Six aviation and energy businesses have formed a sustainable propulsion partnership in New Zealand to assess and drive the introduction of flights powered by green hydrogen. The Hydrogen Consortium has been established by Airbus, Air New Zealand, Christchurch Airport, Fortescue Future Industries, Hiringa Energy and Fabrum. Together, the companies will create a vision for hydrogen-powered air transport in the South Pacific nation, study the hydrogen supply chain, assess projected hydrogen needs for New Zealand aviation to 2050, and develop a package of policies, regulations and incentives to promote hydrogen-powered air transport. The first phase of the programme will be to research introduction of the fuel and to design within six months a hydrogen ecosystem for New Zealand’s aviation industry. The group will then explore whether test flights of hydrogen-powered aircraft can be performed in the country.

The consortium was launched at Christchurch Airport, which is developing a 400-hectare renewable energy precinct. “The consortium will see some of the world’s best experts collaborate on one of the most promising zero emission fuels – green hydrogen,” said the airport’s Chief Executive, Justin Watson.

The initiative follows Air New Zealand’s recent sustainable aviation partnership expansion, in which nine aircraft or powertrain manufacturers have been appointed as technical advisors to the airline as it progresses plans to introduce zero-emission aircraft on regional air routes from 2026 (see article). Membership of The Hydrogen Consortium also underscores Air New Zealand’s growing interest in hydrogen as a potential fuel, adding to an earlier collaboration with Airbus to explore how hydrogen propulsion would work in the airline’s network.

“To fly hydrogen-powered aircraft in New Zealand will need an aviation ecosystem that can support it,” said Kiri Hannifin, Air New Zealand’s Chief Sustainability Officer. “The Hydrogen Consortium brings together energy, aircraft, airline operator and airport expertise with the aim of bringing this to life. We can’t wait to see what we can achieve together.” The airline plans to operate its first zero-emission aircraft type by 2026, and to replace or upgrade its 23 Q300 turboprops from 2030. It is also actively progressing the introduction of sustainable aviation fuel.

Karine Guenan, Airbus VP of the ZEROe Ecosystem, said achievement of sustainable air transport required collaboration between partners across the aviation and energy sectors. “The consortium we are building brings together a number of pioneering partners with a common interest – to make hydrogen-powered aviation in New Zealand a reality.”

Within the new consortium, Airbus will engage with aviation and non-aviation stakeholders to assess energy supply needs to enable the operation of hydrogen-powered aircraft. Airbus is planning to develop a new hydrogen-powered commercial passenger aircraft for entry into service by 2035.

Hiringa Energy, a New Zealand-based developer, producer and supplier of green hydrogen, is already constructing key infrastructure to support the transition of all transport modes to the new fuel and will activate its first four production and high-capacity refuelling stations this year, ahead of national expansion in 2024.

“There are green hydrogen-fuelled buses, trucks, trains and boats already in service,” said Hiringa’s CEO. Andrew Clennett. These include the chase boat which his company is fuelling for Emirates Team New Zealand, the nation’s entry in the 37th America’s Cup yacht race in Barcelona next year. “Aircraft are a key next step and this consortium has formed to ensure these planes have the infrastructure and hydrogen supply they need to take off here.”

Christchurch-based liquid hydrogen company Fabrum, which designed the hydrogen propulsion technology for the Team New Zealand chase boat, has developed a lightweight liquid hydrogen fuel tank for use in aircraft. “Having these organisations around the same table will turbocharge what we all learn,” said Fabrum co-founder Christopher Boyle. “Together we’ll make a big difference in taking zero emission aviation forward.”

A global green hydrogen technology company based in Australia, Fortescue Future Industries (FFI) has a growing involvement in the aviation sector. It promotes the use of hydrogen and ammonia produced from 100% renewable energy. “We are on a mission to eliminate fossil fuels, including from the aviation industry, and green hydrogen is the key to achieving this,” said FFI’s CEO, Mark Hutchinson. “The consortium members all have extraordinary expertise in and commitment to the decarbonisation of air travel, and together we believe we can develop a pathway to New Zealand becoming a global trailblazer in this pursuit.”

The company is already a green hydrogen partner of Airbus and is collaborating with US-based Universal Hydrogen, which has developed a containerised fuel system in which green hydrogen, stored in capsules, is transported to airports and loaded directly onto the aircraft it will be used to power, sidestepping the need to use or upgrade airport fuelling infrastructure. The company is preparing to test fly a prototype aircraft in the US.

Christchurch Airport has cut its emissions by 90% since 2016 and now advises other airports on decarbonisation strategies. In 2020, it was the first to achieve the newly-established Airport Carbon Accreditation Level 4/4+, the airport industry’s highest carbon reduction recognition. It received the accreditation after cutting its Scope 3 emissions by 83% through the installation of ground source heating and cooling in its terminal building and reducing Scope 2 emissions through the introduction of LED lighting and improved energy efficiencies. It also introduced ground power for aircraft, eliminating the need to use their fossil fuel-powered auxiliary power units while at the airport.

Image: The liquid hydrogen-powered Airbus ZEROe concept aircraft in the turboprop configuration

The governments of Singapore and New Zealand will consider introducing ‘green lanes’ for travellers between the countries to help encourage consumer use of flights powered by sustainable aviation fuels. The idea is contained in a groundbreaking Sustainable Aviation Arrangement between the countries, which was signed during a visit to Singapore by New Zealand’s Prime Minister, Jacinda Ardern. The agreement is the first bilateral cooperation on sustainable aviation for both countries, which, together with their aviation industries, have each been exploring decarbonisation measures including sustainable aviation fuel, hydrogen propulsion for aircraft and enabling infrastructure. In addition to studying green lanes, the partnership will include collaboration on policies and regulations to support the uptake of SAF, the electrification of aircraft fleets, supporting airport infrastructure, coordination of research and development, and testing and trialling of both SAF and hydrogen, to help guide the creation of a “sustainable aviation ecosystem”. The governments will also share information on ways of decarbonising airport infrastructure and optimising aircraft types and air traffic routes, reports Tony Harrington.

The Sustainable Aviation Arrangement (links here, here and here) forms part of a new ‘green pillar’ in the Singapore-New Zealand relationship, as they transition to low carbon economies. Other elements include cooperation on sustainable shipping and low-or-zero emission vehicles. Prime Minister Ardern said the new aviation pact, signed with Singapore’s Minister of Transport, S Iswaran, “clearly indicates our commitment towards jointly tackling climate change.” In addition to collaboration on technology and strategy, the agreement also includes the creation of new jobs in sustainable aviation and information sharing on the redesign of work processes and professional development.

“We cannot afford to return to business as usual, because that is unsustainable,” said Ardern. “We need to work with trusted partners like Singapore to ensure that environmental sustainability is a core part of our economic strategy. The commitments made are a concrete demonstration of the government and private sector joining together to build a more sustainable future.” She added that following the signing, Air New Zealand, Auckland Airport, Christchurch Airport and the Board of Airline Representatives New Zealand all committed to supporting the deal.

A parallel statement by the Singapore government said: “The Prime Ministers agreed to strengthen the Enhanced Partnership by adding a new pillar on ‘Climate Change and Green Economy’ to better reflect our recognition of the existential threat posed by climate change, and our shared commitment to implement the Paris Agreement, and seize growth opportunities in the green economy. Cooperation under this pillar can include energy transition technology, carbon markets, sustainable transport and waste management as a start.”

At a roundtable on sustainable aviation, Singapore’s Iswaran said the two nations were “natural partners” which had long shared a common perspective on aviation issues, and that their respective national carriers, Singapore Airlines and Air New Zealand, both Star Alliance members, enjoyed a strong relationship.

“We are now extending this partnership and collaborative spirit to address the pressing issue of climate change,” he said. “As we emerge from the Covid-19 pandemic, it is incumbent upon us to redouble efforts for sustainable aviation. Pre-Covid, international aviation accounted for 2% of global carbon emissions. If we fail to act, the sector’s emissions will rise in tandem with the post-pandemic recovery, and more than double by 2050 from 2019 levels. This is clearly not tenable – neither for the sector, nor for its wide range of climate-conscious stakeholders. It’s not viable for small, open economies like Singapore and New Zealand, which both rely on our connectivity with the rest of the world, for our economy and for our people.

“We know that the journey ahead is fraught, not least because of the sector’s heavy reliance on fossil fuels. Low-carbon alternatives such as sustainable aviation fuels are expensive and global volumes are low due to limited pathways and feedstock. To tackle these challenges, we must harness the collective resolve, resources and capabilities of all stakeholders, across the industry and importantly across nations. Hence, this Memorandum of Arrangement on Sustainable Aviation between New Zealand and Singapore is apposite and timely. It will give impetus to information sharing, research and collaborations with industry, in areas such as SAFs and hydrogen-based fuels. This collaboration is more than just a launch point for bilateral cooperation between Singapore and New Zealand on sustainable aviation.  I do believe it can also serve as a catalyst for many more like-minded States to come together to reimagine international aviation, take decisive climate action, and turn our constraints into opportunities.”

The Singapore-New Zealand Sustainable Aviation Agreement follows significant steps in both markets to progress the introduction of SAF and hydrogen aviation fuels. In New Zealand, the government has flagged the introduction of SAF blending requirements for airlines, while Air New Zealand actively explores SAF, electric and hydrogen propulsion, and plans for zero-emission short-haul flights. Regional airline Sounds Air is preparing to introduce electric aircraft, including the still-in-development ES-19 from Sweden’s Heart Aerospace, while key airports are looking at the provision of SAF and clean energy to support electric and hydrogen powered aircraft.  As well, Air New Zealand and Airbus have joined forces to explore the potential and technical requirements of hydrogen-powered aircraft on regional routes within New Zealand, and the airline has flagged the conversion of existing Q300 and ATR-72 aircraft to the new fuel beyond 2030. 

In Singapore the transition to sustainable aviation is also gathering pace, with the Civil Aviation Authority of Singapore (CAAS), Singapore Airlines, Exxon Mobil, waste-to-fuel producer Neste and the state investment company Temasek undertaking a pilot programme to assess the supply, distribution and use of sustainable aviation fuels at Singapore’s Changi International Airport. Exxon Mobil will blend SAF produced by Neste from waste cooking oils and animal fats for the 12-month trial, which is due to begin in July this year when the first batch of blended fuel is delivered to the airport. Singapore Airlines and its low-cost sibling Scoot will then start using the blended fuel on flights from the hub.

In addition to SAF, Singapore is also looking at hydrogen propulsion for aircraft. CAAS, together with Changi Airport Group, Airbus and the energy engineering company Linde, have announced a joint two-year study into developing an aviation hydrogen hub in Singapore, exploring transportation and storage of hydrogen, and its delivery to aircraft at existing and future airports.  

Photo: Changi Airport Group

The Asia-Pacific region, the world’s largest combined air transport market, has edged closer to lower carbon air services with significant initiatives announced in two countries, Singapore and New Zealand, reports Tony Harrington. Commencing in 2022, the Civil Aviation Authority of Singapore (CAAS) will conduct a 12-month trial of sustainable aviation fuels (SAF) at Changi International Airport with Singapore Airlines and state-owned investment company Temasek. It will also partner with Airbus on a two-year feasibility study into production, infrastructure and procedures for hydrogen-powered aircraft operations. In New Zealand, a partnership has been formed between Finnish renewable fuels company Neste and Wellington-based fuel corporation Z Energy to import sustainable aviation fuel and renewable diesel, in line with the government’s commitment to transition to a low-carbon economy. Air New Zealand and Airbus have also announced a partnership to investigate how hydrogen propulsion could be applied to the airline’s domestic operations.

Although Asia-Pacific accounts for 38% of global air journeys, it lags Europe and the US in progressing sustainable aviation. In a post-COP26 communique, the Association of Asia Pacific Airlines (AAPA), which represents 14 operators, said commercialisation of SAF was critical to reducing aviation’s emissions and government support was essential for the industry to reach net zero by 2050, which AAPA members committed to in September.

“Facilities for producing SAF are severely lacking in Asia-Pacific compared to other regions,” said AAPA’s Director General, Subhas Menon. “Taxes, onerous regulations and other penalties would only increase the cost of travel without any benefit to the environment. Conversely, government incentives and investment would contribute to the effective development of sustainable fuels and new energy sources to bolster the industry’s efforts to achieve carbon neutrality by 2050.”   

In Singapore, CAAS, Singapore Airlines and Temasek have issued a Request for Proposal, through which select, unnamed producers and suppliers have been invited to develop and implement plans to provide blended SAF. The pilot programme follows a study by the Singapore government and key industry participants to examine the operational and commercial viability of SAF at Changi Airport, one of the biggest and busiest air transport hubs in the region.

CAAS Director-General Han Kok Juan said sustainability was a key priority for the aviation industry as it recovered from the pandemic and SAF a critical enabler of decarbonisation. “The pilot, which will incorporate the blending of neat SAF in local facilities, certification of blended SAF and delivery to Changi Airport, is a significant step to operationally validate SAF integration options in Singapore. It will provide insights on end-to-end cost components, potential pricing structures for cost recovery and support future policy considerations for SAF deployment,” he said. The announcement of the Singapore SAF trial coincided with the release at the COP26 summit of the SAF Policy Toolkit, developed by the World Economic Forum’s Clean Skies for Tomorrow SAF Ambassador’s Group, of which Singapore is a member (see article).

On the study with Airbus that will look at demand for and production of alternative aviation fuels, Han said recovery from Covid-19 “will not be a return to business-as-usual but an opportunity to rebuild an aviation sector that is more sustainable. It is not a question of whether, but of how, to make flying greener and developing concrete pathways to achieve that goal while ensuring that air travel is still accessible.”

Sabine Klauke, Chief Technical Officer, Airbus, added: “The decarbonisation of our industry requires a combination of approaches, hydrogen being one of them, and will need unprecedented cross-sector collaboration to create the new aviation infrastructure ecosystem. We are therefore pleased to have CAAS as a partner, as we embark on this exciting journey.”

The CAAS-Airbus partnership initially will consider the technical feasibility of an airport hydrogen hub and infrastructure to support operations by hydrogen-powered aircraft, including the production, storage and distribution of hydrogen, ground services for aircraft, logistical equipment and refuelling systems. In addition to provision of hydrogen, the study will consider how alternative fuels could be integrated into airport developments, either from the start or progressively as technology evolved.

In New Zealand, Z Energy has partnered with Neste to import sustainable fuels. Earlier this year, as part of a broader decarbonisation strategy, the government announced it was considering SAF blending mandates, a policy already being rolled out in Europe to boost demand for SAF to levels that supported commercial production. Z Energy is a major provider of fuel in New Zealand, supplying airlines, shipping, road transport and industry. It owns and operates pipelines, terminals and bulk storage infrastructure, supplies over 200 auto fuel retailers, and owns 15.4% of Refining NZ, the country’s only oil refinery. Together with Air New Zealand, Z Energy is a strong advocate of local SAF production.

Sami Jauhiainen, Neste’s VP Business Development, Renewable Aviation, said collaboration with Z Energy was designed to grow the availability of SAF and renewable diesel in New Zealand, and to support the country’s emission reduction targets. “While the market for SAF is today more mature in Europe and North America, where regulatory frameworks create a growing market, we expect the Asia-Pacific region to follow on that path sooner rather than later,” said Jauhiainen, who in January will transfer to Singapore to take up the new role of VP Asia Pacific for Neste Renewable Aviation. The company has also announced it will open an Asia-Pacific Research and Development Centre in Singapore, to undertake advanced analytical and raw material research with partners in Singapore and across the APAC region.

Virgin Australia CEO Jayne Hrdlicka has expressed confidence investors and global SAF providers would also focus on Australia, once appropriate policy settings were in place. She told the recent IATA SAF Symposium: “We need government support to ensure the seed capital that’s needed and the funding to get up to scale is there and available, along with the tax offsets needed to motivate that investment cycle. We’re doing our bit with the Australian government to find solutions to get the ball rolling.

“We see great things happening in the US, and we’re really buoyed by that because we think some of the first mover investments that have been made elsewhere in the world will also increase the odds of success in Australia. Then the costs of experimentation and innovation are a bit lower and we can partner with others to make headway more quickly that we’d otherwise be able to do. We have to do that with support from other stakeholders, including government.

“When that curve starts to move in the right direction, all those first movers are going to be looking at the opportunities that exist globally but haven’t yet been delivered. I would fully expect that we would have companies arriving here who want to leverage the technology and capabilities that they have elsewhere, knowing that they have got a ready market for the output and hungry to just take in the opportunity.”

Earlier this year, Virgin’s rival Qantas announced a partnership with BP to explore opportunities to establish a SAF industry in Australia.

“Even though we have been flying a lot less, we’ve actually seen the same proportion of customers choosing to offset their domestic travel during the pandemic – showing that this issue remains top of mind for people,” said Andrew Parker, Qantas Group Executive Government, Industry and Sustainability. “Airlines globally have a responsibility to cut emissions and combat climate change, particularly once travel demand starts to return. The Qantas Group has set some ambitious targets to be net carbon neutral by 2050, and while offsetting emissions is a big part of that in the next few years, longer term initiatives like building a SAF sector in Australia are key.”

Photo: Singapore’s Changi Airport (© Changi Airport Group)

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New Zealand’s aviation sector has consistently shown a pioneering commitment to sustainability, and is now embracing a move towards electric propulsion, reports Tony Harrington. Regional airline Sounds Air has just announced it will acquire three Heart Aerospace ES-19 electric airliners, emerging as the first Asia-Pacific operator to choose the Swedish all-new aircraft. The carrier’s switch to electric aircraft comes at a time of significant national focus on sustainability, as the New Zealand government, guided by recommendations from the country’s independent Climate Change Commission (CCC), frames the first of three five-year emissions budgets, to be implemented across all industries by 2035. Electric and hydrogen propulsion systems, along with sustainable aviation fuels, were promoted prominently in recent submissions to the Commission from airlines, airports and energy providers, each seeking to influence policies and funding priorities to cut aviation emissions.

From 2026, Sounds Air intends to operate Heart Aerospace’s zero-emission 19-seat planes, initially between the national capital, Wellington, at the base of the North Island, and provincial communities including Blenheim and Nelson atop the nearby South Island. The airline, which currently operates four 12-seat Cessna Caravans and six nine-seat Pilatus PC-12s, is targeting all-electric operations by 2030, with a strategy that could also include retrofitting some of its Caravans should such a modification be available, affordable and viable.

Last year, Christchurch Airport facilitated the first flight of an electric aircraft in New Zealand – a two-seat Pipistrel Alpha Echo – and Sounds Air is now outlining its plans for scheduled flights with e-craft within five years. Chairman Rhyan Wardman said the airline planned initially to operate the ES-19s in addition to its current, conventionally-fuelled Caravans and PC-12s, as it gradually transitioned to all-electric operations.

The ES-19s will have an operating range of 400km, precluding nonstop service between all destinations on the Sounds Air network, but Wardman said improved battery capacity was expected to deliver longer-range versions of the aircraft towards the end of the decade, enabling unrestricted network coverage.

He said the airline was considering reducing its fleet of Caravans once the ES-19 entered the fleet, but added it might still retrofit some aircraft with electric propulsion systems if conversions were certificated, although it did not want to lead such a programme. Wardman was not aware of any plan by Pilatus to provide electric propulsion for the PC-12, but said Sounds Air would be interested in exploring such an option if offered.

The decision to introduce three ES-19s, and likely more, followed an extensive review of proposed electric and hydrogen-powered aircraft, including retrofitted versions of current aircraft types, revealed Wardman. Inspired by concept designs of Eviation’s Alice all-electric commuter aircraft at an international air show prior to the pandemic, he said the airline quickly recognised zero emission regional aircraft were appearing on the horizon at a time when Sounds Air was shaping its long-term growth strategy.

“We already knew that we needed to migrate from the Caravans and PC-12s to a 19-seat aircraft, and as we delved more into it we realised that we could be an early adopter of the next generation of regional aircraft,” he explained. “We thought if it was going to be airlines like ourselves who led this change, then why not us?”

Sounds Air approached New Zealand’s Energy Efficiency Conservation Authority with details of the re-fleeting plan, and secured funding support to conduct a feasibility study to identify the optimal aircraft type and energy source for its new operations. The airline also engaged with airports in its network, in particular its biggest gateway, Wellington, as well as electric power suppliers Marlborough Lines and Mercury Energy to help inform its decision.

“We were fairly agnostic about what technology we would embrace as long as it propelled our ambition for zero emission operations,” said Wardman. “We looked at all of the aircraft in development and in the end, it came down to two main contenders, Heart Aerospace and ZeroAvia, which was testing hydrogen options.”

He reported significant work was now required to gain certification of the ES-19 for operation in New Zealand, a process he was confident would be aided by European and American certification of the type for customers Finnair, with orders for 20, and United Airlines and its regional partner MESA, with orders for 200. Others such as Icelandair are also actively considering the ES-19 for their regional services.

But for New Zealand’s aviation industry, the shift to decarbonising technology is not just focused on electrifying short-range flights. It also wants to expedite the shift to hydrogen and sustainable aviation fuels to help decarbonise medium to long range operations.

In its submission to the Climate Change Commission, national carrier Air New Zealand said it expected to reduce emissions on domestic routes “from electric, hybrid, and/or hydrogen aircraft,” and predicted that by 2035 30% of domestic flights in New Zealand would be electrified.

In parallel submissions to the Commission, Christchurch Airport and Hiringa Energy provided strong endorsements of hydrogen propulsion for medium range flights.

“The leading development pathway for domestic fleet to low emission fuels is the conversion or retrofit of existing aircraft with hydrogen-electric powertrains,” they said, using the example of turboprop Q300 aircraft, a type operated by Air New Zealand, and a major focus of technology transitioners such as Universal Hydrogen. They argued that switching existing turboprops to fuel cell technology would not only enable reshaping of regulations and infrastructure for domestic operations, but also carve a path towards carbon-free narrowbody flights between New Zealand and neighbouring Australia.

Rhys Boswell, Christchurch Airport’s General Manager Strategy and Sustainability, said initiatives including the country’s first electric flight, the continued provision of ground power for aircraft using gates in its terminal, participation in a detailed industry assessment of hydrogen power, and the appointment of a major external consultancy to help identify and structure a future fuel supply strategy, were all clear steps by the airport towards decarbonising aircraft operations, in addition to substantial measures already taken to reduce emissions from its own activities, and consideration of further initiatives including sustainable financing.

“We’re optimistic that the New Zealand domestic market could be one of the first in the world to operate electric or hydrogen powered aircraft,” he said. “We’re signalling to the airlines that we’re thinking of the infrastructure investment needed to support their future operations.”

Although strongly supportive of new propulsion technologies for short to medium haul operations, Air New Zealand’s representation to the Climate Change Commission advocated strongly for the production of sustainable aviation fuels (SAF) in New Zealand, alongside imported supplies to help ensure diversification and continuity of supply. Air New Zealand urged “an aviation-specific energy strategy”, which, among other things, incentivised SAF production, prioritised feedstock supply for low-carbon aviation fuels and established a graduated blending mandate.

“SAF is the key aviation decarbonisation technology immediately available. For long-haul air travel, SAF is the only current option for decarbonisation,” said the submission. “As well as enabling real abatement, investment in the development of a SAF sector would come with strong associated economic and social benefits to Aotearoa (New Zealand), including by creating skilled jobs benefiting regional Aotearoa in the construction and operating phases, and enabling more resilient fuel supply chains rather than relying solely on imported fuels.”

Air New Zealand said a SAF consortium, in which it is partnered with SAF specialists Scion, Z Energy, LanzaTech and LanzaJet, “has shown there is a viable pathway to SAF production in Aotearoa based on forest residues, supplemented by waste and, over time, power-to-liquid technologies.”

Another potential fuel base it identified was sugar beet, which is used in ethanol production but not currently certificated as a sustainable feedstock in New Zealand.

“Policies are needed to prioritise feedstock use for SAF production given it is more expensive to produce and is the only technology available for meaningful aviation decarbonisation,” the airline said.

Air New Zealand stated emissions reductions in New Zealand from the use of SAF would occur from 2025. It suggested enabling measures including a SAF production incentive per litre, capital grants to help establish SAF production and infrastructure, together with financial incentives for feedstocks that are sold for mandated SAF production. The SAF consortium said 200 million litres of SAF could be produced domestically by 2035 and 1,000 million litres by 2050. But, added the airline, “given the lead time that is required to establish SAF production in Aotearoa (five years), and the criticality of SAF to aviation decarbonisation, urgent action is required.”

Image: Heart ES-19 in Sounds Air livery