Business Air Travel GHG Inventory & Minimization Modelling...

Business Air Travel GHG Inventory & Minimization Modelling – Wipro Ltd.

cBalance Solutions Pvt. Ltd.

May 2016

1. EXECUTIVE SUMMARY 1

2. INTRODUCTION 1

3. PROJECT OBJECTIVE 2

4. PROJECT SCOPE 2

5. RESULT AND ANALYSIS 3

5.1 DOMESTIC AIR TRAVEL GHG INVENTORY 3 5.1.1 Domestic Short-haul Air Travel GHG Inventory 6 5.1.2 Domestic Long-haul Air Travel GHG Inventory 8 5.2 INTERNATIONAL AIR TRAVEL GHG INVENTORY 11 5.2.1 International Short-haul Air Travel GHG Inventory 14 5.2.2 International Medium-haul Air Travel GHG Inventory 16 5.2.3 International Long-haul Air Travel GHG Inventory 18 5.3 DOMESTIC AND INTERNATIONAL AIR TRAVEL GHG INVENTORY 20 5.4 SCENARIO MODELLING 23 5.4.1 Baseline Vs “Best-In-Class” Air Carrier 23 5.4.2 Baseline (One/Multiple-Stop) vs Non Stop Sector 24

6. CONCLUSION & RECOMMENDATIONS 27

6.1 DOMESTIC AIR CARRIERS -BEST-IN-CLASS 27 6.1.1 Domestic Short Haul 27 6.1.2 Domestic Long haul 35 6.2 INTERNATIONAL AIR CARRIERS -BEST-IN-CLASS 43 6.2.1 International Short haul Emission Factor Ranking 43 6.2.2 International Medium haul Emission Factor Ranking 50 6.2.3 International Long-haul Emission Factor Ranking 56

7. SCOPE DEFINITION 65

7.1 CORPORATE GHG INVENTORY 65 7.1.1 Organizational Boundary Definition 67 7.1.2 Operational Boundary Definition 68

8. RESEARCH AND ANALYSIS METHODOLOGY 71

8.1 ACTIVITY DATA COLLECTION AND VERIFICATION 71 8.2 ACTIVITY DATA QUALITY ASSESSMENT AND PROCESSING 72 8.2.1 Activity Data Scrutinization 72 8.2.2 Raw Data Rectification 73 8.3 FRAMEWORK DEVELOPMENT AND ALLOCATION 73 8.3.1 Assumptions 73 8.4 EMISSION FACTOR DEVELOPMENT 74 8.4.1 Domestic and International Air Carrier – Operation Phase - Emisson Factor 74 8.4.2 Fugitive Emissions – Oil systems 93 8.5 GHG INVENTORY CALCULATION 96 8.5.1 Emissions from Aircraft Operation and Maintenance 96 8.5.2 Fugitive Emissions from Fuel Used 96 8.5.3 Emission from Aircraft & Engine Manufacturing 97

9. REFERENCES 98

List of Tables Table 1: Abbreviations .................................................................................................................................. 4

Table 2 : List of Air Carrier Names and Codes ...................................................................................... 5

Table 3: Criteria for Defining Domestic and International Aviation ........................................... 2

Table 4: Summary of Activity Data Provided by Wipro .................................................................... 3

Table 7 : Domestic Air Travel GHG Emission Summary ................................................................... 3

Table 8 : Domestic Short-haul Air Travel GHG Emission Summary ............................................ 6

Table 9: Domestic Long haul - Air Travel GHG Emission Summary ............................................ 8

Table 10: International Air Travel GHG Emission Summary ....................................................... 11

Table 11: International Short haul- Air Travel GHG Emission Summary ............................... 14

Table 12 : International Medium haul- Air Travel GHG Emission Summary ........................ 16

Table 13: International Long haul- Air Travel GHG Emissions ................................................... 18

Table 14 : Scope-wise Distribution of total GHG Emissions ........................................................ 20

Table 15 : Domestic and International Air Travel Summary ....................................................... 21

Table 16 : Baseline vs Best-In-Class ...................................................................................................... 23

Table 17 : Multi-Stop Sector vs Non Stop Sector .............................................................................. 25

Table 18: Domestic Short haul- African Air Carriers’ Emission Factor Ranking ................. 27

Table 19 : Domestic Short haul- American Air Carriers’ Emission Factor Ranking ........... 27

Table 20 : Domestic Short haul- Asia Pacific Air Carriers’ Emission Factor Ranking ........ 28

Table 21 : Domestic Short haul- Oceania Air Carriers’ Emission Factor Ranking ............... 30

Table 22 : Domestic Short haul- Europe Air Carriers’ Emission Factor Ranking ................ 30

Table 23 : Domestic Short haul- Indian Air Carriers’ Emission Factor Ranking .................. 33

Table 24 : Domestic Short haul- Middle Eastern Air Carriers’ Emission Factor Ranking 33

Table 25 : Domestic Short haul- USA Air Carriers’ Emission Factor Ranking....................... 34

Table 26 : Domestic Long haul - African Air Carriers’ Emission Factor Ranking ................ 35

Table 27 : Domestic Long haul - American Air Carriers’ Emission Factor Ranking ........... 35

Table 28 : Domestic Long haul- Asia Pacific Air Carriers’ Emission Factor Ranking ......... 36

Table 29 : Domestic Long haul- Oceania Air Carriers’ Emission Factor Ranking ................ 38

Table 30 : Domestic Long haul- European Air Carriers’ Emission Factor Ranking ............ 38

Table 31 : Domestic Long haul- Indian Air Carriers’ Emission Factor Ranking ................... 41

Table 32 : Domestic Long haul- Middle Eastern Air Carriers’ Emission Factor Ranking . 41

Table 33 : Domestic Long haul- USA Air Carriers’ Emission Factor Ranking ........................ 42

Table 34 : International Short haul Emission Factor Ranking .................................................... 43

Table 35 International Medium haul Emission Factor Ranking ................................................ 50

Table 36 : International Long haul Emission Factor Ranking ..................................................... 56

Table 5: GHG Inventory Organisational Boundary Definition .................................................... 67

Table 6: GHG Inventory Operational Boundary Definition .......................................................... 69

List of Figures

Figure 2: Domestic Air Travel GHG Emissions & Distance Travelled.......................................... 4

Figure 3 : Domestic - Percentage Contribution to GHG Emission & Distance Travelled ..... 5

Figure 4 : Haul wise distribution of Total Distance travelled and GHG Emissions for Domestic Air Travel ........................................................................................................................................ 5

Figure 5: Domestic Short-haul GHG Emissions & Distance Travelled ........................................ 7

Figure 6: Domestic Short-haul Percentage Contribution to GHG Emissions & Distance Travelled by Air Carriers .............................................................................................................................. 7

Figure 7 : Domestic Short haul- Top 10 Distance & GHG contributor’s EFs vs Average Domestic Short-haul- GHG Emission Factor ......................................................................................... 8

Figure 8 : Domestic Long-haul GHG Emissions & Distance Travelled ........................................ 9

Figure 9 : Domestic Long-haul Percentage Contribution to GHG Emissions & Distance Travelled by Air Carriers ........................................................................................................................... 10

Figure 10 : Domestic Long haul- Top 10 Distance & GHG Emission contributor’s Emission Factors vs Average Domestic Long haul- Emission Factor ....................................... 10

Figure 11 : International GHG Emissions & Distance Travelled ................................................ 12

Figure 12 : International Percentage Contribution to GHG Emissions & Distance Travelled .......................................................................................................................................................... 13

Figure 13 : Haul wise distribution of Total Distance travelled and GHG Emissions for International Air Travel ............................................................................................................................. 13

Figure 14: International Short-haul GHG Emissions & Distance Travelled ........................... 15

Figure 15: International Short-haul Percentage Contribution to GHG Emissions & Distance Travelled by Air Carriers ........................................................................................................ 15

Figure 16 : International Short haul- Top 10 Distance & GHG contributor’s EFs vs Average International Short haul- GHG Emission Factor ............................................................. 16

Figure 17: International Medium-haul GHG Emissions & Distance Travelled ..................... 17

Figure 18: International Medium-haul Percentage Contribution to GHG Emissions & Distance Travelled by Air Carriers ........................................................................................................ 17

Figure 19 : International Medium haul- Top 10 Distance & GHG contributor’s EFs vs Average International Medium haul- GHG Emission Factor ........................................................ 18

Figure 20: International Long-haul GHG Emissions & Distance Travelled ............................ 19

Figure 21: International Long-haul Percentage Contribution to GHG Emissions & Distance Travelled by Air Carriers ........................................................................................................ 19

Figure 22 : International Long haul- Top 10 Distance & GHG contributor’s EFs vs Average International Long haul- GHG Emission Factor .............................................................. 20

Figure 23 : Domestic & International Air Travel GHG Emission Summary ........................... 21

Figure 24 : Percentage Contribution to Domestic and International Air Travel GHG Emission ........................................................................................................................................................... 22

Figure 1: Activity Differentiation according to Scope 1, Scope 2 & Scope 3 GHG Emissions ............................................................................................................................................................................. 69

Abbreviations

Table 1: Abbreviations

AT & C Losses Aggregate Technical and Commercial Losses

CO2e Carbon Dioxide Equivalent

CO2e Carbon Dioxide Equivalent

CSR Corporate Social Responsibility

EF Emission Factor

FY Financial Year

GHG Greenhouse Gas

HVAC Heating Ventilation and Air Conditioning

kWh Kilo Watt Hour

LCA Life-cycle Assessment

Pax-km Passenger-kilometre

List of Air Carriers

Table 2 : List of Air Carrier Names and Codes

Air Carrier Name Air Carrier Code




Aerolineas Aerogal 2K Air Nostrum YW British Airways BA El Al Israel Airlines

LY

Aerolineas Argentinas AR Air Serbia JU Brussels Airlines SN Ellinair EL

Aeromexico AM Air Transat TS Bukovyna Airlines BQ Emirates EK

Air Arabia G9 Aircalin SB Cathay Pacific Airways Ltd

CX Equatorial Congo Airlines

LC

Air Asia Berhad AK AirTran Airways FL Cebgo DG Estonian Air OV

Air Asia India I5 Alaska Airlines AS CEBU Pacific Air 5J Ethiopian Airlines

ET

Air Asia Zest Z2 Alaska Central Express

KO Chengdu Airlines EU Etihad Airways EY

Air Astana KC Alitalia AZ China Airlines CI Etihad Regional F7

Air Baltic BT All Nippon Airways

NH China Eastern Airlines

MU Eurolot K2

Air Berlin PLC AB Allegiant Air G4 China Southern Airlines

CZ European Cargo Services BV

EJ

Air Canada AC American Airlines

AA City Jet WX EVA Air BR

Air China CA Areoflot SU Compass Airlines CP Finnair Oyj AY

Air Choice One 3E Aruba Airlines AG Condor Flugdienst GmbH

DE Fly Dubai FZ

Air Europa UX Asiana Airlines OZ Copa Airlines CM Flybe BE

Air Flamenco F4 Austrian Airlines OS Croatia Airlines OU FLYNAS XY

Air France AF AVIANCA AV Czech Airlines OK Frontier Airlines F9

Air France 4F Avior Airlines 9V Delta Air Lines DL Garuda Indonesia

GA

Air India AI Azerbaijan Hava Yollary

J2 Deutsche Lufthansa AG

LH GermanWings 4U

Air India Express IX Azul Linhas Aereas Brasileiras

AD Druk Air KB Go Air G8

Air Lesiure AL Bangkok Airways PG Eastern Air Lines EA Gol Transportes Aéreos

G3

Air Lingus EI Blue Islands SI Eastern Airways T3 Gulf Air GF

Air Malta KM Blue Panorama Airlines

BV Easyjet Airline U2 Hahn Air Lines HR

Air New Zealand NZ BMI Regional BM Egypt Air MS Hahn Air Systems H1





Hainan Airlines HU Malaysian Airline Berhad

MH Scandinavian Airlines

SK TAROM RO

Hawaiian Airlines HA Malindo Air OD SeaPort Airlines K5 Thai Air Asia FD

Hong Kong Dragon Airlines

KA Malmo Aviation TF Shandong Airlines SC Thai Airways TG

HOP A5 Mandarin Airlines

AE Shanghai Airlines FM Tiger Airways TR

IBERIA IB Monarch Airlines ZB Shenzhen Airlines ZH Transaero Airlines

UN

Icelandair FI Myanmar Airways

8M Sichuan Airlines 3U Transavia Airlines

HV

Indigo Airlines 6E NextJet AB 2N Silk Air MI Transavia France TO

InterSky 3L Nile Air NP Silver Airways 3M Transcarga International Airways

T7

Japan Airlines JL Norwegian Air Shuttle

DY SINGAPORE AIRLINES

SQ Turkish Airlines TK

Jet Airways 9W Oman Air WY Sky Airline H2 United Airlines UA

Jet Lite S2 Other Other Skywork Airlines SX US Airways US

Jet2.com LS Pegasus Airlines PC South African Airways

SA US Bnagla Airline BS

JetBlue B6 Philippine Airlines

PR Southwest Airlines WN UTair Aviation UT

Jetstar Airways JQ Porter Airlines PD Spice Jet SG Vietnam Airlines VN

Juneyao Airlines HO Qatar Airways QR Spirit Airlines NK Virgin America VX

Kenya Airways KQ Quantas Airways QF Spring Airlines 9C Virgin Atlantic Airways

VS

KLM Royal Dutch Airlines

KL Ravn Alaska 7H Srilankan Airlines UL Virgin Australia Airlines

VA

Korean Air KE Regional Express ZL Stobart Air RE Vistara UK

Kuwait Airways KU Royal Air Macroc AT Sun Country Airlines SY Vueling Airlines VY

LAN Airlines LA Royal Jordanian RJ SWISS International Air Lines

LX Wat Phnom WD

LAN Express LU RwandAir WB Taca International Airlines

TA West Jet WS

LOT Polish Airline LO Ryanair FR TAM Linhas Aereas S.A.

JJ White Airways WI

Luxair LG Saudi Arabian Airlines

SV TAP Portugal TP Wizz Air W6

1

1. Executive Summary In Financial Year 2014-2015, Wipro employees flew 498,327 flights, totalling 1,275.58 million passenger kilometres and, based on this cBalance study, emitted approximately 170.22 thousand tonnes of CO2e.

If Wipro were to switch to the Best-In-Class Airline, as derived in this study, the company is poised to save 41% (48.54 thousand tonnes of CO2e), 37% (7.47 thousand tonnes of CO2e), and 20% (3.92 thousand tonnes of CO2e) in International, Domestic–USA, and Domestic–India, respectively; International travel is defined here as any travel that occurs from country-to-country, not within a country.

Further, if Wipro were to switch Multi-Stop flights to Non-Stop flights, the company is poised to save 25% and 50% in International and Domestic–USA travel, respectively; Domestic–India travel is not modeled here as non-stop flights to major Indian cities are very frequent.

To minimize Wipro’s Business Air Travel Emissions, we recommend the Wipro travel team to first search for non-stop flights, and then select airlines based on the prioritized emission-factor list provided in section 7.

2. Introduction This project report has been prepared by cBalance Solutions Private Limited (cBalance Solutions) for Wipro Limited (Wipro). Wipro has a global presence to serve their clients in the field of Information Technology, Consulting and Business Process services. Wipro reported annual gross revenue of $7.5 billion1 for the financial year ended March 2015.

Wipro has initiated many efforts to reduce their ecological impacts and their achievements have been recognized globally. Channel NewsAsia, Sustainalytics and CSR Asia, have ranked Wipro 1st among the 100 most sustainable corporations in Asia in the 2015 Channel NewsAsia Sustainability Ranking.2

Wipro has minimized their ecological footprint in 2014-15 by following the best practices:

Use of renewable energy – used 65 million kWh from renewable sources, accounts 22% of total energy use3

Recycling and reuse of wastewater – 34% water recycled and reused4 Recycling and reuse of waste – 90% of total waste from India recycled or reused5

Wipro’s clients have diversified geographical presence globally. Wipro chose air travel as fast and reliable mode of transport with no comparable alternatives for long distance travel to serve their clients. Wipro has a step-up on the path of sustainability and

1 Factsheet 2014-15 – Wipro Ltd., Page no. 1 2 Factsheet 2014-15 – Wipro Ltd., Page no. 1 3 Factsheet 2014-15 – Wipro Ltd., Page no. 2 4 Factsheet 2014-15 – Wipro Ltd., Page no. 2 5 Factsheet 2014-15 – Wipro Ltd., Page no. 2

http://cbalance.in/about-us/

http://cbalance.in/about-us/

http://www.wipro.com/about-Wipro/

http://www.wipro.com/documents/Wipro-factsheet.pdf





2

expressed interest to know their carbon footprint of business travel from air transport for the financial year 2014-15 and looking forward to formalize and implement the strategies to minimize the emissions from air travel. In the FY 2013-14, Wipro had reported 103 thousand tonnes CO2e GHG emissions from Business Travel in the category of Scope 3 emissions, which was 13% of the total GHG emissions reported under Scope 1, Scope 2 and Scope 3 emissions.6

This report seeks to quantify GHG emissions from Wipro’s business air travel based on a comprehensive GHG inventory assessment of and provide a list of recommendations to minimize the business air travel GHG emissions of Wipro. This will help Wipro to understand the increment in business air travel GHG emissions in FY 2014-15 with respect to the growth of Wipro’ business and also a formalization of strategies to integrate key best practices to minimize their business air travel emissions.

3. Project Objective Wipro has provided the business air travel data of FY April 2014- March 2015. Based on the business air travel data received from Wipro, the overarching goals of the project were:

Estimate Carbon Emission Factors for all domestic & international air carriers which have been used by Wipro for business air travel during FY 2014-15.

Estimate GHG inventory of Wipro’s business air travel in accordance with GHG protocol’s Corporate Accounting and Reporting Standards (referred to as the Corporate standards)7

Provide a list of the rankings of domestic and international air carriers based on their GHG emission factors

Provide the Best-In-Class (GHG emission factor-wise) air carrier of the sectors for Wipro personnel flown in FY 2014-15

Modelling minimization options such as: I. Choosing the most carbon efficient airlines, and

II. Reducing the number of stops on a specific segment

4. Project Scope The scope of the project was entire domestic and international business travel of Wipro, covered by air transport mode, during the global operation of FY 2014-15.

Table 3: Criteria for Defining Domestic and International Aviation8

Journey type between two airports Domestic International Departs and arrives in the same country Yes No Departs from one country and arrives in another

No Yes

Wipro has provided the business air travel data of FY 2014-15 which have been booked and managed by:

I. Wipro’s travel management team, and 6 Sustainability Report 2013-14 – Wipro Ltd., Page no. 86 7 World Resources Institute’s (WRI), 2004 8 2006 IPCC Guidelines for National Greenhouse Gas Inventories, Volume 2: Energy, Chapter 3: Mobile Combustion, Section 3.6.1.3

http://www.wiprosustainabilityreport.com/sites/all/themes/wiprosustain/pdfs/Wipro-sustainability-report-2013-14.pdf

http://www.ghgprotocol.org/files/ghgp/public/ghg-protocol-revised.pdf

3

II. A contracted outsourced agency

Table 4: Summary of Activity Data Provided by Wipro

Air Travel Category Class of Travel No. of Flight legs9 Distance travelled in Million Pax-km

Domestic Economy 2,96,205 336.88 International Economy 2,02,122 932.87 Total Economy 4,98,327 1,269.75

5. Result and Analysis

5.1 Domestic Air Travel GHG Inventory

Table 5 : Domestic Air Travel GHG Emission Summary

Sr. No.

Air Carrier Code

Air Carrier Name No. of Flights (Number)

Distance Travelled (Million Pax-km)

Percentage Contribution of Distance Travelled (%)

GHG Emissions (Thousand Tonne CO2e)

Percentage Contribution of GHG Emissions (%)

1. 6E Indigo Airlines 52,334 53.60 16% 5.91 13%

2. 9W Jet Airways 52,421 49.34 15% 7.42 16%

3. UA United Airlines 28,985 45.49 14% 5.51 12%

4. DL Delta Airlines 25,388 33.05 10% 4.34 9%

5. AI Air India 26,988 31.75 9% 4.99 11%

6. AA American Airlines 18,573 26.08 8% 4.37 9%

7. US US Airways 15,426 19.49 6% 3.28 7%

8. SG Spice Jet 15,591 13.90 4% 1.58 3%

9. WN Southwest Airlines 10,402 12.87 4% 1.82 4%

10. G8 Go Air 7,187 6.79 2% 0.73 2%

11. Others10 Others 42,910 44.52 13% 7.13 15%

Total 2,96,205 336.88 47.05

9 Flight legs are defined as individual flights taken between source destination and end destination. 10 Domestic air travel GHG Emissions Summary of ‘Others’ air carriers reported in Annexure I

4

According to the result shown in Table 5, the total domestic distance covered 336.88 million Pax-km and GHG emissions accounted 47.04 thousand tonne CO2e. The five largest contributors are Indigo Airlines, Jet Airways, United Airlines, Delta Airline and Air India, which covered 64% of the total domestic distance travelled and 61% of total GHG emissions from domestic air travel. Among five largest contributors, three of them Indigo Airlines, Jet Airways, and Air India are Indian domestic air carriers and two of them United Airlines and Delta Airlines are USA domestic air carriers.

Further, the results for domestic air travel categorised in domestic short-haul and domestic long-haul and explained later in section 5.1.1and 5.1.2

Figure 1: Domestic Air Travel GHG Emissions & Distance Travelled

7.13

0.72

1.82

1.58

3.28

4.36

4.99

4.34

5.51

7.42

5.91

44.52

6.79

12.87

13.90

19.49

26.08

31.75

33.05

45.49

49.34

53.60

0.00 20.00 40.00 60.00

0.00 2.00 4.00 6.00 8.00

Others

Go Air

Southwest Airlines

Spice Jet

US Airways

American Airlines

Air India

Delta Air Lines

United Airlines

Jet Airways

Indigo Airlines

G8

WN

SGU

SA

AA

ID

LU

A9

W6

E


GHG Emission ('000 Tonne CO2e)

Air

Car

rie

r N

ame

Domestic Air TravelGHG Emissions = 47.05 Thousand Tonne CO2e

Total Distance Travelled = 336.88 Million Pax- km

GHGEmissions

DistanceTravelled

5

Figure 2 : Domestic - Percentage Contribution to GHG Emission & Distance Travelled

Figure 3 : Haul wise distribution of Total Distance travelled and GHG Emissions for Domestic Air Travel

15%

2%

4%

3%

7%

9%

11%9%

12%

16%

13%

13%

2%

4%

4%

6%

8%

9%

10%

14%

15%

16%

Domestic Air TravelGHG Emission = 47.05 Thousand Tonne CO2e

Total Distance Travelled = 336.88 Million Pax- km

Others

G8 - Go Air

WN - Southwest Airlines

SG - Spice Jet

US - US Airways

AA - American Airlines

AI - Air India

DL - Delta Air Lines

UA - United Airlines

9W - Jet Airways

6E - Indigo Airlines

Outer Ring - % Contribution to Distance Travelled

Inner Ring - % Contribution to GHG Emissions

7%

93%

5%

95%

Domestic Air Travel- Haul-wise percentage contibution of Total Distance Travelled and GHG Emissions

GHG Emissions = 47.05 Thousand Tonne CO2eTotal Distance Travelled = 336.88 Million Pax- km

Short Haul

Long Haul

Outer Ring - % Distribution of distance travelled

Inner Ring - % Distribution of GHG Emissions

6

5.1.1 Domestic Short-haul Air Travel GHG Inventory

Table 6 : Domestic Short-haul Air Travel GHG Emission Summary

11 Domestic Short haul air travel GHG Emissions Summary of ‘Others’ air carriers reported in Annexure II

Sr. No.

Air Carrier Code

Air Carrier Name No of Flights (Number)





Emission Factor (kg CO2e/Pax-km)

1. 9W Jet Airways 12,297 3.83 24% 0.82 24% 0.214

2. 6E Indigo Airlines 3,853 1.45 9% 0.23 7% 0.161

3. UA United Airlines 4,190 1.40 9% 0.28 8% 0.197

4. DL Delta Airlines 3,234 1.18 7% 0.22 7% 0.188

5. AA American Airlines 3,041 1.05 7% 0.26 8% 0.244

6. US US Airways 3,434 1.01 6% 0.25 7% 0.244

7. SG Spice Jet 2,525 0.75 5% 0.15 4% 0.200

8. WN Southwest Airlines 1,588 0.63 4% 0.12 3% 0.185

9.. AI Air India 1,699 0.59 4% 0.14 4% 0.234

10. XY FLYNAS 1,241 0.48 3% 0.09 3% 0.183

11. Others11 Others 10,796 3.71 23% 0.85 25%

Total 47,898 16.07 3.39

7

Figure 4: Domestic Short-haul GHG Emissions & Distance Travelled

Figure 5: Domestic Short-haul Percentage Contribution to GHG Emissions & Distance Travelled by Air Carriers

0.85

0.09

0.14

0.12

0.15

0.25

0.26

0.22

0.28

0.23

0.82

3.71

0.48

0.59

0.63

0.75

1.01

1.05

1.18

1.40

1.45

3.83

0.00 1.00 2.00 3.00 4.00 5.00

0.00 0.20 0.40 0.60 0.80 1.00

Other

FLYNAS

Air India

Southwest Airlines

Spice Jet

US Airways

American Airlines

Delta Air Lines

United Airlines

Indigo Airlines

Jet Airways

XY

AI

WN

SGU

SA

AD

LU

A6

E9

W

Air

Car

rier

Nam

e


GHG Emissions ('000 Tonne CO2e)

Domestic - Short-haul - Top 10 & Other Air Carriers (Based on GHG Emissions Contribution & Distance Travelled)

GHG Emissions = 3.39 Thousand Tonne CO2e, Total Distance Travelled = 16.07 Million Pax-km

GHGEmissions

DistanceTravelled

25%

3%

4%

3%

4%

7%8%

7%

8%

7%

24%

23%

3%

4%

4%

5%

6%

7%7%

9%

9%

24%

Domestic - Short-haul - Top 10 & Other Air Carriers(Based on GHG Emissions Contribution & Distance Travelled)

GHG Emissions = 3.39 Thousand Tonne CO2e,Total Distance Travelled = 16.07 Million Pax-km

Others

XY - FLYNAS

AI - Air India


SG - Spice Jet

US - US Airways





9W - Jet Airways

Outer Ring - % Contribution to Distance

Travelled


8

Figure 6 : Domestic Short haul- Top 10 Distance & GHG contributor’s EFs vs Average Domestic Short-haul- GHG Emission Factor

5.1.2 Domestic Long-haul Air Travel GHG Inventory Table 7: Domestic Long haul - Air Travel GHG Emission Summary

12 Domestic Long haul air travel GHG Emissions Summary of ‘Others’ air carriers reported in Annexure III

0.183

0.234

0.1850.200

0.244 0.244

0.188 0.197

0.161

0.214

Average Emission Factor of Top 10

Contributers, 0.205

Overall Average Domestic Short Haul Emission

Factor, 0.222

0.000

0.050

0.100

0.150

0.200

0.250

0.300

FLYNAS Air India SouthwestAirlines

Spice Jet USAirways

AmericanAirlines

Delta AirLines

UnitedAirlines

IndigoAirlines

JetAirways

Emis

sio

n F

acto

r (k

gCO

2e

/Pax

-km

)

Air Carrier Name

GHG Emisssion Factors of Top 10 Distance and Emission Contributersfor Domestic-Short Haul

Emission Factors of Top 10 ContributersAverage Emission Factor of Top 10 ContributersOverall Average Domestic Short Haul Emission Factor

Sr. No.

Air Carrier Code







1. 6E Indigo Airlines 48,481 52.16 16% 5.67 13% 0.110

2. 9W Jet Airways 40,124 45.50 14% 6.60 15% 0.144


4. DL Delta Airlines 22,154 31.88 10% 4.12 9% 0.129

5. AI Air India 25,289 31.16 10% 4.85 11% 0.157

6. AA American Airlines 15,532 25.03 8% 4.11 9% 0.166

7. US US Airways 11,992 18.48 6% 3.03 7% 0.166

8. SG Spice Jet 13,066 13.15 4% 1.43 3% 0.109

9. WN Southwest Airlines 8,814 12.24 4% 1.70 4% 0.126

10. G8 Go Air 7,001 6.71 2% 0.71 2% 0.111

11. Others12 Others 31,059 40.41 13% 6.21 14%

Total 2,48,307 320.82 43.66

9

Figure 7 : Domestic Long-haul GHG Emissions & Distance Travelled

6.20

0.71

1.70

1.43

3.03

4.11

4.85

4.12

5.23

6.60

5.67

40.41

6.71

12.24

13.15

18.48

25.03

31.16

31.88

44.08

45.50

52.16

0.00 20.00 40.00 60.00

0.00 2.00 4.00 6.00 8.00

Others

Go Air

Southwest Airlines

Spice Jet

US Airways

American Airlines

Air India

Delta Air Lines

United Airlines

Jet Airways

Indigo Airlines

G8

WN

SGU

SA

AA

ID

LU

A9

W6

E



Air

Car

rier

Nam

eDomestic - Long-haul - Top 10 & Other Air Carriers (Based on GHG Emissions

Contribution & Distance Travelled) GHG Emissions = 43.66 Thousand Tonne CO2e,

Total Distance Travelled = 320.82 Million Pax-km

GHGEmissions

DistanceTravelled

10

Figure 8 : Domestic Long-haul Percentage Contribution to GHG Emissions & Distance Travelled by Air Carriers

Figure 9 : Domestic Long haul- Top 10 Distance & GHG Emission contributor’s Emission Factors vs Average Domestic Long haul- Emission Factor

14%

2%

4%

3%

7%

9%

11%9%

12%

15%

13%

13%

2%

4%

4%

6%

8%

10%

10%

14%

14%

16%

Domestic - Long Haul - Top 10 & Other Air Carriers(Based on GHG Emissions Contribution & Distance Travelled)


Others

G8 - Go Air


SG - Spice Jet

US - US Airways


AI - Air India



9W - Jet Airways




0.1110.126

0.109

0.166 0.1660.157

0.1290.119

0.144

0.110

Average Emission Factor of Top 10

Contributers,

0.134

Overall Average Domestic Long Haul Emission Factor,

0.150

0.000

0.020

0.040

0.060

0.080

0.100

0.120

0.140

0.160

0.180

Go Air SouthwestAirlines

Spice Jet USAirways

AmericanAirlines

Air India Delta AirLines

UnitedAirlines

JetAirways

IndigoAirlines

Emis

sio

n F

acto

r (k

gCO

2e

/Pax

-km

)

Air Carrier Name

Emisssion Factors of Top 10 Distance and Emission Contributersfor Domestic-Long Haul

Emission Factor of Top 10 ContributersAverage Emission Factor of Top 10 ContributersOverall Average Domestic Long Haul Emission Factor

11

5.2 International Air Travel GHG Inventory Table 8: International Air Travel GHG Emission Summary

According to the result shown in Table 8, the total international air travel distance covered 982.87 million Pax-km and GHG emissions accounted 123.17 thousand tonne CO2e. The five largest contributors are Emirates, British Airways, Deutsche Lufthansa AG, Etihad Airways, and Singapore Airlines, which covered 54% of total international air travel distance and 53% of total GHG emissions from international air travel. Majority of international air travel covered travel between India to Europe and USA region and vice-e-versa. The five largest contributors air carriers dominate international air travel sectors between India to Europe and USA region.

Further, the results for international air travel, categorized in the international short - haul, international medium-haul, and international long-haul and explained later in sections 5.2.1, 5.2.2, and 5.2.3

13 International air travel GHG Emissions Summary of ‘Others’ air carriers reported in Annexure IV

Sr. No.

Air Carrier Code






1. EK Emirates 28,913 143.40 15% 20.63 17%

2. BA British Airways 22,983 111.67 12% 14.99 12%

3. LH Deutsche Lufthansa AG 19,784 95.97 10% 11.41 9%

4. EY Etihad Airways 16,011 86.35 9% 12.57 10%

5. SQ Singapore Airlines 16,012 74.57 8% 10.04 8%

6. AI Air India 9,144 60.95 7% 8.18 7%

7. 9W Jet Airways 12,874 57.75 6% 6.74 5%

8. QR Qatar Airways 11,158 57.14 6% 7.39 6%

9. UA United Airlines 7,020 34.99 4% 3.39 3%

10. CX Cathay Pacific Airways 5,207 30.68 3% 4.55 4%

11. Other13 Other 53,016 179.40 19% 23.29 19%

Total 2,02,122 932.87 123.17

12

Figure 10 : International GHG Emissions & Distance Travelled

23.29

4.55

3.397.39

6.74

8.18

10.04

12.57

11.41

14.99

20.63

179.40

30.68

34.99

57.14

57.75

60.95

74.57

86.35

95.97

111.67

143.40

0 100 200

0.00 5.00 10.00 15.00 20.00 25.00

Others

Cathay Pacific Airways Ltd

United Airlines

Qatar Airways

Jet Airways

Air India

SINGAPORE AIRLINES

Etihad Airways

Deutsche Lufthansa AG

British Airways

Emirates

CX

UA

QR

9W

AI

SQEY

LHB

AEK



Air

Car

rier

Nam

eInternational Air Travel GHG Emissions = 123.17 Thousand Tonne CO2e


GHGEmissions

DistanceTravelled

13

Figure 11 : International Percentage Contribution to GHG Emissions & Distance Travelled

Figure 12 : Haul wise distribution of Total Distance travelled and GHG Emissions for International Air Travel

19%

4%

3%

6%

5%

7%8%10%

9%

12%

17%

19%

3%

4%

6%

6%

7%

8%

9%

10%

12%

15%

International Air TravelGHG Emissions = 123.17 Thousand Tonne CO2e


Others

CX - Cathay PacificAirways LtdUA - United Airlines

QR - Qatar Airways

9W - Jet Airways

AI - Air India

SQ - SINGAPOREAIRLINESEY - Etihad Airways

LH - Deutsche LufthansaAGBA - British Airways



6%

22%

72%

5%

21%

74%

International Air Travel-Haul-wise Percentage Contributionof Total Distance Travelled and GHG Emissions

GHG Emissions = 123.17 Thousand Tonne CO2eTotal Distance Travelled = 982.87 Million Pax-km

Short Haul

Medium Haul

Long Haul

Outer Ring - % Distribution of distance travelled

Inner Ring - % Distribution of GHG Emissions

14

5.2.1 International Short-haul Air Travel GHG Inventory Table 9: International Short haul- Air Travel GHG Emission Summary

14 International Short haul air travel GHG Emissions Summary of ‘Others’ air carriers reported in Annexure V

Sr. No.

Air Carrier Code

Air Carrier Name No. of Flights (Number)






1. BA British Airways 7,230 5.67 12% 0.94 12% 0.165

2. LH Deutsche Lufthansa AG

6,094 5.40 11% 1.01 13% 0.187

3. TP TAP Portugal 3,180 4.42 9% 0.60 8% 0.136

4. EK Emirates 3,745 3.83 8% 0.68 9% 0.178

5. SQ Singapore Airlines 2,169 2.36 5% 0.38 5% 0.159

6. 9W Jet Airways 2,363 2.08 4% 0.30 4% 0.142


8. KL KLM Royal Dutch Airlines

2,273 1.72 3% 0.26 3% 0.152

9. LX SWISS International 1,703 1.35 3% 0.34 4% 0.250

10. EY Etihad Airways 1,387 1.22 2% 0.21 3% 0.173

11. Others14 Others 22,042 19.18 39% 2.99 38%

Total 54,486 49.14 7.94

15

Figure 13: International Short-haul GHG Emissions & Distance Travelled

Figure 14: International Short-haul Percentage Contribution to GHG Emissions & Distance Travelled by Air Carriers

2.99

0.21

0.34

0.26

0.24

0.29

0.38

0.68

0.60

1.01

0.94

19.18

1.22

1.35

1.72

1.91

2.08

2.36

3.83

4.42

5.40

5.67

0.00 10.00 20.00 30.00

0.00 1.00 2.00 3.00 4.00

Others

Etihad Airways

SWISS International Air Lines

KLM Royal Dutch Airlines

United Airlines

Jet Airways

SINGAPORE AIRLINES

Emirates

TAP Portugal


British Airways

EYLX

KL

UA

9W

SQEK

TPLH

BA



Air

Car

rier

Nam

e

International - Short-haul - Top 10 & Other Air Carriers(Based on GHG Emissions Contribution & Distance Travelled)

GHG Emissions = 7.94 Thousand Tonne CO2e, Total Distance Travelled = 49.14 Million Pax-km

GHGEmissions

DistanceTravelled

39%

2%3%3%4%4%

5%

8%

9%

11%

12%

38%

3%4%

3%3%4%5%

9%

8%

13%

12%

International - Short-haul - Top 10 & Other Air Carriers(Based on GHG Emissions Contribution & Distance Travelled)


Others

EY - Etihad Airways

LX - SWISS International AirLinesKL - KLM Royal Dutch Airlines


9W - Jet Airways

SQ - SINGAPORE AIRLINES

EK - Emirates

TP - TAP Portugal



16

Figure 15 : International Short haul- Top 10 Distance & GHG contributor’s EFs vs Average International Short haul- GHG Emission Factor

5.2.2 International Medium-haul Air Travel GHG Inventory Table 10 : International Medium haul- Air Travel GHG Emission Summary

15 International Medium haul air travel GHG Emissions Summary of ‘Others’ air carriers reported in Annexure VI

0.173

0.250

0.152

0.1270.142

0.1590.178

0.136

0.1870.165

Average Emission Factor

of Top 10 Contributers, 0.167

Overall Average International Short Haul

Emission Factor , 0.161

0.000

0.050

0.100

0.150

0.200

0.250

0.300

EMis

sio

n F

acto

rs (

kgC

O2

e/P

ax-k

m)

Air Carrier Name

Emisssion Factors of Top 10 Distance and Emission Contributersfor International-Short Haul

Emission Factors of Top 10 Contributers

Average Emission Factor of Top 10 Contributers

Overall Average International Short Haul Emission Factor

Sr. No.

Air Carrier Code







1. EK Emirates 13,001 39.37 20% 5.82 22% 0.148



4. QR Qatar Airways 5,210 16.59 8% 2.24 8% 0.135

5. 9W Jet Airways 5,279 15.79 8% 1.88 7% 0.119


3,380 10.72 5% 1.30 5% 0.121


8. CX Cathay Pacific Airways

2,384 8.23 4% 1.26 5% 0.153

9. AI Air India 2,573 7.96 4% 1.11 4% 0.140

10. MH Malaysian Airline Berhad

2,257 7.08 4% 1.01 4% 0.143

11. Others15 Others 10,366 31.57 16% 4.16 15%

Total 63,058 195.22 26.98

17

Figure 16: International Medium-haul GHG Emissions & Distance Travelled

Figure 17: International Medium-haul Percentage Contribution to GHG Emissions & Distance Travelled by Air Carriers

4.15

1.01

1.11

1.26

1.42

1.29

1.88

2.24

3.21

3.58

5.82

31.57

7.08

7.96

8.23

10.26

10.72

15.79

16.59

21.51

26.14

39.37

0.00 10.00 20.00 30.00 40.00 50.00

0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00

Others

Malaysian Airline Berhad

Air India


British Airways


Jet Airways

Qatar Airways

Etihad Airways

SINGAPORE AIRLINES

Emirates

MH

AI

CX

BA

LH9

WQ

REY

SQEK



Air

Car

rier

Nam

eInternational - Medium Haul - Top 10 & Other Air Carriers

(Based on GHG Emissions Contribution & Distance Travelled)GHG Emissions = 26.98 Thousand Tonne CO2e,


GHGEmissions

DistanceTravelled

15%

4%

4%

5%

5%

5%

7%8%

12%

13%

22%

16%

4%

4%

4%

5%

5%

8%8%

11%

13%

20%

International - Medium-haul - Top 10 & Other Air Carriers(Based on GHG Emissions Contribution & Distance Travelled)


Others

MH - Malaysian Airline Berhad

AI - Air India

CX - Cathay Pacific Airways Ltd

BA - British Airways

LH - Deutsche Lufthansa AG

9W - Jet Airways

QR - Qatar Airways

EY - Etihad Airways


EK - Emirates



18

Figure 18 : International Medium haul- Top 10 Distance & GHG contributor’s EFs vs Average International Medium haul- GHG Emission Factor

5.2.3 International Long-haul Air Travel GHG Inventory Table 11: International Long haul- Air Travel GHG Emissions

16 International Long haul air travel GHG Emissions Summary of ‘Others’ air carriers reported in Annexure VII

0.143 0.1400.153

0.138

0.121 0.119

0.1350.149 0.137

0.148

Average Emission Factor of Top 10 Contributers,

0.138

Overall Average International Medium Haul Emission Factor,

0.135

0.000

0.020

0.040

0.060

0.080

0.100

0.120

0.140

0.160

0.180

Emis

sio

n F

acto

r (k

gCO

2e/

Pax

-km

)

Air Carrier Name

Emisssion Factors of Top 10 Distance and Emission Contributersfor International-Medium Haul

Emission Factors of Top 10 ContributersAverage Emission Factor of Top 10 ContributersOverall Average International Medium Haul Emission Factor

Sr. No.

Air Carrier Code







1. EK Emirates 12,167 100.20 15% 14.13 14% 0.141



10,310 79.85 12% 9.11

9% 0.114


5. AI Air India 5,655 52.08 8% 6.91 7% 0.133


7. 9W Jet Airways 5,232 39.88 6% 4.57 4% 0.115

8. QR Qatar Airways 4,322 39.34 6% 4.94 5% 0.125


10. CX Cathay Pacific Airways 2,318 21.91 3% 3.19 3% 0.146

11. Others16 Others 15,469 120.49 17% 28.90 28%

Total 84,578 688.50 102.38

19

Figure 19: International Long-haul GHG Emissions & Distance Travelled

Figure 20: International Long-haul Percentage Contribution to GHG Emissions & Distance Travelled by Air Carriers

120.49

21.91

29.33

39.34

39.88

46.07

52.08

63.61

79.85

95.74

100.20

14.78

3.19

2.77

4.94

4.57

6.09

6.91

9.14

9.11

12.63

14.13

0.00 5.00 10.00 15.00 20.00

0.00 50.00 100.00 150.00

Others


United Airlines

Qatar Airways

Jet Airways

SINGAPORE AIRLINES

Air India

Etihad Airways


British Airways

Emirates

CX

UA

QR

9W

SQA

IEY

LHB

AEK


GHG Emissions (Tonne CO2e)

Air

Car

rie

r N

ame

International - Long-haul - Top 10 & Other Air Carriers (Based on GHG Emissions Contribution & Distance Travelled)


DistanceTravelled

GHGEmissions

17%

4%

3%

6%

5%

7%

8%10%

10%

14%

16%

17%

3%

4%

6%

6%

7%

8%9%

12%

14%

15%

International - Long-haul - Top 10 & Other Air Carriers(Based on GHG Emissions Contribution & Distance Travelled)


Others

CX - Cathay Pacific Airways Ltd


QR - Qatar Airways

9W - Jet Airways


AI - Air India

EY - Etihad Airways

LH - Deutsche Lufthansa AG

BA - British Airways

EK - Emirates



20

Figure 21 : International Long haul- Top 10 Distance & GHG contributor’s EFs vs Average International Long haul- GHG Emission Factor

5.3 Domestic and International Air Travel GHG Inventory Table 12 : Scope-wise Distribution of total GHG Emissions

For Year 2014-2015

International Domestic Total % of Total GHG Emissions

Emission Scope for Wipro

Emission Scope for Air Carriers

Thousand Tonne CO2e

Scope 3

Scope 1 & Scope 2

Operational Emission - Fuel combustion + Purchased Electricity

100.73 38.87 139.60 82%

Scope 3 Aircraft Manufacturing + Fuel Supply Chain

22.44 8.18 30.62 18%

Total 123.17 47.05 170.22

0.146

0.094

0.1250.115

0.132 0.1330.144

0.114

0.1320.141

Average Emission Factor of Top 10 Contributers, 0.128

Overall Average International Long Haul Emission Factor,

0.129

0.000

0.020

0.040

0.060

0.080

0.100

0.120

0.140

0.160

Emis

sio

n F

acto

r (k

gCO

2e

/Pax

-km

)

Air Carrier Name

Emisssion Factors of Top 10 Distance and Emission Contributersfor International-Long Haul

Emission Factors of Top 10 Contributers

Average Emission Factor of Top 10 Contributers

Overall Average International Long Haul Emission Factor

21

Table 13 : Domestic and International Air Travel Summary

Air Travel Distance Travelled (Million Pax-km) GHG Emissions (Thousand Tonne CO2e)

International 932.87 123.17

Domestic 336.88 47.05

Total 1,269.75 170.22

Figure 22 : Domestic & International Air Travel GHG Emission Summary

932.87

336.88

123.17

47.05

0.00

20.00

40.00

60.00

80.00

100.00

120.00

140.00

0.00

100.00

200.00

300.00

400.00

500.00

600.00

700.00

800.00

900.00

1,000.00

International Domestic

GH

G E

mis

sio

ns

(Th

ou

san

d T

on

ne

CO

2e

)

Dis

tan

ce T

rave

lled

(M

illio

n P

ax-k

m)

Air Travel Category

Domestic and International Air TravelTotal Distance Travelled (Domestic + International) = 1,269.75 Million Pax-km

Total GHG Emissions (Domestic + international) =170.22 Thousand Tonne CO2e

Distance Travelled GHG Emissions

22

Figure 23 : Percentage Contribution to Domestic and International Air Travel GHG Emission

GHG Emissions, International, 72%

GHG Emissions, Domestic, 28%

Distance Travelled, International, 73%

Distance Travelled,

Domestic, 27%

Domestic and International Air TravelTotal Distance Travelled (Domestic + International) =1,269.75 Million Pax-km

Total GHG Emissions (Domestic + international) =170.22 Thousand Tonne CO2e

23

5.4 Scenario Modelling

5.4.1 Baseline Vs “Best-In-Class” Air Carrier

Baseline vs Best-In-Class Scenario –

Baseline – All flights treated as individual flights and their GHG emission is considered for baseline scenario

- The goal of this scenario is to identify the best Airline based on their emissions for a given sector;

- This is done through extracting all the unique flights for a given airline and assessing alternative airlines for that particular sector;

- The Airline that achieves the lowest emission for a given sector is chosen and termed “Best-In-Class”;

- After that, the whole data is assessed and then if the Airline flown is different from “Best-In-Class” airline for that particular sector, then

the “Best-In-Class” airline is recommended for that sector.

Table 14 : Baseline vs Best-In-Class

Baseline Recommendation – Best in Class

Savings

Air Travel Category Scenario Modelled (Number)




Savings in Emissions (Thousand Tonne CO2e)

Percent Savings (%)

International (Best-In-Class)

8,775 38.00 4.18 0.00 0.00 0%

International 1,93,347 894.86 118.98 70.44 48.54 41%

Total 2,02,122 932.86 123.16 70.44 52.72 43%

24

5.4.2 Baseline (One/Multiple-Stop) vs Non Stop Sector

Baseline – One/ Multi-Stop flights with corresponding Distance travelled and GHG Emissions (Flights whose recommendation is available and gives savings in positive are only counted)

Non Stop Sector – Flights with no intermediate stops. Also known as a ‘Direct flight’

The goal of the Scenario is to avoid One/Multi-Stop flights and commence a non-stop flight wherever applicable via the airline which has lowest emission for that sector.

- This is done by Airline wise extracting all the unique flights and assessing different airlines flying for that particular sector.

- Then, Airline which delivers lowest emission for the given sector is chosen and termed “Best-In-Class”

Baseline Recommendation – Best in Class

Savings

Air Travel Category Scenario Modelled (Number)




Savings in Emissions (Thousand Tonne CO2e)

Percent Savings (%)

Domestic (USA- Best-In-Class)

15,647 22.81 2.78 0.00 0.00 0%

Domestic (USA) 98,116 137.44 20.21 12.74 7.47 37%

Subtotal 1,13,763 160.25 22.99 12.74 10.25 45%

Domestic (India- Best-In-Class)

20,106 17.62 2.06 0.00 0.00 0%

Domestic (India) 1,39,060 143.78 19.62 15.71 3.92 20%

Subtotal 1,59,166 161.4 21.68 15.71 5.97 28%

Total 2,72,929 321.65 44.67 27.45 17.22 39%

25

After that, Total Flight distance and total emissions is calculated by adding flight distances and their emissions for all flight legs of that sector.

Scenario is modelled which depicts flight flying from Source destination to end destination while skipping all intermediate legs. (Assumptions are made wherever necessary)

Based on the scenario modelled, the flight sector combination is tabulated with the extracted list to verify whether any such combination already exists in the data extracted.

If it does, the flight distance for that sector is extracted from the list and corresponding emission are calculated with respect to best efficient airlines in that sector. These emissions are subtracted from total emissions to find out total savings

Table 15 : Multi-Stop Sector vs Non Stop Sector

Baseline Recommendation Savings

Air Travel Category No of Sectors (Number)

No of Flights (Number)


Emissions (Thousand Tonne CO2e)



Savings Distance Travelled (Million Pax-km)

Percent Savings Distance Travelled (%)

Savings Emissions (Thousand Tonne CO2e)

Percent Savings Emissions (%)

International

Multi-Stop Flights 49,252 1,36,597 720.88 95.18 -- -- -- -- -- --

Scenario Not Modelled

14,523 86,063 250.26 31.75 0.00 0.00 0.00 0% 0.00 0%

Scenario Modelled 50,534 50,534 470.62 63.42 433.29 47.49 37.32 8% 15.94 25%

26

Baseline Recommendation Savings

Air Travel Category No of Sectors (Number)

No of Flights (Number)





Savings Distance Travelled (Million Pax-km)

Percent Savings Distance Travelled (%)

Savings Emissions (Thousand Tonne CO2e)

Percent Savings Emissions (%)

Domestic (USA only)

Multi-Stop Flights 17,566 63,057 81.86 12.05 -- -- -- -- -- --

Scenario Not Modelled

4,964 45,146 32.30 4.98 0.00 0.00 0.00 0% 0.00 0%

Scenario Modelled 17,911 17,911 49.56 7.07 34.07 3.57 15.48 31% 3.50 50%

27

6. Conclusion & Recommendations

6.1 Domestic Air Carriers -Best-In-Class

6.1.1 Domestic Short Haul

6.1.1.1 African Short haul – Emission Factor Ranking Table 16: Domestic Short haul- African Air Carriers’ Emission Factor Ranking

From Table 17, it is evident that Wat Phnom Airlines is the best airline to fly short-haul in Africa, followed by Royal Air Macroc and so forth.

6.1.1.2 American (excluding USA) Short haul – Emission Factor Ranking

From Table 18, it is evident that Air Canada is the best airline to fly short-haul in the Americas (excluding the US), followed by Aruba Airlines and so forth

Table 17 : Domestic Short haul- American Air Carriers’ Emission Factor Ranking

Carrier Code Carrier Name Emission Factor (kgCO2e/Pax-km)

Ranking

AC Air Canada 0.175 1

AG Aruba Airlines 0.175 2

WS West Jet 0.179 3

H2 Sky Airline 0.189 4

G3 Gol Transportes Aéreos 0.190 5

JJ TAM Linhas Aereas S.A. 0.193 6

5J CEBU Pacific Air 0.195 7


Ranking

WD Wat Phnom Airlines 0.177 1

AT Royal Air Macroc 0.195 2

LC Equatorial Congo Airlines 0.208 3

WB Rwand Air 0.218 4

SA South African Airways 0.239 5

ET Ethiopian Airlines 0.242 6

KQ Kenya Airways 0.287 7

28

LA LAN Airlines 0.195 8

PR Philippine Airlines 0.204 9

AR Aerolineas Argentinas 0.209 10

AD Azul Linhas Aereas Brasileiras 0.211 11

TS Air Transat 0.211 12

2K Aerolineas Aerogal 0.213 13

F4 Air Flamenco 0.222 14

LU LAN Express 0.222 15

TA Taca International Airlines 0.223 16

CM Copa Airlines 0.224 17

AV AVIANCA 0.224 18

CP Compass Airlines 0.245 19

9V Avior Airlines 0.262 20

AM Aeromexico 0.268 21

T7 Transcarga International Airways

0.296 22

PD Porter Airlines 0.477 23

6.1.1.3 Asia Pacific Short haul – Emission Factor Ranking

From Table 19, it is evident that Malindo Air is the best airline to fly short-haul in the Asia-Pacific region, followed by Spring Airlines and so forth.

Table 18 : Domestic Short haul- Asia Pacific Air Carriers’ Emission Factor Ranking


Ranking

OD Malindo Air 0.169 1

9C Spring Airlines 0.175 2

Z2 Air Asia Zest 0.175 3

HO Juneyao Airlines 0.176 4

SC Shandong Airlines 0.180 5

PG Bangkok Airways 0.181 6

29

EU Chengdu Airlines 0.181 7

3U Sichuan Airlines 0.185 8

8M Myanmar Airways 0.185 9

ZH Shenzhen Airlines 0.186 10

BR EVA Air 0.190 11

FD Thai Air Asia 0.192 12

VN Vietnam Airlines 0.194 13

TR Tiger Airways 0.194 14

HU Hainan Airlines 0.194 15

AK Air Asia Berhad 0.198 16

CZ China Southern Airlines 0.200 17

MU China Eastern Airlines 0.207 18

DG Cebgo 0.208 19

MI Silk Air 0.210 20

FM Shanghai Airlines 0.211 21

UL Srilankan Airlines 0.219 22

CA Air China 0.219 23

KB Druk Air 0.223 24

SQ Singapore Airlines 0.225 25

CI China Airlines 0.234 26

AE Mandarin Airlines 0.237 27

NH All Nippon Airways 0.243 28

JL Japan Airlines 0.244 29

GA Garuda Indonesia 0.246 30

MH Malaysian Airline Berhad 0.250 31

CX Cathay Pacific Airways 0.259 32

KA Hong Kong Dragon Airlines 0.263 33

TG Thai Airways 0.281 34

30

OZ Asiana Airlines 0.288 35

KE Korean Air 0.324 36

BS US Bangla Airline 0.334 37

6.1.1.4 Oceania Short haul – Emission Factor Ranking

From Table 20, it is evident that Jetstar Airways is the best airline to fly short-haul in Oceania region, followed by Quantas Airways and so forth.

Table 19 : Domestic Short haul- Oceania Air Carriers’ Emission Factor Ranking


Ranking

JQ Jetstar Airways 0.191 1

QF Quantas Airways 0.192 2

VA Virgin Australia Airlines 0.194 3

NZ Air New Zealand 0.197 4

SB Aircalin 0.223 5

ZL Regional Express 0.333 6

6.1.1.5 European Short haul – Emission Factor Ranking

From Table 21, it is evident that Ryanair is the best airline to fly short-haul in Europe, followed by Norwegian Air Shuttle and so forth.

Table 20 : Domestic Short haul- Europe Air Carriers’ Emission Factor Ranking


Ranking

FR Ryanair 0.144 1

DY Norwegian Air Shuttle 0.157 2

W6 Wizz Air 0.176 3

VY Vueling Airlines 0.176 4

TO Transavia France 0.178 5

SI Blue Islands 0.180 6

3L InterSky 0.180 7

KM Air Malta 0.180 8

EI Air Lingus 0.180 9

31

ZB Monarch Airlines 0.180 10

AY Finnair Oyj 0.183 11

AB Air Berlin PLC 0.186 12

K2 Eurolot 0.186 13

SK Scandinavian Airlines 0.186 14

JU Air Serbia 0.188 15

TP TAP Portugal 0.190 16

F7 Etihad Regional 0.192 17

LS Jet2.com 0.195 18

DE Condor Flugdienst GmbH 0.196 19

U2 Easyjet Airline 0.199 20

IB IBERIA 0.199 21

TK Turkish Airlines 0.200 22

RE Stobart Air 0.204 23

UN Transaero Airlines 0.205 24

UT UTair Aviation 0.206 25

RO TAROM 0.211 26

A5 HOP 0.212 27

4U GermanWings 0.212 28

AF Air France 0.213 29


FI Icelandair 0.213 31

YW Air Nostrum 0.213 32

EL Ellinair 0.214 33

HV Transavia Airlines 0.215 34

BQ Bukovyna Airlines 0.216 35

VS Virgin Atlantic Airways 0.219 36

KL KLM Royal Dutch Airlines 0.220 37

32

BV Blue Panorama Airlines 0.221 38

SU Areoflot 0.222 39

H1 Hahn Air Systems 0.222 40

T3 Eastern Airways 0.224 41

WI White Airways 0.225 42

SX Skywork Airlines 0.225 43

AZ Alitalia 0.228 44

BA British Airways 0.231 45

TF Malmo Aviation 0.234 46

OK Czech Airlines 0.243 47

LG Luxair 0.243 48

BE Flybe 0.246 49

UX Air Europa 0.249 50

LO LOT Polish Airline 0.250 51

OV Estonian Air 0.250 52

SN Brussels Airlines 0.254 53

BM BMI Regional 0.264 54

WX City Jet 0.266 55

LH Deutsche Lufthansa AG 0.277 56

2N NextJet AB 0.311 57

OS Austrian Airlines 0.316 58

BT Air Baltic 0.322 59

EJ European Cargo Services BV

0.323 60

OU Croatia Airlines 0.362 61

LX SWISS International Airlines 0.386 62

HR Hahn Airlines 0.706 63

33

6.1.1.6 Indian Short haul – Emission Factor Ranking

From Table 22, it is evident that Indigo Airline is the best airline to fly short-haul in India, followed by Go Air and so forth.

Table 21 : Domestic Short haul- Indian Air Carriers’ Emission Factor Ranking

Carrier Code

Carrier Name Emission Factor (kgCO2e/Pax-km)

Ranking

6E Indigo Airlines 0.161 1

G8 Go Air 0.163 2

I5 Air Asia India 0.170 3

S2 Jet Lite 0.190 4

UK Vistara 0.197 5

SG Spice Jet 0.200 6

IX Air India Express 0.201 7

9W Jet Airways 0.214 8

AI Air India 0.234 9

6.1.1.7 Middle Eastern Short haul – Emission Factor Ranking

From Table 23, it is evident that Nile Air is the best airline to fly short-haul in the Middle East, followed by Flynas and so forth.

Table 22 : Domestic Short haul- Middle Eastern Air Carriers’ Emission Factor Ranking


Ranking

NP Nile Air 0.175 1

XY FLYNAS 0.183 2

LY El Al Israel Airlines 0.189 3

G9 Air Arabia 0.194 4

GF Gulf Air 0.198 5

PC Pegasus Airlines 0.199 6

FZ Fly Dubai 0.210 7

SV Saudi Arabian Airlines 0.212 8

WY Oman Air 0.212 9

KU Kuwait Airways 0.214 10

34

J2 Azerbaijan Hava Yollary 0.217 11

EK Emirates 0.237 12

QR Qatar Airways 0.242 13

EY Etihad Airways 0.245 14

AL Air Lesiure 0.250 15

KC Air Astana 0.262 16

RJ Royal Jordanian 0.277 17

MS Egypt Air 0.283 18

6.1.1.8 USA Short haul – Emission Factor Ranking

From Table 24, it is evident that Spirit Airlines is the best airline to fly short-haul in the USA, followed by JetBlue (as Eastern Air Lines is a charter airline) and so forth.

Table 23 : Domestic Short haul- USA Air Carriers’ Emission Factor Ranking


Ranking

NK Spirit Airlines 0.162 1

EA Eastern Airlines 0.183 2

B6 JetBlue 0.184 3

WN Southwest Airlines 0.185 4

SY Sun Country Airlines 0.185 5

VX Virgin America 0.185 6

DL Delta Airlines 0.188 7

AS Alaska Airlines 0.192 8

UA United Airlines 0.197 9

F9 Frontier Airlines 0.208 10

3M Silver Airways 0.212 11

G4 Allegiant Air 0.220 12

7H Ravn Alaska 0.222 13

K5 SeaPort Airlines 0.222 14

KO Alaska Central Express 0.222 15

35

3E Air Choice One 0.234 16

AA American Airlines 0.244 17

US US Airways 0.244 18

HA Hawaiian Airlines 0.274 19

FL AirTran Airways 0.301 20

6.1.2 Domestic Long haul

6.1.2.1 African Long haul – Emission Factor Ranking

From Table 27, it is evident that Rwand Air is the best airline to fly long-haul in Africa, followed by Wat Phnom Airlines and so forth.

Table 24 : Domestic Long haul - African Air Carriers’ Emission Factor Ranking


Ranking








6.1.2.2 American (excluding USA) Long haul – Emission Factor Ranking

From Table 26, it is evident that WestJet is the best airline to fly long-haul in the Americas (excluding the USA), followed by Air Canada and so forth.

Table 25 : Domestic Long haul - American Air Carriers’ Emission Factor Ranking


Ranking

WS West Jet 0.116 1




36














AV AVIANCA 0.153 18




T7 Transcarga International Airways

0.208 22


6.1.2.3 Asia Pacific Long haul – Emission Factor Ranking

From Table 27, it is evident that Malindo Air is the best airline to fly long-haul in the Asia-Pacific region, followed by Shandong Airlines and so forth.

Table 26 : Domestic Long haul- Asia Pacific Air Carriers’ Emission Factor Ranking


Ranking





37







BR EVA Air 0.128 11



















DG Cebgo 0.165 30



38




BS US Bnagla Airline 0.209 36


6.1.2.4 Oceania Long haul – Emission Factor Ranking

From Table 28, it is evident that Quantas Airways is the best airline to fly long-haul in the Oceania region, followed by Jetstar and so forth.

Table 27 : Domestic Long haul- Oceania Air Carriers’ Emission Factor Ranking


Ranking





SB Aircalin 0.146 5


6.1.2.5 European Long haul – Emission Factor Ranking

From Table 29, it is evident that Ryanair is the best airline to fly long-haul in Europe, followed by Norwegian Air Shuttle and so forth.

Table 28 : Domestic Long haul- European Air Carriers’ Emission Factor Ranking


Ranking

FR Ryanair 0.098 1



W6 Wizz Air 0.120 4




39











3L InterSky 0.134 18

IB IBERIA 0.134 19




K2 Eurolot 0.140 23





A5 HOP 0.145 28







RO TAROM 0.147 35

40












BE Flybe 0.158 47

LG Luxair 0.158 48














EJ European Cargo Services BV 0.304 62


41

6.1.2.6 Indian Long haul – Emission Factor Ranking

From Table 30, it is evident that Spice Jet is the best airline to fly long-haul in India, followed by Indigo and so forth.

Table 29 : Domestic Long haul- Indian Air Carriers’ Emission Factor Ranking


Ranking



G8 Go Air 0.111 3


S2 Jet Lite 0.132 5


UK Vistara 0.134 7



6.1.2.7 Middle Eastern Long haul – Emission Factor Ranking

From Table 31, it is evident that Nile Air is the best airline to fly long-haul in India, followed by Flynas and so forth.

Table 30 : Domestic Long haul- Middle Eastern Air Carriers’ Emission Factor Ranking


Ranking

NP Nile Air 0.120 1

XY FLYNAS 0.123 2



GF Gulf Air 0.133 5


WY Oman Air 0.139 7


42











6.1.2.8 USA Long haul – Emission Factor Ranking

From Table 32, it is evident that Spirit Airlines is the best airline to fly long-haul in the USA, followed by Alaska Airlines and so forth.

Table 31 : Domestic Long haul- USA Air Carriers’ Emission Factor Ranking


Ranking








B6 JetBlue 0.127 8






43








6.2 International Air Carriers -Best-In-Class

6.2.1 International Short haul Emission Factor Ranking

From Table 33, it is evident that Ryanair is the best airline to fly short-haul Internationally, followed by Norwegian Air Shuttle and so forth.

Table 32 : International Short haul Emission Factor Ranking


Ranking

FR Ryanair 0.105 1





WS West Jet 0.124 6








W6 Wizz Air 0.131 14


44










NP Nile Air 0.132 25

S2 Jet Lite 0.133 26





B6 JetBlue 0.135 31

BR EVA Air 0.135 32




XY FLYNAS 0.136 36








45











GF Gulf Air 0.142 54










IB IBERIA 0.144 64








46










WY Oman Air 0.150 81




K2 Eurolot 0.152 85




A5 HOP 0.152 89











47




SB Aircalin 0.159 103

RO TAROM 0.160 104


AV AVIANCA 0.161 106



Other Other 0.161 109

4F Air France 0.161 110







DG Cebgo 0.161 117


G8 Go Air 0.161 119





UK Vistara 0.161 124




48





BE Flybe 0.165 132










LG Luxair 0.171 142














49



















T7 Transcarga International Airways 0.223 174










50


6.2.2 International Medium haul Emission Factor Ranking

From Table 34, it is evident that Ryanair is the best airline to fly medium-haul Internationally, followed by Rwand Air (fleet size of 8), Alaska Air and so forth.

Table 33 International Medium haul Emission Factor Ranking


Ranking

FR Ryanair 0.090 1






WS West Jet 0.101 7




BR EVA Air 0.105 11












51

















B6 JetBlue 0.116 39

XY FLYNAS 0.116 40











52





IB IBERIA 0.119 55
























53











A5 HOP 0.128 89






AV AVIANCA 0.130 95










K2 Eurolot 0.134 105


54








DG Cebgo 0.135 114


G8 Go Air 0.135 116














RO TAROM 0.137 130





55





BE Flybe 0.139 139









LG Luxair 0.144 148















56























6.2.3 International Long-haul Emission Factor Ranking

From Table 35, it is evident that Rwand Air (fleet size of 8) or Ryanair are the best airlines to fly long-haul internationally, followed by Alaska Air and so forth.

Table 34 : International Long haul Emission Factor Ranking


Ranking


57

FR Ryanair 0.088 2







WS West Jet 0.096 9



BR EVA Air 0.097 12


















58















B6 JetBlue 0.112 44


XY FLYNAS 0.112 46







IB IBERIA 0.113 53





59



























AV AVIANCA 0.122 84


60


A5 HOP 0.123 87



























61


DG Cebgo 0.129 115


G8 Go Air 0.129 117
















K2 Eurolot 0.131 133






BE Flybe 0.133 139

RO TAROM 0.133 140


62





LG Luxair 0.138 146
























63
















64

ANNEXURE

65

7. Scope Definition

7.1 Corporate GHG Inventory

This GHG Protocol’s Corporate Standard provides standards and guidance for companies and other types of organizations preparing a GHG emissions inventory. It covers the accounting and reporting of the six greenhouse gases covered by the Kyoto Protocol-carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulphur hexafluoride (SF6). While this standard has been followed almost entirely for this project, the aspect of ‘materiality threshold’ as defined by the concept of ‘key categories’ has been incorporated from the 2006 IPCC Guidelines for National Greenhouse Gas Inventories. This is discussed as part of the ‘Completeness’ attributes of the GHG Inventory and described later in the report.

The standard requires adherence to the key principles of Relevance, Completeness, Consistency, Transparency, and Accuracy. These principles and measures taken to adhere to them in the execution of this project are discussed below.

RELEVANCE: It must be ensured that the GHG inventory appropriately reflects the GHG emissions of the company and serves the decision-making needs of users – both internal and external to the company. Relevance can be ensured by appropriate and thoughtful selection of Operational and Organizational (described later). The selection of an appropriate inventory boundary that reflects the substance and economic reality of the company’s business activities, processes and relationships, not merely its legal form, is pivotal to this process and has been addressed in compiling the GHG inventory of business air travel for the Wipro Project.

COMPLETENESS: The GHG inventory must account for and report on all GHG emission sources (i.e. Scopes) and activities (i.e. within each Scope) within the chosen inventory boundary and any specific exclusions must by disclosed and justified. Exclusions of activities from the Inventorying process may be the outcome of limiting constraints such as a lack of primary data, high uncertainty level of available secondary data, or the cost of gathering data. Theoretically a materiality threshold (a minimum emissions accounting threshold), stating that a source not exceeding a certain size can be omitted from the inventory, can be implemented to address unquantifiable emission sources. However, the practical implementation of such a threshold is not compatible with the completeness principle of the GHG Protocol Corporate Standard. Instead, companies must transparently document and justify cases where emissions have not been estimated, or estimated at an insufficient level of quality.

For the Wipro Business Air Travel Corporate GHG Inventory project, the concept of ‘key categories’ has been adopted from the 2006 IPCC Guidelines for National Greenhouse Gas Inventories for implementability reasons. ‘Key categories’ are identified using a pre-determined cumulative emissions threshold. ‘Key categories’ are those that, when summed together in descending order of magnitude, add up to 95 percent of the total level. The pre-determined threshold has been determined based on an evaluation of several inventories, and is aimed at establishing a general level where 90% of inventory uncertainty will be covered by key categories.

The Operational Boundary for the Business Air Travel Project’s Corporate Inventory component is defined later with relevant rationale related to the inclusion of activities presented alongside. Moreover, any exclusions stemming from data constraints or other systemic reasons are listed and discussed in the Appendix.

66

CONSISTENCY: The process of inventorying must use consistent methodologies across time boundaries to allow for meaningful comparisons of emissions over time. To enable this, a GHG inventory report must transparently document any changes to the data, inventory boundary, methods, or any other relevant factors in the time series. Thus, the inventorying process might require the base year emissions to be recalculated as companies undergo significant structural changes such as acquisitions, divestments, and mergers. Since the Corporate Footprint produced as an outcome of this exercise will serve as the Baseline Year GHG Inventory for the Wipro’s business air travel, the need to recalculate any previous year emissions is moot. However, future inventories will need to address any recalculation efforts explicitly.

TRANSPARENCY: All relevant issues must have addressed by the Inventory process in a factual and coherent manner, based on a clear audit trail. The reporting activity must disclose any relevant assumptions and make appropriate references to the accounting and calculation methodologies and data sources used. The standard requires information to be recorded, compiled, and analyzed in a way that enables internal reviewers and external verifiers to attest to its credibility and enable a third party to derive the same results if provided with the same source data. The project report addresses transparency related requirements by providing a comprehensive listing of all assumptions, simplifications, emission factor sources, and technical references in Appendix. along with relevant equations and mathematical and scientific relationships used data processing and analysis required for calculating GHG emissions.

ACCURACY: The Corporate Standard requires that the quantification of GHG emissions is systematically neither over nor under actual emissions, and that uncertainties are reduced as far as possible. The process must be designed to achieve sufficient accuracy to ensure integrity of the reported information and enable users to determine its reliability with reasonable assurance. This project effort incorporated extensive efforts to ensure accuracy of the activity data obtained, collated and transmitted by the reporting entity through:

I. administering rigorously data collection from reporting entity, II. providing guidance to the reporting entity with respect to best-practices to be

followed for ensuring high data quality III. establishing the preferred units for data collection and suggesting acceptable

surrogate units for activity data collection if data was not available in the ideally preferred form

IV. establishing a priority list of emission source activities for which primary data were imperative and activities for which secondary data would be acceptable

The GHG Inventory process’s accuracy is also augmented by use of well documented Tier 2 and Tier 3 GHG Emission Factors wherever possible and use of Tier 1 default emission factors as the least preferred option5. The emission factors used and their sources are presented in Appendix.

The Corporate GHG Inventory accounts for three major Greenhouse Gases: Carbon dioxide (CO2), methane (CH4), Nitrous oxide (N2O). Emissions of these gases have been accounted for activities classified as part of Scope 1, Scope 2, and relevant significant Scope 3 emission sources. In this project all the emissions related to business air travel activities and relevant upstream activities have been considered as Scope 3 emission as per GHG protocol. Emission sources leading to generation of the other 3 Kyoto Protocol Gasses, namely HFCs, PFCs, and SF6, were not considered as ‘key categories’ (or below

67

the materiality threshold as defined earlier as part of the ‘Completeness’ attributes of the project) by the project’s technical advisory team.

Implementation of the Corporate Standard for GHG Inventorying requires the definition of an Organizational and Operational Boundary.

7.1.1 Organizational Boundary Definition

For corporate reporting, two distinct approaches can be used to consolidate GHG emissions: the equity share and the control approaches.

The criteria for setting the Organizational Boundary for this Inventory is the Operational Control. The Standard clarifies that a company has operational control over an operation if the former or one of its subsidiaries has the full authority to introduce and implement its operating policies at the operation. According to this interpretation of operational control and based on discussions with the Reporting Entity’s Management personnel, activities at the aircraft manufacturing site and at the airport handled by aircraft manufacturers, airport authorities and air carriers are not within the operational control of the Reporting Entity and hence 100% of the emissions from all these activities are reported in this Inventory considered as Scope 3 emissions which significant in nature. As an outcome of this approach selection, the operation and emissions-generating activities of the following Stakeholders / Operational Entities were considered as part of the GHG Inventory Boundary.

Table 35: GHG Inventory Organisational Boundary Definition

Stakeholder Activity

Emissions Accounted & Reported

Air Carrier - Operational Control

Wipro Ltd.– Operational Control

Upstream Processes – Manufacturing, Production

Capital Goods Producer, Aircraft & Engine Manufacturer

Raw Material Extraction, Transportation of Raw Material, Capital Goods Production, Transportation of Finished and Semi-finished Capital Goods, Aircraft & Engine Manufacturing, Testing

0 % for Operational Control


Equity share approach: Under the equity share approach, a company accounts for GHG emissions from operations according to its share of equity in the operation. The equity share reflects economic interest, which is the extent of rights a company has to the risks and rewards flowing from an operation.

Control approach: Under the control approach, a company accounts for 100 percent of the GHG emissions from operations over which it has control. It does not account for GHG emissions from operations in which it owns an interest but has no control. Control can be defined in either financial or operational terms. When using the control approach to consolidate GHG emissions, companies shall choose between either the operational control or financial control criteria.

Source: The Greenhouse Gas Protocol, A Corporate Accounting and Reporting Standard

68

of Aircraft

Fuel Supplier Production, Refining, Distribution & Transportation of Fuel to the Airport



Construction Material Manufacturer, Airport & Runway Construction Company

Raw Material Extraction, Transportation of Raw Material, Construction Material Production, Transportation of Construction Material, Deforestation, Construction of Airport & Runway



Downstream Process – Operation, Maintenance, and Insurance

Air carrier

Operation and Maintenance of Aircraft, Ground Duty Operation, Captive Power Generation, Heat or Steam Generation, Administration of Operations



Airport Authority

Operation and Maintenance of Airport, Runway and Parking, Captive Power Generation, Heat or Steam Generation, Administration of Operations



Insurance Company

Incidents and Health Insurance Operations & Administration



7.1.2 Operational Boundary Definition

Subsequent to organizational boundary definition in terms of the operations that it owns or controls, The Corporate Standard requires specifying of operational boundaries which entails identifying emissions associated with its operations, categorizing them as direct and indirect emissions, and choosing the scope of accounting and reporting for indirect emissions.

Direct GHG emissions are emissions from sources that are owned or controlled by the company.

Indirect GHG emissions are emissions that are a consequence of the activities of the company but occur at

sources owned or controlled by another company.

Furthermore, to improve transparency, and provide utility for different types of organizations three “scopes”

(scope 1, scope 2, & scope 3) are defined for GHG accounting & reporting

Scope 1: These are direct GHG emissions from sources that are owned or controlled by the company. For

example, emissions from combustion in owned or controlled facilities and vehicles.

Scope 2: These are indirect GHG emissions occurring as a consequence of GHG emissions from the

generation of purchased electricity by the company.

Scope 3: These comprise other indirect emissions except those accounted for as Scope 2 emissions. They

are a consequence of the activities of the company, but occur from sources not owned or controlled by the

company and are an optional reporting category. Examples include embodied carbon emissions from

manufacturing of materials used by a company, third party deliveries, business travel activities and use of

sold products and services.

Source: The Greenhouse Gas Protocol, A Corporate Accounting and Reporting Standard

69

The general framework for Operational Boundary setting is depicted below in Table 36.

Figure 24: Activity Differentiation according to Scope 1, Scope 2 & Scope 3 GHG Emissions

Source: “Greenhouse Gas Protocol – Product Life Cycle Accounting and Reporting Standard” – World Resource Institute

The Operational Boundary for the Corporate GHG Inventory compiled as part of this Project is defined in the Table below.

Table 36: GHG Inventory Operational Boundary Definition

Sr. no.

Emissions Category

Emissions Sub-Category

Particulars Included Scope for Air Carrier

Scope for Wipro

1

Direct GHG Emissions - Emissions from Fuel Combustion & Energy Related Activities

Aircraft Operation & Maintenance, Ground Duty Operation

Fossil Fuels, Biomass Fuels, Incineration

Scope 1 Scope 3 Generation of Electricity, Heat or Steam Transportation of

70

Materials, Products, Waste and Employees

2

Direct GHG Emissions – Fugitive Emissions

HVAC Systems Refrigerant Use

X Other Systems / Equipments

3 Indirect GHG Emissions

Purchased Electricity

Fossil Fuels, Biomass Fuels, Incineration

Scope 2

4 Indirect GHG Emissions

Purchased Water Fossil Fuels, Biomass Fuels, Incineration

X Purchased Heat or Steam

5

GHG Emissions from Purchased Goods

Aircraft & Engine Manufacturing

Capital Goods (LCA)

Scope 3

6

GHG Emissions from Purchased Fuels & Energy related activities

Upstream Emissions of Purchased Fuels

Fuel Supply Chain Emissions – Energy & Fugitive emissions, AT & C Losses

Emission from Electricity Transmission & Distribution

7.1.2.1 Product (Goods or Services) GHG Inventory Framework

The GHG Protocol provides requirements and guidance for companies and other organizations to quantify and publicly report an inventory of GHG emissions and removals associated with a specific product. The primary goal of this standard is to provide a general framework for companies to make informed choices to reduce greenhouse gas emissions from the products (goods or services) they design, manufacture, sell, purchase, or use.

The primary goal of compiling GHG Inventory of business air travel as part of this project, to compliment the Corporate GHG Inventory, is to target future efforts at GHG mitigation along the entire Corporate Value Chain.

In this project, the Product is equivalent to the ‘Air Travel Services of Air Carriers’ which have been used by Wipro. The Product Standard requires that companies shall account for carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), sulfur hexafluoride (SF6), perfluorocarbons (PFCs), and hydrofluorocarbons (HFCs) emissions to, and removals from, the atmosphere. However, as explained in the prior sections related to the Corporate Inventory Boundary, only carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O) are accounted for in this GHG Inventory study of business air travel.

71

Defining the product, the unit of analysis, and reference flow are imperative aspects of this GHG inventory process. The unit of analysis is defined as the performance characteristics and services delivered by the product being studied. The reference flow is the amount of product (air travel services) on which the results of the study are based. The Standard requires that for all final products, companies shall define the unit of analysis as a functional unit. For this project, since the product is a purchased service (i.e. air travel services provided by air carriers), the measured unit of reference flow is Pax-km of air travel and the unit of analysis is Metric Tonne of CO2e.

In this project the product is a purchased service, all the emissions are accounted as Scope 3 emissions for Wipro. The standard requires inclusion of all attributable processes (i.e. Scope 1 & Scope 2 emission sources accounted for air carrier) within the boundary of the product GHG inventory. As presented in the Table 36 of Operational Boundary Definition, all relevant Scope 3 emission activities of the Reporting Entity are included in the activity boundary. The Standard requires companies to disclose and justify any exclusions of attributable processes in the inventory report. Since land-use change impacts are not a vital part of the air travel service industry’s activities, this has not been addressed in the project.

As required by the Standard, Companies are required to report the time period of the inventory which for this project is FY 2014-15.

8. Research and Analysis Methodology

The project activities commenced during the 2nd week of January 2016. The goal, scope and project boundary setting, data collection, and verification spanned 4 week duration. The post data collection secondary research, emission factor development, GHG inventory calculations, analysis and reporting period lasted 12 weeks and concluded in the 4th week of April 2016.

8.1 Activity Data Collection and Verification

Wipro provided the raw data set of business air travel for the FY 2014-15. The activity data collection process commenced with devising and administering a list of data needs

• Activity Data Collection and Verification

• Activity Data Quality Assessment and Processing

• Framework Development and Allocation

• Secondary Research for Emission Factor Development

• Air Carrier Specific Air Travel Emission Factor Development

• GHG Inventory Calculation

• Interpertation

• Scenario Modelling - Baseline vs Best in Class Air Carrier

• Scenari Modeling - 1 stop & Mulit-stop Sector vs Non-Stop Sector

• Reporting

72

identified by the GHG Corporate Inventory and GHG Emission Accounting and Reporting Standard. For Domestic Air Travel:

Short-haul flights between city pairs Long-haul flights between city pairs Airport codes Domestic air carrier codes

For International Air Travel:

Short-haul flights between city pairs Long-haul flights between city pairs Airport codes International Air carrier codes

The short-haul, medium-haul and long-haul distance flights in the category of domestic and international air travel have been defined as: Domestic Air Travel: Domestic Short-haul Flight – Flight distance upto 500 kilometres17 Domestic Long-haul Flight – Flight distance above 500 kilometres18 International Air Travel: International Short-haul Flight – Flight distance up to 2,000 kilometres19 International Medium-haul Flight – Flight distance above 2,000 kilometres and upto 5,000 kms20 International Long-haul Flight – Flight distance above 5,000 kilometres21

8.2 Activity Data Quality Assessment and Processing

8.2.1 Activity Data Scrutinization

Primary activity data related to emission sources were digitized by Wipro. cBalance team scrutinized the activity data and found the following types of errors/invalid entries while processing:

Airline codes were not defined (entry cells were blank) Airline codes were defined by wrong codes Trip type was not defined – Return/One-way (entry cells were blank) Airport/city codes were of two letters Origin and Destination airport/city codes were same Destination airport/city codes were not defined The sector was defined as country/region name – India, US, Europe

17 Director General of CIVI Aviation (DGCA), Government of India, Aeronautical Information Circular 4/2012, Dated 8th May 2012, Page no. 4 18 Director General of CIVI Aviation (DGCA), Government of India, Aeronautical Information Circular 4/2012, Dated 8th May 2012, Page no. 4 19 Director General of CIVI Aviation (DGCA), Government of India, Aeronautical Information Circular 4/2012, Dated 8th May 2012, Page no. 4 20 Director General of CIVI Aviation (DGCA), Government of India, Aeronautical Information Circular 4/2012, Dated 8th May 2012, Page no. 4 21 Director General of CIVI Aviation (DGCA), Government of India, Aeronautical Information Circular 4/2012, Dated 8th May 2012, Page no. 4

http://dgca.nic.in/aic/AIC04_2012.pdf










73

The sector for flights were not defined (entry cells were blank) Entries for – visa processing fee, fee air extended service, fee for emergency

service, Call fee out of hours, visa handling fee, hotel reservation etc. Distance between city pairs were not calculated Flights between the cities with distance of less than 100 pass-kms

8.2.2 Raw Data Rectification

Defined the Trip type cells based on the defined sector of the entries Replaced invalid airport/city codes with valid codes Calculated distance between city pairs which were not found Deleted, invalid entries/errors.

8.3 Framework Development and Allocation

cBalance team developed the framework to allocate the activity data according to data needed as per GHG Corporate Inventory and GHG Emission Accounting and Reporting Standard. Further, the final activity data have been pursued for the calculation of GHG emissions.

8.3.1 Assumptions

Only one passenger has travelled for every booking entries The same airline code is valid for 1-stop and multiple stop flights defined sector All the flight bookings have been made under economy class. For the return trip entries, the last middle code in the defined sector would be

the destination of first trip and origin of the second (return) trip

74

8.4 Emission Factor Development

8.4.1 Domestic and International Air Carrier – Operation Phase - Emisson Factor

Step 1: Determine LTO and Cruise-mode fuel emissions of relevant aircraft models comprising 184 international and domestic air carriers serving across the world

Note: The primary assumption governing this emission factor methodology was that the average emissions for a given airline is represented by a simple average of the emission factor of aircraft models comprising the airlines fleet. The relative frequency of operation or share of annual passenger-kms performed by a given aircraft model in an airline’s fleet was not taken into consideration. Incorporating this to arrive at a weighted-avgerage would be a more rigorous approach and could be assessed from a detailed statistical analysis airline’s operational data. Unavailability of aircraft-model wise operation statistics related to domestic airline operations prevent this rigorous analysis at this stage.

LTO and Cruise Mode Emissions (Total) for all

aircraft models

Convert to best-case per-passenger emission factors for

finite distances for every aircraft model

(using max PAX Capacity and Load-Factor of 1)

Repeat for additional finite distances per model, and replicate for each aircraft

model

Calculate weighting factor based on % of aircraft model count vs. total fleet count of

airline

Calculate per-passenger emissions for finite distance for each airline as sum of weighted LTO & Cruise-

mode emissions

(account for weighted-avg. airline passenger capacity, airline-wide

passenger load factor, and PAX to Freight Ratio)

Repeat for adiditonal finited distances for each domestic

airline

75

Guidelines: Tier 2 Method22

EQUATION 3.6.1, GREENHOUSE GAS EMISSIONS FROM MOBILE COMBUSTION, Volume 2 - Energy, Chapter 3: Mobile Combustion, 2006 IPCC Guidelines for National Greenhouse Gas Inventories

Emissions GHG, fuel = Fuel Consumption fuel • Emission Factor GHG, fuel

EQUATION 3.6.2, GREENHOUSE GAS EMISSIONS FROM MOBILE COMBUSTION, Volume 2 - Energy, Chapter 3: Mobile Combustion, 2006 IPCC Guidelines for National Greenhouse Gas Inventories

Total Emissions = LTO23 Emissions + Cruise Emissions24

Step 2: Determine per-passenger emission factors (distance-based) for finite distances per aircraft model

Case: A-319 aircraft per-passenger emission factor (economy class) for flight distance of 231.5 km (kg CO2e/pass-km)

Where,

LTOCO2 = CO2 Emissions from LTO Cycle, LTOCH4 = CH4 Emissions from LTO Cycle, LTON2O = N2O Emissions from LTO Cycle25

FC1 = Aircraft - Cruise Mode Fuel Consumption Factors for distance of 231.5 km26

22 Source: 2006 IPCC Guidelines for National Greenhouse Gas Inventories, Vol. 2 - Energy, Chapter 3: Mobile Combustion, 23 LTO: Landing/Take Off Cycles 24 Cruise Emissions are a function of distance travelled by aircraft. EMEP/CORINAIR Emission inventory guidebook provides tables with emissions per flight distance

25 Source: 2006 IPCC Guidelines for National Greenhouse Gas Inventories, Vol. 2 - Energy, Chapter 3: Mobile Combustion, Table 3.6.9

= [L - CO2A 319 · GWPCO2 + L - CH4A 319 · GWPCH4 + L - N2OA 319 · GWPN2O] + FC1A 319 · [JK - EFCO2 · GWPCO2 + JK - EFCH4 · GWPCH4 + JK - EFN2O · GWPN2O]=

PAXA 319 · LFA 319

=

76

JK-EFCO2 = Jet Kerosene CO2 EF, JK-EFCH4 = Jet Kerosene CH4 EF, JK-EFN2O = Jet Kerosene N2O EF27

PAX = Passenger Capacity - Max (nos.)28

LF = Passenger Load Factor (%) - taken to be 100% calculating aircraft-model-based passenger emission factor29

Similarly, per-passenger emission factors are developed for the following matrix of aircraft models and flight distances:

Distance (km) Aircraft Model 231.5 463 926 1389 1852 2778 3704 4630 A 310 PEF1A 310 PEF2A 310 PEF3A 310 PEF4A 310 PEF5A 310 PEF6A 310 PEF7A 310 PEF8A 310 A 318 PEF1A 318 PEF2A 318 PEF3A 318 PEF4A 318 PEF5A 318 PEF6A 318 PEF7A 318 PEF8A 318 A 319 PEF1A 319 PEF2A 319 PEF3A 319 PEF4A 319 PEF5A 319 PEF6A 319 PEF7A 319 PEF8A 319 A 320 PEF1A 320 PEF2A 320 PEF3A 320 PEF4A 320 PEF5A 320 PEF6A 320 PEF7A 320 PEF8A 320 A 321 PEF1A 321 PEF2A 321 PEF3A 321 PEF4A 321 PEF5A 321 PEF6A 321 PEF7A 321 PEF8A 321 A 330-200 PEF1A 330-200 PEF2A 330-200 PEF3A 330-200 PEF4A 330-200 PEF5A 330-200 PEF6A 330-200 PEF7A 330-200 PEF8A 330-200 A 330-300 PEF1A 330-300 PEF2A 330-300 PEF3A 330-300 PEF4A 330-300 PEF5A 330-300 PEF6A 330-300 PEF7A 330-300 PEF8A 330-300 A 340-200 PEF1A 340-200 PEF2A 340-200 PEF3A 340-200 PEF4A 340-200 PEF5A 340-200 PEF6A 340-200 PEF7A 340-200 PEF8A 340-200 A 340-300 PEF1A 340-300 PEF2A 340-300 PEF3A 340-300 PEF4A 340-300 PEF5A 340-300 PEF6A 340-300 PEF7A 340-300 PEF8A 340-300 A 340-500 PEF1A 340-500 PEF2A 340-500 PEF3A 340-500 PEF4A 340-500 PEF5A 340-500 PEF6A 340-500 PEF7A 340-500 PEF8A 340-500 A 340-600 PEF1A 340-600 PEF2A 340-600 PEF3A 340-600 PEF4A 340-600 PEF5A 340-600 PEF6A 340-600 PEF7A 340-600 PEF8A 340-600 A 350-900 PEF1A 350-900 PEF2A 350-900 PEF3A 350-900 PEF4A 350-900 PEF5A 350-900 PEF6A 350-900 PEF7A 350-900 PEF8A 350-900 A 380 PEF1A 380 PEF2A 380 PEF3A 380 PEF4A 380 PEF5A 380 PEF6A 380 PEF7A 380 PEF8A 380 ATR 42-320 PEF1ATR 42-320 PEF2ATR 42-320 PEF3ATR 42-320 PEF4ATR 42-320 PEF5ATR 42-320 PEF6ATR 42-320 ATR 42-500 PEF1ATR 42-500 PEF2ATR 42-500 PEF3ATR 42-500 PEF4ATR 42-500 PEF5ATR 42-500 PEF6ATR 42-500 PEF7ATR 42-500 PEF8ATR 42-500 ATR 72-500 PEF1ATR 72-500 PEF2ATR 72-500 PEF3ATR 72-500 PEF4ATR 72-500 PEF5ATR 72-500 PEF6ATR 72-500 ATR 72-600 PEF1ATR 72-600 PEF2ATR 72-600 PEF3ATR 72-600 PEF4ATR 72-600 PEF5ATR 72-600 PEF6ATR 72-600 PEF7ATR 72-600 PEF8ATR 72-600

26 Source: EMEP/EEA Emission Inventory Guidebook 2013 Update July 2014 27Source: 2006 IPCC Guidelines for National Greenhouse Gas Inventories, Vol. 2 - Energy, Chapter 1: Introduction & Chapter 2: Stationary Combustion, Tables 1.2, 2.2 28 Maximum passenger capacity of various all-economy class configurations within aircraft model type obtained from aircraft manufacturers website and http://www.thetravelinsider.info/airplanetypes.htm & http://www.airliners.net/aircraft-data/ 29 For Avg. Airline - International Aviation Load Factor avg. for Local Asia / Between Europe/Middle East/Africa and Asia used assuming that most international air flights make stopovers in these regions during even longer international trips. Source: International Civil Aviation Organization (ICAO) Carbon Emissions Calculator, Version 7, June 2014

77

B 717-200 PEF1B 717-200 PEF2B 717-200 PEF3B 717-200 PEF4B 717-200 PEF5B 717-200 PEF6B 717-200 B 737-200 PEF1B 737-200 PEF2B 737-200 PEF3B 737-200 PEF4B 737-200 PEF5B 737-200 PEF6B 737-200 B 737-300 PEF1B 737-300 PEF2B 737-300 PEF3B 737-300 PEF4B 737-300 PEF5B 737-300 PEF6B 737-300 PEF7B 737-300 PEF8B 737-300 B 737-400 PEF1B 737-400 PEF2B 737-400 PEF3B 737-400 PEF4B 737-400 PEF5B 737-400 PEF6B 737-400 B 737-500 PEF1B 737-500 PEF2B 737-500 PEF3B 737-500 PEF4B 737-500 PEF5B 737-500 PEF6B 737-500 PEF7B 737-500 PEF8B 737-500 B 737-600 PEF1B 737-600 PEF2B 737-600 PEF3B 737-600 PEF4B 737-600 PEF5B 737-600 PEF6B 737-600 PEF7B 737-600 PEF8B 737-600 B 737-700 PEF1B 737-700 PEF2B 737-700 PEF3B 737-700 PEF4B 737-700 PEF5B 737-700 PEF6B 737-700 B 737-800 PEF1B 737-800 PEF2B 737-800 PEF3B 737-800 PEF4B 737-800 PEF5B 737-800 PEF6B 737-800 B 737-900 PEF1B 737-900 PEF2B 737-900 PEF3B 737-900 PEF4B 737-900 PEF5B 737-900 PEF6B 737-900

B 737-900 ER PEF1B 737-900 ER PEF2B 737-900

ER PEF3B 737-900

ER PEF4B 737-900

ER PEF5B 737-900

ER PEF6B 737-900

ER

B747-400 PEF1B 747-400 PEF2B 747-400 PEF3B 747-400 PEF4B 747-400 PEF5B 747-400 PEF6B 747-400 PEF7B 747-400 PEF8B 747-400 B747-8 PEF1B 747-8 PEF2B 747-8 PEF3B 747-8 PEF4B 747-8 PEF5B 747-8 PEF6B 747-8 PEF7B 747-8 PEF8B 747-8 B757-200 PEF1B 757-200 PEF2B 757-200 PEF3B 757-200 PEF4B 757-200 PEF5B 757-200 PEF6B 757-200 PEF7B 757-200 PEF8B 757-200 B757-300 PEF1B 757-300 PEF2B 757-300 PEF3B 757-300 PEF4B 757-300 PEF5B 757-300 PEF6B 757-300 PEF7B 757-300 PEF8B 757-300

B767-200 ER PEF1B 767-200 ER PEF2B 767-200

ER PEF3B 767-200

ER PEF4B 767-200

ER PEF5B 767-200

ER PEF6B 767-200

ER PEF7B 767-200 ER PEF8B 767-200 ER B767-300 PEF1B 767-300 PEF2B 767-300 PEF3B 767-300 PEF4B 767-300 PEF5B 767-300 PEF6B 767-300 PEF7B 767-300 PEF8B 767-300

B767-300 PEF1B 767-300 ER PEF2B 767-300

ER PEF3B 767-300

ER PEF4B 767-300

ER PEF5B 767-300

ER PEF6B 767-300

ER PEF7B 767-300 ER PEF8B 767-300 ER

B767-400 ER PEF1B 767-400 ER PEF2B 767-400

ER PEF3B 767-400

ER PEF4B 767-400

ER PEF5B 767-400

ER PEF6B 767-400

ER PEF7B 767-400 ER PEF8B 767-400 ER

B777-200 ER PEF1B 777-200 ER PEF2B 777-200

ER PEF3B 777-200

ER PEF4B 777-200

ER PEF5B 777-200

ER PEF6B 777-200

ER PEF7B 777-200 ER PEF8B 777-200 ER

B777-200 LR PEF1B 777-200 LR PEF2B 777-200

LR PEF3B 777-200 LR PEF4B 777-200 LR PEF5B 777-200 LR PEF6B 777-200 LR PEF7B 777-200 LR PEF8B 777-200 LR B777-300 PEF1B 777-300 PEF2B 777-300 PEF3B 777-300 PEF4B 777-300 PEF5B 777-300 PEF6B 777-300 PEF7B 777-300 PEF8B 777-300

B777-300 ER PEF1B 777-300 ER PEF2B 777-300

ER PEF3B 777-300

ER PEF4B 777-300

ER PEF5B 777-300

ER PEF6B 777-300

ER PEF7B 777-300 ER PEF8B 777-300 ER B787-8 PEF1B 787-8 PEF2B 787-8 PEF3B 787-8 PEF4B 787-8 PEF5B 787-8 PEF6B 787-8 PEF7B 787-8 PEF8B 787-8 B787-9 PEF1B 787-9 PEF2B 787-9 PEF3B 787-9 PEF4B 787-9 PEF5B 787-9 PEF6B 787-9 PEF7B 787-9 PEF8B 787-9 BAE ATP PEF1BAE ATP PEF2BAE ATP PEF3BAE ATP PEF4BAE ATP

BAE 146-RJ85 PEF1BAE 146-

RJ85 PEF2BAE 146-

RJ85 PEF3BAE 146-

RJ85 PEF4BAE 146-

RJ85 PEF5BAE 146-

RJ85

78

BAE 146-RJ100 PEF1BAE 146-

RJ100 PEF2BAE 146-

RJ100 PEF3BAE 146-

RJ100 PEF4BAE 146-

RJ100 PEF5BAE 146-

RJ100 BAE JS 41 PEF1BAE JS 41 PEF2BAE JS 41 PEF3BAE JS 41

Beech 1900 D PEF1BEECH 1900

D PEF2BEECH 1900

D PEF3BEECH 1900

D

BOM CRJ 100 PEF1BOM CRJ 100 PEF2BOM CRJ

100 PEF3BOM CRJ 100 PEF4BOM CRJ 100


700 PEF3BOM CRJ 700 PEF4BOM CRJ 700 PEF5BOM CRJ 700


900 PEF3BOM CRJ 900 PEF4BOM CRJ 900 PEF5BOM CRJ 900

BOM CRJ 1000 PEF1BOM CRJ

1000 PEF2BOM CRJ

1000 PEF3BOM CRJ

1000 PEF4BOM CRJ

1000 PEF5BOM CRJ

1000 BOM Q 300 PEF1BOM Q300 PEF2BOM Q300 PEF3BOM Q300 PEF4BOM Q300

BOM Q 400 PEF1BOM Q400 PEF2BOM Q400 PEF3BOM Q400 PEF4BOM Q400

BN-2 Islander PEF1BN-2

ISLANDER PEF2BN-2

ISLANDER PEF3BN-2

ISLANDER Cessna Citation CJ4

PEF1CESSNA

CITATION CJ4 PEF2CESSNA






CITATION CJ4 PEF8CESSNA CITATION

CJ4 Cessna 208 Caravan

PEF1CESSNA 208

CARAVAN PEF2CESSNA 208

CARAVAN PEF3CESSNA 208

CARAVAN Cessna 208 Grand

PEF1CESSNA 208

GRAND PEF2CESSNA 208

GRAND PEF3CESSNA 208

GRAND Cessna 680 Citation Sovereign

PEF1CESSNA 680

CITATION

SOVEREIGN

PEF2CESSNA 680

CITATION

SOVEREIGN

PEF3CESSNA 680

CITATION

SOVEREIGN

PEF4CESSNA 680

CITATION

SOVEREIGN

PEF5CESSNA 680

CITATION

SOVEREIGN

PEF6CESSNA 680

CITATION

SOVEREIGN PEF7CESSNA 680

CITATION SOVEREIGN PEF8CESSNA 680

CITATION SOVEREIGN COMAC ARJ21-700

PEF1COMAC

ARJ21-700 PEF2COMAC

ARJ21-700 PEF3COMAC

ARJ21-700 PEF4COMAC

ARJ21-700 PEF5COMAC

ARJ21-700 DHC 6 Twin Otter

PEF1DHC 6 TWIN

OTTER PEF2DHC 6 TWIN

OTTER DHC-8 200 Dash-8

PEF1DHC-8 200

DASH-8 PEF2DHC-8 200

DASH-8 DHC-8 300 PEF1DHC-8 300 PEF2DHC-8 300

79

Dash-8 DASH-8 DASH-8 DHC-8 400 Dash-8

PEF1DHC-8 400




DASH-8

Dornier 328 PEF1DORNIER

328 PEF2DORNIER

328 PEF3DORNIER

328 PEF4DORNIER

328

EMB ERJ 145 PEF1EMB ERJ 145 PEF2EMB ERJ

145 PEF3EMB ERJ 145 PEF4EMB ERJ 145 PEF5EMB ERJ 145 EMB E 170 PEF1EMB E 170 PEF2EMB E 170 PEF3EMB E 170 PEF4EMB E 170 PEF5EMB E 170 PEF6EMB E 170 PEF7EMB E 170 PEF8EMB E 170 EMB E 175 PEF1EMB E 175 PEF2EMB E 175 PEF3EMB E 175 PEF4EMB E 175 PEF5EMB E 175 PEF6EMB E 175 PEF7EMB E 175 PEF8EMB E 175 EMB E 190 PEF1EMB E 190 PEF2EMB E 190 PEF3EMB E 190 PEF4EMB E 190 PEF5EMB E 190 PEF6EMB E 190 PEF7EMB E 190 PEF8EMB E 190 EMB E 195 PEF1EMB E 195 PEF2EMB E 195 PEF3EMB E 195 PEF4EMB E 195 PEF5EMB E 195 PEF6EMB E 195 PEF7EMB E 195 PEF8EMB E 195 Fokker 50 PEF1FOKKER 50 PEF2FOKKER 50 PEF3FOKKER 50 PEF4FOKKER 50 PEF5FOKKER 50 Fokker 70 PEF1FOKKER 70 PEF2FOKKER 70 PEF3FOKKER 70 PEF4FOKKER 70 PEF5FOKKER 70

Fokker 100 PEF1FOKKER 100 PEF2FOKKER

100 PEF3FOKKER 100 PEF4FOKKER 100 PEF5FOKKER 100 PEF6FOKKER 100 PEF7FOKKER 100 PEF8FOKKER 100 MD 82 PEF1MD 82 PEF2MD 82 PEF3MD 82 PEF4MD 82 PEF5MD 82 PEF6MD 82 PEF7MD 82 PEF8MD 82 MD 83 PEF1MD 83 PEF2MD 83 PEF3MD 83 PEF4MD 83 PEF5MD 83 PEF6MD 83 PEF7MD 83 PEF8MD 83 MD 88 PEF1MD 88 PEF2MD 88 PEF3MD 88 PEF4MD 88 PEF5MD 88 PEF6MD 88 PEF7MD 88 PEF8MD 88 MD 90 PEF1MD 90 PEF2MD 90 PEF3MD 90 PEF4MD 90 PEF5MD 90 PEF6MD 90 PEF7MD 90 PEF8MD 90 PA 28-180 PEF1PA 28-180 PEF2PA 28-180 PEF3PA 28-180 PA 32-300 PEF1PA 32-300 PEF2PA 32-300 PEF3PA 32-300 SAAB 340 B PEF1SAAB 340 B PEF2SAAB 340 B PEF3SAAB 340 B PEF4SAAB 340 B SAAB 2000 PEF1SAAB 2000 PEF2SAAB 2000 PEF3SAAB 2000 PEF4SAAB 2000 PEF5SAAB 2000 SUK Superjet 100

PEF1SUK

SUPERJET 100 PEF2SUK





SUPERJET 100 PEF7SUK SUPERJET

100 PEF8SUK SUPERJET 100 TU 214 PEF1TU 214 PEF2TU 214 PEF3TU 214 PEF4TU 214 PEF5TU 214 PEF6TU 214 PEF7TU 214 PEF8TU 214

Distance (km)

Aircraft Model 5556 6482 7408 8334 9260 10186 12038 15149.5

A 310 PEF9A 310 PEF10A 310 A 330-200 PEF9A 330-200 PEF10A 330-200 PEF11A 330-200 PEF12A 330-200 PEF13A 330-200 PEF14A 330-200 PEF15A 330-200 A 330-300 PEF9A 330-300 PEF10A 330-300 PEF11A 330-300 A 340-200 PEF9A 340-200 PEF10A 340-200 PEF11A 340-200 PEF12A 340-200 PEF13A 340-200 PEF14A 340-200 PEF15A 340-200 PEF16A 340-200

80

A 340-300 PEF9A 340-300 PEF10A 340-300 PEF11A 340-300 PEF12A 340-300 PEF13A 340-300 PEF14A 340-300 PEF15A 340-300 PEF16A 340-300 A 340-500 PEF9A 340-500 PEF10A 340-500 PEF11A 340-500 PEF12A 340-500 PEF13A 340-500 PEF14A 340-500 PEF15A 340-500 PEF16A 340-500 A 340-600 PEF9A 340-600 PEF10A 340-600 PEF11A 340-600 PEF12A 340-600 PEF13A 340-600 PEF14A 340-600 PEF15A 340-600 PEF16A 340-600 A 350-900 PEF9A 350-900 PEF10A 350-900 PEF11A 350-900 PEF12A 350-900 PEF13A 350-900 PEF14A 350-900 PEF15A 350-900 PEF16A 350-900 A 380 PEF9A 380 PEF10A 380 PEF11A 380 PEF12A 380 PEF13A 380 PEF14A 380 PEF15A 380 PEF16A 380 B 737-700 PEF9B 737-700 PEF10B 737-700 PEF11B 737-700 B 737-800 PEF9B 737-800 PEF10B 737-800 PEF11B 737-800 B 737-900 PEF9B 737-900 PEF10B 737-900 PEF11B 737-900

B 737-900 ER PEF9B 737-900 ER PEF10B 737-900

ER PEF11B 737-900

ER

B747-400 PEF9B 747-400 PEF10B 747-400 PEF11B 747-400 PEF12B 747-400 PEF13B 747-400 PEF14B 747-400 PEF15B 747-400 PEF16B 747-400 B747-8 PEF9B 747-8 PEF10B 747-8 PEF11B 747-8 PEF12B 747-8 PEF13B 747-8 PEF14B 747-8 PEF15B 747-8 PEF16B 747-8 B757-200 PEF9B 757-200 PEF10B 757-200 PEF11B 757-200 B757-300 PEF9B 757-300

B767-200 ER PEF9B 767-200 ER PEF10B 767-200

ER PEF11B 767-200

ER PEF12B 767-200

ER PEF13B 767-200

ER PEF14B 767-200

ER PEF15B 767-200

ER B767-300 PEF9B 767-300 PEF10B 767-300 PEF11B 767-300 PEF12B 767-300 PEF13B 767-300

B767-300 ER PEF9B 767-300 ER PEF10B 767-300

ER PEF11B 767-300

ER PEF12B 767-300

ER PEF13B 767-300

ER

B767-400 ER PEF9B 767-400 ER PEF10B 767-400

ER PEF11B 767-400

ER PEF12B 767-400

ER PEF13B 767-400

ER

B777-200 ER PEF9B 777-200 ER PEF10B 777-200

ER PEF11B 777-200

ER PEF12B 777-200

ER PEF13B 777-200

ER PEF14B 777-200

ER PEF15B 777-200

ER PEF16B 777-200 ER

B777-200 LR PEF9B 777-200 LR PEF10B 777-200

LR PEF11B 777-200

LR PEF12B 777-200

LR PEF13B 777-200

LR PEF14B 777-200

LR PEF15B 777-200

LR PEF16B 777-200 LR B777-300 PEF9B 777-300 PEF10B 777-300 PEF11B 777-300 PEF12B 777-300 PEF13B 777-300 PEF14B 777-300 PEF15B 777-300

B777-300 ER PEF9B 777-300 ER PEF10B 777-300

ER PEF11B 777-300

ER PEF12B 777-300

ER PEF13B 777-300

ER PEF14B 777-300

ER PEF15B 777-300

ER PEF16B 777-300 ER B787-8 PEF9B 787-8 PEF10B 787-8 PEF11B 787-8 PEF12B 787-8 PEF13B 787-8 B787-9 PEF9B 787-9 PEF10B 787-9 PEF11B 787-9 PEF12B 787-9 PEF13B 787-9 TU 214 PEF9TU 214 PEF10TU 214 PEF11TU 214

Step 3: Determine weighted-average per-passenger emission factors (distance-based) for finite distances for specific domestic and international air carrier

81

Weighting for LTO Emissions (CO2, CH4 and N2O), Cruise-mode Fuel Consumption, and Passenger Capacity for every airline done by straight-

average on a aircraft-model fleet count (i.e. aircraft model count vs. total fleet count) basis30

LTO-CO2 Emissions (Jet Airways)

LTO-CH4 Emissions (Jet Airways)

LTO-N2O Emissions (Jet Airways)

30 The relative frequency of operation or share of annual passenger-kms performed by a given aircraft model in a airline’s fleet was not taken into consideration. Incorporating this to arrive at a weighted-avg. would be a more rigorous approach and could be assessed from a detailed statistical analysis airline’s operational data. Unavailability of aircraft-model wise operation statistics related to domestic airline operations prevent this rigorous analysis at this stage

= [F - JAATR 72 · L - N2OATR 72 , F - JAB 737 - 7 · L - N2OB 737 - 7 , F - JAB 737 - 8 · L - N2OB 737 - 8 , F - JAB 737 - 9 · L - N2OB 737 - 9]=

[F - JAATR 72 , F - JAB 737 - 7 , F - JAB 737 - 8 , F - JAB 737 - 9]

=

= L - CO2JA = L - CO2JA

= [F - JAATR 72 · L - CO2ATR 72 , F - JAB 737 - 7 · L - CO2B 737 - 7 , F - JAB 737 - 8 · L - CO2B 737 - 8 , F - JAB 737 - 9 · L - CO2B 737 - 9]=


=

= L - N2OJA = L - N2OJA

= [F - JAATR 72 · L - CH4ATR 72 , F - JAB 737 - 7 · L - CH4B 737 - 7 , F - JAB 737 - 8 · L - CH4B 737 - 8 , F - JAB 737 - 9 · L - CH4B 737 - 9]=


=

= L - CH4JA = L - CH4JA

82

Fuel-Consumption (Jet Airways) for flight distance of 231.5 km (kg Jet Kerosene)

Passenger-Capacity (Jet Airways)

Pax-to-Freight Ratio (Jet-Airways) = JAPF

Per-passenger emission factor (economy class – Jet Airways) for flight distance 231.5 km (kg CO2e/pass)

Where,

= [PAXAnnualJA · 100 + SEATSAnnualJA · 50] / 1000=

[{PAXAnnualJA · 100 + SEATSAnnualJA · 50} / 1000] + FREIGHTAnnualJA + MAILAnnualJA

=

= JAPF · [L - CO2JA · GWPCO2 + L - CH4JA · GWPCH4 + L - N2OJA · GWPN2O] + [FC1JA · {JK - EFCO2 · GWPCO2 + JK - EFCH4 · GWPCH4 + JK - EFN2O · GWPN2O}]= JAPF ·

PAXJA · LFJA

= JAPF ·= JAPF ·= JAPF ·

= [F - JAATR 72 · FC1ATR 72 , F - JAB 737 - 7 · FC1B 737 - 7 , F - JAB 737 - 8 · FC1B 737 - 8 , F - JAB 737 - 9 · FC1B 737 - 9]=


=

= [F - JAATR 72 · PAXATR 72 , F - JAB 737 - 7 · PAXB 737 - 7 , F - JAB 737 - 8 · PAXB 737 - 8 , F - JAB 737 - 9 · PAXB 737 - 9]=


=

= FC1JA = FC1JA

= PAXJA = PAXJA

83

F = Fleet Count for specific aircraft type31 LTOCO2 = CO2 Emissions from LTO Cycle, LTOCH4 = CH4 Emissions from LTO Cycle, LTON2O = N2O Emissions from LTO Cycle32 FC1 = Aircraft - Cruise Mode Fuel Consumption Factors for distance of 2778 km33 JK-EFCO2 = Jet Kerosene CO2 EF, JK-EFCH4 = Jet Kerosene CH4 EF, JK-EFN2O = Jet Kerosene N2O EF34 PAX = Passenger Capacity - Max (nos.)35 LF = Passenger Load Factor (%)36 PAXAnnual = Annual Total Passengers carried by airline (Nos.)37 SEATSAnnual = Annual Total Seats38 FREIGHTAnnual = Annual Freight (tonnes)39 MAILAnnual = Annual Mail (tonnes)40 50 kg = add-on weight to account of the onboard equipment and infrastructure associated with passenger use (for example, the weight of seats, toilets, galleys and crew)41 100 kg: average passenger mass with baggage is assumed as 100 Kg42

Step 4: Repeat calculation of weighted-average per-passenger emission factors (distance-based) for finite distances for all domestic and

international air carrier

Per-passenger emission factors are developed for the following matrix of airlines and flight distances:

31 Air carrier’s company website and http://www.planespotters.net used to collect fleet information 32 Source: 2006 IPCC Guidelines for National Greenhouse Gas Inventories, Vol. 2 - Energy, Chapter 3: Mobile Combustion, Table 3.6.9 33 Source: EMEP/EEA Emission Inventory Guidebook 2013 Update July 2014 34Source: 2006 IPCC Guidelines for National Greenhouse Gas Inventories, Vol. 2 - Energy, Chapter 1: Introduction & Chapter 2: Stationary Combustion, Tables 1.2, 2.2 35 Maximum passenger capacity of various all-economy class configurations within aircraft model type obtained from aircraft manufacturer’s website & http://www.airliners.net/aircraft-data/ 36 Air carriers’ annual reports 2014-15 37 Air carriers’ annual reports 2014-15 38 Determined by dividing total passengers by airline load factor (%) 39 Air carriers’ annual reports 2014-15 40 Air carriers’ annual reports 2014-15 41 Source: International Civil Aviation Organization (ICAO) Carbon Emissions Calculator, Version 3, August 2010 42 Source: International Civil Aviation Organization (ICAO) Carbon Emissions Calculator, Version 3, August 2010

http://www.planespotters.net/

84

Distance (km)

Air carrier 231.5 463 926 1389 1852 2778 3704 4630

Jet Airways PEF19W PEF2 9W PEF3 9W PEF4 9W PEF5 9W PEF6 9W PEF7 9W PEF8 9W

Indigo Airlines PEF16E PEF26E PEF3 6E PEF4 6E PEF5 6E PEF6 6E PEF76E PEF8 6E

US Airways PEF1US PEF2 US PEF3 US PEF4 US PEF5 US PEF6 US PEF7 US PEF8 US

Emirates PEF1EK PEF2EK PEF3EK PEF4EK PEF5EK PEF6EK PEF7EK PEF8 EK

Distance (km)

Air carrier 5556 6482 7408 8334 9260 10186 12038 15149.5

Jet Airways PEF99W PEF10 9W PEF11 9W PEF12 9W PEF13 9W PEF14 9W PEF15 9W PEF16 9W

Indigo Airlines PEF96E PEF10 9E PEF11 6E PEF12 6E PEF13 6E PEF14 6E PEF15 6E PEF16 6E

US Airways PEF9US PEF10 US PEF11 US PEF12 US PEF13 US PEF14 US PEF15 US PEF16 US

Emirates PEF9EK PEF10 EK PEF11EK PEF12 EK PEF13EK PEF14 EK PEF15 EK PEF16 EK

The same matrix developed for other 179 domestic and international air carriers.

Step 5: Determine per-passenger emission factors (distance-based) for finite distances for average domestic airline

5.1: Utilization-fraction of every aircraft in total domestic and international aviation fleet: Case – A 319 Aircrafts part of Jet Airways Fleet

Where, F = Fleet count for specific aircraft type in specific airline’s fleet43 MS = Market Share % (Revenue Passenger-kms basis)44 Fleet-Tot. = Total fleet count across all aircraft types for specific airline

43 Air carrier’s company website and http://www.planespotters.net used to collect fleet information 44 Calculated from data sourced from Director Air carriers’ annual reports 2014-15

= UT% - JAA 319 = UT% - JAA 319 = F - JAA 319 · JAMS

=

F - JAFleet - Tot.

=


85

5.2: Similarly, utilization factors are calculated for every aircraft type belonging to all domestic airlines

5.3: Aircraft-type wise total utilization factors calculated: Case – A 319 Aircrafts across all domestic and international airlines45

5.4: Average airline passenger capacity calculated as a weighted-average of capacity of cumulative aircraft fleet weighted according to individual utilization factors: PAXAvg. Dom.

+

5.5: Average airline cruise-mode fuel-consumption for finite distance calculated as a weighted-average of fuel consumption of cumulative aircraft fleet weighted according to individual utilization factors: FC1Avg. Dom =

+

5.6: Average airline LTO-cycle CO2 emissions calculated as a weighted-average of LTO-emissions of cumulative aircraft fleet weighted according to individual utilization factors: L-CO2Avg. Dom =

45 The formula shown a samples of air carriers

= + (PAXB 737 - 7 · UT%B 737 - 7 , PAXB 737 - 8 · UT%B 737 - 8 , PAXB 737 - 9 · UT%B 737 - 9 , PAXCRJ 200 · UT%CRJ 200 , PAXDHC - 8 - 400 · UT%DHC - 8 - 400) = + (PAXB 737 - 7 · UT%B 737 - 7 , PAXB 737 - 8 · UT%B 737 - 8 , PAXB 737 - 9 · UT%B 737 - 9 , PAXCRJ 200 · UT%CRJ 200 , PAXDHC - 8 - 400 · UT%DHC - 8 - 400)

=(FC1A 319 · UT%A 319 , FC1A 320 · UT%A 320 , FC1A 321 · UT%A 321 , FC1ATR 42 · UT%ATR 42 , FC1ATR 72 · UT%ATR 72) =(FC1A 319 · UT%A 319 , FC1A 320 · UT%A 320 , FC1A 321 · UT%A 321 , FC1ATR 42 · UT%ATR 42 , FC1ATR 72 · UT%ATR 72)

=(FC1B 737 - 7 · UT%B 737 - 7 , FC1B 737 - 8 · UT%B 737 - 8 , FC1B 737 - 9 · UT%B 737 - 9 , FC1CRJ 200 · UT%CRJ 200 , FC1DHC - 8 - 400 · UT%DHC - 8 - 400) =(FC1B 737 - 7 · UT%B 737 - 7 , FC1B 737 - 8 · UT%B 737 - 8 , FC1B 737 - 9 · UT%B 737 - 9 , FC1CRJ 200 · UT%CRJ 200 , FC1DHC - 8 - 400 · UT%DHC - 8 - 400)

=(PAXA 319 · UT%A 319 , PAXA 320 · UT%A 320 , PAXA 321 · UT%A 321 , PAXATR 42 · UT%ATR 42 , PAXATR 72 · UT%ATR 72) =(PAXA 319 · UT%A 319 , PAXA 320 · UT%A 320 , PAXA 321 · UT%A 321 , PAXATR 42 · UT%ATR 42 , PAXATR 72 · UT%ATR 72)

86

+

5.7: Average airline LTO-cycle CH4 emissions calculated as a weighted-average of LTO-emissions of cumulative aircraft fleet weighted according to individual utilization factors: L-CH4Avg. Dom

+

5.8: Average airline LTO-cycle N2O emissions calculated as a weighted-average of LTO-emissions of cumulative aircraft fleet weighted according to individual utilization factors: L-N2OAvg. Dom

+

5.9: Average airline PAX-to-Freight ratio calculated as a weighted-average of PAX-to-Freight ratios of airlines weighted according to airline market share: AVGPF

=(L - CO2A 319 · UT%A 319 , L - CO2A 320 · UT%A 320 , L - CO2A 321 · UT%A 321 , L - CO2ATR 42 · UT%ATR 42 , L - CO2ATR 72 · UT%ATR 72) =(L - CO2A 319 · UT%A 319 , L - CO2A 320 · UT%A 320 , L - CO2A 321 · UT%A 321 , L - CO2ATR 42 · UT%ATR 42 , L - CO2ATR 72 · UT%ATR 72)

=(L - CO2B 737 - 7 · UT%B 737 - 7 , L - CO2B 737 - 8 · UT%B 737 - 8 , L - CO2B 737 - 9 · UT%B 737 - 9 , L - CO2CRJ 200 · UT%CRJ 200 , L - CO2DHC - 8 - 400 · UT%DHC - 8 - 400) =(L - CO2B 737 - 7 · UT%B 737 - 7 , L - CO2B 737 - 8 · UT%B 737 - 8 , L - CO2B 737 - 9 · UT%B 737 - 9 , L - CO2CRJ 200 · UT%CRJ 200 , L - CO2DHC - 8 - 400 · UT%DHC - 8 - 400)

=(L - CH4A 319 · UT%A 319 , L - CH4A 320 · UT%A 320 , L - CH4A 321 · UT%A 321 , L - CH4ATR 42 · UT%ATR 42 , L - CH4ATR 72 · UT%ATR 72) =(L - CH4A 319 · UT%A 319 , L - CH4A 320 · UT%A 320 , L - CH4A 321 · UT%A 321 , L - CH4ATR 42 · UT%ATR 42 , L - CH4ATR 72 · UT%ATR 72)

=(L - CH4B 737 - 7 · UT%B 737 - 7 , L - CH4B 737 - 8 · UT%B 737 - 8 , L - CH4B 737 - 9 · UT%B 737 - 9 , L - CH4CRJ 200 · UT%CRJ 200 , L - CH4DHC - 8 - 400 · UT%DHC - 8 - 400) =(L - CH4B 737 - 7 · UT%B 737 - 7 , L - CH4B 737 - 8 · UT%B 737 - 8 , L - CH4B 737 - 9 · UT%B 737 - 9 , L - CH4CRJ 200 · UT%CRJ 200 , L - CH4DHC - 8 - 400 · UT%DHC - 8 - 400)

=(L - N2OA 319 · UT%A 319 , L - N2OA 320 · UT%A 320 , L - N2OA 321 · UT%A 321 , L - N2OATR 42 · UT%ATR 42 , L - N2OATR 72 · UT%ATR 72) =(L - N2OA 319 · UT%A 319 , L - N2OA 320 · UT%A 320 , L - N2OA 321 · UT%A 321 , L - N2OATR 42 · UT%ATR 42 , L - N2OATR 72 · UT%ATR 72)

=(L - N2OB 737 - 7 · UT%B 737 - 7 , L - N2OB 737 - 8 · UT%B 737 - 8 , L - N2OB 737 - 9 · UT%B 737 - 9 , L - N2OCRJ 200 · UT%CRJ 200 , L - N2ODHC - 8 - 400 · UT%DHC - 8 - 400) =(L - N2OB 737 - 7 · UT%B 737 - 7 , L - N2OB 737 - 8 · UT%B 737 - 8 , L - N2OB 737 - 9 · UT%B 737 - 9 , L - N2OCRJ 200 · UT%CRJ 200 , L - N2ODHC - 8 - 400 · UT%DHC - 8 - 400)

=(JAMS · JAPF , KAMS · KAPF , IAMS · IAPF , SJMS · SJPF , GAMS · GAPF , INMS · INPF , AIMS · AIPF , JLMS · JLPF) =(JAMS · JAPF , KAMS · KAPF , IAMS · IAPF , SJMS · SJPF , GAMS · GAPF , INMS · INPF , AIMS · AIPF , JLMS · JLPF)

87

5.10: Per-passenger emission factors (distance-based) for flight distance (231.5 km) for average domestic and international airline calculated:

Where, LFAvg.Dom = Annual Load-Factor for Domestic or International Airline Industry46 AVG.DOMPF = PAX-to-Freight ratio for Avg. Domestic Airline (calculated) L-CH4Avg. Dom , L-N2OAvg. Dom , L-CO2Avg. Dom = average airline LTO-cycle CH4, N2O, CO2 emissions (calculated) FC1Avg. Dom = Average airline cruise-mode fuel-consumption for finite distance (calculated) JK-EFCO2 = Jet Kerosene CO2 EF, JK-EFCH4 = Jet Kerosene CH4 EF, JK-EFN2O = Jet Kerosene N2O EF47 PAXAvg. Dom. = Weighted-average aircraft passenger capacity (calculated)

Step 6: Repeat calculation of weighted-average per-passenger emission factors (distance-based) for other finite distances for Avg. Domestic Air

Carrier

Per-passenger emission factors (distance-based) for flight distance (231.5 km) for average domestic airline calculation repeated for 463 km,

926 km, 1389 km, 1852 km, and 2778 km.

Step 7: Repeat calculation of weighted-average per-passenger emission factors (distance-based) for other finite distances for Avg. International

Air Carrier

Per-passenger emission factors (distance-based) for flight distance (231.5 km) for average domestic airline calculation repeated for 463 km,

926 km, 1389 km, 1852 km, and 2778 km, 3704 km, 4630 km, 5556 km, 6482 km, 7408 km, 8334 km, 9260 km, 10186 km, 12038 km, 15149

km.

Step 8: Determine flight durations for matrix of aircraft models and flight distances

46 Source: Air carriers’ annual report 2014-15 47Source: 2006 IPCC Guidelines for National Greenhouse Gas Inventories, Vol. 2 - Energy, Chapter 1: Introduction & Chapter 2: Stationary Combustion, Tables 1.2, 2.2

= AVG.DOM.PF · [L - CO2Avg.Dom. · GWPCO2 + L - CH4Avg.Dom. · GWPCH4 + L - N2OAvg.Dom. · GWPN2O] + [FC1Avg.Dom. · {JK - EFCO2 · GWPCO2 + JK - EFCH4 · GWPCH4 + JK - EFN2O · GWPN2O}]= AVG.DOM.PF ·

PAXAvg.Dom. · LFAvg.Dom.

= AVG.DOM.PF ·= AVG.DOM.PF ·= AVG.DOM.PF ·

88

Case: A-319 aircraft flight duration for flight distance of 231.5 km Where, D1 = Flight Distance VA 319 = Aircraft Speed (economical)48

Step 9: Determine avg. flight durations of airlines for finite flight distances

Case: Jet Airways flight duration for flight distance of 231.5 km 9.1: Determine weighted-average airline aircraft speed

Avg. Aircraft Flight Speed for Jet Airways = VJA

Where, F = Fleet count for specific aircraft type in specific airline’s fleet49 V = Aircraft Speed (economical)50 8.2: Determine airline flight duration for finite flight distance Avg. Aircraft Flight Duration for Jet Airways for 231.5 km =

48 Economical speed (km/h) of various configurations within aircraft model type obtained from aircraft manufacturer’s website & http://www.airliners.net/aircraft-data/ 49 Air carrier’s company website and http://www.planespotters.net used to collect fleet information 50 Economical speed (km/h) of various configurations within aircraft model type obtained from http://www.thetravelinsider.info/airplanetypes.htm & http://www.airliners.net/aircraft-data/

= [F - JAATR 72 · VATR 72 + F - JAB 737 - 7 · VB 737 - 7 + F - JAB 737 - 8 · VB 737 - 8 + F - JAB 737 - 9 · VB 737 - 9]=

[F - JAATR 72 + F - JAB 737 - 7 + F - JAB 737 - 8 + F - JAB 737 - 9]

=

= HR1A 319 = HR1A 319 = D1

=

VA 319

=

= D1=

VJA

== HR1JA = HR1JA


89

Where, D1 = Flight Distance VJA = Avg. Airline Aircraft Speed (calculated)

Step 9: Repeat calculation of average airline flight durations for other finite distances and all domestic airlines

Average flight durations for flight distance (231.5 km) for Jet Airways calculation repeated for 463 km, 926 km, 1389 km, 1852 km, and 2778

km and for other domestic airlines.

Step 10: Determine flight durations for avg. domestic airline for finite flight distances

10.1: Determine weighted-average aircraft speed considering all aircrafts in domestic airline fleet and respective utilization factors Avg. Aircraft Flight Speed for Jet Airways = VAvg.Dom

+

+

Where, UT% = Utilization-fraction of every aircraft in total domestic aviation fleet V = Aircraft Speed (economical)51

51 Economical speed (km/h) of various configurations within aircraft model type obtained from aircraft manufacturer’s website & http://www.airliners.net/aircraft-data/

=(VA 319 · UT%A 319 + VA 320 · UT%A 320 + VA 321 · UT%A 321 + VATR 42 · UT%ATR 42 + VATR 72 · UT%ATR 72 + VBAE 146 · UT%BAE 146) =(VA 319 · UT%A 319 + VA 320 · UT%A 320 + VA 321 · UT%A 321 + VATR 42 · UT%ATR 42 + VATR 72 · UT%ATR 72 + VBAE 146 · UT%BAE 146)

=(VB 737 - 1 · UT%B 737 - 1 + VB 737 - 2 · UT%B 737 - 2 + VB 737 - 4 · UT%B 737 - 4 + VB 737 - 7 · UT%B 737 - 7 + VB 737 - 8 · UT%B 737 - 8 + VB 737 - 9 · UT%B 737 - 9) =(VB 737 - 1 · UT%B 737 - 1 + VB 737 - 2 · UT%B 737 - 2 + VB 737 - 4 · UT%B 737 - 4 + VB 737 - 7 · UT%B 737 - 7 + VB 737 - 8 · UT%B 737 - 8 + VB 737 - 9 · UT%B 737 - 9)

=(VCRJ 200 · UT%CRJ 200 + VEMB 170 · UT%EMB 170 + VEMB 175 · UT%EMB 175 + VDHC - 8 - 400 · UT%DHC - 8 - 400) =(VCRJ 200 · UT%CRJ 200 + VEMB 170 · UT%EMB 170 + VEMB 175 · UT%EMB 175 + VDHC - 8 - 400 · UT%DHC - 8 - 400)

90

10.2: Determine avg. flight duration for finite flight distance Avg. Aircraft Flight Duration for Avg. Domestic Airline for 231.5 km =

Where, D1 = Flight Distance VAvg.Dom = Avg. Domestic Airline Aircraft Speed (calculated)

Step 11: Perform Linear-Regression based equations based on passenger-emission factors as f(n) of flight distances

Linear-regression analysis of per-passenger emissions vs. finite flight distances i.e. y = per-passenger flight emissions (kgCO2e), x = flight distances (km) Equation form: y = m1x + c1 y = m2x + c2 y = m3x + c3 Where, y = PEF (passenger-emissions - kg CO2e) x = distance (km) m1, m2, m3 = slopes of linear regression equation (kgCO2e/km) for Short, Medium, and Long Haul Distances52 c1, c2, c3 = intercepts of linear regression equation (kgCO2e) for Short, Medium, and Long Haul Distances Step 12: Perform Linear-Regression based equations based on passenger-emission factors as f(n) of flight durations

52 Short-haul distances defined for domestic as 231.5 to 463 km, and Long-haul distances defined as 926 to 2,778 and for international Short-haul distances defined as 231.5 to 1,852 km, Medium-haul distances defined as 2,778 to 5,556 km, and Long-Haul diatnces defined as 6,482 to 15,149 km

= HR1Av g.Dom. = HR1Av g.Dom. = D1

=

VAv g.Dom.

=

91

Linear-regression analysis of per-passenger distance-based emissions performed for finite flight distances vs. flight durations for finite flight distances i.e. y = per-passenger flight emissions (kgCO2e - for finite flight distance) , x = flight duration (hrs.)

Equation form: y = m1x + c1 y = m2x + c2 y = m3x + c3 Where, y = PEF (passenger emissions – kgCO2e) x = duration (hrs.)53 m1, m2, m3 = slopes of linear regression equation (kgCO2e/hr) for Short, Medium, and Long Haul Durations54 c1, c2, c3 = intercepts of linear regression equation (kgCO2e) for Short, Medium, and Long Haul Durations

Step 13: Calculate Economy to First/Business Class Seat Area Ratio per aircraft model Area-Ratio - A 319 Aircraft Area-Ratio - A 320 Aircraft Similarly, Area-Ratios for A 321, B 737-700, B 737-800 and B 737-900 aircraft models are calculated.

53 Note: flight duration to cover given flight distance is calculated based on specific aircraft-model speed and not based on a avg. speed. 54 For domestic Short Haul duration defined as upto 2.5 hours, and Long Haul duration defined as 0.71 to 2.5 hours and for international Short Haul duration defined as upto 2.5 hours, Medium-haul duration defined as 2.51 to 6 hours, and Long-haul duration defined as 6.1 to 12 hours

= A319ECON. - SINGLE CLASS - A319ECON - TWIN CLASS.=

A319FC

== A319AR = A319AR

= A320ECON. - SINGLE CLASS - A320ECON - TWIN CLASS.=

A320FC

== A320AR = A320AR

92

Where, FC = First-Class seat count in twin-configuration aircraft model variants ECON-TWIN CLASS. = Economy-Class seat count in twin-configuration aircraft model variants TWIN-CLASS-TOT. = Total seat count in twin-configuration aircraft model variants ECON.-SINGLE CLASS = Economy-Class seat count in single-configuration aircraft model variants55 Step 14: Calculate Economy to First/Business Class Seat Area Ratio for avg. aircraft model ARAvg. Dom. Airline Step 15: Adjust Economy-class Linear-Regression based equations to calculate corresponding First/Business Class equations

Equation form: y = AR*m1x + AR*c1 y = AR*m2x + AR*c2 y = AR*m3x + AR*c3

Where, y = PEF (passenger-emission factor - kg CO2e/pass) x = distance (km) or duration (hrs.) AR = First/Business Class to Economy Area-Ratio (calculated) Step 16: Further, scope 1 and scope 2 GHG emissions extracted from air carrier’s annual report and sustainability report of 2014-15. Out of 183 air carriers 47 air carriers reported their annual scope 1 and scope 2 GHG emissions.56 55 Source: http://www.airliners.net/aircraft-data/stats.main?id=25, http://www.boeing.com/commercial/airports/acaps/7474sec2.pdf, http://www.airliners.net/aircraft-data/stats.main?id=106, http://www.airliners.net/aircraft-data/stats.main?id=107 56 Calculated emissions considered as domestic long-haul and international short-haul distance based GHG emissions factor. Domestic short-haul, international medium-haul, and international long-haul GHG emission factor have been normalized with ratio of calculated EF of LTO and cruise-mode emission

= [A319AR + A320AR + A321AR + B 737 - 800AR + B 737 - 900AR + B 737 - 700AR]=

6

=

93

EFkgCO2e/Pax-km

Where, Scope 1 GHG Emissions = Annual emissions reported in annual report/sustainability report, TonneCO2e57 Scope 2 GHG Emissions = Annual emissions reported in annual report/sustainability report, TonneCO2e58 Revenue Pax-km = Annual revenue passenger-km

Step 17: Those air carriers who have not reported their annual GHG emissions : Emission factor derived from Tier 2 guidlinelines have been normalized with the ratio of average EF of 47 air carriers ( reported their annual emissions) and average EF of 183 air carriers (not reported their annual emissions).

8.4.2 Fugitive Emissions – Oil systems

Conventional-Onshore Oil, Conventional-Offshore Oil, Heavy Oil/Cold Bitumen, Thermal Oil, Synthetic Crude (from Oilsands), Synthetic Crude (from Oilshale)

Guidelines:

Tier 1 Approach

Volume 2 - Energy, Chapter 4: Fugitive Emissions, 2006 IPCC Guidelines for National Greenhouse Gas Inventories - EQUATION 4.2.1 TIER 1: ESTIMATING FUGITIVE EMISSIONS FROM AN INDUSTRY SEGMENT and EQUATION 4.2.2 TIER 1: TOTAL FUGITIVE EMISSIONS FROM INDUSTRY SEGMENTS

CH4 EF Conventional On-Shore Oil

57 Source: Scope Annual GHG emissions extracted from annual report/sustainability report 2014-15 of 47 air carriers 58 Source: Scope Annual GHG emissions extracted from annual report/sustainability report 2014-15 of 47 air carriers

= Scope 1 GHG Emissions + Scope 2 GHG Emissions=

Revenue Pax - km

===

= ([ECH4OD , ECH4OT , ECH4OS , ECH4OP - C - On. , ECH4OTr - P. , ECH4OTr - V. , ECH4OTr - Ld. , ECH4Oref . , ECH4O - Dist.] · GWPCH4) = ([ECH4OD , ECH4OT , ECH4OS , ECH4OP - C - On. , ECH4OTr - P. , ECH4OTr - V. , ECH4OTr - Ld. , ECH4Oref . , ECH4O - Dist.] · GWPCH4)

94

CH4 EF Conventional-Offshore Oil

CH4 EF Heavy Oil/Cold Bitumen

CH4 EF Thermal Oil

CH4 EF Synthetic Crude (from Oilsands)

CH4 EF Synthetic Crude (from Oilshale)

CO2EF Conventional On-Shore Oil

continuing series as in the case of CH4EF by replacing Conventional Onshore Oil with the appropriate Oil Production Technology

= ([ECH4OD , ECH4OT , ECH4OS , ECH4OP - C - Of f . , ECH4OTr - P. , ECH4OTr - V. , ECH4OTr - Ld. , ECH4Oref . , ECH4O - Dist.] · GWPCH4) = ([ECH4OD , ECH4OT , ECH4OS , ECH4OP - C - Of f . , ECH4OTr - P. , ECH4OTr - V. , ECH4OTr - Ld. , ECH4Oref . , ECH4O - Dist.] · GWPCH4)

= ([ECH4OD , ECH4OT , ECH4OS , ECH4OP - H. , ECH4OTr - P. , ECH4OTr - V. , ECH4OTr - Ld. , ECH4Oref . , ECH4O - Dist.] · GWPCH4) = ([ECH4OD , ECH4OT , ECH4OS , ECH4OP - H. , ECH4OTr - P. , ECH4OTr - V. , ECH4OTr - Ld. , ECH4Oref . , ECH4O - Dist.] · GWPCH4)

= ([ECH4OD , ECH4OT , ECH4OS , ECH4OP - T. , ECH4OTr - P. , ECH4OTr - V. , ECH4OTr - Ld. , ECH4Oref . , ECH4O - Dist.] · GWPCH4) = ([ECH4OD , ECH4OT , ECH4OS , ECH4OP - T. , ECH4OTr - P. , ECH4OTr - V. , ECH4OTr - Ld. , ECH4Oref . , ECH4O - Dist.] · GWPCH4)

= ([ECH4OD , ECH4OT , ECH4OS , ECH4OP - S{sand}l , ECH4OTr - P. , ECH4OTr - V. , ECH4OTr - Ld. , ECH4Oref . , ECH4O - Dist.] · GWPCH4) = ([ECH4OD , ECH4OT , ECH4OS , ECH4OP - S{sand}l , ECH4OTr - P. , ECH4OTr - V. , ECH4OTr - Ld. , ECH4Oref . , ECH4O - Dist.] · GWPCH4)

= ([ECH4OD , ECH4OT , ECH4OS , ECH4OP - S{shale} , ECH4OTr - P. , ECH4OTr - V. , ECH4OTr - Ld. , ECH4Oref . , ECH4O - Dist.] · GWPCH4) = ([ECH4OD , ECH4OT , ECH4OS , ECH4OP - S{shale} , ECH4OTr - P. , ECH4OTr - V. , ECH4OTr - Ld. , ECH4Oref . , ECH4O - Dist.] · GWPCH4)

=(ECO2OD , ECO2OT , ECO2OS , ECO2OP - C - On. , ECO2OTr - P. , ECO2OTr - V. , ECO2OTr - Ld. , ECO2Oref . , ECO2O - Dist.) =(ECO2OD , ECO2OT , ECO2OS , ECO2OP - C - On. , ECO2OTr - P. , ECO2OTr - V. , ECO2OTr - Ld. , ECO2Oref . , ECO2O - Dist.)

95

N2 O EF Conventional On-Shore Oil

continuing series as in the case of CH4EF by replacing Conventional Onshore Oil with the appropriate Oil Production Technology

Where, ECH4 =Methane Emissions ECO2= Carbon Dioxide Emissions EN2O= Nitrous Oxide Emissions OD = emissions from Oil - Well Drilling (Flaring & Venting) OT = Oil - Well Testing (Flaring & Venting) OS = Oil - Well Servicing (Flaring & Venting) OP-C-On. = Oil Production - Conventional Oil – Onshore (Fugitives, Venting & Flaring) OP-C-Off. = Oil Production - Conventional Oil - Offshore (Fugitives, Venting & Flaring) OP-H. = Oil Production - Heavy Oil/Cold Bitumen (Fugitives, Venting & Flaring) OP-T. = Oil Production - Thermal Oil Production (Fugitives, Venting & Flaring) OP-S(sand) = Oil Production - Synthetic Crude (from Oilsands) OP-S(shale) = Oil Production - Synthetic Crude (from Oilshale) OP-Def. = Oil Production - Default Weighted Total (Fugitives, Venting & Flaring) OTr-P. = Oil Transport - Pipelines OTr-V. = Oil Transport - Tanker Trucks and Rail Cars (Venting) OTr-Ld.= Oil Transport - Loading of Off-shore Production on Tanker Ships (Venting) Oref.= Oil Refining O-Dist.= Oil - Refined Product Distribution GHG EF = CH4 EF + CO2 EF + N2O EF

= ([EN2OOD , EN2OOT , EN2OOS , EN2OOP - C - On. , EN2OOTr - P. , EN2OOTr - V. , EN2OOTr - Ld. , EN2OOref . , EN2OO - Dist.] · GWPN2O) = ([EN2OOD , EN2OOT , EN2OOS , EN2OOP - C - On. , EN2OOTr - P. , EN2OOTr - V. , EN2OOTr - Ld. , EN2OOref . , EN2OO - Dist.] · GWPN2O)

96

8.5 GHG Inventory Calculation

8.5.1 Emissions from Aircraft Operation and Maintenance

Total Emissions from Fuel consumption and Purchased Electricity Use =

Annual Emission GHG, Aircraft operation

Where,

Annual Emission GHG, Aircraft operation = GHG Emissions, Tonne CO2e

Activity Data = Air travel distance covered, Pax-km

Emission Factor = kg CO2e/Pax-km

8.5.2 Fugitive Emissions from Fuel Used

Annual Emission GHG, Avg.Oil, fugitive emission

Where,

Annual Emission GHG, Avg.Oil, fugitive emission = GHG Emissions, Tonne CO2e

Annual GHG Emisions from Aircraft Operation = GHG Emissions from fossil fuel used, Tonne CO2e

Emission Factor of Jet Kerosene = 0.00259 tonne CO2e/liter of Jet Kerosene59

Emission Factor of oil (fugitive) = 0.07079 tonne CO2e/liter of Avg. Oil60

59 Source: 2006 IPCC Guidelines for National Greenhouse Gas Inventories, Vol. 2 - Energy, Chapter 1: Introduction & Chapter 2: Stationary Combustion, Tables 2.4

= Activity Data x Emission Factor [Operation Phase]=

1000

===

= [Annual GHG Emisions from Aircraft Operation x Emission Factor of Avg. Oil Fugitive Emission]=

Emission Factor of Jet Kerosene

===

97

Annual Emission GHG, Oil Prod. Dist.

Where,

Annual Emission GHG, Oil Prod. Dist. = GHG Emissions, Tonne CO2e


Emission Factor of fuel production = kg CO2e/Pax-km61

8.5.3 Emission from Aircraft & Engine Manufacturing

Annual Emission GHG, Aircraft & Engine Manuf,

Where,

Annual Emission GHG, Aircraft & Engine manuf. = GHG Emissions, Tonne CO2e


Emission Factor of aircraft and enegine manufacturing62 = Short –haul - 0.0093 kg CO2e/Pax-km, Medium-haul – 0.0062 kg CO2e/Pax-km, Long-haul – 0.0083 kg CO2e/Pax-km

60 Source: Carbon Emission Factor Database (CEFD) of cBalance Solutions 61 Source: Life-cycle Environmental Inventory of Passenger Transportation in the United States, Table 79, Table 80, and Tabel 81 62 Source: Life-cycle Environmental Inventory of Passenger Transportation in the United States, Equation set 33 – Aircraft Manufacturing, Table 72, Table 73, and Tabel 74

= Activity Data x Emission Factor of fuel production=

1000

===

= Activity Data x Emission Factor of Aircraft & Engine manufacturing=

1000

===

http://cefd.cbalance.in/

http://www.its.berkeley.edu/sites/default/files/publications/UCB/2008/DS/UCB-ITS-DS-2008-1.pdf

http://www.its.berkeley.edu/sites/default/files/publications/UCB/2008/DS/UCB-ITS-DS-2008-1.pdf

98

9. References Air Carriers’ Annual / Sustainablity Report / CSR Report . (n.d.). Retrieved from their

respective websites.

Aircraft Technical Data & Specifications. (n.d.). Retrieved from Airliner's: http://www.airliners.net/aircraft-data/

Airline Fleet by Index. (n.d.). Retrieved from PlanePotters: https://www.planespotters.net/

Bhatia, P., Cummis, C., & Brown, A. (2011). Product Life Cycle Accounting and Reporting Standard. World Resource Institute.

Chester, M. V. (2008). Life-cycle Environmental Inventory of Passenger Transportation in the United States. University of California, Berkeley.

Common Airplane Types Configuration Data. (n.d.). Retrieved from The Travel Insider: http://www.thetravelinsider.info/airplanetypes.htm

ICAO. (2014). ICAO Carbon Emissions Calculator Methodology Version 7. ICAO.

IPCC. (2006). 2006 IPCC Guidelines for National Greenhouse Gas Inventories, Volume 2: Energy, Chapter 3: Mobile Combustion. IPCC.

Levy and Collection of Aeronautical Charges using User Development Fee at IGI Airport, Delhi. (2012). Retrieved from AERONAUTICAL INFORMATION CIRCULARS: http://dgca.nic.in/aic/AIC04_2012.pdf

The Greenhouse Gas Protocol : A Corporate Accounting & Reporting Standard. (n.d.).

Winther, M., & Rypdal, K. (2014). EMEP/EEA emission inventory guidebook 2013.

Business Air Travel GHG Inventory & Minimization Modelling...

Documents

Transcript of Business Air Travel GHG Inventory & Minimization Modelling...