Airport Carbon Accreditation


Setting Operational Boundaries



Download 0.53 Mb.
Page7/18
Date02.02.2017
Size0.53 Mb.
#16090
1   2   3   4   5   6   7   8   9   10   ...   18

7.2Setting Operational Boundaries


Once the organisational boundaries have been defined, an airport needs to consider the operational boundaries for the carbon footprint. In line with the GHG Protocol, sources of emissions (activities / facilities) should be categorised as scope 1, 2 or 3 emissions as defined in the Glossary.

In addition, and to help reflect the unique situation of airport companies, the programme requires that airports also identify where they have direct control over emissions (scope 1 and 2 emissions) and where they can guide or influence emissions from activities of other organisations (Scope 3). See the Glossary for more details.

Although operational boundaries will vary from airport to airport, an example of how a typical airport might define its footprint scope is provided in section 2 of this document. This is only an example and each airport will need to complete this based on their specific activities and facilities.

The scope incorporates emissions from all activities over which an airport has direct control at Level 1 and key airport-critical activities which the airport company can guide or influence at Level 2 and above.


7.3Levels 1, 2, 3 & 3+ – Scope 1 & 2 Carbon Footprint Reporting

This section provides guidance on calculating and reporting an airport’s scope 1 and 2 emissions over which it has direct control.



What activities a typical airport may have direct control over
In essence the requirement is that airports should calculate and report emissions from all the activities over which they have control or which they own. In practice, this will most commonly include:

  • Stationary combustion plant

  • Mobile combustion plant (including engines in vehicles, ground power)

  • Process emissions (venting from waste and water management/treatment)

  • Emissions from the purchase of electricity, heat and cooling.

7.3.1Energy Sold to Third Parties


The GHG Protocol, upon which Airport Carbon Accreditation is based, is clear on how organisations should treat the emissions associated with energy and other utilities that are sold to third parties (e.g. tenants or airport partners).

Where an airport generates electricity, heat or cooling (and therefore emissions) in stationary combustion plant that it owns or which is leased, all the emissions from that plant should be included in the airport’s Scope 1 carbon footprint. If an airport sells any of the electricity, heat or cooling that is generated it is NOT allowed to net off the emissions associated with that energy from its Scope 1 emissions.

Inclusion of emissions from fuel (for example vehicle fuel) sold to third parties for use in their plant, vehicles or equipment is not required as part of Scope 1 reporting. These emissions may be included in Scope 3 emissions (section 7.4 refers further).



  • Scope 2 Emissions

Where an airport purchases electricity, heat or cooling from a third party (but not where it leases the plant) the emissions associated with those energy sources should be included in the airport’s Scope 2 carbon footprint. If an airport sells any of the purchased electricity, heat or cooling to another third party (e.g. tenants or airport partners) it IS allowed to net off the emissions associated with that energy from its scope 2 emissions. However, an airport may only net off emissions from Scope 2 sources due to re-sale of the energy if the energy sale is metered.

If the re-sold energy from Scope 2 sources is not metered but is re-charged through some alternative mechanism (e.g. service charge based on floor area) then it cannot be deducted from the total Scope 2 emissions.

This is a deliberate policy on the part of Airport Carbon Accreditation to encourage the installation of energy metering to promote and facilitate good energy (and hence carbon) management.

7.3.2Footprint Template


A simple template to help airports to start compiling their Scope 1 and 2 carbon footprint, in MS Excel format is available from the Administrator.

Due to the complexity of the Scope 3 carbon footprint, no template worksheet is available for Scope 3 emissions. Airports applying for Level 3/3+ participation should compile their own Scope 3 footprint calculation.


7.3.3Emissions Factors

Common emissions factors are provided in the simple footprint template referred to in section 7.3.2. In addition, these are replicated in the appendix.

7.3.4GHG Protocol Worksheets



Worksheets for calculating carbon footprint are available from GHG protocol
A number of worksheets are available to assist with the calculation of the Carbon Footprint. Participants are required to submit their carbon footprinting data using, or in line with, the worksheets provided by the GHG protocol – (these can be found at http://www.ghgprotocol.org/calculation-tools/service-sector). Where participants wish to submit their carbon footprint data in a different format, the reporting should meet the following requirements:

  • Data should be presented in a clear format with any auxiliary information presented in English;

  • Justification should be provided for any deviations from the GHG protocol format, in particular where a participant is using alternative emissions factors; and

  • Emissions from mobile sources should be calculated based on fuel use for all Scope 1 mobile sources. Calculations based on distance are acceptable for Scope 3 emissions.

Minimum requirements for data presentation

Scope

Emission Type

Data required

(as a minimum)

GHG Protocol worksheet / guidance

Scope 1

Stationary Combustion Engines

  • Source description

  • Fuel type

  • Quantity consumed and unit of measurement

  • Emission factor

  • Calculated CO2 emissions in metric tonnes

Worksheets:

  • Stationary Combustion Version 3[1].1.xls

  • CHP_tool_v1[1].0.xls

Guidance:

  • Stationary_Combustion_Guidance_final.pdf

  • Guidance: CHP_guidance_v1[1].0.pdf




Mobile Combustion Engines

(fuel calculation)

  • Fleet and number of vehicles

  • Fuel type and unit of measurement

  • GJ per fuel unit factor

  • Energy consumed

  • Emissions factor for fuel type

  • Calculated CO2 emissions in metric tonnes




Worksheet:

  • CO2-mobile.xls

Guidance:

  • CO2-mobile.pdf




Process emissions

  • Quantity of waste composted or otherwise treated

  • TBC

Waste Reduction Model (WARM) developed by the US EPA supports calculations of emissions from 34 material types. (Non GHG Protocol source).

Scope 2

Emissions from the purchase of electricity, heat and cooling


  • Facility description

  • Power consumed in kWh

  • Area of the building and % occupied space if a shared facility)

  • Emissions netted off for sold electricity (if metered)

  • CO2 emissions factor

  • Calculated CO2 emissions in metric tonnes

Worksheet:

  • ElectricityHeatSteamPurchase_tool2[1].0.xls

Guidance:

  • ElectricityHeatSteamPurchase_guidance1[1].2.pdf

All the documents referenced above (unless stated) are GHG Protocol worksheets and documents, published by the World Business Council for Sustainable Development and the World Resources Institute and copyright provisions described in these documents apply to their use in relation to Airport Carbon Accreditation.

7.3.5Emissions Factors


  • Use of standard emissions factors

The worksheets published by the World Business Council for Sustainable Development (WBCSD) and the World Resources Institute (WRI) as part of the GHG Protocol include thousands of standard emissions factors that convert standard measurement units for energy (kWh, litres of fuel, etc.) into carbon dioxide emissions – based on the chemistry of the fuels and the efficiency of the energy conversion process. These are included in Appendix B of this document.

Airport Carbon Accreditation recognises that more up-to-date emissions factors may be available than those published by the WBCSD and WRI. For example, your country’s Environmental Ministry or Department may publish this information. Where this is the case the more up-to-date figure should be used: it is highly likely that your verifier will wish to see justification of any emissions factors used. Please contact the Helpline if you have any questions.


Airports can use their own Emission Factors but their use should be justified
An airport may use its own emissions factor if it can provide robust evidence that the factor being used is appropriate. For this it should confirm the source fuel, be able to provide third party evidence as to the fuel’s carbon content and provide third party evidence as to the efficiency of the conversion process (which includes the efficiency of combustion and the efficiency of conversion from the heat of combustion to the resulting energy flow).

In a power station, for example, the fuel has carbon content per litre, tonne, etc. A litre or tonne of fuel has a gross calorific value, of which only a proportion is converted into electricity (due to losses in the boiler, steam system and electrical generator). The electricity distribution system from the power station to the airport has further losses and hence there has to be a further adjustment to the emissions factor to reflect that inefficiency as well. The important fundamental is to ensure that the emissions factor used reflects the kg CO2 released at the power station (during the combustion process) per kWh of electricity delivered to the airport. A similar process should be followed whenever an airport wishes to use its own emissions factor – for any energy supply or fuel type.




  • Use of emissions factors for electricity generated from renewable sources

As a part of its carbon management plan, an airport may wish to purchase energy generated from ‘renewable’ sources from their suppliers or produce energy itself from renewable sources. When this is the case, that airport may wish to use an alternative emissions factor to that for grid electricity, however there are established precedents for when organisations should be allowed to do this. In line with those precedents, the following guidelines should be followed when selecting an appropriate emissions factor for electricity generated from renewable sources:

  • For an airport that buys normal grid power from an electricity provider but purchases certificates (e.g. Renewable Energy Certificates, Renewable Energy Guarantees of Origin) elsewhere, the national grid average emissions factor should be used. However, those certificates may be used to contribute to airports’ offsetting requirements at Level 3+, provided that there is no “double counting” of offsets. Certificates purchased by the airport must not be sold on at a later date. If there are any further queries on this please contact the Administrator.

  • If an airport purchases (or produces) electricity from renewable sources that does not contribute to the national grid emissions factor, then that airport should be permitted to use an emissions factor specific to the source of electricity. That is, if an airport purchases green electricity and can prove it, then it should be allowed to use an emissions factor that corresponds with the electricity purchased. Alternatively, if an airport purchases (or produces) electricity from renewable sources that contributes to the national grid emissions factor, then that airport should use the national grid emissions factor.

  • If an airport purchases energy through ‘green tariffs’ that are part of the utility companies’ own obligations to produce electricity from renewable sources (and thus are a part of the national grid emissions factor) then the grid emissions factor should be used.

The Administrator can provide further guidance on the use of emissions factors for renewable electricity, so please contact the Helpline if further details are required.


Download 0.53 Mb.

Share with your friends:
1   2   3   4   5   6   7   8   9   10   ...   18



The database is protected by copyright ©ininet.org 2024
send message
    Main page
early years
last year
advisory board
minimum requirements
following requirements
procedures described
current implementation
unique circumstances
power station