Airport Infrastructure For Hydrogen And Electric Needs Urgent Development
Aviation accounts for approximately 2% of global carbon dioxide (CO2) emissions, although its overall impact on climate change is believed to be considerably greater when non-CO2 emissions are also taken into account.
As other sectors decarbonise, this percentage is only going to increase significantly. To address the issue, the industry has begun to take measures to adopt sustainable aviation fuel (SAF) – a hydrocarbon fuel that can lower lifecycle emissions. However, given the scope of the problem, there is a growing focus on the potential of new alternative propulsion technologies, namely battery and hydrogen-powered aircraft, that don’t rely on carbon at all.
Battery-electric aircraft use batteries to power electric motors, which drive the propeller directly, eliminating all in-flight emissions. By 2035, the range of battery-electric aircraft is projected to be up to 400 km, potentially increasing to 600 km by 2050.
Hydrogen fuel cells can convert hydrogen and air into electricity and water. The use of fuel cell technology in aircraft will significantly reduce in-flight emissions, enabling the design of electric aircraft with a significantly longer range than battery-powered aircraft. By 2030, fuel cell aircraft could have a range of approximately 2,000 km and potentially up to 4,000 km by 2035.
Aviation accounts for approximately 2% of global carbon dioxide (CO2) emissions, although its overall impact on climate change is believed to be considerably greater when non-CO2 emissions are also taken into account.
The World Economic Forum has emphasised the pressing need for investments in airport infrastructure to enable the widespread adoption of hydrogen and electric aircraft by 2050.
Meeting the global demand for hydrogen and electric aircraft may require between 600 to 1,700 terawatt hours of clean energy, which is comparable to the energy output of 10 to 25 of the world’s biggest wind farms.
With hydrogen and battery-powered aircraft forecast to make up anywhere between 21% to 38% of flights by 2050, according to certain projections, the need for the corresponding infrastructure is indeed pressing.
David Hyde, Aerospace Projects Lead at the World Economic Forum said: “The aviation sector must make key investments in its infrastructure now if it wants to reach its net-zero target by 2050. Given that the share of aviation’s global warming impact is set to rise significantly if action is not taken, the sector must consider all the options available for decarbonization. This includes preparing to use aircraft that are powered by carbon-free fuels at scale.”
Initial commercial flights powered by these aircraft are projected to occur within this decade. To provide the required green hydrogen and electricity to these aircraft, airports, airlines, and other stakeholders will have to make substantial infrastructure investments.
The World Economic Forum has emphasised the pressing need for investments in airport infrastructure to enable the widespread adoption of hydrogen and electric aircraft by 2050.
In a new report developed by the World Economic Forum in collaboration with McKinsey titled ‘Target True Zero: Delivering the Infrastructure for Battery and Hydrogen-Powered Flight’ the necessary infrastructure modifications are examined. The report outlines the measures airports and other stakeholders can take to prepare for them. It concludes that transitioning to alternative propulsion methods will necessitate a capital investment ranging from $700 billion to $1.7 trillion throughout the value chain by 2050.
“Ground infrastructure will be an important unlock for battery-electric and hydrogen aircraft as they become available in the next decade, as an additional option to make aviation sustainable,” said Partner and Co-Leader, McKinsey Center for Future Mobility, Robin Riedel. “It is important that stakeholders across the value chain, from governments to airports to electricity and hydrogen players to airlines begin planning and investing in it.”
Despite the substantial costs involved, the required infrastructure investment for alternative propulsion is comparable to the expenses airports may incur anyway for expansions or upgrades. While investment needs will vary based on airport size, the cost of infrastructure investment for large airports will be in line with other significant expenses, such as constructing a new terminal.For an international hub or a significant regional airport, the required investment costs would be similar to the LaGuardia Airport terminal expansion, or approximately 20% of the expenses incurred for London Heathrow’s third runway project. The expenses for smaller airports will be much lower, as they will not have to cater to larger aircraft that necessitate more advanced infrastructure.
A recent report on the need for airport infrastructure investment in order to transition to clean fuels concludes that alternative propulsion methods will necessitate a capital investment ranging from $700 billion to $1.7 trillion throughout the value chain by 2050.
Since roughly 90% of the required investment will be allocated to off-airport infrastructure, mainly for power generation, hydrogen electrolysis, and liquefaction, the aviation industry will have to collaborate with other sectors to fulfill its infrastructure requirements. This could involve teaming up with energy providers to generate green hydrogen and electricity or partnering with equipment manufacturers for energy storage necessities.
Airports can commence the process of identifying particular stakeholders to collaborate with by mapping out the local hydrogen and energy projects ecosystem.
The World Economic Forum is launching the Airports of Tomorrow initiative to enable executives from the airport ecosystem to address their energy, financing, and infrastructure requirements in the coming years proactively.
In summary, here are the 10 key findings for the aviation sector as outlined by the WEF and McKinsey report:
1. By 2050, the global demand for alternative propulsion may require 600-1,700 TWh of clean energy, which is equivalent to the energy produced by 10-25 of the world’s largest wind farms or a solar farm half the size of Belgium.
2. Large airports may need to consume 5-10 times more electricity by 2050 to support alternative propulsion.
3. Alternative propulsion will require the development of two new infrastructure value chains, one for battery electric aviation and one for hydrogen, which may involve new partners not currently part of the aviation ecosystem.
4. Most airports have adequate space for hydrogen liquefaction and storage infrastructure, but not enough land to generate all the clean energy required for battery-electric and hydrogen aircraft.
5. Shifting to alternative propulsion may require a capital investment ranging from $700 billion to $1.7 trillion across the value chain by 2050.
6. Around 90% of the investment will be for off-airport infrastructure, primarily for power generation, hydrogen electrolysis, and liquefaction.
7. The investment required for airport infrastructure will be significantly higher for large airports than for smaller ones, but it will be of a similar magnitude to other major investments, such as building a new terminal.
8. Operators of alternative propulsion may face costs around 76-86% higher than the market price for green electricity, reflecting additional aviation infrastructure operating expenses.
9. The investment required to meet the 2050 goals must begin now, and the first on-airport infrastructure elements should be in place by 2025 to meet the anticipated energy demand.
10. Coordination of infrastructure investment will be necessary to take advantage of network effects and regional connectivity and make alternative propulsion operations feasible. The aviation industry must collaborate with other industries to obtain enough green electricity and clean hydrogen in a supply-constrained environment and have a say in shaping the future of the hydrogen ecosystem.
Overall, the transition to hydrogen and electric aircraft requires significant public and private investment and coordination, but it is essential for achieving climate targets and ensuring a sustainable future for the aviation industry.
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