Airlines fly towards decarbonisation: ‘Target, net zero emissions by 2050’

Hydrogen is “one of the most promising solutions” for sustainable aviation, according to ALA President Javier Gándara.

Airlines know they must begin their transition to a more sustainable and decarbonised mobility model. The global aviation sector is responsible for 3% of all CO_₂ emissions, and is among the six sectors with the most difficulty in reducing them (along with road transport, steel, cement, chemicals and logistics).

There is no other. For each passenger transported, an aircraft emits an average of 285 grams of CO_₂ per kilometer traveled compared to 68 grams for a bus or 14 grams for a train, according to the European Environment Agency.

They need to be more sustainable in order to respond to greater environmental awareness among travellers. “We have perceived that this idea of ‘shame to fly’ is spreading and worries us. We must look for alternatives so that the air sector is increasingly cleaner,” explains the president of ALA (Association of Airlines), Javier Gándara, to EL ESPAÑOL, in an exclusive interview.

“It’s the challenge for our industry to achieve net-zero emissions by 2050.” The ALA Association represents almost 60 national and international companies that account for 85% of air traffic in Spain. Among them are Iberia and Air Europa, but also American Airlines or low cost companies such as Ryanair.

Recovering the sky

“Flying has opened borders, has allowed the exchange of cultures, knowledge, has developed an industry as important in Spain as tourism, so we must implement more sustainable solutions so that people continue to fly, and do so with a clear conscience.”

He recognizes that decarbonization is difficult, “currently there is no real alternative on a commercial scale to kerosene, but it is also necessary to take into account that reducing CO emissions as much as possible_“The atmosphere is a global and complex challenge that does not usually accept solutions in local measures.”

“When you consider stopping flying, we say that flying has allowed us to have lifestyles unthinkable a few years ago, so the dilemma should not be between flying and not flying, but how to make it more sustainable, and still affordable, to have the best of both worlds.”

Plane or train

In recent years, Europe is promoting the use of the train between cities to phase out domestic flights. However, it is only interesting if there is a good rail connection between the two points and it has high-speed lines.

They are short flights, of less than 500 km in Europe, they represent 30.6% of flights, but only account for 4.3% of emissions.

“If all those flights were eliminated, counting on all of them having an alternative by train, the CO_₂ reduction would be very small.”

And in the specific case of Spain, the AVE routes (trips of less than 3 hours) currently available “are only five, which barely reach 0.9% of the total emissions of our country, according to a study we have done: Barcelona, Alicante, Valencia, Malaga and Seville. Unfortunately, there is no ‘easy’ solution.”

In addition, “you would leave passengers without connection with other flights, so that large airport hubs, such as Madrid-Barajas, would lose competitiveness and volume. Let’s take as an example that the Valencia-Madrid flight disappears, most likely that passenger did not decide to go by train to Madrid, arrived in Atocha, took a bus or the metro, and then went to Barajas airport, etc. For him it would be easier to make the connection via another international airport, such as Frankfurt, Paris or London.”

On a short flight, there are passengers who go point to point and others who go with a connection. “Of course, the train will play a very important role in the coming years, and more if there were an AVE connection with the large Spanish airports.”

Therefore, the head of the sector recalls that “any type of decision that is taken must be seen in all its complexity”.

Roadmap: Decarbonization

The aviation sector, therefore, has proposed a roadmap to reach net zero emissions by 2050 based on four pillars: technological innovations for alternative propulsion, electrification and hydrogen mainly, biofuels, compensation measures and operational and infrastructure improvements.

“Hydrogen is one of the most promising solutions for the decarbonization of aircraft,” said Javier Gándara.

“Airbus has already announced that they are investigating an aircraft powered entirely by hydrogen, and that if it were green hydrogen it would already be a totally zero emissions system, not net zero emissions.”

Their expectation is that by 2035 they will be able to fly with them, at least in a short and medium radius. “There are still a few years to make it a reality, but in the meantime work is being done on other aspects of decarbonization,” adds the president of the aviation employers’ association.

“For example, in energy efficiency. Airbus’ new 320 models consume less fuel than those of 30 years ago, emit 15% less CO₂ and the noise they produce has also been reduced. The industry has been improving traditional technology, but we have to do much more.”

Hydrogen and SAF

“On the path of hydrogen, many questions still remain to be solved: the low density of the fuel, how it is stored or what are the potential problems that may arise, among others.”

Meanwhile, there is a solution that already exists which is biofuels, known as SAF (Sustainable Aviation Fuels). “There are already test flights, there are engines that are certified to mix kerosene and SAF by 50%, and in the future it could even be up to 100%,” says Javier Gándara.

“And these biofuels also reduce their CO_₂ emissions by more than 80% in their life cycle.”

The problem is their level of production, “which is minimal, before the pandemic they only represented 0.1% of the total consumption of kerosene, and it is also between 3 and 6 times more expensive.” And for that reason, he proposes to “scale production so that it can lower its price”.

A more than necessary measure because in the plan of the European Union, Fit for 55, where the ambitions of reducing emissions increase, the obligation for airlines to incorporate a minimum of biofuels in their flights from 2025 is included.

“Probably this decision of a guarantee to producers for the future of their investments.”

Market mechanisms

“If you could fly more straight and avoid zigzags, you could save a lot on fuel. But for that you need what is called the ‘Single European Sky.'” It refers to a single management coordinated by all countries, “a recurring theme that, for the interests of sovereignty of the national space, some countries block.”

According to the sector’s calculations, if it could be implemented, “a 10% reduction in CO_₂ emissions across Europe would be achieved”.

And finally, the sector relies on market mechanisms for everything that cannot be reduced. “These measures range from participation in emissions trading, as it is included in the European market (ETS EU) or also carbon offset measures, which many companies are already doing.”

At the international level, there is already the CORSIA system (Carbon Offsetting and Reduction Plan for International Aviation), which the ICAO (International Civil Aviation Organization) has established.

“They are alternatives until there is an emission-free technology, but also for those flights where it is not possible to incorporate clean fuels. Even so, there is a long way to go. Technological innovation may surprise us. It wouldn’t be surprising. Our industry has a great capacity to reinvent itself.”

And all this under the premise that “we have to ensure that flying is not again a luxury within the reach of a few as 30 years ago”, concludes the head of the sector.

Source: The Spanish