Air 2014 energy_efficiency_forum

Editor's Notes

• #2 Good afternoon ladies and gentlemen – welcome to todays presentation I will be speaking on the concept of net zero energy airports Definitions of net zero Looking at first steps towards NZ and the work currently being performed by researchers Finally, looking at what the future holds for airports
• #3 Theoretically a NZEB is one which displays highly efficient performance and has the ability to satisfy the balance of its energy demand from renewable sources A NZEB can either be self-sufficient or grid dependent Given these characteristics, a sub-categorization is established with 4 alternate definitions of what constitutes net zero It is important as a first step to gain consensus within the airport sector as to the industry recognized definition of net zero. This will ensure transparency and a common methodology is adopted from an early point. There is a need for greater precision when defining Net Zero Energy performance The question must be asked, is everyone following the same methodology and making the same assumptions? Aligning goals, expectations and the ability to perform comparative analysis requires a greater accuracy when coming to define NZEB Agreeing to a common definition of NZEB boundaries is essential to developing industry aligned goals and objectives
• #4 Net Zero Site Energy Building: Produces as much renewable energy as it uses in a year, when accounted for at the site Benefit: Encourages energy efficient design and subsequent monitoring Drawback: Does not account for efficiency losses, especially in grid distributed electricity.
• #5 Net Zero Source Energy Building produces as much energy as is consumed by the source energy producer. System boundaries are drawn around the building, transmission grid and power plant. Benefit: Consideration is afforded transmission losses in the grid from source Drawback: It can be difficult to derive site to source conversions
• #6 Net Zero Energy Cost Buildings are the most attractive to building owner operators as the utility typically pays the operator for exported energy to the grid, which is at least equal to the amount the owner pays the utility for energy services Benefit: Easy to confirm using utility bills Drawback: Getting to zero can be almost impossible depending on utility rate structures
• #7 Net Zero Energy Emissions Buildings produce or purchase sufficient emissions-free renewable energy to offset emissions from all energy used in the building Benefit: Places an emphasis on carbon reporting with potential cost savings in reducing carbon emissions Drawback: Can be difficult to gain accurate reporting data
• #8 So where do we begin as an industry? The first step is to establish a comprehensive energy consumption database, both on a building and system level Without data it is almost impossible to assess how feasible and attainable net zero energy airports may be The establishment of a comprehensive building and system energy database will help assess and compare the energy performance of our buildings By being able to compare system performance we can identify the technologies and operational specifics which result in improved energy performance This information needs to be shared
• #9 Historically there has been a lack of benchmarked data for which North American airports can access to assess how efficient they are in comparison to peers. In North America, we know of five organizations which are working to define energy benchmarks for airports: Texas A&M Lab supported by the transportation research board of the national academies University of North Carolina International facility managers association in association with the national research council Canada Stantec CBECs: Commercial Building Energy Consumption Survey
• #10 Once we define benchmarks for airports we can understand better where we stand.
• #11 A thorough understanding of the energy characteristics of airport terminals and their component sub-systems will serve as a solid platform to move towards NZEBs
• #12 In the same way a lion is still a cat, an airport is still a building and as such can adopt many of the advances and technologies being adopted in other building sectors.
• #13 Europena: European industry committee 2009 statement: By 31 December 2018 at the latest EU Member States must ensure that all newly-constructed buildings produce as much energy as they consume on-site - e.g. via solar panels or heat pumps The airport carbon accreditation program in Europe is a voluntary rating program for airports (79 across 24 countries) within which they declare carbon emissions and are giving a rating from: Mapping – Footprint Measurement Reduction – Carbon Management towards reduced footprint Optimization – Third party engagement in carbon footprint reduction Neutrality - Carbon neutrality for direct emissions by offsetting There are currently 15 airports in Europe designated carbon neutral and they welcome 5.3% of European passenger traffic each year.
• #14 How do we move towards the NZEB goal for airports? Define standardized energy monitoring and reporting procedures Develop energy intensity databases, both building and system level Engage airlines in the conversation Collaborate as an industry
• #15 In order to effectively collaborate, a central regulatory body is needed to take leadership on this issue.
• #16 Whats in store for the future? We will only realize if NZEB are possible for airports if we begin the process of profiling energy performance With an industry demand will come the technology to address this demand We need to ultimately begin the conversation to understand where it could lead…..