Instead, it focused on improving efficiency, developing new fuels and technology and influencing consumers. But, crucially, it did not include any suggestion of restrictions on numbers of flights or airport expansions. Last summer it unveiled its Jet Zero consultation, in which it suggested several ways to decarbonise the country’s aviation industry by 2050. Even though these major projects are not being met with the kind of push back expected during a climate crisis and experts have said the government’s stance on decarbonising aviation remains lacklustre, the government would argue that it is doing its part to reduce aviation emissions ( although it actively buried a government-commissioned report saying restrictions are desperately needed). In addition, a group of NGOs has written to aviation minister Robert Courts calling on the government to withdraw its policy support for airport expansion.Ĭurrently, there are more than half a dozen expansions currently being mooted in the UK. Recently, Heathrow declared that the pandemic strengthened its case for expansion and the Planning Inspectorate overruled Somerset Council to give a green light to Bristol airport expansion on appeal.Įxperts warned that the Bristol airport u-turn sets a “dangerous precedent”, and campaigners against the expansion have now been granted a hearing in the High Court later this year. As airport passenger numbers continue to rise post-pandemic, airport expansions do seem to be back on the cards. Given these challenges, the future of airports has been a topic of much discussion. It is estimated that the use of hydrogen powered aircraft could reduce the climate impact of flights by 50-75%, and Airbus has identified a hydrogen-combustion propulsion system to potentially provide a net-zero commercial aircraft by 2035. Around 80% of global aviation sector emissions come from flights longer than 1,500km. “By incrementally building the hydrogen supply and distribution of infrastructure from a short-term starting point, airports can be ready for hydrogen-powered planes as soon as they are commercially viable.”Įmissions generated from flights account for most of an airport’s climate impact. Airport operators and owners must build partnerships with local businesses and other transport operators to initiate the use of hydrogen in the immediate term. “Hydrogen has the potential to be a core component for the decarbonisation of aviation. “Early adoption of fuelling infrastructure is critical to the implementation and success of hydrogen fuelled aircraft,” he said. Jacobs global solutions director for aviation Andrew Gibson emphasised the importance of the new infrastructure. This would provide businesses, public services and homes with carbon neutral power, generating social value. If an airport is able to produce hydrogen through electrolysis on-site, it could become an energy hub for its local community. The report suggests hydrogen gas blending could power heating in terminals by the mid-2040s eventually moving to 100% hydrogen gas heating in the 2050s. These sources will be able to provide power beyond the planes and airport infrastructure. It is recommended that airports start with providing airside hydrogen gas storage and refuelling stations in time for the first flights, before developing more advanced liquid hydrogen storage and gas pipelines for fuelling planes by the early 2050s. The new roadmap provides airports with steps which can be incrementally implemented to ensure hydrogen-powered flights are able to take off as soon as aircraft are available. For example, a large airport may start by implementing scenario 1 for fuelling aircraft whilst the required infrastructure for the implementation of scenario 2 or 3 is being built. These scenarios can be utilised by airports on their own and also provide a route to scaling up hydrogen availability over time. Scenario 3 - the use of electrolysis for hydrogen production on site at the airport.Scenario 2 - the use of a hydrogen gas pipeline with on-site liquefaction.Scenario 1 - the delivery of liquid hydrogen directly to the airport by truck.To help airports transition, Jacobs identified three scenarios for the supply and storage of hydrogen: The company has emphasised that due to the length of time it takes to plan, design, consult and implement new airport infrastructure, airports must make provisions ahead of the first commercially available hydrogen-powered aircraft expected in the early to mid-2030s. Jacobs' Airports as Catalysts for Decarbonisation report provides a roadmap for airports to implement hydrogen fuelling technologies. Airport owners and operators need to plan for the delivery and storage of hydrogen now if they are to be ready to fuel hydrogen-powered aircraft by 2035, according to research by Jacobs.
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