GREENAIR NEWSLETTER 9 DECEMBER 2015
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Airports industry partners with UNFCCC on climate action and efforts to increase carbon neutrality
Wed 9 Dec 2015 – During the current global climate negotiations in Paris, the airport industry has agreed a partnership with the UNFCCC and also pledged to increase the number of carbon neutral airports. At a COP21 side event, industry trade association Airports Council International (ACI) committed to supporting the UNFCCC’s Climate Neutral Now campaign, while the UN climate change body will support airport climate action, in particular the sector's Airport Carbon Accreditation (ACA) programme. The voluntary airport carbon standard, first launched by ACI Europe in June 2009 and now extended worldwide, is aimed at encouraging airports to map, manage and reduce their emissions, with the ultimate goal of becoming carbon neutral. During the COP, the European airport industry committed to increasing the number of carbon neutral airports to 50 by 2030.
Under the ACI/UNFCCC partnership, the two organisations will develop a common work programme and communications plan promoting airport carbon neutrality. ACA certifies airports at four different levels – Mapping, Reduction, Optimisation and Neutrality – and the agreement aims to increase the number of airports progressing to Level 3 (Optimisation) and Level 3+ (Neutrality). ACA status has so far been achieved by a total of 137 airports worldwide, representing 31% of global passenger traffic throughput.
ACA is independently administered and overseen by an advisory board that includes representatives from ICAO, the United Nations Environment Programme (UNEP), the European Commission and other regulatory, academic and civil society bodies. The UNFCCC will join the board to provide input into the strategy and future orientation of the programme.
“This a very big moment for ACI and Airport Carbon Accreditation,” Angela Gittens, ACI World Director General, and Olivier Jankovec, ACI Europe Director General, said in a joint statement. “To gain the support of an organisation as authoritative as the UNFCCC is something we consider a major achievement and a genuine recognition of the airport industry to the climate action through ACA.”
John Kilani, Director of the UNFCCC’s Sustainable Development Mechanisms programme, said other industries could learn from ACI’s carbon programme. “It is immensely encouraging to see an industry as visible and strategically relevant as the airport industry being so proactive on climate action,” he commented. “We count on their support for our Climate Neutral Now campaign.”
There are currently 20 carbon neutral airports, all of which are in Europe and include all 10 airports operated by Swedavia in Sweden, Avinor’s Oslo and Trondheim airports in Norway, Amsterdam Schiphol and Eindhoven in the Netherlands, plus others in Italy and Turkey. At another event organised by the UNFCCC and the International Carbon Reduction & Offset Alliance at COP21, ACI Europe pledged to increase the number to 50 airports by 2030. At present, there are 93 airports in Europe that are certified at one of the ACA levels.
“Europe’s airports are fully behind the objective of keeping global warming below 2ᵒC, and they are urging States to come to a global, robust and legally-binding agreement in Paris” stated Augustin de Romanet, President of ACI Europe and CEO of Aéroports de Paris. “For its part, the airport industry has already moved from words to actions a while ago. Our commitment to increase the number of carbon-neutral airports to 50 by 2030 reflects both our resolve and our ambition to do more.”
He added climate change posed a significant risk to the airport industry. “Changes in rainfall, temperature variations, sea-level rise and changes in wind patterns all have potentially severe implications for our industry, for the wider air transport sector and for European connectivity,” he said.
Links:
ACI World – Environment , ACI Europe – Resolution for 50 Carbon Neutral airports by 2030 , UNFCCC – Climate Neutral Now , Airport Carbon Accreditation
UNFCCC adopts first aviation-related Clean Development Mechanism methodology for green taxiing projects
Fri 4 Dec 2015 – ICAO has announced the adoption of the first aviation-related UNFCCC Clean Development Mechanism (CDM) methodology that will quantify CO2 reductions from the use of electric taxiing systems for aircraft. This is the first of three methodologies the UNFCCC Executive Board that oversees the CDM agreed earlier this year to develop, the other two relating to solar power for at-gate aircraft and aircraft engine washing projects (see article). The CDM allows emission reduction projects in developing countries to earn certified emission reduction (CER) credits – each equivalent to one tonne of CO2 – that can be traded and used by industrialised countries to help meet their UN climate reduction targets. Under the Kyoto climate treaty, projects to reduce emissions from domestic flights and at airports in developing countries are already eligible to be included in the CDM but international flights are not.
In order to ensure the environmental integrity of the CDM, methodologies are required to establish a project’s emissions baseline, or expected emissions without the project, and to monitor the actual ongoing emissions once a project is implemented. The difference between the baseline and the actual emissions determines what a project is eligible to earn in the form of credits. Once developed, a new emissions baseline and monitoring methodology can be used by projects in the aviation sector to quantify their emissions reductions and earn saleable credits for those reductions.
“ICAO has worked very closely and diligently with our colleagues in the UNFCCC secretariat, and we are grateful for this very positive decision by the CDM Executive Board at its 87th Meeting,” commented ICAO Secretary General Dr Fang Liu. “The approved methodology represents an important first step in allowing credits to be generated by aviation emission reduction initiatives, and will eventually help to realise a more environmentally sustainable air transport sector globally.”
The ICAO and UNFCCC secretariats are currently cooperating in the development of a methodology covering the supply and use of solar power for aircraft operations at airport arrival and departure gates
Although ICAO’s mandate is limited to addressing emissions from international aviation, it says significant growth in emissions from domestic aviation activities is expected as developing markets mature, so highlighting the importance of measures to mitigate these emissions through the CDM.
The UNFCCC secretariat’s Director Sustainable Development Mechanisms, John Kilani, said: “Aviation holds considerable untapped potential for emission reductions through CDM projects and we’re excited to bring this important message to COP21.”
On Wednesday (Dec 2) at COP21 in Paris, ICAO Council President Dr Olumuyiwa Benard Aliu addressed a plenary session of the UNFCCC’s Subsidiary Body for Scientific and Technological Advice (SBSTA). He told delegates: “While international aviation accounts for 1.3% of global man-made CO2 emissions, ICAO Member States and the aviation industry continue to take concrete actions to reduce emissions from international aviation. These include more efficient air traffic management and other operational improvements, the use of fuel-efficient aircraft technologies, and the deployment of sustainable alternative fuels for aviation.”
Links:
UNFCCC – CDM , ICAO – Environmental Protection
Boeing and SkyNRG collaborate with Canadian aviation sector on forest waste to jet biofuel venture
Thu 3 Dec 2015 – Boeing, SkyNRG and the University of British Columbia (UBC) have formed a consortium with Canadian aviation industry partners to assess the potential of producing sustainable jet fuel from forest residues using thermochemical processing. The consortium will be led by UBC and Vancouver-based NORAM Engineering and Constructors, with sustainable jet fuel supplier SkyNRG acting as project partner. Also part of the venture are Air Canada, WestJet and Bombardier. A Boeing-sponsored study by UBC found that fuel from forest waste could meet 10% – about 46 million gallons, or 175 million litres – of British Columbia’s annual jet fuel demand. Boeing has also announced it will collaborate with Finnish renewable diesel producer Neste Oil to promote and accelerate jet biofuel commercialisation.
Canada’s extensive sustainably certified forests are an extensive source for mill and forest residues to make wood pellets used for electricity generation and the consortium will assess whether there is scope to produce sustainable jet fuel from the biomass.
“Canada is in a terrific position to leverage its sustainable forests to make environmental progress for its aviation industry and other transport sectors,” commented Julie Felgar, Boeing’s Managing Director of Environmental Strategy & Integration.
As well as meeting a tenth of British Columbia’s annual jet fuel demand, the UBC study found that biofuel from forest waste could also be used in ground and marine vehicles, thereby saving around 1 million tons of CO2 emissions per year on a life-cycle basis across the transportation sector.
“By utilising Canada’s strong forestry research expertise and knowledge of industry collaborators, this project will contribute significantly to understanding the viability of forest residue-sourced biofuel,” said Teresa Ehman, Director, Environmental Affairs, Air Canada.
Added Geoff Tauvette, WestJet’s Director of Fuel and Environment: “Our social responsibility mandate is to extend our culture of caring beyond our aircraft doors and we are proud to support initiatives such as these that reduce our carbon footprint through the research, development and production of aviation biofuels in Canada.”
Announced during the 2015 Canadian Bioeconomy Conference in Vancouver, the project was recently awarded funding by the Green Aviation Research and Development Network (GARDN) of Canada as part of a portfolio of investments in technologies to reduce aviation’s carbon emissions.
Meanwhile, Boeing and Neste Oil say they will work towards American Society for Testing and Materials (ASTM) fuel standard approval allowing the commercial use of high freeze point renewable aviation fuel by airlines. A further goal is to gain widespread acceptance for renewable aviation fuels and to progress sustainability accreditation, says Neste.
The company claims its renewable aviation fuel is produced entirely from renewable and sustainable raw materials and provides a life-cycle reduction in greenhouse gas emissions by up to 90%, with the additional benefit of being free of aromatics and sulphur, so resulting in cleaner turbine exhaust emissions. Its energy density and good thermal stability make it “an excellent blending component,” it adds.
In 2014, Boeing tested Neste’s fuel in a 15% blend with petroleum jet fuel in the Boeing ecoDemonstrator 787 test airplane. An initial flight was made with the biofuel blend in one engine, followed by several flights with the blend in both engines. Boeing reported the airplane performed as designed for conventional jet fuel.
Boeing and SkyNRG are also collaborating in a venture with South African Airways to develop a sustainable jet fuel supply chain in South Africa with an initial focus on energy tobacco grown as a feedstock. A memorandum of understanding reaffirming the collaboration was recently signed by the three partners during a Dutch trade mission to South Africa.
COP21: China expresses “serious concerns” over ICAO global measure to limit growth of aviation emissions
Wed 2 Dec 2015 – In a statement presented yesterday at the COP21 climate conference in Paris, China expressed its displeasure over a key element of the global market-based measure (GMBM) currently under development at ICAO. The Strawman proposal drawn up to provide a potential framework for the main structure of the GMBM is not compatible with the UN climate differentiation principle (CBDR), says a statement by China to SBSTA, the UNFCCC technical and scientific body dealing with international aviation and shipping emissions. Another statement by Argentina on behalf of a number of developing States, including China, Brazil and India, plus groups of African and Arab countries, said the CBDR principle had to be fully respected by ICAO on climate issues and measures should not constitute hidden restrictions on international trade.
China’s statement to the 43rd session of the Subsidiary Body for Scientific and Technological Advice (SBSTA), which is running alongside the main climate negotiations at COP21, says that while it supports addressing aviation emissions under ICAO’s ‘basket of measures’, it had serious concerns on the carbon-neutral growth from 2020 goal (2020 CNG) and the GMBM Strawman proposal put forward by the ICAO Secretariat. The Strawman, which remains an internal ICAO document, is intended to guide and stimulate discussions taking place within the governing ICAO Council-appointed Environment Advisory Group (EAG). It was drawn up after the last ICAO Assembly (A38) in 2013 when States agreed to develop a GMBM for a decision on implementation to be taken at the next Assembly (A39) later in 2016.
“The ICAO 2020 CNG is not feasible and lots of States have reservations on it,” says China. “The Strawman proposal is not in line with the CBDR [common but differentiated responsibilities] principle, acknowledged by the ICAO Assembly and reaffirmed by the new UN global Sustainable Development Goals. The proposal, with aircraft operators as the accountable entities, cannot take into full consideration the national realities and circumstances of States, particularly those of developing States. Some technical aspects of the Strawman proposal [are] not feasible, particularly for developing States.”
The statement invites ICAO to carry out more analysis and assessment work on the feasibility and legitimacy of the proposal in line with the MBM guiding principles listed in the annex to the climate change resolution (A38-18) passed at the last Assembly. It calls on ICAO to report the results to the next meeting of SBSTA, which is due to be held in May 2016. However, according to ICAO’s timetable for an agreement on the GMBM, a draft proposal is expected to be in place before then and presented to Member States for consideration in April, followed by a high-level meeting of governments in the middle of May.
China has also backed the statement by Argentina to SBSTA, which is supported by Bolivia, Brazil, Cuba, Ecuador, El Salvador, India, Iran, Malaysia, Nicaragua, Pakistan, Uruguay, Venezuela, Vietnam, the African group of countries and the League of Arab States. These countries too call for further technical analysis of the current proposals, “in particular in terms on how they take into account the special circumstances of developing States and address the concerns presented by parties before taking further steps forward, following Resolution A38-18. The work in ICAO should also remain Party-driven, transparent and inclusive.”
The statement also affirms that any market-based measure should only be implemented after bilateral and/or multilateral agreement and on the basis of mutual consent, with countries respecting ICAO decisions and not resorting to unilateral action. At the last Assembly, many of the countries supporting the statement voted against a proposal that would have allowed the European Union to unilaterally include all aviation emissions taking place over European airspace within its EU Emissions Trading Scheme (EU ETS).
The developing countries named also stress the need for ICAO to operate the differentiation principle – which is at odds with the ICAO principle of equal treatment of all countries and their airlines – in the design of the GMBM. Provision should also be ensured, it adds, of financial resources, technology transfer and capacity building support to developing countries for them to be able to voluntarily undertake specific action plans and measures.
“In this way, the ICAO discussions should not prejudge UNFCCC principles and provisions,” they conclude.
By contrast, a statement from Luxembourg on behalf of EU Member States calls for ICAO to step up its work to address and reduce international aviation emissions and for UNFCCC Parties to agree on global sectoral emission reduction targets for the aviation and shipping sectors and to develop policy frameworks to achieve them.
“The EU is fully engaged in discussions to develop a robust GMBM to tackle international aviation emissions in order to achieve carbon neutrality from 2020,” it says. “Our expectation is to have this mechanism agreed in the 2016 Assembly, and allow for its implementation by 2020 as it was agreed in 2013.”
The statement notes the EU is financing a capacity-building project to mitigate international aviation emissions that ICAO is implementing in 12 developing countries in the African and Caribbean regions.
A further statement by China and the G77 group of countries calls for activities relating to international aviation and shipping emissions and reporting by ICAO and IMO respectively to be kept within SBSTA, “avoiding any attempts to include [them] in the ADP”. Although the inference is not clear, this could signal an attempt by these countries to have the paragraph referring to aviation and shipping emissions removed from the final climate agreement (see article). Contact groups are now working to refine and reduce the content of the current draft Paris Climate Package by the end of the week before it is handed over to the French COP21 presidency and scrutiny by environment ministers next week.
Update 9 Dec 2015:
After the first week of negotiations over the text of a draft Paris agreement, a revised version was presented on 5 December for work this week and contained the following heavily bracketed paragraph relating to international aviation and shipping emissions:
“{International transport emissions}
20. [Parties [shall][should][other] pursue the limitation or reduction of greenhouse gas emissions from international aviation and marine bunker fuels, working through the International Civil Aviation Organization and the International Maritime Organization, respectively, with a view to agreeing concrete measures addressing these emissions, including developing procedures for incorporating emissions from international aviation and marine bunker fuels into low-emission development strategies.]”
2nd update 9 Dec 2015:
A new, slimmed-down version of the draft Paris agreement released this afternoon has removed all reference to international aviation and shipping from the text. Transport NGOs have been quick to condemn the removal, saying attempts to keep a temperature increase to under 2ᵒC would be “close to impossible” and called on States to reinsert language on the two sectors into the agreement.
Link:
UNFCCC – Paris COP21 Information Hub
Concerns over use of international aviation as a source of climate finance expressed in ICAO declaration
Fri 27 Nov 2015 – Ahead of the Paris climate change conference (COP21) that starts on Monday, ICAO’s 36-State Governing Council has again called on Member States to oppose the disproportionate use of international aviation as a potential source of revenue for climate finance for other sectors. At a session of the Council last week, representatives adopted a formal eight-point Declaration that will be circulated in Paris in which ICAO informs that it is on course to adopt a global CO2 standard for aircraft next year and is committed to finalising the key design elements of a global market-based measure (GMBM) for a decision by the next Assembly in autumn 2016. A delegation of ICAO officials, including Council President Dr Olumuyiwa Benard Aliu and Secretary General Dr Fang Liu, is expected to attend the two-week conference in Paris. Aviation-related side events organised by the industry and NGOs will take place during the COP.
Commenting on the Declaration and climate finance concerns, Dr Aliu said: “There have been a number of calls for global air transport revenues to be taxed by States for use in non-aviation-related climate change mitigation programmes.
“The ICAO Council, through this Declaration, wished to stress very clearly in advance of COP21 that this is an unfair approach and one which is ultimately counter-productive given the historic and exemplary environmental performance of our sector and the significant socio-economic benefits it brings to States and Regions all over the world.”
A reference to both international aviation and shipping as potential sources of climate finance through the application of a levy scheme was included in the first draft climate change agreement drawn up earlier in the year but has since been omitted from the current draft to be negotiated in Paris by the 190 countries that are expected to attend (see article).
The draft to be presented has a paragraph (19, page 12, International Transport Emissions) that reads: “Option 1: Parties [shall][should][other] pursue limitation or reduction of greenhouse gas emissions from international aviation and marine bunker fuels, working through the International Civil Aviation Organization and the International Maritime Organization, respectively, with a view to agreeing concrete measures addressing these emissions, including developing procedures for incorporating emissions from international aviation and marine bunker fuels into low-emission development strategies. Option 2: No text.”
The Declaration states the ICAO Council “will ensure continuous leadership of ICAO on environmental issues relating to international civil aviation, including greenhouse gas emissions.”
It also informs that as of November 2015, 83 Member States that collectively represent 80% of global international air traffic had prepared and submitted Action Plans to reduce international aviation CO2 emissions. That number is expected to pass the 100 mark, therefore over half the membership, by the time of the next Assembly.
The Declaration affirms the Council’s commitment to the basket of measures to improve the sector’s environmental performance, such as air traffic modernisation, acceleration of the use of fuel-efficient aircraft technologies and the development and deployment of sustainable alternative fuels, in addition to the aircraft CO2 standard and the GMBM.
“A successful COP21 will be a very important step for a positive outcome on international aviation and climate change at the ICAO Assembly in 2016,” stressed Dr Aliu.
The outcome of the Paris negotiations, although not directly impacting on the development of the GMBM, which aims to cap net international aviation emissions from 2020, will set the tone for the tough challenges that lie ahead before an agreement can be reached on the scheme by the Assembly. The ICAO Council has agreed an ambitious programme of meetings for the first half of 2016 to ensure a draft proposal has been agreed by the governing Council and in place for rubber-stamping by all Member States at the Assembly. ICAO will wish to avoid the discord that marked the previous two Assemblies in 2010 and 2013 over late attempts at finding collective agreement on the climate change action issue.
The next two meetings (15th and 16th) of the Council-appointed Environmental Advisory Group (EAG), which was formed after the last Assembly to oversee the development of the GMBM, are due to take place in January and February. The EAG is expected to consider a draft proposal and then put forward a recommendation to the next Session of the Council (207th) in the first half of March.
From March 21 to April 4, a second round of Global Aviation Dialogues (GLADs) will take place in ICAO regions around the world that will allow officials from Member States, along with other stakeholders, to provide feedback on the proposal. Dr Aliu reported the first round of GLADs held earlier this year had provided a “very positive response from government decision makers and wide-ranging stakeholders … and it is expected that this new second round will be very much appreciated.”
Following the second round of GLADs, a high-level meeting of all States is planned for May in Montreal that will consider a draft Assembly Resolution, with the draft expected to be finalised by the 208th Session of the Council in June. The 39th ICAO Assembly is scheduled to take place 27 September to 7 October.
During COP21 a number of aviation-related side events are being organised. On 2 December, ICAO and sister UN international shipping agency IMO are holding an international transport update event that will focus on achievements and joint initiatives with other UN bodies on technical, operational and market-based measures.
On 3 December, NGOs Transport & Environment and the Centre for Biological Diversity are holding a seminar on what action is needed to bring international aviation emissions in line with the 2-degree target. Speakers include representatives from the Tyndall Centre for Climate Change Research, IATA and the Paris School of Economics.
On 7 December, the industry coalition Air Transport Action Group (ATAG) is holding an event titled ‘Climate Action Takes Flight on International Aviation Day’ and another ATAG event is scheduled for the following day (8 December) in association with the International Emissions Trading Association (IETA) that will discuss the ICAO GMBM. Panellists for the climate action event include representatives from ATAG, ACI Europe, NATS, Avinor, Boeing, United Airlines and ICAO, who will present case studies from across the sector. The ATAG/IETA event will include presentations and discussions with representatives from International Airlines Group, IETA and Environmental Defense Fund.
The International Transport Forum, part of the OECD, is organising an event on 9 December titled ‘Flying clean: limiting the CO2 emissions from international aviation’. Michael Gill, Executive Director of ATAG, will represent the industry.
Finally, on Friday 11 December, the French aeronautics research sector will join with French civil aviation administrators to discuss aviation research and innovation efforts.
The COP is due to finish on 11 December, although past experience has shown that an overrun into the following day in order to reach an agreement is likely.
Links:
ICAO Council Declaration , UNFCCC COP21
Low oil price and current lack of government support stalls British Airways’ waste to jet biofuel project
Thu 26 Nov 2015 – A pioneering industry partnership between British Airways and Solena Fuels to build a facility to the east of London that would convert municipal solid waste (MSW) to around 16 million gallons of sustainable jet fuel annually has ended. Solena had struggled to raise the necessary finance for the GreenSky project, which was dealt a final blow by the current low price of oil of around $50 per barrel, when a price of $70 was needed by the US company to make the jet biofuel produced cost competitive with conventional fuel. When first announced in 2010, the $500 million facility was due to start production this year and a site was selected last year on the Thames Estuary. British Airways says it remains committed to pursuing the MSW to jet fuel pathway and is talking to other companies in the field but believes a current lack of government support has contributed to the delay of the project.
“British Airways is fully committed to supporting sustainable alternative fuels production in the UK. However, its partnership with Solena Fuels has ended,” said a spokesman for the airline. “We’re very disappointed that despite BA’s commitment to the project, Solena was unable to progress it through to construction.”
Jonathon Counsell, Group Head of Sustainability at BA’s parent company IAG, told GreenAir the five-year contract with Solena Fuels that included an offtake agreement to purchase all the jet fuel produced at the facility at a cost competitive with the fossil equivalent ended earlier this year but was not renewed. Last year, the airline had announced it was also to become a minority shareholder in the venture and provide capital investment, but only once construction had started (see article).
Some biofuel conversion technologies could be commercially viable at $50 per barrel but Solena’s could not, he said. MSW technology had progressed since BA first got involved with Solena, he added, and other companies were more advanced in both financing projects and in competing with conventional jet fuel prices.
The experience the airline had gained over the five years was not lost, he stressed. “The project lives on, just with another potential supplier.”
The industrial site by the Thames Estuary at Thurrock, Essex, that was to be the location for the GreenSky facility, remains available, he said.
Another reason for the delay, says British Airways, is down to a lack of government support to incentivise sustainable jet fuels in the same way as other renewable transport fuels such as biodiesel. Speaking at the UK Airport Operators Association annual conference on Monday, IAG CEO Willie Walsh said the slow progress on the GreenSky project had been frustrating, which had been mainly caused by external reasons.
“Government makes it more attractive for fuel suppliers to supply biodiesel rather than biofuels for air transport,” he said. “We don’t have an alternative to using carbon-based liquid fuels for the foreseeable future, unlike road transport, and I find it very strange that governments would support one form of transport where there are alternatives but not another where there are not.”
He said “it was a sad truth” that there was more interest from government in the United States in developing sustainable aviation fuels than was the case in the UK.
However, Counsell reported the UK’s Aviation Minister, Robert Goodwill, had recently pledged a Department for Transport task force reviewing the Renewable Transport Fuel Obligation, the UK scheme similar to the Renewable Fuel Standard in the US, would look at including aviation biofuels.
Walsh remains upbeat on the commercialisation of jet biofuels and finding a replacement partner. “I am very confident we will see a development in the very near future,” he said. “We’ve developed a lot of expertise and knowledge around this area, and we are very pleased to see there are more and more potential suppliers interested in coming into this industry and partnering with us.
“Biofuels will be part of the long-term solution to the sustainability of our industry. I recognise it will take some time but finding a sustainable fuel source for the airline industry will make a big difference and to get there will require taking good technology and translating it into something commercially realistic, although the fall in the oil price makes it more difficult.”
Meanwhile, Solena Fuels Corporation (SFC), with whom British Airways had the contract, has filed for bankruptcy in the United States, according to a statement from its holding company Solena Group. The CEO and founder of Solena, Dr Robert Do, parted company with SFC earlier this year but remains as Chairman and CEO of Solena Group. The Group said it continues to develop, build, own and operate waste-to-biofuels and bio-power projects globally through various special purpose entities (SFC was such a legal company vehicle) and subsidiaries.
Solena’s ongoing presence in the jet biofuel sector is unclear, although Do said in the statement: “In anticipation of new legislative mandates for more sustainable fuels and renewable energy from the coming COP in Paris and the ICAO meetings, Solena Group is well positioned as one of the leading companies in the development of waste to biofuels and green energy sector.”
Links:
British Airways – Environment , Solena Group
