AVIATION ENVIRONMENT CIRCULAR 2 OF 2013

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1 GOVERNMENT OF INDIA OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION TECHNICAL CENTRE, OPP. SAFDURJUNG AIRPORT, NEW DELHI AVIATION ENVIRONMENT CIRCULAR 2 OF 2013 File No /2010-AED Dated: 13 th June 2013 Subject: Climate Change Initiatives in Civil Aviation 1. INTRODUCTION 1.1 Human induced climate change is now recognized by the global community as the greatest environmental threat of the 21 st century. Almost every human activity is associated with production of greenhouse gas (GHG) emissions either directly or indirectly. Most of the GHG emissions are due to direct burning of fossil fuels from power, industry, transportation, domestic use, etc. The most important greenhouse gas produced by human activities is carbon dioxide (CO 2 ). As the evidence of climate change continues to grow, so does the need to find a global solution to this problem. 1.2 While international aviation s contribution to global emissions of greenhouse gases remains relatively small, in the order of 2-3%, aviation s share is likely to increase as the industry continues to grow rapidly on a global basis. Emissions from aviation are being addressed within the framework of the United Nations Framework Convention on Climate Change (UNFCCC). Specifically, emissions from international aviation (i.e., bunker fuels) are addressed through the Civil Aviation Organization (ICAO), while emissions from domestic aviation are included in national greenhouse gas inventories. 1.3 This circular lays down guidelines in relation to information collection and best practices dissemination to address the climate change issue. 2. DEFINITIONS Aircraft Emissions - Aircraft emissions include only the emissions from aircraft (both from domestic and international operations) including all phases of flight and APU use. 1

2 Airport Emissions - All emissions from activities associated with the operation and use of an airport, including ground support equipment, power generation and ground transport but excluding emissions from aircraft. Such activities can occur inside and outside the airport perimeter fence and may be the responsibility of the airport operator or other stakeholders. Carbon Footprint - A measure of the impact of the human activities on the environment and in particular climate change. It relates to the amount of greenhouse gases produced by a certain activity or entity. A carbon footprint is expressed in units of tonnes (or kg) of carbon dioxide equivalent. Carbon Neutral - Being carbon neutral, or having a net zero carbon footprint, refers to achieving net zero carbon (i.e., carbon dioxide) emissions by balancing a measured amount of carbon released with an equivalent amount sequestered, mitigated, or offset. Carbon Neutral Growth - Growth in an activity with no net increase in CO 2 emissions. Greenhouse Gas - Gases in the atmosphere that absorb and emit radiation within the thermal infrared range. This process is the fundamental cause of the greenhouse effect and increases in anthropogenic emissions. The most significant GHG associated with aviation is carbon dioxide (CO 2 ). Other GHGs included in the Kyoto Protocol are methane (CH 4 ), nitrous oxide (N 2 O), hydro fluorocarbons (HFC), per fluorocarbons (PFC) and sulphur hexafluoride (SF 6 ). Aviation can also be the source of other gaseous and particulate emissions that affect climate, such as oxides of nitrogen (NO x ) and ozone (O 3 ). Scope 1 Emissions - GHG emissions from sources that are owned or controlled by the stakeholder. This can include emissions from fuel combustion in boilers, airport power generation facilities, airport fleet vehicles, aircraft emissions, etc. Scope 2 Emissions - GHG emissions from the off-site generation of electricity (and heating or cooling), purchased and consumed by the airport or airline. Scope 3 Emissions - GHG emissions from aviation related activities from sources not owned or controlled by the airport operator or airline. Scope 3 is a reporting category that allows for the treatment of all other emissions. Examples include aircraft emissions, emissions from airline and other tenant activities, and ground transport vehicles not owned and controlled by the airport operator in the case of an airport operator. 3. PURPOSE 3.1 The purpose of this circular is to establish a comprehensive approach to address aviation related climate change challenges as well as to ensure that 2

3 organizations establish necessary organizational structure to effectively address environmental issues. This circular also encourages airline and airport operators for developing the carbon footprint on annual basis and for preparing a multipronged strategy in order to comply with the relevant regulations and policies. 4. APPLICABILITY 4.1 The provisions of this circular are applicable to the following: a) All airlines (scheduled and cargo airlines); and b) Airports (having aircraft movements more than 10,000 per annum where a single movement is a take-off or landing). 5. GUIDELINES 5.1 DGCA shall establish an Aviation Climate Change Task Force, with stakeholders in order to assess trends in carbon emissions, facilitate data collection and analysis, and formulate new initiatives to curb with climate change issues such as improvements in fuel efficiency, reduction of emissions from airport functions and ground operations, etc. The procedures for the formation and operation of the Task Force will be determined by the Director General. 5.2 All scheduled airlines and airport operators (both private and those under the jurisdiction of AAI) with more than 50,000 movements per year shall set up an Aviation Environment Cell within their respective organizations. The Aviation Environment Cell must be headed by a person having sound knowledge of aviation environmental related matters. 5.3 Cargo airlines and smaller airport operators (i.e., less that 50,000 movements per year) shall assign the environmental tasks to a specific company representative. 5.4 All scheduled airlines and airport operators (both private and those under the jurisdiction of AAI) with more than 10,000 aircraft movements per year, shall develop their own carbon footprint on annual basis to monitor the emission trends of their respective organizations. 5.5 Airport operators shall submit the following data on annual basis: Fuel consumption data from owned power generators. Fuel consumption data for airport-owned vehicles and equipment. Electricity consumption for the entire airport. Electricity consumption for the airport operator only. 3

4 5.6 Airlines shall submit Aviation Turbine Fuel (ATF) consumption data for aircraft main engines and APUs. The data shall be split into domestic and international operations on annual basis. 5.7 Both the airport operator and the airlines shall provide information on voluntary measures taken to reduce CO 2 emissions, effects, timeline, expected results, especially in relation to fuel efficiency, reduction of emissionss from airport functions and ground operations, etc. to DGCA. 5.8 Airport operators and airlines shall submit the information contained in Annexure I to this Circular to DGCA no later than 31 st March of each year for the preceding calendar year. 5.9 For the benefit of stakeholders, indicative emission factors Annexure II. are given in 5.10 In addition to the above, stakeholders shall also submit the relevant reports if their organizations have been certified in accordance to ISO standards (e.g., ISO-14001, ISO 14064) or participating in Airport Carbon Accreditation or similar initiative. 6. MONITORING, REPORTING AND SURVEILLANCEE 6.1 The DGCA shall monitor the information provided by the airports, airlines, and other organizations to ensure proper compliance with the provisions contained in the circular. (Arun Mishra) Director General of Civil Aviation 4

5 Annexure I Data Requirement - Airport Operators Airport Calendar Year Aircraft Movements 1 Number of Passengers Cargo (Tonnes) Scope 1: Fuel consumed by power generators, airport vehicles/equipment (e.g., GPU) moving inside or outside airport boundary owned by the airport company 2 Report fuel quantity & unit (e.g., liters, cubic metre, kgs, tonnes) Scope 2: electricity (MWh) purchased for heating, cooling, lighting of terminal building, runways, offices, etc. for all users, including the airport operator s company, third parties, etc. 3 Scope 2: electricity (MWh) purchased for heating, cooling, lighting of terminal building, runways, etc. only for the airport operator s company Short description of data collection and quality control methodology (i.e., explain the source of the data, responsible department, checks done, correction process, etc.). Authorized person Designation Telephone number address Petrolfor Generators Petrol for Vehicles/Equipment Dieselfor Generators Diesel for Vehicles/Equipment CNGfor Generators CNG for Vehicles/Equipment LPG for Generators LPG for Vehicles/Equipment Other Electricity Electricity Signature Date 1 An aircraft movement is defined as aircraft take-off or landing at an airport. One arrival and one departure represent two movements. 2 Vehicles, equipment, etc. that are sub-contracted should not be part of the calculations. 3 One number needs to be reported. In many cases this number will be based on the main electricity bill/s paid by the airport operator for the whole airport consumption. 5

6 Data Requirement - Airlines Airline name Calendar Year Types of aircraft Number of Aircraft Movements 4 Number of Passengers Cargo (tonnes) Revenue Tonne Kilometers (RTK) 5 Scope 1: ATF consumed by aircraft engines, APUs, maintenance etc. (tonnes) 6 Short description of ATF data collection and quality control methodology (i.e., explain the source of the data, responsible department, checks done, correction process, etc.). Authorized person Designation Telephone number address operations 7 operations 7 Signature Date 4 An aircraft movement is defined as aircraft take-off or landing at an airport. One arrival and one departure represent two movements. For example, one direct flight departing from Delhi and arriving in Mumbai represents two movements. 5 RTK = Distance Payload where: Distance means the actual distance flown by the aircraft. If that information is not available, the great circle distance between the aerodrome of departure and the aerodrome of arrival plus an additional fixed factor of 95 km can be used. Payload means the total mass of revenue-based freight, mail and passengers carried. The number of passengers shall be the number of persons on-board excluding crew members. An aircraft operator may choose to apply either the actual or standard mass for passengers and checked baggage contained in its mass and balance documentation for the relevant flights or a default value of 100 kg for each passenger and their checked baggage. 6 In case conversion from litres to kgs is required and there is no information on the specific density factor value, then the value of 0.8 kg/litre can be used. 7 flights are those that depart and arrive in India. flights are those that depart from India and arrive in another country or those that depart from another country and arrive in India. ATF consumption from flights departing from another country and arriving to another country by an Indian airline (e.g., a flight from Brussels to Montreal) should also be reported as international flights. The airline should state the amount of fuel consumed for domestic and international flights separately. For airlines with flights that combine both a domestic and international leg, they should report the domestic leg at the domestic operations section and international leg at the international operations section by using a properly explained and justified methodology. ATF consumption information may be calculated based on the summation of fuel consumption from each individual flight or on other appropriately documented and accepted methodology. 6

7 Annexure - II Indicative Emissions Factors Source Emission Factor Reference ATF tonnes of CO 2 /tonne ICAO (2011), Guidance Material for the Development of States Action Plans, p. 19 Petrol 3.14 tonnes of CO 2 /tonne DEFRA: 2011 Guidelines to DEFRA/DECC's GHG Diesel 3.16 tonnes of CO 2 /tonne Conversion Factors for Company Reporting, Annex CNG 2.70 tonnes of CO 2 /tonne 1, Tables 1a & 1b LPG 1.49 tonners of CO 2 /m 3 Electricity NEWNE* 0.78 tonnes of CO 2 /MWh Ministry of Power (2013), Central Electricity Electricity South* 0.76 tonnes of CO 2 /MWh Authority, CO 2 Baseline Database for the Indian Power Sector, Table S-1 *Two emission factors are available depending on the location of service provision (NEWNE: Integrated North Eastern Western & North-Western regional grids and South: Southern Grid). 7

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