Climate

Fuel consumption is the most important environmental issue in the otherwise energy demanding operation of Isavia. We closely monitor fuel consumption in our operations and make efforts to try and reduce it where possible. The greatest share of this consumption is accounted for by the servicing and maintenance of the runways and operating areas of airports. Although its scope in some ways relates to the number of passengers, it is for the most part dependent on the weather and, as a result, may fluctuate, particularly if winter services are required for many days of the year.

The winter of 2018–2019 required 157 days of services at Keflavík Airport. That is to say, from the first day of winter services to the last day. Snow clearing took up 5,240 machine hours, or 33 machine hours on average per 24 hours.

Isavia operates according to an Environment and Climate Action Plan. This plan sets out various measures aimed at reducing the negative environmental impact of the company’s operations. The measures involve aspects such as the renewal of the vehicle fleet, the prudent use of resources, increased electrification and carbon off-setting.

At the close of 2019, an updated action plan was approved which will remain in effect for the next two years.

direct energy use

There was a considerable reduction in the fuel consumption of Isavia when account is taken of the overall fuel consumption, or about 25% between years. When, however, account is taken of the use per passenger, there was an increase of 18% in fuel consumption between years. This is due to reduction in passenger numbers. Isavia’s target for 2019 was to reduce fuel consumption per passenger by 4%, but this was unfortunately not achieved.

Energy consumption within the organiztion GRI 302-1 & Reduction of energy consumption GRI 302-4

Greenhouse gas emissions (GHg)

Direct greenhouse gas emissions (ghg) through energy use      scope  1

The direct emission of greenhouse gasses by Isavia can be traced to fuel use. In 2019, the amount of direct greenhouse-gas emissions caused by burning fossil fuels was 2,310 t CO2e . This is considerably less than in the years before.

In early (spring) 2019, Isavia reached an agreement with Kolviður and Votlendissjóður for the carbon off-setting of Isavia fuel consumptions for three years retroactive for one year. This means that in 2018, 2019 and 2020, Isavia will carbon off-set all direct emissions from the operation.

Indirect greenhouse gas emissions (GHG) through energy use    Scope 2

During the year, Isavia reached an electricity agreement with HS Veitur. The agreement provides that all electricity purchased by Isavia will be from renewable sources and free of charges due to the sale of origin guarantees. The energy used by Isavia in its operation in the form of electricity or heat comes from district heating plants or hydropower plants. In both cases, the energy in question is from renewable sources which generate low emissions of greenhouse gases. Indirect emissions due to heat and electricity, therefore, are very slight if account is taken of electricity production by other means. According to the Environment Agency, the average emission level for energy generation is 8.8 g CO2e per kilowatt-hour. Indirect emissions through energy consumption in 2019 totalled 206 t CO2.

Other indirect greenhouse-gas emissions (GHG) through energy use scope 3

Emissions in scope 3, indirect emissions from the operation, include the treatment of waste and employee travel. In recent years, Isavia has used the Festa Loftlagsmælir (Festa climate gauge) to estimate carbon emissions relating to scope 3. 2019 is the first whole year that Isavia has used the Klappir environment monitoring system. This has been used to gain a better picture of carbon emissions. To date, Isavia has been using emission co-efficients for landfill waste for all waste not sent for recycling. A part of the general waste from Keflavík Airport, however, is not sent to landfills but is instead incinerated in the Reykjanes incinerator of Kalka. By using Klappir’s system, Isavia is able to obtain more accurate information on emission co-efficients for waste sent for incineration, and this explains the lower carbon footprint from waste treatment than has previously been provided. In light of this, the total emission for 2018 has been recalculated. Emissions from incineration and landfill waste disposal by Isavia in 2019 were 59 tonnes of CO2e.

Reduction of GHG emissions GRI 305-5

Direct emissions of greenhouse gases per passenger increased 18% between the years 2018 and 2019. If a longer period is examined, or from 2015, emissions per passenger have decreased. The sharp downturn in passengers due to the disappearance of WOW air significantly skews this indicator. Total emissions continue to decrease, and emissions from large factors such as fuel consumption continue to decrease. There was a decrease of 14% in direct greenhouse-gas emissions from fuel consumption from 2018 to 2019.

Borealis Alliance Free Route Airpspace

Isavia is a member of Borealis Alliance, an association of nine air navigation service providers in Northern Europe. Work is ongoing on the Free Route Airspace project, aimed at shorter flight times, resulting in lower fuel consumption, lower costs and less pollution. In Iceland, aircraft operators can now schedule and operate direct flights from Keflavík Airport to airports in Norway and Scotland, the nearest air traffic control areas to the south-east of Icelandic airspace.

The effects of flight altitude on the fuel consumption of aircraft are considerable. As a flight progresses, it is more economical for aircraft to fly at higher altitudes. It is estimated that a thousand-foot (1,000 feet) deviation from the optimal altitude calls for 1% extra fuel per hour.

The contribution of the flight navigation services in ensuring that aircraft reach their optimal altitude, therefore, is extremely important. Monitoring of the performance of the flight navigation services is done as regards the processing of altitude requests, and data from 2018 and 2019 shows that airplanes are granted their altitude requests (optimal) in 80–90% of cases, although this can differ according to sectors.