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Air travel is booming, with the number of air passengers set to double over the next twenty years. Aviation demand is particularly evident in in the Asia Pacific region, where growing economic wealth is opening new travel opportunities.

Aviation accounts for around 15% of global oil demand growth up to 2030 in the IEA's New Policies Scenario, a similar amount to the growth from passenger vehicles. Such a rise means that aviation will account for 3.5% of global energy related CO ₂ emissions by 2030, up from just over 2.5% today, despite ongoing improvements in aviation efficiency.

This expansion underscores the need for the aviation industry to tackle its carbon emissions. For now, liquid hydrocarbon fuels like jet fuel remain the only means of powering commercial air travel. Therefore, along with a sustained improvement in energy efficiency, Sustainable Aviation Fuel (SAF) such as aviation biofuels are key to reducing aviation's carbon emissions.

The aviation industry has committed to reducing carbon emissions by 50% from their 2005 level by 2050. Blending lower carbon SAF with fossil jet fuel will be essential to meeting this goal. This is reflected in the IEA's Sustainable Development Scenario (SDS), which anticipates biofuels reaching around 10% of aviation fuel demand by 2030, and close to 20% by 2040.

The first flight using blended biofuel took place in 2008. Since then, more than 150,000 flights have used biofuels. Only five airports have regular biofuel distribution today (Bergen, Brisbane, Los Angeles, Oslo and Stockholm), with others offering occasional supply. But the centralised nature of aviation fuelling, where less than 5% of all airports handle 90% of international flights, means SAF availability at a small number of airports could cover a large share of demand.

Another indication of aviation's commitment to growing SAF use is the agreement of long-term offtake agreements between airlines and biofuel producers. These now cumulatively cover around 6 billion litres of fuel. Meeting this demand will require further production facilities, and some airlines have directly invested in aviation biofuel refinery projects.

Still, aviation biofuel production of about 15 million litres in 2018 accounted for less than 0.1% of total aviation fuel consumption. This means that significantly faster market development is needed to deliver the levels of SAF production required by the aviation industry and keep on track with the requirements of the SDS.

The aviation industry demonstrates a strong commitment to sustainable aviation fuel use

Currently, five aviation biofuel production pathways are approved for blending with fossil jet kerosene. However, only one - hydroprocessed esters and fatty acids synthetic paraffinic kerosene (HEFA-SPK) fuel - is currently technically mature and commercialised. Therefore, HEFA‑SPK is anticipated to be the principal aviation biofuel used over the short to medium term.

Meeting 2% of annual jet fuel demand from international aviation with SAF could deliver the necessary cost reduction for a self-sustaining aviation biofuel market thereafter. Meeting such a level of demand requires increased HEFA-SPK production capacity. If met entirely by new facilities, approximately 20 refineries would be required. This could entail investment in the region of $10 billion. Although significant, this is relatively small compared to fossil fuel refinery investment of $60 billion in 2017 alone.

Ongoing research and development is needed to support the commercialisation of novel advanced aviation biofuels which can unlock the potential to use agricultural residues and municipal solid wastes. These feedstocks are more abundant and generally cost less than the waste oils and animal fats commonly used by HEFA-SPK, and can therefore facilitate greater SAF production. Furthermore, synthetic fuels produced from renewable electricity, CO ₂ and water via Power-to-Liquid processes may offer an alternative fuel source for aviation in the long term.

Technology development is essential to increase aviation biofuel availability

SAF are currently more expensive than jet fuel, and this cost premium is a key barrier to their wider use. Fuel cost is the single largest overhead expense for airlines, accounting for 22% of direct costs on average, and covering a significant cost premium to utilise aviation biofuels is challenging.

Improved aviation biofuel cost competitiveness with fossil jet kerosene is also needed

The competitiveness of SAF depends on its production cost relative to that of fossil jet kerosene (which varies with crude oil price). For all biofuels obtaining an economic feedstock supply is fundamental to achieve competitiveness, as feedstocks are the major determinant of production costs. For HEFA-SPK economies of scale could be realised by refineries designed for continuous production.

In the long term, airlines may include SAF consumption cost premiums within ticket costs. At current prices and today's fleet average energy efficiency, the additional cost per passenger for a 15% blend of HEFA may not be high in comparison with other elements that influence ticket prices, such as seating class, the time of ticket purchase and taxation. However, due to the competiveness of the aviation industry customer price sensitivity is a core consideration for airlines.

Impressive progress has been made in the utilisation of SAF since the first biofuel flight ten years ago. However, to fulfil aviation biofuels' potential to reduce the climate impact of growing air transport demand, further technological development and improved economics are needed.

There is a key role for policy frameworks at this crucial early phase of SAF industry development. Without a supportive policy landscape, the aviation industry is unlikely to scale up biofuel consumption to levels where costs fall and SAF become self-sustaining.

Subsidising the consumption of SAF envisaged in the SDS scenario in 2025, around 5% of total aviation jet fuel demand, would require about $6.5 billion of subsidy (based on closing a cost premium of USD 0.35 litre between HEFA-SPK and fossil jet kerosene at USD 70/bbl oil prices). This is far below the support for renewable power generation in 2017, which reached $143 billion.

Other policy measures that could support SAF market development include:

Financial de-risking measures for refinery project investments (e.g. grants, loan guarantees).

Measures to provide guaranteed SAF offtake, e.g. mandates, targets and public procurement.

Other mechanisms that close the cost gap between SAFs and fossil jet fuel e.g. carbon pricing.

Countries have more control over policy support for domestic than international aviation, and the introduction of national policy mechanisms to facilitate SAF consumption is gathering pace. The United States, the European Union, the Netherlands, the United Kingdom and Norway have all recently established policy mechanisms which will support the use of aviation biofuels. To gain the confidence of policy makers and the general public, such support will need to be linked to robust fuel sustainability criteria.

The Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), scheduled to be introduced in 2021, will be the principal mechanism to meet aviation's long-term decarbonisation targets. SAF consumption and the purchase of carbon offsets are the two principal means to achieve CORSIA compliance, with the relative attractiveness of these to the aviation industry dependent on their cost per tonne of CO ₂ emissions mitigated.
The IEA is active in sustainable bioenergy. ﻿Correction 22 March 2019: An earlier version of this commentary stated that it was ICAO that introduced the 50% emission reduction target. This has been edited to clarify that it was an industry target. Renewables 2018 explored the role of modern bioenergy across the whole energy system, and in 2017 we published a Technology Roadmap on Delivering Sustainable Bioenergy. The IEA is also the Facilitator for the Biofuture Platform.

Policy measures are crucial to stimulate sustainable aviation fuel demand

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Are aviation biofuels ready for take off? - Analysis - IEA

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Air travel is booming, with the number of air passengers set to double over the next twenty years. Aviation demand is particularly evident in in the Asia Pacific region, where growing economic wealth is opening new travel opportunities.

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The electrification of aviation – just like for cars – but slower. Hybrid and electric planes have the potential to replace “regular” planes for short-haul in the future.

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Electrification is more than a buzzword-it's the future. In fact, the electrification market for aircraft is expected to grow significantly over the next decade. By 2022, the market is projected to exceed $3.4 billion, potentially growing to $8.6 billion in 2030. In other words, it's time to head to your seat and buckle up-the electrification market is about to take flight.

Governments in the U.S., Japan, and Europe are hosting consortiums and partnering with private sector enterprises to accelerate the electrification of the aviation industry. The 2018 consortium hosted by the Japan Aerospace Exploration Agency brought together 50 key organizations and 400 participants to determine the future of electrification. Meanwhile, NASA recently inked a $12 million deal with GE through its Advanced Air Vehicles Program "to enable the future of flight for large commercial aircraft with electric propulsion."

In the UK, Rolls Royce completed a purchase of Siemens in October "to support national and international goals of CO2 emission reductions for the benefit of society." Driven by the desire to reduce carbon emissions and noise pollution, electrification is starting to reshape the world-and it's happening fast.

How are you adapting? What type of tests do you need? Contact us today-and learn how we can support your push towards electric testing for the aviation sector.

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Electrification Takes Flight in Aviation Sector - NTS

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Electrification is more than a buzzword-it's the future. In fact, the electrification market for aircraft is expected to grow significantly over the next decade. By 2022, the market is projected to exceed $3.4 billion, potentially growing to $8.6 billion in 2030.

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Wattanacharoensil et al. (2016) argued that the physical environment is more often used to enhance the place identity, whereas the last two forms of human behaviour and social and/ or psychological processes are less observed

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Business correspondent @pkelso

British Airways, like every other major airline, has a problem.

How does it manage and sustain a business built on fossil fuels now that governments and increasing numbers of their customers have declared their carbon emissions incompatible with global climate targets?

The answer requires a leap of faith in new technology almost as great as the one taken by the Wright brothers when the Kitty Hawk's wheels left the ground in 1903.

Aviation is responsible for 2% of total carbon emissions so doing nothing is not an option but, as of today, there are no viable at-scale alternatives for aviation fuel.

The industry has made much play of fuel efficiency but in 2019 demand for flights was rising four times faster than the savings made by efficiencies, and emissions had risen 30% in the previous six years.

Given these constraints BA's immediate plans, unveiled in a Heathrow hangar under the slogan "BA Better World" in front of an Airbus painted in a one-off pale blue livery, are modest.

A new carbon-offset scheme will allow passengers to buy sustainable aviation fuel (SAF) credits, and all flights from London to Glasgow and Edinburgh during the COP26 global climate summit will partially run on SAF.

Gimmicks aside, chief executive and chairman Sean Doyle set out the three planks that BA say will make it a net-zero airline by 2050.

In the short-term he said it will make more use of carbon offsetting, planting more trees and encouraging passengers to offset their own journeys through similar schemes.

1:20

BA's current services will also make a number of small moves towards sustainability, from fewer single-use plastics and more recycled material for in-flight amenities, to lighter seats and trollies, and switching from diesel to electric pushback vehicles.

Medium-term, BA aims to use sustainable fuel on 10% of its services by 2030, an ambitious target it says given just 0.4% of global flights use SAF today.

It has already invested in a US refinery that will start delivering SAF next year, and is involved in four UK-based SAF initiatives, backed by £15m of government money, including a potential new plant converting commercial waste into aviation fuel in Immingham.

Long-term it will invest in zero-emission aircraft including hydrogen-powered planes, and carbon-capture technology intended to remove and then bury carbon emissions.

Even if all these technologies deliver, by its own reckoning BA's gross emission will still be at 43% of pre-pandemic levels in 2050.

But Mr Doyle insisted there is a sustainable future for aviation, not least because of our desire to resume travelling as soon as we are able.

"The airline industry is very aware of the challenges it faces in relation to sustainability but we do have solutions," he told me.

"We've got new investment in technologies, we've got new forms of fuel, new forms of propulsion.

2:44

"And we're also investing significantly in carbon offsetting.

"But you know travel is a hugely important part of the way we live our lives.

"It's very important to the global economy, it's very important to tourism.

"We're a global community. We are an industry that will need longer to find a sustainable pathway, but we will find one. And I think we need to balance that out."

A year into a job that has been dominated by the fallout from COVID, Mr Doyle is placing his faith and BA's future prospects not just in technology, but in our desire to resume travelling as soon as we are able.

And he says growing climate costs do not mean in future it will become once again the preserve of the rich.

"I think we have a very exciting opportunity in sustainable aviation fuel, which will make flying sustainable, but also I think the economics will be very compelling.

"We will also give customers a choice in terms of how they want to address the carbon footprint of travel, and we will drive awareness.

"And I do think travel will still play a hugely important role in the way we live our lives."

Like the oil industry, aviation will face scepticism about its commitments to become genuinely sustainable without ripping up its basic business model.

If it fails, governments and individual passengers will face fundamental questions about policy and personal choices.

And it will not have escaped Mr Doyle, or his counterparts at airlines around the world, that their best-ever performance in climate terms has come in the last 18 months, when they have barely flown at all.

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'We do have solutions': BA sets out key planks of net-zero strategy

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Business correspondent @pkelso British Airways, like every other major airline, has a problem. How does it manage and sustain a business built on fossil fuels now that governments and increasing numbers of their customers have declared their carbon emissions incompatible with global climate targets?

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Sustainable Aviation is a long term strategy which sets out the collective approach of UK aviation to tackling the challenge of ensuring a cleaner, quieter, smarter future for our industry.

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The development of alternative aviation fuels could be the key to sustainable air travel, contributing hugely to the industry's emissions-reduction strategy. Using alternative fuels could reduce CO2 emissions by around 80% compared to fossil fuels, without significant changes to fuel supply systems or engines. Research is also underway into fuels that could have a negative emissions lifecycle.

Since the first biofuel test flight on a commercial aircraft took place in 2008, there has been a huge amount of work by the industry and our partners. Certification through the global fuel standards agency ASTM allowed us to operate using biofuels and a quarter of a million flights have taken place on alternative-traditional fuel blend since 2011.

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The development of alternative aviation fuels could be the key to sustainable air travel, contributing hugely to the industry's emissions-reduction strategy. Using alternative fuels could reduce CO2 emissions by around 80% compared to fossil fuels, without significant changes to fuel supply systems or engines.

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Music in a shopping environment has attracted much attention

Therefore if
customers like the music, they tend to evaluate a servicescape more positively (Dubé &
Morin, 2001)

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Baker (1987) arrgues that ambient factors, such as music, scent or air quality do not motivate purchase decisions when they are simply meeting customer
expectations.

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Incheon International Airport presents splendid cultural attractions

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Brida and colleagues (2016) also incorporated the item “identification with local culture” as a measurement of airport “image perception

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Tokyo Haneda Airport triumphed at the 2020 World Airport Awards, being voted the World's Cleanest Airport, ahead of Incheon International Airport (2nd) and Singapore Changi Airport (3rd).

Posted on 19th May 2020 in 2020 World Airport Awards

By Peter Miller, Skytrax

Tokyo Haneda Airport is named the World's Cleanest Airport in the 2020 World Airport Awards. At a time of heightened customer attention to airport cleanliness standards this is a notable win. The cleanliness of airport facilities is always a major component of overall customer satisfaction, and at this time of Covid-19 there is an even greater level of scrutiny and customer expectations for the highest standards to be maintained.

THE WORLD'S CLEANEST AIRPORTS 2020

1. Tokyo Haneda Airport

2. Incheon International Airport

3. Singapore Changi Airport

4. Narita International Airport

5. Hamad International Airport

6. Central Japan International Airport

7. Hong Kong International Airport

8. Zurich Airport

9. Kansai International Airport

10. Munich Airport

Watch the: " World's Cleanest Airports video

Airport Cleanliness criteria in the customer survey included:

Cleanliness of floors

Cleanliness of security area

Cleanliness of washrooms

Cleanliness of seating areas

Cleanliness of fingerprint / access points

Cleanliness of food & Beverage outlets

Cleaning staff presence

Consistency of cleanliness standards

Waste collection / recycling options

View the World's Top 100 Airports 2020

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Tokyo Haneda World's Cleanest Airport | SKYTRAX

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Tokyo Haneda Airport triumphed at the 2020 World Airport Awards, being voted the World's Cleanest Airport, ahead of Incheon International Airport (2nd) and Singapore Changi Airport (3rd). Posted on 19th May 2020 in 2020 World Airport Awards By Peter Miller, Skytrax Tokyo Haneda Airport is named the World's Cleanest Airport in the 2020 World Airport Awards.

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An important aspect of a service environment is cleanliness, especially when customers are spending a significant amount of time there. Generally, many customers tend to suggestively associate service quality with cleanliness, and, in fact, cleanliness has a big impact on consumers’ awareness of service. (Wakefield)

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Works of art that blend harmoniously into a service location aid in the process of enticing customers to recognise the space as luxurious and likely to satisfy their expectations, and this affects cognitive satisfaction (Park and Ryu, 2019)

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"Fortress of Clay" are made with a mixture of mud and cow dung, which must be periodically reapplied

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The installation “Water” includes a set of fountains, each tuned to a different note. Running your hands through the water can make music.

Credit...

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(Foote and Azaryahu, 2009) Defines a 'sense of place as 'the distinctiveness or unique character of particular localities and regions.'