The quest for sustainability within the air cargo sector is both a formidable challenge and an imperative mission as the industry works to achieve net-zero emissions by 2050. But how much progress has been made by the multifaceted strategies and innovations designed to push the industry towards a greener future?
“One thing we must recognise in the air cargo industry is that we’re part of the global economy,” Glyn Hughes, the Director General of The International Air Cargo Association, shared, shining a light on the industry’s progress.
“The global economy connects manufacturers, producers, and growers globally with consumers from across the world.
“So, because we’re moving things great distances, this industry does have an environmental impact. So, there are two ways in which the industry is reacting to this.
“We’re having an impact, and as an industry, we have collectively made commitments, whether in general, the airport community, or individual companies, to be net-zero from an aviation perspective and an airport perspective.”
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Is SAF the answer?
Much of the industry’s road map’s success relies upon the widespread usage of sustainable aviation fuel (SAF). As it stands, this is the most viable alternative to traditional fossil fuels, but it is not without its own challenges, including the albeit reduced carbon impact it has and its limited supply.
“SAF is the biggest solution today. It is the most likely alternative energy source to help us move away from fossil fuels at the present moment,” Hughes asserted.
“It’s a blend; you can blend sustainable fuel with the current kerosene. So it’s straightforward.
“It’s a much more environmentally friendly fuel base because it’s not a fossil fuel; it’s a carbon cycle type of fuel, so it extracts the carbon or the materials that have already absorbed the carbon and then releases it.”
However, Hughes conceded that the most intriguing avenues lie ahead, with options such as hydrogen having the ability to eliminate carbon emissions.
Airbus is currently anticipating that, by the year 2035, they will have developed a research aircraft that will be running and operating on hydrogen fuel systems, creating a model for the industry.
“Hydrogen power would require changes to how internal combustion engines operate, changes to ground-based infrastructure, and also need changes to the aircraft.
“You would need to have a tank of highly compressed, very cold hydrogen… it needs to be kept close to -270°C,” underlining the volatile nature of hydrogen as a fuel source.
“Right now, we feel that hydrogen is an excellent energy source for ground-based vehicles where the infrastructure is easier to implement, but not yet for mass utilisation in air.
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Putting a spotlight on positive strides
While developments have been made in the sector, Hughes was clear that, to avoid accusations of greenwashing, the industry needs to improve its communication around sustainability.
“We just don’t do enough about shouting,” Hughes declared.
“Airlines are modernising their fleet. They’re investing in a lot of ground support equipment. Ground handlers are investing a lot in perhaps electrified vehicles, so they’re running on green energy.
“Some are looking at hydrogen-based vehicles moving away from diesel-based vehicles.
“Many cargo facilities around the world and many airports have solar panels on the roof, and they managed not only to generate enough renewable energy to run their facility but also to be a net contributor back into the overall grid system.
“Technology companies are using renewable energy sources to power the ever-increasing power and processing demands.
“This industry transports about US$9 trillion worth of goods every year, contributing about 30 to 35 percent of international trade.
“We just need to do a much better job of articulating how efficient and effective we are in moving that cargo through global networks,” Hughes urged.
