We are going to give way to Mrs. Laura Arias Corredera de Aena,
Aena is the leader, one of the world leaders in airport management
and is going to do the presentation, because in relation
to sustainability, Mrs. Laura is the head of the department
of sustainability technology, she has a degree in engineering
and energy engineering by the Polytechnic University
of Madrid, a master's degree in energy efficiency of
the building, the transport industry and as I say,
her presentation related to the area that
she leads in sustainability of Aena is
about airports of the future, airports as
energy hubs, whenever Mrs. Laura wants.
Hello, okay, well, nothing, yes, I am Laura and
delighted to be here with all of you, I am going to
talk, as Antonio has said, about airports
of the future, airports as energy hubs,
and I have here, here, okay, well, this is a bit of
the index and I am going to start by giving a good view
of what Aena is for those of you who do not know
who Aena is, well, Aena is the largest, we manage
airports and we are the largest airport operator
in the world by number of passengers, we manage
46 airports in Spain and then others outside of
Spain, as they are, well, this is not updated,
currently there are 33 airports, okay, in Brazil, one
in the UK, which is London Luton, and then we also have
participation in other airports, such as two airports
in Mexico, two in Jamaica and one in Colombia.
In 1994, 440 million passengers passed through our
airports, which is a little more than a million
passengers a day. So, focusing more on
Spain, in Spain we manage 46 airports and
two heliports, if you can see on that map,
well, all the airports that we manage in Aena,
the three largest, so to speak, are Madrid, Barcelona
and Palma de Mallorca, and then there are others
that also have a lot of passenger traffic,
such as the Canary Islands airports,
the one in Malaga, Alicante, etc., which are very touristic airports.
In Aena we have a climate action plan with the objective,
well, of decarbonizing, right? And contributing
to the objective that the aviation industry
has of being necessary in 2050. And to start a
little with this, I wanted to start with some
basic concepts about how emissions are measured.
I don't know if you know it, they are measured in
different ranges. Range 1, which are the direct emissions
of the activity that an economic agent develops,
as in our case, because range 1 could be
at an airport, because the consumption of
our boilers, the consumption of vehicles,
electric groups, etc. Range 2, which are
indirect emissions from energy purchase,
well, because of the purchase of electricity or
the purchase of thermal energy, and then there are
the emissions of range 3, which are those
emissions that occur within the space where,
well, within what would be our activity,
but of which we are not directly responsible.
For example, in our case, range 3, which has the greatest contribution,
are the aircraft. When they land and take off, the aircraft contaminate,
and that, in some way, is part of our carbon footprint.
And how is that carbon footprint distributed?
Well, we, now we are going to see
it, but we have a climate action plan and our
base year of that climate action plan is 2019.
In 2019, the emissions of range 1
rose to 22,000, almost 23,000 tons of equivalent
CO2, and in 2018, our range 1, that is,
everything related to vehicles, boilers, etc.
, we have already reduced it to almost half.
In 2094 we had 12,600 tons of CO2.
In range 2, in the base year we had 113,000
tons of equivalent CO2, and in 2024 we have reduced it to 27,000, mainly
because in this case it has been because we have bought 100% of our
electricity since 2020 with renewable energy guarantees.
And in range 3, which includes, as we have said, the emissions of LTO,
landing take-off of the aircraft, well,
in 2019 we had emissions of 3.8, 3.9 tons of equivalent CO2, in
2094 they have risen to 3.5 million tons of CO2.
If you see in the little box on the right,
there is how much our base year is, that
is the distribution of emissions by range.
Our range 1, that is, everything that we
are responsible for, boilers, vehicles,
our hydrogen groups, of all our carbon footprint, is 1%, in 2019
our range 2, 5%, and yet 94, 95% of our emissions correspond to
our range 3, mainly because of the emissions
of the landing and take-off of the aircraft.
So in 2021 we published our climate plan, which is from 2021 to 2030,
and we have two main objectives. Be neutral carbon, I
was talking about in this case of range 1 and range 2,
be neutral carbon from 2026, that is,
from next year we will be carbon neutral,
we will reduce and what we do not reduce,
we will buy voluntary compensation credits, and from 2030
the objective is to be net zero, that is,
there we do have to reduce everything we can,
at least 90% with respect to our base year,
and all that remaining 10% we will compensate
with absorption credits, neutralization,
which is called, these are our goals
of the climate plan. We are 20 years
ahead of the objective of the industry
of being net zero, which is in 2050, in terms
of our emissions of range 1 and range 2.
For this, our climate plan has three
strategic programs, one that is neutrality
of carbon, which acts on our range 1 and
range 2, and has different lines of
action, such as renewable energies, energy
efficiency, fleet, sustainable vehicles,
and then the part of mission compensation.
A strategic program that is
range 3, our main mission is to act as a tractor of other agents
of the aviation sector to accelerate their
decarbonization, thus promoting clean propulsion
for aircraft, improving efficiency in airport operations,
especially ground handlers and aircraft operations that have aircraft
on the platform, and decarbonizing the ground handlers fleet.
And then another strategic program, which is
the sustainable community and value chain,
which also impacts our range 3, which
aims to improve the sustainability
of the environment by collaborating with suppliers,
agencies, transport agents and the community.
In the end, we give a service to the airports, to society.
So we also have a responsibility and we work on it.
Within what would be decarbonizing our range 1 and range 2,
we have an electric energy strategy that has mainly four pillars,
one of which is the photovoltaic plan
and other renewable installations.
We are working on it, we currently have 10 airports that will have
large photovoltaic plants and then we also have, in most airports,
we have smaller plants in self-consumption mode.
Another of the pillars is the PPE.
The photovoltaic plan, approximately the goal is that in the year 2099,
51% of the energy that we consume, we produce it ourselves
and it is self-consumption on the grid.
Another of the pillars is a PPA,
we want to cover between 15 and 20% of our consumption with a PPA
and that is Power Purchase Agreement.
At 10 years, it is basically investing so that someone develops
a renewable energy project, not in our land, but in other lands,
and we commit to buying that energy for 10 years at a fixed price.
Since 2020, as I have already mentioned,
we have bought 100% of the energy
with guarantee of renewable origin and
then we are also starting to explore
and we are studying other solutions to increase
the installed power, such as energy storage.
We are studying the storage of the energy that is going to be produced
in the photovoltaic plan, in lithium batteries or other compounds
and in the long term, also the storage of energy in hydrogen.
This is an example.
Currently, we have renewable energy production,
for example, hydrothermal energy at the Reus airport,
wind energy at the La Palma airport, which is a Canary airport,
and then we have now in operation photovoltaic plants
in small self-consumption, but the goal, as I said, is to have
for 2029 approximately 546 GWh of energy produced
in our facilities for our own consumption.
The airport that will have the most installed power
is Madrid-Barajas, which currently has one of 7.5 GWh.
We are building one of 142 that will enter into operation
at the end of this year, beginning of next year,
and we are also studying another photovoltaic plant
of between 45 and 80 MW, also in
self-consumption mode with network connection.
And well, there you have a little bit
of all the airports that we have planned
to install photovoltaic plants or renewable
energy for electricity production.
This means an investment of more than 300 million euros.
We also have a thermal energy strategy.
It has two pillars.
On the one hand, there is the sustainable air conditioning part,
which is the implementation, mainly based on the implementation
of renewable thermal energy solutions.
In most airports, Madrid, Barcelona, Palma,
all those that have boilers, we are studying
to transition the boilers to, well, to put geothermal,
there is aerotherm, electric coolers or electric boilers,
which would be to electrify, to remove these boilers
that consume fossil fuels and put these more sustainable
technologies and that use electricity.
And in the case that we cannot electrify,
the option is to replace the fuels,
if they use natural gas, then by biomethane and if they use diesel,
C gasoline, then by rain.
And that is a bit like us, the main thing, okay?
How are we going to decarbonize?
But as we have seen, our biggest, within our carbon footprint,
what contributes the most is the range of
three and mainly the issue of aircraft.
So, we somehow have a mission,
which is to be a tractor and promote or promote the decarbonization
of what is our range three, which are aircraft, right?
So, well, aviation has an important challenge ahead,
which is to be born in 2050, the commitment that has been acquired.
The aviation sector emitted 900 million tons of CO2 in 2019.
And well, here on the right you have the graph of the Destination 2050,
which is a study that has been carried out by different stakeholders
in the sector, airlines, airports, etc.
, to see how we are going to achieve that net zero in 2050.
So, as you can see, I don't know if it looks very good,
but the biggest contribution to achieving the goal would be
the middle, the blue, well, it's all blue,
the blue, well, the greenish blue, which is, well,
35% of what are sustainable aviation fuels.
That is what will contribute the most, according
to the industry, to reach the goal of zero.
There are other measures, such as more efficient aircraft
that reduce fuel consumption, which is estimated
to contribute to a reduction of 11%, and another
series of more disruptive technologies,
such as hydrogen aircraft or electric aircraft.
But, well, so, well, in the end, what today,
the present and the immediate to be able to
decarbonize aviation is based on two things.
One is to introduce more efficient
aircraft that reduce fuel consumption, and then, on the other hand, the
introduction of sustainable aviation fuels,
which is something, since in the year 2095, well, it is a reality,
sustainable aviation fuels are already being
consumed in Spain and the European Union.
Depending, there are different ways
to obtain sustainable aviation fuels,
depending on the raw material, depending
on the technological route you use,
and depending on the process, there are different
ways to obtain sustainable aviation fuels.
You can use used cooking oils, you can
use waste, you can use alcohols, etc.
, but, well, depending, and then, obviously,
you can use CO2 and renewable energy, hydrogen,
to produce sustainable aviation fuels,
which still needs a lot of research, but, well,
depending on how you produce it, sustainable aviation fuels can reduce,
in its entire life cycle, between 30 and 80%
of emissions compared to non-fossil fuels,
and in some cases, it could reach 100%.
One of the main problems, or the barrier to its adoption, is the price,
on the part of airlines, the consumer, which is much more expensive,
we are talking about 3x, 10x, what would be the price of fossil fuels,
the EASA recently published the reference prices,
and if we talk about synthetic fuels,
we are talking about 10x the price,
so that is one of the main barriers for
airlines to decide to use it massively,
and to accelerate, so to speak, the production scale.
Another very important thing is that they are drop-in fuels,
that is, they do not need new infrastructures,
they do not need to adapt to the current fossil fuel infrastructures,
sustainable aviation fuels can be transported, stored and consumed
by the same infrastructures that exist
today, you do not need to invest.
And for certification, quality issues, etc.
, today, they cannot be consumed 100% pure in aircraft,
but they have to be mixed up to a maximum of 50%.
Although it is being investigated, Airbus
aims to be able to consume in 2030,
that in Airbus aircraft it can be consumed
pure, 100%, without the need for a mix.
And since the year, well, in the year 2024, the
REFUEL and EU Aviation regulations came into force,
I guess you know it, you have heard it, and in the year 2095,
the mandate of 2% has come into force,
that there has to be a minimum 2%
in all the fuel that is put in certain airports of the network.
This would be a bit the objective, the REFUEL regulation,
the objective is to promote it in front of the
demand of SAF to decarbonize air transport,
and with this, to be able to scale the
supply of SAF and ensure its availability,
maintaining an equitable competition.
In the application process, mainly, it
is on three links of the value chain,
the fuel suppliers, who have to put a minimum
percentage of sustainable aviation fuels
in all the fuel they sell, down there,
well, you can't see it, but down there,
you can see the percentages in the year 2025, we are talking about 2%,
in the year 2050 it has to reach 70%,
and there is also a new objective,
which starts in the year 2030, which is synthetic fuels.
It also affects the air operators, the
airlines, they have the obligation to load,
in certain airports, where the regulation applies,
90% of the fuel that they are going to use on the way,
they used to do it, it is a measure of anti-tanker,
and then, it is up to us, the airports, it affects us,
because the airports that apply are those
that have more than 8,000 passengers,
or more than 100,000 tons of cargo, and
the ultra-peripheral ones are excluded,
therefore, in our case, it would be the Canary
Islands, in the Canary Islands, it would not apply.
Well, this is a, here, in the year 2025, these
are the airports where the refueling applies,
which in Spain are 21, there you see them, okay?
And well, although many of the Canaries do meet these requirements,
as it excludes them, there is no obligation
to supply sustainable aviation fuel, but all of these, yes.
And well, in the end, I don't know, I
mean, sustainable aviation fuel is the
most immediate, we are starting with
it, but as we have seen in the graph,
the Destination 2050 no longer only sees aviation
fuel as a solution, but it includes another series of
technologies, such as electric aircraft,
hybrids, hydrogen, which are more disruptive technologies,
which are more in the future, which today are being developed,
this is being investigated, but well, there they are, right?
So, well, there are many new, so to speak, aircraft manufacturers
that are betting on electric aviation, they could be put into service,
according to the target they have in 2033-2035,
they would be for original flights, passengers,
passenger flights, less than 40 passengers,
and for short-range, less than 1,000 km.
To be able, for these airports, for these aircraft to be a reality,
airports have to have dedicated charging infrastructure in the future
for this, for these aircraft, which will
increase the electric capacity of airports.
And therefore, we will need to improve our
network to be able to adapt to this new demand.
And therefore, what is flexibility and
energy efficiency management is key.
As for the aircraft proposed by Hidrogen, well,
there are also different aircraft manufacturers
that are betting on it. One of the best known is Airbus,
which aimed to have the first commercial aircraft in 2035.
That was initially, now at the beginning of this year
they said they were going to delay a little more,
maybe they have not set a date, but we would be talking about 2045.
There are different forms of hydrogen
aircraft, one is by hydrogen combustion,
another by the use of hydrogen in fuel, and
well, this could reduce CO2 emissions by 100%.
They are seeing aircraft that are going to use hydrogen as a fuel,
in the Airbus model they are talking about liquid
hydrogen because of the issue of hydrogen storage,
which occupies less, well, it is something that
is being developed, it is something disruptive,
but there are several, they are betting on it.
And a little, the main problem, well, there are many,
but for the sustainable aviation fuels,
the availability of raw materials.
It is one of the main problems, if there is going to
be enough raw material to produce all the aviation fuel
that we need to decarbonize aviation, and
not only aviation, to decarbonize aviation,
heavy road transport and also maritime transport.
So, well, in some way in the future what is seen is that
electric aviation could be very useful to decarbonize,
also from the point of view of efficiency, not only to decarbonize,
what would be short-range, up to 1000 km, hydrogen aviation,
we would be talking about what could be used
to decarbonize those short-range flights,
up to 2000 km and about 150 passengers, 200,
and then the rest, well, we would need aviation
and synthetic fuels for long-range flights.
So, as a conclusion, it is that just as today
there is already starting to be a mix of cars,
electric cars, combustion cars, and in the future hydrogen,
well, it seems that aviation will also
be involved in this in the future.
There will be aircraft with sustainable fuel, aircraft,
and then electric aircraft and hydrogen aircraft.
Well, each one has its advantages and disadvantages.
Sustainable aviation fuels and synthetic fuels
have the advantages that they are drop-in fuels,
that you do not need to build new structures or
adapt the aircraft so that they can consume it,
however, they do reduce emissions throughout the entire life cycle,
but you still emit CO2 when it burns, right?
The entire life cycle is neutral, but you still emit, however,
battery aircraft, electric aircraft, have the
advantage that CO2 is not emitted at any point, right?
CO2 is not emitted at the final point of the aircraft.
And well, here you have a little bit, from 2030
sustainable aviation fuels will be introduced,
from 2035-2040 hydrogen-hybrid electric aircraft could enter,
with the aim of being in 2050 net zero with a mix of aircraft.
And well, all this leads to the fact that
airports and the concept of hubs is changing.
The idea of many airports is that they transform into energy hubs,
where there are different, so to speak, we are a demand aggregator,
and there are different fuels or sustainable or energy
vectors that are consumed in our airports and are demanded.
Therefore, we must adapt, both put electrical infrastructure,
points of recharge on the air and land side for land vehicles,
electricity supply to parked aircraft,
electricity supply for future electric buses,
this will mean an increase in power demand, etc.
We will also have to put, when the hydrogen infrastructure arrives,
hydrogen supply for land vehicles that are at the
airport or that come from outside the airport,
hydrogen, gaseous and liquid supply to aircraft,
maybe we will also have to put a little
infrastructure for liquefaction, hydrogen storage,
and from the point of view of new fuels, we will also have to have
availability of sustainable fuels for land vehicles,
which, for example, we already have in Madrid and Barcelona,
in the stations on the land and air side we already have HVO,
and we also have the supply of sustainable aviation
fuel for aircraft, which is already a reality.
This is a little scheme of how it could be,
how would the future airports be, the airports as energy hubs,
different types of aircraft, different types of
infrastructure, hydrogen, electricity, sustainable fuels, etc.
And in the end, what is very important here is
to have an efficient energy management system,
through artificial intelligence, IoT, etc.
And in the end, the energy transition imposes new needs,
such as the supply of that hydrogen electricity to airports,
the adaptation of the airport
infrastructures has to be planned in advance,
because they are very large investments and they take a long time.
For electricity and hydrogen, it will also
need a dedicated infrastructure for all this,
which will also require quite large spaces.
And in the end, the part that is a problem
that we have not only in Spain, but in Europe,
which is the whole network of transport and energy distribution,
will have to increase and adapt for these purposes.
And that would be all from me, so thank you very much.
I hope you found it interesting.
Thank you very much, Laura, for coming once
again to show how much effort AENA is making
as a global actor in airport management,
and even looking beyond the present in terms of sustainability
and everything that it has been doing in that regard.