,930
aircraft, lower
Landing Fees
efficient aircraft in
emissions/LTO
that class
1
8
6
1
11
2
7
3
44
GAV Implementation
Alternative
Alternatively
Fueled Vehicles
for Rental Cars
and
Commercial
Vehicles
Provide Transit
Fare Discounts
and/or
Alternative
Mode Subsidies
Alternatively
Fueled Taxis
Ranking by
CO2 Reduced Ranking by
Emissions
(kg) Annually Utility Cost
Saving
How will this impact
emissions
Goal
Utility Value
Convert Rental Cars
from Gas to Hybrid
50% Rental Fleet
to Hybrid
0.62
24,111,294
4
5
Promote using low
emission vehicles for
airport transport
10% GAV to
Hybrid
0.52
17,093,539
7
6
0.63
2,545,749
1
9
0.50
1,084,202
9
10
Convert Taxi Fleet to
Hybrid [Control
100% Taxi Fleet to
through MWAA
Hybrid
Contract]
Provide Priority
Priority Parking
Vehicle Parking
encourages driving
for Emissions
Emissions Friendly
Friendly
Vehicles
Vehicles
2% GAV to Hybrid
45
GSE & Stationary Implementation
Alternative
How will this impact
emissions
Goal
4 acres of mature
Offset CO2 Emissions
Install Sustainable,
trees (planted 10
through trees (CO2
Long-term
feet apart, each
removed based on tree
Vegetation
absorbing 10 kg
diameter)
CO2 annually)
Alternatively Fueled
Convert GSE from
Ground Service
Gas/Diesel to Electric
Equipment (GSE)
Power
Push Back Tugs
50% GSE to
Electric Power
Minimize taxi time,
Reduce Taxi Time
implementing push back
50%
tugs reduces taxi time
Ranking Ranking
CO2 Reduced
by
by
Utility Value
(kg) Annually Utility Emissions
Cost
Saving
0.63
17,400
1
11
0.48
10,386,825
10
7
0.62
37,016,242
4
4
46
Utility vs. Cost
47
CO2 per Passenger
CO2 (kg)/PAX
[without
mitigation]
25.8 kg
CO2(kg)/PAX
[with design
alternatives
implemented]
7.8 kg
18.0 kg mitigated
48
Findings
Emissions Projection 2005 to 2050 (2% Growth)
1,800,000,000
Carbon neutral growth can be achieved with
a margin of 51 million kg CO2 in 2050
CO2 Emissions (kg)
1,600,000,000
1,400,000,000
1,200,000,000
1,000,000,000
800,000,000
600,000,000
400,000,000
200,000,000
0
2005
2010
2015
2020
2025
2030
2035
2040
2045
2050
Year
All Design Alternatives Combined
Forecasted 2%
Desired
49
Findings
CO2 Emissions (kg)
Emissions Projection 2005 to 2050 (4% Growth)
1,800,000,000
- Carbon neutral growth cannot be achieved
1,600,000,000
- Exceed desired levels beginning in 2038
1,400,000,000
- Gap of 302 million kg CO2 in 2050
1,200,000,000
1,000,000,000
800,000,000
600,000,000
400,000,000
200,000,000
2005
2010
2015
2020
2025
2030
2035
2040
2045
2050
Year
All Design Alternatives Combined
Forecasted 4%
Desired
50
Agenda
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Context/Background
Stakeholders/Problem
Airport Operations
Case Study
Airport Inventory Tool
Results
Recommendations
Management
51
Recommendations
Ranking by
Utility CO2 Reduced (kg) Ranking by
Emissions
Value
Annually
Utility
Saving
Alternative
Goal
Minimize the Use of Auxiliary Power Units (APUs)
50% reduction in emissions from APU
0.63
6,129,651
1
8
Install Sustainable, Long-term Vegetation
4 acres of mature trees (planted 10 feet apart,
each absorbing 10 kg CO2 annually)
0.63
17,400
1
11
Alternatively Fueled Taxis
100% Taxi Fleet to Hybrid
0.63
2,545,749
1
9
Push Back Tugs
Reduce Taxi Time 50%
0.62
37,016,242
4
4
Alternatively Fueled Vehicles for Rental Cars and
Commercial Vehicles
50% Rental Fleet to Hybrid
0.62
24,111,294
4
5
Fuel Efficiency Targets for Aircraft
50% inc in efficiency per aircraft
0.60
125,591,052
6
1
Implement Emission-based Incentives and Landing
Fees
Shift total annual LTO per aircraft class to most
efficient aircraft in that class
0.52
63,968,930
7
3
10% GAV to Hybrid
0.52
17,093,539
7
6
2% GAV to Hybrid
0.50
1,084,202
9
10
Alternatively Fueled Ground Service Equipment (GSE)
50% GSE to Electric Power
0.48
10,386,825
10
7
Development of Alternative Fuels for Aircraft
50% fuel mix in all engines
0.32
67,920,449
11
2
Provide Transit Fare Discounts and/or Alternative
Mode Subsidies
Provide Priority Vehicle Parking for Emissions Friendly
Vehicles
52
Future Work
• Inhibiting factors to carbon neutral growth:
– Technology (aircraft)
– Limitations of cost
– Stakeholder disagreement
• Disagreement between people and policy
• Required cooperation between multiple regulatory agencies
• Evaluate how advances in technology impact
ability to attain carbon neutral growth
• Evaluate the use of ‘green’ ticket fee to cover
carbon offsets and invest in new technology
53
Agenda
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Context/Background
Stakeholders/Problem
Airport Operations
Case Study
Airport Inventory Tool
Results
Recommendations
Management
54
WBS
Design of a
Carbon Neutral
Airport
1.0 Planning
2.0 Design /
Method of
Analysis
3.0
Implement
4.0 Deliver
5.0
Management
1.1 Context
2.1 Research
3.1 Apply Tool
4.1 Preliminary
Project Plan
5.1 WBS
1.2 Stakeholder
Analysis
2.2 CONOPS
3.2Analyze
Results
4.2 Final Project
Plan
5.2 Budget
1.3 Problem
2.3 Develop Tool
3.3 Formulate
Goals/Limits
4.3Poster
5.3 Weekly
Activity Summary
1.4 Need
2.4 Analyze Tool
3.4 Develop
Mitigation
Strategies
4.4IEEE
Conference Paper
5.4Timesheets
1.5 Scope
2.5 Enhance Tool
4.5 Presentations
5.5 360
Evaluation
1.6 Requirements
4.6 Competitions
55
Schedule
56
Earned Value
57
CPI / SPI
58
Questions
59