Emissions from air traffic and the value chain
The largest aviation-related greenhouse gas emissions come from the air traffic itself, and airspace measures have ownership among several stakeholders in aviation.
Implementing curved approaches nationally requires, for example, collaboration between airlines, air navigation services, airports, and the Civil Aviation Authority. It is increasingly important to have joint ownership to work across interfaces between stakeholders, also because it will become more challenging to gain benefits from the initiatives that are launched.
Internationally, there are similar collaborations across borders, such as Destination 2050. DEST 2050 is an industry alliance committed to climate-neutral European aviation, in line with EU climate goals and the Paris Agreement.In the work, common goals/measures necessary to achieve the objectives have been identified;
- Net zero CO2 emissions by 2050 and
- Net CO2 emissions from intra-European flights reduced by 55% (compared to 1990 levels) by 2030, this is to be achieved through fleet renewal, sustainable fuel (SAF), operational improvements, and the EU Emissions Trading System (ETS).
Since the first jet engine passenger aircraft were introduced in the 1950s, emissions per passenger kilometer have been reduced by 80 percent.
The aircraft manufacturers are developing completely new and more energy-efficient planes, but they are also implementing extensive measures on existing models to reduce fuel consumption and greenhouse gas emissions. The Norwegian airlines continue their work on energy efficiency and are continuously renewing their fleets. Over the 20 years before the pandemic, more energy-efficient engines, improved aerodynamics, lower weight, and more seats contributed to more than halving emissions per passenger kilometer.
Norwegian aviation has collaborated on climate initiatives for many years. Read more in this report:
Emissions from air traffic and the value chain
The efficiency of the airspace is high on Avinor's strategic agenda. Avinor, the airlines, and the Civil Aviation Authority are continuously working on measures in the airspace to reduce aircraft fuel consumption and greenhouse gas emissions. Arrivals and departures are optimized and facilitated for continuous ascent and descent. For many years, Oslo Airport, Gardermoen has been at the forefront with regard to efficient traffic management (based on data from Eurocontrol). Electronic tools for traffic management and information sharing (Collaborative Decision Management - CDM) are important tools/processes that are continually being developed.
The transition from ground-based navigation to the use of satellites (Performance Based Navigation - PBN) provides shorter and more direct route guidance, as well as more energy-efficient arrivals and departures. In 2022, Avinor decided that all Avinor airports shall implement curved approaches (RNP-AR).In the first phase on long-haul routes during the period up to 2028. Recently, work on Phase 2, Curved approaches at all short-haul sites, has begun. This has the potential for significant reduction in fuel consumption and greenhouse gas emissions. At OSL, there have been curved approaches for many years.
The air traffic organizations in the Northern European business alliance Borealis have introduced Free Route Airspace (FRA). This is an airspace organization that allows airlines to no longer have to follow predefined routes and can choose the most optimal path. The potential is a reduction in fuel consumption and greenhouse gas emissions.
Avinor is working on airspace efficiency internationally together with organizations such as ACI and CANSO, through the business alliance Borealis, and with Eurocontrol.
Emissions in the upper air layers is a central issue in research and development. Work is underway to develop good tools to gather sufficient data so that conclusions can more reliably be drawn about which conditions (flying through "super saturated ice- and contrail-formation regions") are the prerequisites for the production of long-lasting cirrus clouds. At the same time, work is being done to test tools to potentially steer air traffic away from such regions.
Learn more about the effect of emissions at high altitudes in chapter 10 here:
Sustainable fuel was certified for aviation in 2009. Sustainable aviation fuel can be produced either with biomass (to biofuel) or made from non-biological inputs like hydrogen and CO2 (to so-called electrofuels). Even with the future phase-in of electrified aircraft and possibly hydrogen as an energy carrier, there are currently no known alternatives to sustainable fuel for long-distance aviation. Sustainable aviation fuel also has the advantage that it can be used in the existing aircraft fleet and infrastructure.
Today's production of sustainable aviation fuel is small, and everything used in Norwegian aviation today is imported. The low production is related to the significant cost difference between sustainable aviation fuel and conventional fossil fuel. From January 2020, there has been a requirement of 0.5 percent biofuel as a share of all aviation fuel sold in Norway (with the exception of the Defense). Norway was the first country in the world with such a sales requirement.There are requirements that the biofuel must be so-called advanced, meaning fuel made from waste and residues. The EU has adopted a common sales requirement that came into effect from 2025. The sales requirement falls under the Refuel EU Aviation regulation and applies to flights within and out of the EU. It starts with a 2% blend in 2025 and increases to a requirement of 70% blend in 2050. Norway and Norwegian aviation have been early adopters of sustainable aviation fuel, and Avinor has taken a leading role in the field. In 2016, Oslo Airport became the first international airport in the world to blend sustainable biofuel into the regular fuel system and offer it to all airlines refueling there. Avinor has also, in close collaboration with key players in Norwegian aviation, led and financed knowledge development projects on sustainable aviation fuel, which have both explored the potential for Norwegian production and possible measures for increased production and use. A number of reports on sustainable aviation fuel are available on Avinor's websites.See our environmental reports here.
Avinor is in dialogue with several actors exploring the possibilities for the production of sustainable aviation fuel in Norway, both based on byproducts from the forest and with non-biological inputs, but final investment decisions remain.
Avinor collaborates with environmental organizations, industry players, and research institutions regarding the production of sustainable aviation fuel in Norway. Internationally, Avinor is active in the EU project TULIPS led by Amsterdam Airport, Schiphol, where Avinor, among other things, leads a project looking at how airports can help increase the use and production of sustainable aviation fuel.
Large-scale Norwegian production of sustainable fuel is crucial if the Norwegian aviation climate goals are to be met, but it depends on long-term and predictable framework conditions that do not reduce the industry's competitiveness.
Many stakeholders are working on new energy carriers for aviation. With an already established market for short-haul flights using small aircraft, significant experience, and strong interest in transport electrification, as well as nearly 100 percent renewable electricity, Norway is in a unique position to adopt electric aircraft. Several aircraft manufacturers view Norway as a potential market for the first electrified passenger planes, which are expected to be small and have limited range.
Electrified aircraft are defined as aircraft with one or more electric motors for airborne propulsion. The electricity powering the motors can come from various sources: batteries, fuel cells (hydrogen), or hybrid solutions (a range extender that can be powered by SAF).
Companies like Airbus and Rolls-Royce are also working on solutions where hydrogen is combusted directly in the aircraft’s gas turbines.