Level 3/3+ – Scope 3 Carbon Footprint Reporting

7.4Level 3/3+ – Scope 3 Carbon Footprint Reporting

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

7.4.1Minimum requirements for level 3 reporting of scope 3 emissions

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  The LTO cycle to a height of 915 metres (3,000ft). This includes emissions generated during:
  
  1. 
     Approach
     
  2. 
     Taxi and ground idle (in)
     
  3. 
     Taxi and ground idle (out)
     
  4. 
     Take off
     
  5. 
     Climb
     
• 
  On stand engine running (start up – shut down) and auxiliary power units (APU located on-board aircraft providing electricity and preconditioned air during ground times and bleed air for main engine start.)
  
• 
  Ground support equipment (GSE) belonging to third parties necessary to handle the aircraft during the turnaround at the stand: ground power units, air climate units, aircraft tugs, conveyer belts, passenger stairs, fork lifts, tractors, cargo loaders, etc. (GSE belonging to the airport should be included as a Scope 1 emission).
  
• 
  Ground running operations including testing and ground running, use of fixed ground power, pre-conditioned air.
  
• 
  Surface (staff and passenger) access emissions.
  
• 
  Energy (e.g. heat/cold/electricity) re-sold to or directly consumed by partners/tenants
  
• 
  Airport company staff business travel and commuting.
  

7.4.2LTO Cycle

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  Airports should report on emissions from all aircraft using the airport which is likely to include commercial airlines, private aviation, helicopters and cargo (excluding military flights).
  
• 
  Emissions data should be based on actual aircraft movements.
  
• 
  Emissions data should be based on the most precise data available to the airport.
  
• 
  The calculation methodology should be based on the ICAO Document 9889, Air Quality Guidance Manual, (latest edition) advanced method wherever possible with the following factors:
  
  1. 
     actual time-in modes for the airport and aircraft type
     
  2. 
     fuel flow data from the ICAO engine datasheets (http://www.caa.co.uk/default.aspx?catid=702&pagetype=90 )
     
  3. 
     Emission factor for jet fuel from the GHG protocol datasheets (CO₂-mobile.xls)
     
  4. 
     The number of engines running in each mode
     
• 
  Where other methodologies are used for calculating aircraft emissions, airports should provide details of calculation method used with justification and assumptions made.
  
• 
  Information should be provided on any uncertainties in the calculations of aircraft emissions and any assumptions made.
  

7.4.3Surface (Staff and Passenger) Access

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  Questionnaires and surveys of passengers and airport workers (guidance provided on staff surveys in GHG protocol worksheet on employee commuting)
  
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  Human Resources information
  
• 
  Information from public transport providers
  
• 
  National databases and surveys.
  

7.4.4Staff business travel

Emissions on staff business travel should be based on the most precise data available. Sources of information include:

• 
  Business mileage / public transport expense claims
  
• 
  Data from vehicle leasing companies.
  

Calculations should be based on the fuel use method where possible but calculations based on distance are acceptable. Where an airport uses emissions factors other than those provided in the GHG Protocol justification should be provided.

7.4.5Worksheets

The table below provides information on data reporting requirements for mandatory Scope 3 emissions sources and reference to applicable worksheets which can support emissions calculations.

Requirements for Scope 3 Data Reporting