Electric taxiing systems for airplanes

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Brittney McGee
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1 (b)(i) Paragraph 26 of the annotated agenda, Annex 2 to the MP 68 meeting report Electric taxiing systems for airplanes CDM EB 87 Paris, France, 23 to 27 November 2015 UNFCCC Secretariat SDM programme

2 Procedural background EB 81 requested the Meth Panel to conduct a gap analysis to identify methodologies needed inter alia for the aviation and to develop top-down methodologies EB 82 considered the concept note and agreed on the development of methodologies Meth Panel 67 launched a call for public input on the draft methodology The call was open from 10 July to 08 August 2014; one input from the International Civil Aviation Organization (ICAO) was received 2

3 Purpose The methodology aims to cover project activities that implement and operate electric-taxiing (e-taxi) systems in commercial airplanes 3

4 Applicability Domestic flights of commercial airplanes (cargo or passenger for payment) operating e-taxi systems on the airports in the host country are eligible to claim emission reductions using this methodology Electric taxiing (E-taxi) system - a system that moves an airplane along the ground before take-off or after landing with electric motors powered by APU instead of requiring airplane engines The percentage share of commercial airplanes operating an e-taxi system is equal to or less than 20 per cent in the total number of commercial airplanes registered in the host country 4

5 APU Auxiliary Power Unit 5

6 Source: 6

7 Additionality The CDM project activities are automatically additional. This simplified procedure is valid for three years from the date of entry into force. 7

8 Baseline emissions Procedure includes fuel consumption by engine or APU without e-taxi Emissions due to the use of tractor are optional Quick Access Recorder or airlines records shall be used as a data source (Taxing time at operational cycle) Procedure allows to include more than one airplane for the same monitoring period. Standard operating procedures are used to determine the mode of taxing in the baseline. 8

9 Baseline emissions i j BE y = ( SFC BL,j,i,y ) T PJ,i,y NCV y EF y + BE TR,i,y 1 1 BE y = Baseline emissions in year y (tco 2 e) SFC BL,j,i,y = Specific fuel consumption by engine or APU j without e-taxi during operational cycle i (t/hour) T PJ,j,i,y = Taxiing time during operational cycle i in year y (hour) i = Operational cycle of the project airplane in year y j = Engine or APU j of the airplane EF y = CO 2 emission factor for the fossil fuel used by commercial airplanes in year y (tco 2 /GJ) NCV y = Net calorific value for the fossil fuel used by commercial airplanes in year y(gj/ mass or volume unit) BE TR,i,y = Baseline emissions from the use of tractors during the operational cycle i in year y 9

10 Project emissions i j PE y = ( SFC PJ,j,i,y ) T PJ,i,y 1 1 NCV y EF y AF PE y = Project emissions in year y (tco 2 e) SFC PJ,j,i,y = Specific fuel consumption by APU j with e-taxi during operational cycle i (t/hour) T PJ,j,i,y = Taxiing time during operational cycle i in year y (hour) i = Operational cycle of the project airplane in year y j = APU j of the airplane EF y = NCV y = CO 2 emission factor for the fossil fuel used by commercial airplanes in year y (tco 2 /GJ) Net calorific value for the fossil fuel used by commercial airplanes in year y (GJ/ mass or volume unit) AF = Net to gross adjustment factor. Set as

11 Uncertainties Climate impact of additional emissions from the project aircrafts engines during the landing/take-off cycle and cruise due to the increased weight of the airplane after installing the e-taxiing devices Possible longer taxiing time of the project airplane in the project scenario due to the e-taxi equipment speed limitations and longer taxiing time of other airplanes and associated with this additional emissions due to the congestion at taxiway 11

12 Uncertainties Based on analysis performed by the MP the net to gross adjustment factor of 1.08 is introduced to account for uncertainties 12

13 Impacts The draft methodology, if approved, would widen the coverage of CDM into the aviation sector 13

14 Recommendations to the Board To adopt this final draft methodology, to be made effective at the time of the Board s approval 14

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