2016 Annual Report under Canada’s Action Plan to Reduce Greenhouse Gas Emissions from Aviation

Canadian air carriers expect to achieve annual fuel efficiency improvements on domestic and international flights to 2020 through further fleet changes.

During 2016, NACC member airlines made the following changes to their aircraft fleets:

• WestJet introduced four Boeing 737-800 NG aircraft and two Boeing 767-300 aircraft and removed three Boeing 737-700 NG aircraft from service.
• Air Canada introduced nine Boeing 787-9 aircraft and two Boeing 777-300ER aircraft into service. Air Canada removed three Boeing 767-300ER aircraft, one Airbus A321 and 12 Embraer 190 aircraft from service.
• Air Transat introduced two Boeing 737-800 and two Airbus A330-200 aircraft into service. Air Transat also seasonally operated an additional 10 Boeing 737-800 and two Boeing 737-700 aircraft.
• Jazz removed seven Bombardier CRJ-200 and nine Bombardier DH8-100 from service and introduced 12 Bombardier Q400 into service.
• Encore introduced 10 Bombardier Q400 into service.
• Rouge introduced five Boeing 767-300ER aircraft into service. Rouge also added one Airbus A321 aircraft into service. Three of the Boeing 767-300 aircraft and the one Airbus A321 aircraft were transferred from Air Canada.

ATAC all-passenger air carriers continued to add highly efficient aircraft such as Boeing 737-800, Boeing 738-8 MAX and Bombardier Q400/ATR 42-500 and 700 aircraft to their fleets while replacing older less efficient fleet types such as Boeing 737-200 and Hawker Siddeley 748. Operators of Boeing 737-200 aircraft have replaced almost all of these classic versions with Boeing 737-300/400/500 series aircraft with their more efficient CFM56 engines. The remaining Boeing 737-200 aircraft are currently being retained as they are combi freighter/passenger aircraft equipped for operation on gravel runways and there is no direct replacement type of aircraft available.

ATAC all-cargo air carriers continued their transformation, at a more advanced pace, to much more efficient cargo operations as they upgrade from narrow body Boeing 727 to larger, more fuel-efficient aircraft with high bypass ratio engines such as Boeing 757, Boeing 767 and DC-10-30 aircraft.

Business aviation operators will be encouraged to take advantage of opportunities to reduce emissions through fleet renewal.

The Canadian Business Aviation Association (CBAA) continued to build on its GHG reduction outreach efforts through its online forum and other member fora. The online forum increases awareness and provides a space for feedback on activities of interest to Canadian business aviation operators, including Canada’s Action Plan. The CBAA will continue to encourage its members to take advantage of opportunities to reduce GHG emissions through fleet renewal.

Canadian air carriers expect to achieve average annual fuel efficiency improvements for domestic and international flights to 2020 through improved operations.

All ATAC and NACC carrier members continued to re-emphasize the use of fuel saving operating procedures. Carriers continue to look for additional opportunities to reduce fuel burn.

Four of the five Boeing 767-300 introduced into service by Rouge during 2016 were retrofitted with blended winglets which will provide significant fuel savings.

Business aviation operators will be encouraged to adopt operational improvement to reduce emissions.

The CBAA continued to encourage its members to take advantage of opportunities to reduce GHG emissions through operational improvements. The CBAA Forum will continue to give these issues greater visibility to operators.

Canadian operators will continue to take advantage of the opportunities identified in ICAO guidance on minimizing fuel use and reducing emissions.

The input for the updated manual was built upon NACC and ATAC carriers’ policies and procedures. NACC, ATAC and CBAA promoted the ICAO manual to its members when it came online in 2014.

NAV CANADA, in partnership with Transport Canada, Canadian air carriers, global Air Navigation Service Providers (ANSPs) and other industry participants remains committed to taking advantage of opportunities to improve air traffic management (ATM) through further implementation of Performance Based Navigation (PBN), such as RNP AR and RNAV, new ATM technologies and procedures, as well as surveillance technologies, such as ADS-B and multilateration.

More specifically NAV CANADA will:

The Canadian Performance-based Aviation Action Team (CPAAT) is leading the implementation of Canada’s PBN Implementation Plan and will provide opportunities for ongoing consultation and involvement throughout implementation.

• Implement RNP AR procedures at numerous airports, continue to expand the use of Area Navigation and implement broader access to ADS-B surveillance; all of which will improve flight path efficiencies, reduce fuel consumption and reduce GHG emissions.

Public RNP-AR approaches allow aircraft to land using satellite-based navigation (i.e. with on-board equipment) in place of ground-based navigation systems, the benefits of which include reduced flying time and GHG emissions.

In 2016, NAV CANADA implemented and published new RNP AR approaches at Kelowna, Calgary International, Ottawa International and Halifax International airports. Also, RNP AR project work was initiated at Edmonton, St. John’s and Winnipeg International Airports for planned publication in 2017. Programs for gathering RNP AR usage metrics will allow for specific reportable GHG savings going forward.

In conjunction with implementing RNP AR approaches, NAV CANADA conducted reviews of the airspace surrounding Edmonton, St. John’s and Winnipeg airports, focusing on standard departure and arrival procedures. Improvements and efficiencies that benefitted NAV CANADA and customers were identified, and were implemented concurrently with the publication of RNP AR projects.

Transport Canada, NAV CANADA and other key stakeholders (including customers, airport authorities, noise consultation, procedure design and operational Air Traffic Control) continue to work through a collaborative process to make the necessary regulatory and procedural changes to take even greater advantage of these approaches. The work underway includes new approvals and separation standards, which are required to allow the use of these types of procedures in a close parallel runway environment, such as at Vancouver International.

• Enable international navigation improvements through work at ICAO and through initiatives such as Aireon LLC’s plan to provide global surveillance capabilities through the deployment of space-based ADS-B, anticipated for 2018.

Reduced Lateral Separation (RLat) trials were introduced in the North Atlantic Region through 2016. RLat enables more aircraft to safely benefit from the most efficient flight paths available. RNP 4 is one of the underlying requirements for participation in the RLat trial.

• Report annually on achievable fuel savings and emission reductions from joint efforts with domestic and international carriers operating in Canadian airspace and industry partners through the annual Collaborative Initiatives for Emissions Reduction (CIFER) Report.

NAV CANADA’s CIFER reports are available on the NAV CANADA website.

In addition, Transport Canada will continue to issue or update advisory circulars to provide guidance or approve new procedures or specifications, such as those related to RNP and ADS-B.

In 2016, Transport Canada published an advisory circular (AC 700-038) to inform the aviation industry that air operators and private operators may now obtain a Canadian Special Authorization for Required Navigation Performance 2 (RNP 2) - Continental. This Special Authorization will enable Canadian air operators or private operators to operate within airspace designated as RNP 2 (Continental). It will also form the basis upon which a foreign National Aviation Authority (NAA) may authorize, within their jurisdiction, a Canadian air operator or private operator to operate in RNP 2 airspace.

Transport Canada is working to amend the Foreign Air Operator Certification to allow foreign operators to gain approvals for RNP AR. This would enable an increase in the number of aircraft eligible to perform RNP AR runway approaches.

Transport Canada’s PBN State Plan outlines the actions that will be undertaken to develop and implement policy to ensure smooth transition to ADS-B and monitor future changes in the technology in Canada.

While ADS-B is not being mandated in the near term, consideration could be given to airspace or route mandates for a geographic area or operational time period should equipage rates be insufficient to enable full system surveillance benefits.

Transport Canada and NAV CANADA recognize that air carriers would like to take advantage of new ATM procedures as early as possible and are working together to expedite this process, while also maintaining the highest standard for safety.

The Government of Canada and the Canadian aviation industry will continue to support research and development initiatives to minimize or reduce aviation environmental impacts. Research will continue through a number of key organizations and programs, including:

• Green Aviation Research and Development Network
• FAA Aviation Sustainability Centre
• National Research Council of Canada
• US Transportation Research Board’s Airport Cooperative Research Program

Research findings and key indicators such as technology readiness levels will be shared with interested parties.

Green Aviation Research and Development Network (GARDN)

Established in 2009 and renewed in 2014, GARDN has supported 37 projects (18 completed and 19 in progress) representing over $70 M of Canadian aviation environmental research (jointly funded by the Federal Government and participating aerospace companies - at minimum of 50 percent). These projects embrace three research thrusts, CLEAN, QUIET and a SUSTAINABLE air transportation system.

Over half of the aforementioned projects deal specifically with emissions reductions. Five projects focus on bio-derived jet fuel applications for Canada, two under GARDN I and three under GARDN II (refer to Measure 6.2 for more detail).

FAA Aviation Sustainability Centre (ASCENT)

ASCENT, also known as the Center of Excellence for Alternative Jet Fuels and Environment, works to create science-based solutions to the aviation industry’s biggest challenges. In 2016, Transport Canada continued to sponsor ASCENT and maintain an active role on the Advisory Board reviewing research projects and progress, with particular focus on the following:

• ASCENT 1 - Alternative jet fuel supply chain analysis
• ASCENT 2 - Ambient conditions corrections for non-volatile particulate matter emissions measurements
• ASCENT 13 - Microphysical modeling and analysis of aviation exhaust observations
• ASCENT 14 - CO₂ standard
• ASCENT 16 - Investigation of aviation emissions air quality impacts
• ASCENT 18 - Health impacts quantification for aviation air quality tools
• ASCENT 24 - Emissions data analysis for CLEEN, ACCESS, and other recent tests
• ASCENT 29 - National jet fuels combustion Program - Area #4: Atomization tests and models

National Research Council of Canada (NRC)

With financial support from the Government of Canada’s Clean Transportation Initiatives, the NRC has:

• Made significant contributions to the development and documentation of a sampling and measurement methodology for the certification requirement for the new ICAO non-volatile particulate matter (nvPM) mass and number emissions standard for aircraft engines
• Prepared a paper for the CAEP Steering Group titled: Properties of Black Carbon and Non-Volatile Particulate Matter Emissions from Aviation Engines
• Calibrated nvPM mass instruments from several original equipment manufacturers (OEM) to support their certification efforts
• Continued to work with Transport Canada, ECCC and the US FAA to develop capabilities to conduct the required testing to transition to unleaded aviation gasoline
• Continued instrumentation of the NRC Harvard research aircraft as part of 10 aircraft test fleet to support US PAFI (Piston Aviation Fuel Initiative) Phase II testing of two experimental unleaded aviation gasoline formulations
• Continued preparations for PAFI phase II flight testing (July 2017)
• Completed and commissioned the Testbed for Aviation Piston Engine Research (TAPER) – including some testing of unleaded aviation gasoline

The NRC, with financial support from the Department of National Defence, is also conducting research under the ASCENT National Jet Fuel Combustion Program (NJFCP). The prime goal of NJFCP is to accelerate the approval of new alternative jet fuels.

US Transportation Research Board’s Airport Cooperative Research Program (ACRP)

Transport Canada and the Canadian Airports Council (CAC) continue to support and participate in ACRP and to share relevant information with Canadian airports.

The Government of Canada and the Canadian aviation industry will continue to work collaboratively to advance efforts related to alternative aviation fuel production and use in Canada and will take advantage of opportunities to collaborate with key trading partners.

The Green Aviation Research and Development Network (GARDN) has funded five projects on bio-derived jet fuel applications for Canada, two under GARDN I and three under GARDN II (described below):

• WG-22 project: Civil Aviation Alternate Fuel Contrail and Emission Research (CAAFCER). The objective of this project is to enhance the T33 emissions instrumentation by the addition of a CPC3776 ultra-fine aerosol sensor and denuder to differentiate between volatile and non-volatile particulates and then undertake jet emissions and contrail measurement flights.
• NEC-21 project: Assessment of likely Technology Maturation pathways used to produce biojet from forest residues. The objective of this project is to advance the development and production of biojet fuels in Canada from sustainable biomass feedstock. The project assesses the potential of producing biojet from Canada’s considerable forest residues resources, using the experience of Canada’s established forest products sector and the pellet sector.
• WG-21 project: Canada’s Biojet Supply Chain Initiative (CBSCI): The objective of this project is to demonstrate the operational feasibility of biojet fuels in the Canadian jet fuel supply chain, further the development of the domestic biojet sector, validate Canadian biojet supply chain elements, and to generate hands-on experience with biojet handling and integration to develop best practices in a Canadian context.

Transport Canada maintains a dialogue with the US FAA to exchange information on biofuels development.

The Government of Canada and the Canadian aviation industry will continue to support research, development and demonstration of alternative fuels for aviation through initiatives such as the ICAO Committee on Aviation and Environmental Protection (CAEP) Alternative Fuels Task Force, Sustainable Development Technology Canada (SDTC), BioFuelNet, and ASCENT.

In 2015, Canada’s BioFuelNet initiated work under a new Aviation Task Force (ATF) within the network. Transport Canada and members of the Canadian aviation industry continue to participate in the Task Force.

The ATF provides information on the latest developments of Canadian biojet activities for all stakeholders and identifies the main barriers to the commercial development of bio-derived jet fuel in Canada.

Since 2010, SDTC has provided over $12 million to two ongoing alternative aviation fuel projects that are in the demonstration phase:

• $3.3 million to Agrisoma Biosciences Inc. for a Brassica carinata-based biofuel project
• $9.6 million to MARA Renewables Corporation for an algae-based biofuel project

In 2016, there were no new alternative jet fuel projects funded under the SDTC.

In 2016, Transport Canada actively supported:

• The ICAO Alternative Fuels Tasks Force with Canadian experts, including two from the University of Toronto with specific expertise in biofuel lifecycle assessment
• The ICAO Global Market-based Measures Task Force – alternative fuels subgroup
• The US FAA through ASCENT Center of Excellence and collaborated with NASA on alternative aviation fuel research

Transport Canada also established an ad-hoc aviation biofuels group to both share information on biojet development and discuss government-wide views on issues of common interest.

The Canadian aviation industry will collaborate to reduce emissions at the gate and on the ground from taxi operations, auxiliary power units and ground support equipment.

In 2016, the Airport Ground Operations Subgroup continued to share information on current emission reduction initiatives and maintained a list of potential projects the group could undertake over the coming years.

A number of emission reduction initiatives are advancing at Canadian airports. Examples include:

• In 2016, three gates at Vancouver International Airport (YVR) were upgraded with pre-conditioned air (PCA) units, which maintain the temperature and air quality of parked aircraft by bringing external, filtered air into the cabin. With three additional gates equipped, 74 percent of YVR’s gates now have both PCA and ground power units (GPU). YVR also conducted a trial at two gates to relocate the gate infrastructure to the alternate side of the aircraft, enabling a faster connection time. YVR continues to actively work on electrical charging infrastructure to reach a goal of 50 percent ground handling fleet running on electric power by 2020. In 2016, 22 percent of the licensed Ground Support Equipment (GSE) operator fleet and 38 percent of baggage support equipment were electric.
• Montreal – Pierre Elliott Trudeau International Airport (YUL) opened six new international gates equipped with PCA and GPU. In addition, YUL advanced the use of electric vehicles by installing new charging stations at the airport, acquiring an electric vehicle for the airport authority, and utilising all-electric taxis (Téo taxi) at the airport.

Multilateration systems make it possible to see all airport ground movement. Initially adopted for safety reasons, these systems can promote efficiencies and reduce emissions. Such systems were introduced in Montreal in 2012, in Toronto in 2013, Calgary in 2014, and will be operational in Vancouver in 2019.

The ability to monitor taxi times helps manage and reduce aircraft operating times and emissions. A cost-sharing agreement between NAV CANADA and the Toronto Airport uses a program called EXCDS to produce taxi times. Toronto, Montreal and Calgary Airports have the capability to use EXCDS to develop average baselines for taxi times.

The Greater Toronto Airports Authority Air Traffic Management Working Group has extended the Airline/NAV CANADA working partnership to aircraft movements from gate-to-gate. This has improved performance and reduced emissions by balancing and improving runway use, and arrival and departure flows (holding and taxi times). In 2016, the Visual Departure Separation, which allows for the reduction of the minimum separation standard of 3 miles, was implemented. Results have shown an estimated benefit of one additional flight per hour, when utilized in the north-south operation.

Partners will work together to improve the quantification of GHG emissions associated with ground operations.

Two studies were completed in 2016:

• Feasibility of Alternative Energy Conversion of Ground Support Equipment at Canadian Airports
• Alternative Systems to Reduce Aircraft Auxiliary Power Unit Emissions

Canadian airports will refine and improve emissions inventories and will explore further opportunities for emissions reduction strategies.

In 2016, there were seven Canadian airports participating in the Airport Carbon Accreditation (ACA) program under Airports Council International (ACI). Within this program, there are four levels of certification:

1. Mapping – footprint measurement
2. Reduction – carbon management towards a reduced carbon footprint
3. Optimization – third party engagement in carbon footprint reduction
4. Neutrality – carbon neutrality for direct emissions by offsetting

As of 2016, Canadian airports have achieved the following levels of certification:
Level I: Moncton, Ottawa, Victoria and Winnipeg
Level II: Vancouver
Level III: Montreal and Toronto

Participation in the ACA program is voluntary and is a step that a subset of Canadian airports have chosen to take to demonstrate their commitment to reducing emissions. However, it should be noted that a number of airports who are not participating in this program have also made strong commitments to reducing emissions through their environment programs.

Transport Canada will continue to participate at CAEP on the finalization of the new CO₂ emissions standard for airplanes.

The new international CO₂ standard certification requirement and regulatory level were endorsed by the ICAO CAEP in early 2016, with strong leadership from Canada. The CO₂ standard is on track to be adopted at ICAO Council in 2017, after consultation with ICAO Member States.

Transport Canada will continue to help develop a new nvPM standard for aircraft engines, through CAEP, with Phase I completed in 2016, and Phase II targeted for 2019.

Canada continues to make significant contributions in the development of the new nvPM international standard. Phase I, the new international mass standard, was completed on schedule in February 2016, and will be adopted by ICAO in early 2017. The new international mass and number standard (Phase II) has a tight schedule, but is still scheduled for completion by 2019.

Once completed and adopted by ICAO, Transport Canada will adopt both standards domestically under the Aeronautics Act.

Initial work on the drafting process began in 2016.

Transport Canada will continue to actively participate, through ICAO, on the development and implementation of global approaches and standards to address climate change, including system efficiencies and market-based measures, and the development of alternative fuels for aviation. Transport Canada will continue to engage the Canadian aviation industry as part of the international dialogue.

Canada supports CAEP’s working groups and task forces with technical experts and provides significant leadership in a number of key areas.

Canada played an active role in the negotiation of the framework for the global market-based measure to address GHG emissions from international civil aviation that was agreed at the 39th ICAO assembly in 2016. Called the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), baseline reporting is set to begin in January 2019.

Canada continues to actively participate in CAEP to finalize details of the new CO₂ standard for aeroplanes and to develop the nvPM mass and number standard for aircraft engines, as well as the technical requirements for CORSIA. Canada is also a member of the Advisory Group to Council on CORSIA that will provide guidance during the development of the scheme.

Canada resumed its leadership role of ICAO Working Group 2 which deals with airports and operations. Several of the work items of this group deal with minimizing emissions that affect the global climate and local air quality.

NAV CANADA will continue to support the air navigation interests of Canadian aviation stakeholders internationally through representation in ICAO groups and panels.

Transport Canada and NAV CANADA are supporting efforts under ICAO’s Global Air Navigation Plan and Aviation System Block Upgrades (ASBU), as well as NAV CANADA’s PBN Operations Plan, through planned upgrades through to 2017 on:

• Communications
• Navigation
• Surveillance
• Air Traffic Management

These upgrades maximize the benefits for operators of aircraft that are best equipped to take advantage of the PBN procedures, while recognizing the needs for airspace access to operators not eligible for these procedures.

As a member of the International Coordinating Council of Aerospace Industries Associations (ICCAIA), the Aerospace Industries Association of Canada (AIAC) will continue to lead Canadian aerospace manufacturers in working with international partners to develop and produce aircraft and engines that meet or exceed ICAO requirements for fuel efficiency and emissions.

AIAC member companies continue to provide subject matter experts to advise CAEP; and AIAC provides the link to the international community through its membership in ICCAIA.

The President and CEO of AIAC also plays a key leadership role by chairing and facilitating the work of GARDN.