Sustainability in Aviation in Spain

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3 Sustainability in Aviation in Spain Report 2010 Executive Summary

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5 This report provides indicators of sustainability relating to air transport in Spain, whose main purpose is to serve as a reference and provide evidences, in this way, the decisions and strategies relating to aviation in Spain are made based on the best information available. The report will be renewed annually with the intention of contributing to sustainable development of the sector in Spain, so as improve the sector transparency for citizens. Employment and socio-economic development The number of international passenger operations increases in 2010, continuing with the tendency initiated in 2009 after two years of strong decrease. International cargo traffic also follows this pattern. Growth of national flights is kept on a low rate, reflecting a stabilizing trend. In general terms, national routes have reduced their number of movements in In the particular case of the route Madrid-Barcelona, the movements have been reduced by 13.5%. The number of passengers increases significantly in the case of non-eu destinations, with a 14% increase and in a much more gradual way for EU and national destinations, with percentages of 1% and 2%. Air Freight to non-eu destinations increased by 45% in relation to the previous year. Air freight to EU destinations increased by 15% in relation to year 2009, while air freight through national flights decreased by 5% in An improvement trend is observed in load factors of long and short haul flights, without significant changes in medium haul flights. Despite this positive data, the passenger load factors in Spain are below the average of the main European airlines. Considering this factor a clear indicator of operations efficiency, a margin of improvement can be confirmed, being this margin highly sought by airlines. Madrid, Barcelona and Palma de Mallorca are the main Spanish airports according to the number of departures in It is noteworthy the increase of 6% in movements at the Ibiza airport. Madrid is situated in the 17th position of the world ranking (13th in number of passengers), having lost positions in the last three years. At a European level, Madrid and Barcelona hold the 4th and 9th position respectively From the total of the investments made in transport infrastructures, air transport received an 8% versus 45% for railroad and 40% for roads. Investments made by Aena decreased by 17%. The main airlines by number of movements in Spain are Iberia, Air Nostrum, Ryanair, Vueling, Spanair, Air Europa, Air Berlin, EasyJet, Naysa and Binter Canarias. Altogether they represent more than 70% of the total of the air traffic. 88% of the operations are scheduled flights. An upward trend can be observed in the direct employment creation for the Spanish airline industry after a significant decrease between 2006 and During 2010, 3,000 new jobs were created. Spain was the fifth European country in number of workers in the industry, with a total of 7%. The year 2010 was also affected by several historical incidents in the airline industry with strong economic impact: in first place, the ash cloud from Eyjafjalla volcano significantly affected the air traffic on the 17th and 18th of April, with 1,800 flights cancelled and 200,000 passengers left on the ground. Secondly, on the 29th of September the general strike in Spain resulted in a reduction of more than 60% of passengers. Finally, the most significant impact was related to the labour dispute of Spanish air traffic control on the 3rd and 4th of December, which caused the closure of the Spanish airspace. One of the most worrying data observed in 2010 and with a worsening in is the decreasing in punctuality of operations, which leads to important inefficiencies in environmental field increasing fuel consumption and emissions-, social field 5

6 decline in service quality - and economical field combination of the above mentioned. According to the Central Office for Delay Analysis, CODA, of EUROCONTROL, three of the four airports worldwide with biggest delays on arrivals are Spanish: Tenerife Sur, Gran Canaria and Madrid Barajas. This negative trend clearly separates us from the achievement of the punctuality goals settled by ACARE for the EU. Environmental Evolution Noise The elaboration of Strategic Plans of noise in airports with more than 5,000 commercial movements is one of the environmental goals settled on the selected framework which has been completely accomplished. Noise maps were updated after the enlargements of Madrid, Barcelona and Valencia airports, observing a global lowering in the number of population exposed, being this a positive data that brings us closer to the ACARE objectives. Particularly, this report presents that population exposed (Lden > 55 dba) increased by 12% in Valencia and 10% in Madrid, while population exposed in Barcelona decreased by 54% after the update of the maps. Likewise, those updates have resulted in differences compared with 2009 data, with increases in the number of population exposed at night (> de 50 db) in Valencia airport (a difference of 146%) - becoming the infrastructure with more population exposed - and Barcelona (with a difference of 175%). On the contrary, people exposed to Madrid Barajas airport noise decreased by 40%. Noise efficiency is kept relatively constant in reference to year 2009, with improvements on the lower noise bands and with a year decline of 10.8% of population exposed to Lden levels between 55 and 59 dba every 100 movements. A progressive renewal of aircrafts has been observed since 2008, and continues in 2010, searching for less noisy technologies. This allows an improvement on the cumulative margin allowed in the EU, that is, the difference between the maximum allowed noise and the emitted noise. Since the implementation of monitoring systems, a continuous improvement can be seen in the precision of the use of trajectories designed to minimize noise impacts. In the year 2010, measures for voluntary use in the arrival procedures, such as Continuous Descent Approach (CDA), have been implanted in many airports. These operations produce considerably environmental benefits, both in reducing the noise impact and in emissions abatement. Therefore, the implementation of CDA should be encouraged. Greenhouse gas emissions and energy efficiency The year 2010 represents an important milestone for airlines operating in Europe, as it is the base year for the allocation of free allowances established by the European Emissions Trading System (EU ETS). The allocation has been carried out in 2011 according to the payload and distance flown (Revenue Tone Kilometre) in The 37th Assembly of the ICAO adopted the goal of an improvement of 2% in fuel efficiency in 2020, and invited all Member States to submit action plans aimed at greenhouse gas emissions reduction when originated by international aviation. It is expected that the effects of these policies will have a significant impact in the coming years. The observed evolution of CO 2 -eq emissions in Spain follows the air traffic trend, nuanced by a gradual improvement of energy efficiency in operations. An emissions decrease of 3.3% has been observed in 2010 in relation to the year 2009 (with a decrease of 2.6% in operations). This is a positive fact in terms of achievement of Kyoto goals (as it is referred only to national flights). 6

7 On the contrary, GHG emissions from international traffic have increased by 3.7%, due to a growth in the number of operations. The fuel consumption rises in those flights in the same proportion, so there is no significant increase of energy efficiency. This fact moves the sector away from the fulfilment of the commitment with ICAO consisting on achieving an annual improvement of 2% in 2020, as well as the fulfilment of the targets established in the EU. Despite the total increase of emissions, the higher efficiency in national flights and the improvement on occupancy factors leads to a gradual reduction of emissions referred to each transported passenger, following the tendency observed in This positive trend leads to the compliance with the target of reduction of emissions per passenger established in the Strategic Plan of Transport Infrastructure (PEIT). As observed in 2009, better energy efficiency is achieved in medium haul flights (between 500 and 2,000 nautical miles). The second position in energy efficiency is for long haul flights (more than 2,000 nautical miles) and finally, the short haul flights. It is noteworthy that despite of being the less efficient, short haul flights are achieving the most significant improvement of year Air Quality The most worrying emissions according to their potential health effects are nitrogen oxides (NOx), which have persistently increased from 1999 to 2007 and then decreased until In this year, a reduction of emissions begins, equaling values of 2004 in the year 2009, mainly due to the decrease in the number of operations. Nevertheless, while national traffic follows its descending trend in 2010, in the international traffic it is observed a slight increase, which can be related to an increase in the operations. Emissions of acidifying gases and eutrophying and tropospheric ozone precursors, as well as sulphur oxides, follow similar trends. Despite this, a gradual substitution of the more contaminant aircrafts have been observed, leading to an improvement of the emission margins (difference between the emitted gases and the limits established by ICAO) of NOx. However, this positive effect is overcome by the net increase in emissions due to an increase in operations. Finally, the data collected at the air quality gages at Madrid, Barcelona, Palma de Mallorca and Málaga airports shows positive trends in concentrations of nitrogen dioxides and sulphur dioxides (NO 2, SO 2 ), PM 10 particles and carbon monoxide (CO). However, ozone (O 3 ) does not follow this pattern, raising its concentration in both Barajas and El Prat airports. In the light of the abovementioned data analyzed in this report, it can be concluded that positive data were observed in regard to the recovery of the activity of creating employment and growing of the sector, but that we are still far from the accomplishment of the environmental goals settled both by regulators and by the industry itself for medium term. It is expected that the implementation of approved policies and of improvements in developing operations, as well as technological advances reaching important progresses -like biofuel for aviation- make changes occur in the negative trends observed for the coming years. If these changes are not fulfilled, then it will be necessary to review those policies and operational measures in order to make them more effective. 7

8 Summary of Results Indicator Evaluation Goal The results of this evaluation are summarized in a table, using an icon system in order to make the global analysis easier. The icons used are the following: 1.1 Traffic Employment and socio-economic development 1/2 Despite in 2010 the number of flights is kept constant, the number of total passenger and cargo increased. Icon Evaluation Negative trend or disadvantaged compared to the goals defined NÚMERO DE GRANDES AEROPUERTOS 1.2 Traffic of movements per route In general, the total national movements decreased, while in the main European routes the number of movements has remained stable, increasing in the main non-eu routes. Positive trend or compliance compared to the defined goals Stable trend, not initiated or indefinite compliance Unable to establish an evaluation with a tendency or goal 1.3 Passengers traffic per route In the main national and European routes, the number of transported passengers in 2010 suffered a slight increase, despite some routes as Málaga - Barcelona grew by 14% and the route Paris-Orly grew by 26%. The non-eu routes grew by 13.86% in the number of passengers. Each of the indicators used in the report has been assessed from three perspectives: Current status (2010): indicator status in 2010 compared with the previous year (2009). Tendency ( ): evolution of the indicator in the period Objective: When the framework sets a target with quantifiable and comparable data available, it assesses the current status of the indicator against that goal Passengers traffic per type of route Traffic of cargo per route Air traffic gauging Occupancy factor Occupancy factor per route The distribution of movements and passengers remain stable throughout the year Cargo grew in the year 2010, especially for cargo to non-eu destinations, increasing by 45% compared to Allows the evaluation of exceptional periods in In 2010 an improvement has been made for short and long haul and a slight drop for medium haul. Most of the main routes have experienced an improvement of its occupancy factor, specially the analyzed national routes. 8

9 1.9 Indicator Evaluaton Goal Positioning of airports per number of movements Employment and socio-economic development 2/2 In general, the number of total movements of the analyzed airports remains stable in (*) Indicates that the goal does not apply exclusively to aviation or the goal is not directly transferable, so the evaluation should be interpreted as an estimate for illustrative purposes. For more information please consult the form for the Employment and Socio-economic Development indicator Positioning of airports per transported passenger Positioning of airports per transported cargo. The number of total passengers in transit through the main airports was slightly larger than the previous year. The number of total cargo from the main airports increased in 2010, especially in Madrid Barajas, with a growth of 19% Traffic punctuality Main operators in Spain Punctuality drops in 2010 due to an increase in delays and in the number of affected flights. The reference level established by ACARE for 2020 is far away. Description of which are the main operators according both to number of operations and number of transported passenger and cargo Type of air traffic services Description of types of services carried out in the Spanish air traffic. A distribution dominated by regular flights indicates a stable annual planning, while non-regular flights show seasonal flights Jobs created The number of workers in the sector increased in 2010, breaking the descending trend existing since Investment in infrastructures Despite investments in infrastructures decreased in 2010, the annual average projected in PEIT has been exceeded. (*) 9

10 Indicator Evaluation Goal Territory 2.1. Land use: Ground infrastructure Area in hectares of the service area defined in master plans of airports and planning studies of air bases open to civilian traffic. Allows comparisons with the extent of territory occupied by other means of transport. Indicator Evaluation Goal Noise 1/2 3.1 Airports with noise strategic planning Obligation (Directive 2002/49/EC, Law 37/2003) of airports to have noise strategic planning. 100% of airports subject to this obligation have met it. 3.2 Population exposed The exposed population in Spain is stable from a global point of view compared to 2009, having updated the strategic noise maps of Madrid Barajas, Barcelona El Prat and Valencia Manises. Increased protection of the population, reflected in the increased number of homes that have been soundproofed Noise efficiency Average cumulative margin of the fleet Operational measures In comparison with the EU-27 average, the indicator shows better or similar ratios. Over time it has developed a technological improvement and it is reflected in the reduction of noise emitted by the fleet operating in Spain. Major airports use operational measures to reduce noise at the airport surroundings. 10

11 Indicator Evaluation Goal Noise 2/2 3.6 Trajectory accuracy There are 4 airports (Madrid, Barcelona, Valencia and Palma de Mallorca) in which Noise Monitoring Systems have been implemented. Barcelona and Madrid have experienced a significant improvement and for Valencia and Palma it is still too early to assess the evolution of trajectory accuracy. Indicator Evaluation Goal Climate change and energy efficiency 1/ Greenhouse gas emissions due to national traffic The values have declined in recent years to lower values than in 2005, with a stabilizing trend Greenhouse gas emissions due to international traffic CO 2 emissions per passenger and km The trend has been growing and, despite the fall suffered in 2009, these traffic emissions have risen in The trend is to reduce and thus improve efficiency. There is a slight increase in long haul flights Fuel consumption Although the trend has been increasing, in recent years the fuel consumption for national traffic has declined. However, consumption rises in international traffic The trend is to reduce consumption and thus improve efficiency. 11

12 Indicator Evaluation Goal Climate change and energy efficiency 2/ Energy efficiency The improvement over 2009 is 1.41%% in the short haul, 1.80% in the medium haul and 0.63% in the long haul. After the significant improvement in the previous year (4.3%) this year the value stays away from the target of 2%, but the year-on-year average remains above 2% since (*) Indicates that the goal does not apply exclusively to aviation or the goal is not directly transferable, so the evaluation should be interpreted as an estimate for illustrative purposes. For more information please consult the form for the Air Quality indicator. Indicator Evaluation Goal Calidad del aire 5.1 NOx emissions (LTO) Except for the 2007 to 2010 period, the cumulative emissions of NOx in aviation have followed an upward trend. It currently exceeds the ceiling established (*) by Directive 2001/81/EC Emissions of acidifying gases and eutrophying and tropospheric ozone precursors. Except for the period 2007 to 2010, these emissions increased. It currently exceeds the ceiling established (*) by Directive 2001/81/EC, except in terms of NMVOC Average margin of NOx, HC y CO Progressive reduction of engine emissions with respect to the standards established by ICAO through CAEP for NOx emissions from aircraft engines Air quality at airports There is a general trend of improvement in the available time series data. 12