Climate Action Plan€¦ · 2017 25% City Ordinance No 81-08 23,845 2021 50% SFO Strategic Plan...

Climate Action PlanFISCAL YEAR 2017

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Table of ContentsAirport Director’s Message 4

Executive Summary 5 Our Goal 5 Our Status and Plan 5 Our Carbon Footprint 5 What SFO Does to Reduce and Offset Carbon 7 Key GHG Sources & Planned Mitigations 8 SFO Joins a Globally-recognized Airport Carbon Accreditation Program 8

Section 1: SFO’s Carbon Footprint in Fiscal Year 2017 91 1 Airport Overview 10 1 1 1 The Airport Campus 10 1 1 2 Airport Activity Levels 101 2 Background and Methodology 11 1 2 1 Defining Emissions Scopes and Boundaries 11 1 2 2 Airport Carbon Accreditation Framework 121 3 Factors Influencing the Carbon Footprint 121 4 FY 2017 Outcomes 131 5 Scope 1 & 2 GHG Emissions 14 1 5 1 Natural Gas Consumption 15 1 5 2 Electricity Consumption 15 1 5 3 SFO Fuel Consumption 16 1 5 4 Fugitive Refrigerant Gases 16 1 5 5 Wastewater Treatment Process and Receiving Water Emissions 171 6 Scope 3 GHG Emissions 18 1 6 1 Third-Party Fuel Consumption 19 1 6 2 Materials Management 20 1 6 3 Ground Support Equipment Emissions 21

Section 2: SFO Carbon Neutral Strategy: Getting to Zero 222 1 SFO Today: Carbon Reduction Successes and Challenges 23 2 1 1 Quantified Greenhouse Gas Reductions, Offsets, & Mitigations 24 2 1 2 Carbon Reduction Successes 25 2 1 3 Carbon Reduction Challenges 272 2 SFO Tomorrow: GHG Forecast 29 2 2 1 Projected GHG Emissions in the Context of Passenger Traffic Growth 292 3 Achieving Zero in the Airport’s Strategic Plan 31 2 3 1 Strategies and Projects to Achieve Zero 31 2 3 2 Reducing Natural Gas Consumption 35 2 3 3 Case Study: Terminal 1 Redevelopment Program 35 2 3 4 GHG Emissions Offsets 352 4 Conclusion 36

SFO’S CLIMATE ACTION PLAN

3SFO’S CLIMATE ACTION PLAN

Executive Summary TablesTable E-1 SFO’s GHG Emissions Targets 6Table E-2 Summary of Estimated GHG Emissions for 1990 and FY 2015

through FY 2017 at SFO 7

Table E-3 Summary of SFO’s Scope 1 & 2 Emission Sources 7

Section 1 Figures & TablesFigure 1-1 Annual Flight Operations and Passenger Volume at SFO 10Figure 1-2 ACA Program Levels 12Figure 1-3 SFO’s GHG Emissions 13Table 1-1 Summary of GHG Emissions for SFO 13Figure 1-4 SFO Scope 1 & 2 Emissions 14Figure 1-5 SFO Campus Wide Energy Consumption by Fuel Type 14Table 1-2 Summary of SFO’s Scope 1 & 2 Emission Sources 14Figure 1-6 Natural Gas Consumption & Associated GHG Emissions 15Figure 1-7 Electricity Consumption and Associated Scope 2 GHG Emissions 15Table 1-3 GHG Emissions from Consumption of Various Fuels at SFO 16Figure 1-8 GHG Emissions from Liquid Fuels in FY 2017 – Scope 1 16Table 1-4 Scope 3 GHG Emissions at SFO 19Figure 1-9 Scope 3 Emissions by Source 19Figure 1-10 GHG Emissions from Various Categories of Fuel Consumption

in FY 2017 19Table 1-5 Quarterly Summary of Solid Waste Generation by Recycling,

Composting, and Landfilled Categories 20

Section 2 Figures & TablesTable 2-1 Summary of Implemented GHG Emission Mitigation

and Offset Measures at SFO 25Figure 2-1 In May 2017, Singapore Airlines piloted a non-stop flight

between SFO and SIN on a blend of biofuel 27Figure 2-2 Passenger Traffic and GHG Emission Trends at SFO with Future

Projections 29Table 2-2 Projected 2018 and 2025 Scope 1 & 2 Gross GHG Emission Levels

and Passenger Traffic Growth at SFO 30Figure 2-3 GHG Emissions Trends and Strategies to Reach 2021 Goals 30


San Francisco International Airport (SFO) is a leader among airports in improving the quality of our environment through carefully and actively managing the impacts of our operations We have built a regional and industry-wide reputation for carbon

reduction and disclosure, and always seek to improve the accuracy of our greenhouse gas (GHG) emissions accounting Managing the carbon footprint of an airport can be a formidable challenge as our airport campus infrastructure grows to meet the demands of a growing passenger base, anticipated to increase from an already record-breaking 56 million total in 2017

The SFO team is rising to meet these challenges by embracing a bold goal of “Zero” – zero net energy, carbon neutrality, and zero waste – first announced in 2016 within its 5-year Strategic Plan This next generation target for sustainability is more than just a concept at SFO; it is central to how we conduct business and enhance the passenger experience To bolster our journey to Zero, we have: added additional team members; programmed new de-carbonization projects in vehicles (including electric vehicle charging); set and defend new performance targets for all building design and construction projects; and have advanced recycled water use and energy management projects that will yield emissions reductions even in an era of passenger growth By demonstrating environmental leadership, SFO is becoming a sustainability leader in the airport and aviation industry; while providing a

Airport Director’s Message

first class travel experience for our guests and a great place to work for our team members

We’ve celebrated victories, but also faced challenges that tested our operations and compliance team to pursue next level emissions management and reduction, specifically refrigerants, across the complex of energy systems on our campus Our plans include replacing the Central Utility Plant, the largest carbon emitter under our direct control As a result, our progress towards carbon neutrality and history of exceeding state and city greenhouse gas emissions targets stalled this year This is particularly disappointing on a year where electricity use decreased by 4% and water use per passenger dropped by 7% Through this, the SFO team has learned important lessons on how complex systems in critical round-the-clock operational environments like ours need careful and ongoing maintenance to ensure their efficient, continuous, and safe operation

As construction of the new Terminal 1 progresses, we will realize savings through a low energy use benchmark, electrification of more ground support equipment on the airfield, and zero waste practices Safeguarding our environment is not a journey this gateway airport is pursuing alone We continue to work with our airline partners and businesses to understand our mutual impacts and develop joint solutions that enable all parties to meet our shared climate goals In year three of pursuing Zero, we’ll have much more progress to share

Ivar Satero Airport Director


Our GoalSan Francisco International Airport is on a path to achieve carbon neutrality by 2021 and reduce greenhouse gas emissions by 50 percent from a 1990 baseline These goals were set by the Airport Commission in SFO’s Five-Year Strategic Plan, adopted in 2016

Our Status and PlanSFO has already taken significant steps toward reducing energy use in buildings and vehicles, improving efficiency, reducing leaks and energy losses, and partnering with the businesses located here to find mutually beneficial emissions reduction opportunities We are intentional and constant in seeking new ways to improve our operations and reduce our emissions while enhancing the airport experience for our passengers and those who do business here In Fiscal Year 2016-17, SFO emitted 28,175 metric tons (“tonnes”) of greenhouse gases from sources under our direct control This report, our Departmental Climate Action Plan (DCAP), puts that figure into the context of where we started, where we are going, and how we will get to zero

Executive Summary

Our Carbon FootprintThe Airport has been tracking its carbon footprint since 2008 to measure and drive action on commitments set by the Airport, the City and County of San Francisco, and the State of California to reduce emissions that contribute to climate change SFO’s DCAP summarizes GHG emissions related to Airport operations in FY 2012 - 2017, as well as a defined portion of the GHG emissions of airlines, tenants, concessionaires, and airport passenger commuting activity It also presents current projects and forward-looking strategies that will help the Airport achieve its carbon neutral goal Even though we call it a “carbon footprint,” referring to carbon dioxide as a GHG, we actually look at a wider range of GHG emissions

We strive each year to produce a comprehensive GHG inventory that exceeds industry-standard reporting 1 The FY 2017 DCAP is streamlined from previous reports to present the high-level results and forego granular reporting for each emission type and associated methodologies, which remain largely consistent Comparisons with prior years are maintained to show time trends, progress, and challenge areas

1 The terms “GHG inventory” and “carbon footprint” are used interchangeably in this report to mean the accounting or measurement of SFO’s GHG emissions “Carbon footprint” is often used to refer to the total of emissions (i e the overall impact or outcome of GHG emissions), whereas “GHG inventory” tends to be used when referring to the breakdown of GHG accounting by source or category


The DCAP still uses a globally-standardized accounting framework, aligned with The Greenhouse Gas Protocol developed by the World Resources Institute and the World Business Council for Sustainable Development Following the GHG Protocol organizational boundaries, it is estimated that 31,793 metric tons (or “tonnes”) of GHG emissions were generated from SFO Airport Commission-controlled operations in 1990 2 From the 1990 baseline, City Ordinance No 81-08 establishes the following maximum future GHG emission levels for SFO, overlaid with SFO’s Strategic Plan goal:

SFO’S GHG EMISSIONS TARGETS (Table E-1)

YEARREQUIRED REDUCTION BELOW 1990 BASELINE EMISSIONS

SOURCE OF REQUIRED REDUCTION

SFO GHG EMISSIONS LIMIT (TONNES/YEAR

2017 25% City Ordinance No 81-08 23,845

2021 50% SFO Strategic Plan 15,897



In FY 2017, SFO-controlled GHG emissions totaled 28,175 tonnes, which is 11% below the 1990 baseline emission levels That represents an almost 30% increase over our FY 2016 GHG footprint of 21,768 tonnes GHG emissions from third-party operations, including aircraft activity, were estimated at 1,175,056 tonnes in FY 2017, an 8% increase over FY 2016 due to an increase in passenger volume and assumptions in the estimation methodology used that need to be re-tooled for our current operations

2 In this report the term “SFO-controlled” will be used to mean emissions or operations under the control of the Airport Commission, as differentiated from private, third-party entities

We experienced an increase in SFO-controlled emissions over the prior year due to a refrigerant leak in our aging Central Plant, which could not be shut down for repair when the leak occurred due to the critical operating nature of the airport The leak has been repaired and has experienced no leaks so far in 2018 Also, passenger volume significantly increased, leading to increased emissions from natural gas use, fleet fuel consumption, and the sanitary sewer treatment plant processes, each necessary to support operations Still, campus-wide energy use per passenger has declined by 30% since FY 2012


• Transitioning from the use of refrigerant gases like R-12 (completed) and R-22 (in progress) with extremely high global warming potential (GWP) to refrigerant gases such as R-134A and eventually next-generation gases with lower GWP, and implement physical and personnel monitoring measures to prevent, detect, and manage leaks;

• Planning for and installing electric vehicle charging infrastructure, including landside passenger vehicles as well as airside ground support equipment;

• Planting 2,020 trees of various species around the Airport which capture carbon dioxide from the air

What SFO Does to Reduce and Offset CarbonSFO works to reduce and offset GHG emissions through a diverse range of initiatives, including:

• Procurement of zero-carbon electricity and investment in energy efficiency projects;

• Efficiency improvements and energy transition of its fleet vehicles and shuttle buses from renewable fuels to electric;

• Incorporate zero net energy design into new buildings and renovations, and driving down the energy intensity of new terminal buildings by as much as two-thirds relative to the existing terminals while preparing for on-site renewable energy;

SUMMARY OF ESTIMATED GHG EMISSIONS FOR 1990 AND FY 2015 THROUGH FY 2017 AT SFO (Table E-2)

GHG EMISSION (CO2e 3, TONNES)

EMISSION CATEGORY* 1990 FY 2015 FY 2016 FY 2017

SFO-Controlled (Scope 1) 23,105 23,829 21,768 28,175

Purchased Electricity (Scope 2) 8,689 - - -

Percent Below 1990 Baseline for SFO-Controlled Sources (Scopes 1 & 2) - 25% 32% 11%

Non-Commission Controlled (Tenant, Passenger) and Business Travel (Scope 3) 1,207,599 990,532 1,002,535 1,084,607

Total GHG Emissions 1,239,392 1,014,361 1,024,303 1,112,782

SUMMARY OF SFO’S SCOPE 1 & 2 EMISSION SOURCES (Table E-3)

ACTIVITY 1990 FY 2015 FY 2016 FY 2017

Natural Gas Consumption 11,731 17,940 18,827 19,683

Electricity Consumption 8,689 - - -

Fleet Fuel Consumption 4,730 5,284 1,424 1,618

Fugitive Refrigerant Gas Emissions 6,559 605 1,521 6,858

Wastewater Treatment 85 121 117 136

Maintenance of CO2 Sequestering Trees - (121) (121) (121)

Scope 1 & 2 - Net GHG Emissions 31,793 23,829 21,768 28,175

* The GHG emission “scopes” are explained in greater detail in Section 1

3 The unit “CO2e” is used throughout the GHG inventory to mean equivalent units of carbon dioxide, the standard measure of greenhouse gas emissions SFO accounts for GHGs other than CO2; for comparability, it is standard across GHG accounting protocols to use CO2e units


for jet-fueled Auxiliary Power Units (“APUs”) As discussed in Section 2 1 1, SFO does not “credit” or “offset” the GHG inventory with those mitigation measures, but rather reports on the reductions to highlight the significant results of SFO’s investments over time SFO staff is actively updating the methodology used to compute the jet fuel savings for the next Climate Action Plan Plans for achieving further reductions in GHG emissions are described in Section 2 of this report

SFO Joins a Globally-recognized Airport Carbon Accreditation ProgramIn July of 2016, SFO was awarded Level 3 (Optimization) certification under the internationally-recognized Airport Carbon Accreditation (ACA) program, which is administered by the Airports Council International (ACI) – European Chapter We maintained Level 3 status in FY 2017, and are currently verifying our emissions again for renewal SFO is one of nine airports in North America to have achieved this advanced certification, which represents our industry’s recognition of SFO’s progress to reduce GHG emissions across the Airport We continue to strive for carbon neutrality at SFO, and thus, we aim to achieve recognition at the ACA program’s highest accreditation (Level 3+) by 2021 This DCAP discusses strategies SFO is implementing and considering toward this goal

This DCAP marks the eleventh year SFO has reported in detail on its carbon emissions In 2019, this report will be migrated into a Carbon Neutral Strategy that hones in on measures to get the Airport to Zero While the Strategy will continue to report SFO’s GHG inventory, it will be geared toward projecting future carbon emissions from planned projects on a timeline that helps SFO measure progress and identify gaps The Strategy will explore next-generation projects and efforts that will be needed to achieve bold outcomes

Key GHG Sources & Planned MitigationsCurrently, natural gas consumption from the Airport’s central heating and cooling plant accounts for the largest share of the SFO carbon footprint, contributing nearly 70% of GHG emissions from SFO-controlled operations (which rises to 90% absent the central plant refrigerant leak) In FY 2017 emissions from natural gas consumption were 68% higher than corresponding 1990 emissions, due to Airport growth both in scale (square footage) and passenger volume SFO’s net zero energy-tied capital projects are expected to yield dramatic emissions reductions for the Airport once complete These include:

• Make near-term central plant improvements, replace older chillers, and continue with arigourous refrigerant tracking program (2017-2018);

• Implement an Energy Management Control System and connected metering projects (2017-2020);

• Complete a new office building (2018) and planned demolition of older, existing, and energy inefficient buildings;

• Redesign and commission Terminal 1 Center and Boarding Area B (2020-2022);

• Program, plan, design and construct advanced heat recovery central energy facility, subject to any required environmental review and project approvals (TBD)

We also work with employees and businesses at the Airport to reduce their emissions, with initiatives and results discussed throughout the DCAP, and strive to account for those emissions with reasonable estimates that illustrate the overall impact of Airport activities

SFO voluntarily mitigated over 219% of the Airport’s Scope 1 GHG emissions through collaboration with including airlines, car rental agencies, and passenger travel providers SFO provides pre-conditioned (“PC”) air and 400 Hz stationary power at almost all gates and other aircraft parking spaces to reduce the need


SFO’S CARBON FOOTPRINT IN FISCAL YEAR 2017

1.1 Airport Overview

1.2 Background and Methodology

1.3 Factors Influencing the Carbon Footprint

1.4 FY 2017 Outcomes

1.5 Scope 1 & 2 GHG Emissions

1.6 Scope 3 GHG Emissions


AIRPORT ACTIVITY LEVELS (1.1.2 )

Airport activity levels as defined by the Federal Aviation Administration can be measured by a number of parameters such as aircraft operations, annual passenger count, annual cargo shipments, and employment SFO uses data from each of those categories to evaluate resource consumption through different metrics, and to determine key operational drivers in our GHG emissions

Passenger travel at SFO has rebounded since the events of September 11, 2001, and most airlines are flying their aircrafts at the highest historical load factors Here are some highlights of SFO’s activity in FY 2017 which show record levels in SFO operations and subsequently impact our overall carbon footprint:

• Served a record 56 million passengers;

• Employed 2,113 people, including the Airport Commission’s operating and project positions, Airport Police Bureau, Airport Fire Department, and City Attorney’s SFO staff;

• Hosted a workforce of over 35,000 people – tenants, concessionaires, and contractors;

• Accommodated 453,397 flight operations and 207,975 landings;

• Accommodated shipment of 68,659 metric tons of U S Mail;

• Accommodated shipment of 466,923 tons of cargo (compared with a peak of 853,000 tons in 2001)

1.1 Airport OverviewTHE AIRPORT CAMPUS (1.1.1)

San Francisco International Airport (“SFO”) is the second busiest airport (by passenger thoroughfare) in California and seventh busiest in the United States, and serves hundreds of destinations throughout the United States and abroad and the 56 million passengers using SFO as their gateway to visit those places The Airport is located on the San Francisco Bay, 14 miles south of the City of San Francisco, and covers approximately 5,200 acres, with 2,700 acres developed for operational use and approximately 2,500 acres remaining as natural tidelands and undeveloped land Over 180 vendors, including restaurants, shops and various services, serve SFO travelers and aviation operations The Airport is served by Bay Area Rapid Transit (“BART”) rail system, with SFO’s AirTrain system providing a seamless and carbon-free connection between BART, rental car facilities, and all Airport terminals

SFO is governed by the Airport Commission, a five-member body appointed to four-year terms by the Mayor of San Francisco The Commission develops overall policies for operation of the Airport and recommends a list of candidates for the Airport Director position to serve the City’s Mayor

ANNUAL FLIGHT OPERATIONS AND PASSENGER VOLUME AT SFO (FIG 1-1)


1.2 Background and Methodology

DEFINING EMISSIONS SCOPES AND BOUNDARIES (1.2.1 )

SFO’s carbon footprint can be delineated into three categories of greenhouse gas (GHG) emissions, as defined in the Kyoto Protocol and in conformance with the framework of the Global Reporting Initiative (GRI) and “GHG Protocol Corporate Accounting and Reporting Standard” (GHG Protocol) established by the World Resources Institute and World Business Council for Sustainable Development The core elements of the protocol for SFO are summarized below:

Scope 1 – Direct SFO-Controlled Emissions: GHG emissions from operations or activities that are under the control of SFO, with emissions sources that include SFO fleet vehicles, on-site heating and cooling infrastructure, refrigerant gas emissions, and wastewater treatment plant emissions 4

Scope 2 – Indirect Emissions from Electricity Generation: GHG emissions attributed to offsite sources of electricity, purchased and consumed by SFO The electricity delivered to SFO is from a zero carbon resource

Scope 3 – Other Indirect Emissions: The GRI’s GHG Emission Protocol describes Scope 3 emissions as those generated as a consequence of a company’s activities, from sources not owned or operated by the company Similarly, The U S Environmental Protection Agency (EPA) defines optional emissions as those emissions that are not directly emitted by but are connected with the reporting enterprise’s

4 Biogenic CO2 emissions resulting from the combustion of renewable fuels are included in the carbon footprint calculations, but excluded from Scope 1 totals Under the GRI GHG accounting framework, these biogenic emissions may be excluded from the Scope 1 SFO carbon footprint However, the Scope 1 contributions of N2O and CH4 emissions resulting from the consumption of renewable fuels must be included

5 Employee business travel, while directly resulting from Commission operations, is included in Scope 3 and not Scope 1 Accounting methodologies vary widely, dependent in part on the travel data available to organizations, and the ACA program requires airports to include business travel in Scope 3

6 See, for example, “ACRP Report 11: Guidebook on Preparing Airport Greenhouse Gas Emissions Inventories,” Transportation Research Board, 2009; and “ACI Guidance Manual: Airport Greenhouse Gas Emissions Management,” Airports Council International, 2009

operations At SFO, sources of Scope 3 GHG emissions include, but are not limited to:

• Airport and tenant employees’ commute and passenger travel on

• Aircraft Landing and takeoff (LTO)

• Aircraft Auxiliary Power Unit (APU) fuel use

• Rental car fleet operations

• Off-Road construction vehicles

• Ground support equipment

• Public and commercial vehicular traffic on Airport controlled roads

• Solid waste material disposal

• Employee business travel5

Even though a significant portion of SFO’s Scope 3 emissions are attributable to entities other than SFO and essentially outside the Airport’s control, industry guidance has been to include these emissions in an airport’s Scope 3 calculations 6 SFO also discloses these sources for transparency and commitment to these partners that serve our Airport in supporting their on-airport efforts to reduce these emissions sources

The physical boundary of SFO’s carbon footprint has been defined as the geographic boundary of the Airport plus the airspace around SFO, which extends to an elevation of 3,000 feet above mean sea-level (relevant to landing and takeoff operations) The Transportation Research Board (TRB) of the National Academies of Sciences provides the following classifications for GHG emission data depending on the type of gases included in such data:

Level 1: Includes only CO2 emissions from the subject facilities and operations

Level 2: Accounts for all greenhouse gases covered under the Kyoto Protocol, which include:

• Carbon Dioxide (CO2)

• Methane (CH4)

• Nitrous Oxide (N2O)


1.3 Factors Influencing the Carbon Footprint

Scope 1 and 2 emissions are relatively easy to track because they largely derive from directly measured data, such as utility meters, fueling records, refrigerant purchase and maintenance logs, and wastewater treatment operations Still, assumptions are made throughout carbon footprint calculations and some categories represent best estimates of actual emissions SFO strives to be transparent in the methodologies and assumptions used in our DCAP

Scope 3 emissions are often the hardest to track and estimate due to incomplete or infrequently collected, and so, outdated, data Estimation factors change over time due to changes in actual operations, but are often held constant every year because new factors are difficult to accurately derive One example is rental car emissions, where overall fleet fuel efficiency and average trip distance change, but are difficult to update without more granular data These factors are sometimes taken from research studies that, themselves, are only rough estimates based on computer model results For some Scope 3 categories like emissions from Ground Support Equipment (GSE) and tenant-owned vehicles, SFO uses survey data from the third-party owners of the equipment because actual fuel records are not available to the airport These surveys are being conducted more frequently to keep data more up to date; still, survey response rates affect the completeness and quality of the data Where gaps in data exist, prior year estimations are scaled by the ratio of passenger traffic from year to year, which is not an accurate representation of actual emissions trending (i e fuel use could remain steady or even decrease while serving an increase in passenger volume, particularly, for this fleet-type which is increasingly electrifying) The assumption is that increased passenger volume places additional burden on ground transportation and services, utilities, and the need for additional employees to accommodate the growth When traveling a carbon neutral trajectory, that growth paradigm does not bode well for getting to zero,

• Hydrofluorocarbons (HFC)

• Perfluorocarbons (PFC)

• Sulfur Hexafluoride (SF6)

Level 3: Inclusive of the Kyoto Protocol greenhouse gases, plus any precursors and other gases that carry a potential for global warming

SFO tracks GHG emissions in accordance with the TRB’s Level 2 GHG category

AIRPORT CARBON ACCREDITATION FRAMEWORK (1.2.2 )

In 2015, SFO first pursued accreditation under the Airport Council International - Europe’s (ACI-Europe) Airport Carbon Accreditation (ACA) program, and was awarded recognition at Level 3 (“Optimization”), one level below carbon neutrality level (Figure 1-2)

SFO achieved and maintained this recognition as a result of the Airport’s comprehensive GHG emissions inventory, its history of reducing the SFO-controlled carbon footprint, and its efforts to reduce or mitigate Scope 3 emissions As a requirement of the ACI-Europe accreditation process, SFO’s carbon footprint calculations were independently verified in accordance with the International Organization for Standardization’s (ISO) criteria (ISO 16064) This certification process involved rigorous examination of the preceding four years of data pertaining to SFO’s GHG emissions, land use, and facility activity levels Airports submit inventories each year, and undertake a third-party verification every second or third year depending on the level of program participation

ACA PROGRAM LEVELS (Fig 1-2)


1.4 FY 2017 OutcomesTable 1-1 and Figures 1-3 and 1-4 summarize the Airport’s GHG emissions data for the previous six fiscal years, with the 1990 baseline as a reference The net GHG emissions at SFO in FY 2017 totaled 28,175 tonnes, which was 11% below the 1990 emission level, exceeding the 2017 mandated reduction (25% below 1990 levels) as required by Ordinance 81-08 by 4,330 tonnes SFO’s voluntary emission mitigation measures for FY 2017 yielded a total Scope 3 GHG emission mitigation of 61,590 tonnes Those voluntary measures are included for reference but are not deducted from (i e are not an “offset” to) SFO’s Scope 3 emissions as directed by the ACA program, the GHG Protocol, and other widely used GHG accounting protocols The GHG emission per passenger was 45 4 pounds in FY 2017 (only 1 2 pounds of which were attributed to SFO’s Scope 1 emissions), half the 1990 emission level and a slight increase of 3% from FY 2016

Some of the emissions from the refrigerant leak discussed in Section 1 5 4 are attributed to years prior to FY 2017 The Scope 1 GHG emission totals for years FY 2011 to FY 2016 have been revised accordingly (see Section 1 5 4 for details) The bulk of the emissions are attributed to FY 2017, when the leak became significant enough to detect and was repaired Additionally, the Scope 3 fuel data and associated emissions for GSE has been modified for all prior years to correct the calculation method which affects fuel volumes, as discussed in Section 1 6 2 These are important details when reviewing prior year DCAPs, as the Scope 1 values will appear higher and the Scope 3 values appear lower in this report than prior years

and calls on SFO to improve emissions accounting methods to more accurately reflect our progress We strive to serve our passengers and tenants with greater levels of service while driving down our overall energy use and carbon impacts

While seasonal and annual variations influence campus energy use, SFO does not adjust its carbon footprint to account for “heating degree days” (“HDD”), which is a measurement designed to quantify the demand for energy needed to heat a building In particularly hot or cold climates, an entity may “normalize” its energy use or greenhouse gas impact to more evenly compare year-to-year building performance In the Bay Area’s moderate climate, SFO’s annual variations are not wide enough to necessitate this adjustment, and the GHG inventory can still be compared from year to year Still, SFO does see fluctuations in natural gas use, and has experienced an increase over the past two years Natural gas use is the primary contributor to SFO’s directly controlled GHG emissions

SUMMARY OF GHG EMISSIONS FOR SFO (Table 1-1)

GROSS GHG EMISSION (TONNES)

GHG EMISSION

SCOPE 1990 FY 2012 FY 2013 FY 2014 FY 2015 FY 2016 FY 2017

Scope 1 23,105 25,513 25,095 25,155 23,829 21,768 28,175

Scope 2 8,689 0 0 0 0 0 0

Scope 3 1,207,599 898,448 944,017 989,492 990,532 1,002,535 1,084,607

Total 1,239,392 923,961 969,112 1,014,647 1,014,361 1,024,303 1,112,782

SFO’S GHG EMISSIONS (FIG 1-3)


1.5 Scope 1 & 2 GHG Emissions

Figure 1-3 depicts SFO’s combined Scope 1 & 2 GHG emissions for recent years, as well at the reductions that were achieved, relative to the 1990 baseline level The dashed line shows the emissions trajectory absent the refrigerant leak in the Central Utility Plant The important detail of the dashed line is that, absent the accidental release, the SFO-controlled emissions would have reached 31% below the 1990 baseline, as opposed to the 11% reduction in the actual carbon footprint

Table 1-2 provides a breakdown for the different source categories that contribute to the combined Scope 1 & 2 emissions, and shows that natural gas consumption contributes the bulk – 70 percent – of the SFO-controlled carbon footprint

Campus-wide energy use has remained roughly level over the past six years, as depicted in Figure 1-5 However, GHG emissions related to campus energy consumption have trended downward both due to slightly decreased natural gas use (2% since FY 2012) and significant emissions reductions from liquid fuels (63% since FY 2012), despite nearly doubling the volume of fuels consumed The intensity emissions from energy use per passenger, however, decreased more dramatically by 30% since FY 2012 from 1 3 pounds (CO2e) to 0 9 pounds per passenger

SUMMARY OF SFO’S SCOPE 1 & 2 EMISSION SOURCES (Table 1-2)

SCOPE 1 & 2 SFO CONTROLLED GHG EMISSION (TONNES)

ACTIVITY 1990 FY 2012 FY 2013 FY 2014 FY 2015 FY 2016 FY 2017

Natural Gas Consumption (§1.5.1) 11,731 20,019 19,991 19,302 17,940 18,827 19,683

Electricity Consumption (§1.5.2) 8,689 - - - - - -

Fleet Fuel Consumption (§1.5.3) 4,730 4,431 4,680 5,305 5,284 1,424 1,618

Fugitive Refrigerant Gas Emissions (§1.5.4)

6,559 1,065 414 537 605 1,521 6,858

Wastewater Treatment (§1.5.5) 85 120 130 131 121 117 136

Maintenance of CO2 Sequestering Trees (§2.1.1)

- (121) (121) (121) (121) (121) (121)

Scope 1 & 2 - Net GHG Emissions 31,793 25,513 25,095 25,155 23,829 21,768 28,175

SFO SCOPE 1 & 2 EMISSIONS (FIG 1-4)

SFO CAMPUS WIDE ENERGY CONSUMPTION BY FUEL TYPE (FIG 1-5)


The increases in natural gas and electric energy consumption from the 1990 base year are attributable to the significant expansion of SFO facilities following the completion of the SFO Master Plan Program SFO has also implemented a number of energy saving measures over the years; including the replacement of chillers and boilers, replacement of inefficient lighting fixtures and reduction of plug loads through new appliance and equipment purchases that meet higher efficiency standards

NATURAL GAS CONSUMPTION (1.5.1)

(70% of Total SFO-Controlled Emissions)

In FY 2017, the GHG emissions from the consumption of natural gas for SFO-controlled operations were 19,683 tonnes, a 4 5% increase from FY 2016 Natural gas consumption is primarily associated with the operation of boilers for overall heating, ventilation and air conditioning at the Airport (Figure 1-6); the Central Utility Plant used 84% of the total gas purchased by SFO in FY 2017 A portion of tenants’ natural gas consumption that is supplied by SFO is also included in the Scope 1 emissions, based on Ordinance 81-08 requirements and GRI GHG protocol About 55% of the total gas consumed outside the Central Utility Plant in Scope 1 in FY 2017 was attributed to tenants

ELECTRICITY CONSUMPTION (1.5.2)


Electric energy consumption for Commission-controlled operations at SFO has remained relatively stable in recent years (Figure 2-3) The San Francisco Public Utilities Commission’s (SFPUC) Hetch Hetchy Power System supplies electricity that currently has a zero carbon emission factor (primarily sourced from large hydro) 7 In addition to the power it consumes, SFO has almost one megawatt of solar photovoltaic (PV) generation capability, about half of which is owned and maintained by SFPUC

Usage in FY 2017 decreased from FY 2016 by 4% to about 319 gigawatt-hours (GWh) across the Airport, with about half the electricity (157 GWh) serving load under direct control of the Airport (i e Scope 2, versus electricity provided and billed to tenants and accounted in Scope 3) SFO staff are working to reduce energy across both SFO and tenant operations, with efforts described further in Section 2

NATURAL GAS CONSUMPTION & ASSOCIATED GHG EMISSIONS (FIG 1-6)

ELECTRICITY CONSUMPTION AND ASSOCIATED SCOPE 2 GHG EMISSIONS (FIG 1-7)

7 Starting in 2011, the SFPUC began formally reporting to the California Energy Commission (through its state-mandated Power Source Disclosure program) the sources of its electric energy Under the program, the SFPUC has reported zero GHG emissions from its electric generation for each year since 2011


FUGITIVE REFRIGERANT GASES (1.5.4)


Refrigerant gas loss in the 1990 baseline year was estimated at 5% of the capacity of Central Utility Plant chiller units and based on the recommended default loss factor by the U S EPA The loss rate for both the central plant and packaged air conditioning units in the respective fiscal years is based on the quantity of make-up gases purchased and taken from storage during each year, less the quantity of gases removed from the units and returned to storage

SFO FUEL CONSUMPTION (1.5.3)


SFO’s fleet vehicles, shuttle buses and stationary emergency generators consume a variety of fuels, which include compressed natural gas (CNG), gasoline, renewable diesel and petroleum diesel Data for fuel consumption and GHG emissions for the fleet vehicles and emergency generators are shown in Table 1-3, and the Scope 1 GHG emissions from fleet fuel consumption is depicted in Figure 1-8 The carbon footprint analysis includes 3,721 tonnes of biogenic emissions from liquid fuels Renewable diesel was derived from 100% renewable sources, thus none of the direct CO2 emissions were included in Scope 1 calculations 8 Landfill CNG was confirmed to be 92% from renewable sources; thus, 8% of the total CO2 emitted was calculated in Scope 1 The renewable CNG content decreased from FY 2016 (over 99%), showing that year-to-year variability in gas supply contracts can slightly affect our carbon footprint (less than 1% of Scope 1 emissions) As stated in Section 1 2, CH4 and N2O emissions from these fuel sources were calculated and included in Scope 1 Fuel-related emissions dropped significantly by 3,860 tonnes between FY 2015 and FY 2016 when SFO switched to renewable diesel and landfill CNG

GHG EMISSIONS FROM CONSUMPTION OF VARIOUS FUELS AT SFO (Table 1-3)

CONSUMPTION (GALLONS OR GGE*) GHG EMISSIONS (CO2E, TONNES)

FUEL TYPE AND UNITS 1990 FY 2016 FY 2017 1990 FY 2016 FY 2017

Gasoline 166,583 118,543 120,096 1,539 1,053 1,067

Petro-Diesel 310,248 12,826 13,885 3,160 131 141

Renewable Diesel - 97,071 110,733 - 4 3

B100 Biodiesel - - - - - -

CNG - 4,845 40,318 - 31 257

Landfill CNG - 602,311 463,652 - 205 150

Propane 3,851 - - 31 - -

Total Fuels 480,682 835,596 748,683 4,730 1,424 1,618 * Gasoline gallon equivalent (GGE) is the amount of an alternative fuel that equals the energy content of one liquid gallon of gasoline and is used to compare consumption of various fuel types

8 For more information: https://www neste com/na/en/nestes-renewable-diesel-power-san-franciscos-city-fleet

GHG EMISSIONS FROM LIQUID FUELS IN FY 2017 – SCOPE 1 TOTAL EMISSIONS 1,618 TONNES CO2e FROM 748,683 GGE (COMBINED FUEL CONSUMPTION) (FIG 1-8)


unintended leaks and spills that occur during operation and servicing of the Airport’s many air conditioning systems Thus, SFO’s refrigerant gases and air conditioning systems require a precautionary management approach, with emphasis on preventative maintenance of aging equipment SFO has a project underway to replace two chillers in the Central Utility Plant, which the Airport will couple with a best practice leak detection and monitoring system

The Mechanical Maintenance team has installed a halogen gas monitoring system that will detect leaks within the Central Plant However, internal leaks through heat exchangers or condenser tubes that vent through the cooling towers to the atmosphere are much more difficult to detect Personnel are monitoring sightglass levels and performing other routine checks on the chillers to detect and proactively prevent future leaks These activities are reported out daily to the management team and through the SFO Environmental Management System (Enviance) for monitoring and any necessary follow up Additionally, the team performs monthly evaluations of gas stock and preparation of incident summary reports to satisfy internal SFO environmental compliance

Fire suppression equipment may also contain chemicals with a high GWP, and the SFO Fire Department maintains an array of different fire extinguishers across the terminals and in other Airport facilities Suppressants are also deployed in fire fighting exercises Due to insufficient inventory data for fire suppressant materials, the potential carbon footprint implications of these chemicals has not been included in SFO’s carbon footprint assessment and will be considered in the next DCAP along with a discussion of industry-leading alternatives

WASTEWATER TREATMENT PROCESS AND RECEIVING WATER EMISSIONS (1.5.5)

SFO owns and maintains both a Sanitary Wastewater Treatment Plant (SWTP) and an Industrial Wastewater Treatment Plant (IWTP) Total GHG emissions from wastewater treatment were 136 tonnes for FY 2017, a 16% increase from

The Kyoto Protocol only requires the inclusion of hydrofluorocarbons and perfluorocarbons as fugitive refrigerant gas types in the carbon footprint of an enterprise For transparency, SFO includes R-22 in the carbon footprint, which is not required to be reported because it is being phased out of production by 2020 Thus, Federal organizations exclude from GHG inventories Releases of fugitive refrigerant gas R-134a, however, were included in the final accounting of SFO’s carbon footprint because the inclusion of emissions of these gases is recommended by the California Air Resources Board and the GHG Protocol SFO is investigating the use of next-generation refrigerants that have a lower GWP, especially as the international climate change community places more emphasis on requiring further regulation of refrigerant gases

In FY 2017, it was discovered that the airport’s Central Utility Plant had experienced a significant internal leak in a chiller unit in which R-134a gas was vented to the atmosphere The refrigerant in the unit was last fully weighed in FY 2011, and then again in FY 2017, which determined the magnitude of the leak Central plant engineers determined that the bulk of the leak occurred during FY 2017, with the remainder being lost sometime between the weighing of the full unit Such accidental and uncontrolled releases of fugitive refrigerant gases from aging chiller equipment have accounted for an increasing proportion of SFO’s Scope 1 carbon footprint in recent years

The loss accounts for over 22% of SFO-Controlled FY 2017 GHG emissions If the leak had not occurred, SFO-controlled GHG emissions would have been 21,874 tonnes, or 31% below the 1990 baseline The total Airport-controlled emissions in Scope 1 have been revised for FY 2011 through FY 2016 to account for the additional emissions associated with this leak with a date uncertain (2,205 tonnes from 3,400 pounds of refrigerant loss, evenly distributed) The majority of emissions are accounted for in FY 2017 (6,301 tonnes from 10,685 pounds of refrigerant loss)

The impact of fugitive refrigerant gas releases are challenging to forecast, as they result from


1.6 Scope 3 GHG EmissionsScope 3 GHG emissions are defined to include the various emissions from airlines, airline support services, and concessionaires as well as governmental operations, such as the U S Post Service’s vehicle fleet at SFO Scope 3 also includes passenger ground travel estimates, SFO employee commuting and business travel As discussed in Section 1 2, business travel results from Airport Commission operations, but is generally accepted by GHG accounting protocols as a Scope 3 emission source Energy consumed by tenants in Scope 3 is generally purchased directly by those tenants However, some tenants purchase natural gas through the Airport Commission, and those emissions are accounted for in Scope 1

The Airport’s Scope 3 carbon footprint was estimated at 1,084,607 tonnes for FY 2017, 10% less than the 1990 baseline (1,207,599 tonnes) and 8% greater than FY 2016 (1,002,535 tonnes) These emissions are summarized in Table 1-4 Again, it is important to note that the 1990 and FY 2016 Scope 3 totals are lower than reported in previous DCAPs due to a change in the calculation of GSE and tenant vehicle fuels (see Section 1 6 2) and therefore reduced in this updated Plan The apparent increase in Scope 3 emissions this year is largely influenced by growth in annual airline operations (4 3% increase in overall air carrier operations and 11% increase in international operations) and passenger traffic (5% increase from FY 2016), and by the scaling methodology (see Sections 1 3 and 2 2 1) used to derive current year data from survey data collected in prior years

SFO has invested in a variety of projects and initiatives over the past decade aimed at reducing the gross GHG emissions of the Airport’s operations, including emissions from third-parties In FY 2017, the annual mitigation from these projects was estimated at 61,590 tonnes of GHGs Specific strategies are discussed further in Section 2 1 1

In general, it is noted that SFO’s Scope 3 data are provided at less granularity than data for Scopes 1 & 2, and are therefore encumbered with greater uncertainty The access to third-party data is more

FY 2016 that is attributed to increased passenger volume and increased organics in the intake stream

The SWTP operates a biological-batch-reactor treatment process with a design capacity of 2 2 million gallons per day (mgd) The average daily discharge from the SWTP has ranged from 0 58 mgd to 0 80 mgd between FY 2012 and FY 2017 The SWTP processes do not include nitrification/de-nitrification treatment The IWTP treats wastewater generated at the various vehicular and aircraft maintenance facilities and the first flush of storm water runoff generated in the terminal and industrial areas of the Airport The dry weather capacity of the IWTP is 1 2 mgd, and a new replacement plant is currently under construction with a comparable flow rate The influent and effluent at the IWTP contains negligible concentrations of nitrogen compounds and the plant is, therefore, not considered a source of GHG emissions

As noted in prior year DCAPs, the potential exists at the SWTP to increase production of digester gas to produce electricity or other products, although the volume is still very small relative to municipal treatment plants which have daily flow rates that are orders of magnitude greater than that of SFO SFO uses digester gas for heating the digestate, which reduces natural gas use for sludge drying and has the potential to increase gas production

SCOPE 3 EMISSIONS INCLUDE SOURCES WITHIN SFO’S AIRSPACE BUT ARE TYPICALLY UNDER THE CONTROL OF THIRD PARTIES, SUCH AS AIRPLANE TAKEOFF AND LANDING, GROUND SUPPORT EQUIPMENT FUEL USE, AND CARGO HANDLING OPERATIONS


as the ACA program We also reach out to the airlines and businesses at the airport to discuss data collection approaches and reporting needs

Historically, SFO has relied on survey data to estimate Scope 3 emissions for the CAP This data has been collected periodically through surveys conducted by SFO’s environmental staff The build-out of SFO’s Scope 3 emissions inventory represents a long-term process that necessitates focused work each year to foster climate action partnerships with the airlines, concessionaires and other tenants at the Airport

SFO recognizes that the GHG emissions under SFO’s direct control represent a fraction of the total GHG emissions generated by airlines and other public and private enterprises operating at the Airport It is a long-term goal of SFO to work with our industry partners to reduce these emissions and introduce business practices and operational strategies that are transferable throughout the Airport community As we increase partner engagement on employee commute incentives and strategy, ground support equipment electrification, and major projects like the introduction of sustainable aviation fuels, we anticipate seeing significant Scope 3 GHG emission reductions

The granular details and results of each Scope 3 emissions category, with the exception of solid waste, have been omitted from the report to maintain focus on high-level and action-inducing results Details may be requested from the contact at the end of this report Methodologies used to derive the values in Table 1-4 are described in detail in prior year DCAPs 9

THIRD-PARTY FUEL CONSUMPTION (1.6.1)

SFO collects fuel consumption data from airlines and other tenants through a periodic survey Figure 1-10 compares different types of fuel use across Scopes 1 and 3 for both employee and operations Rental car fuel estimates (104,555 tonnes) and employee commuting (54,257 tonnes for both tenants and SFO employees) are excluded from Figure 1-10 as those sources would dominate

cumbersome to regularly collect, as compared to data for Scope 1 & 2 emissions, and SFO works each year to improve the accuracy of Scope 3 estimates We accomplish this through updates to estimation methodologies based on current industry knowledge as well as collaborations with other airports and related associations such

SCOPE 3 EMISSIONS BY SOURCE (FIG 1-9)

GHG EMISSIONS FROM VARIOUS CATEGORIES OF FUEL CONSUMPTION IN FY 2017 (FIG 1-10)TOTAL EMISSIONS 27,625 TONNES CO2e

SCOPE 3 GHG EMISSIONS AT SFO (Table 1-4)

1,207,599 990,532 1,002,535 1,084,607

89 45 43 44

Total Scope 3 Emissions

(tonnes CO2e)

Emissions Per Passenger (pounds CO2e)

GHG EMISSIONS

1990 FY 2015 FY 2016 FY 2017

9 https://www flysfo com/environment/sustainability-facts-figures


the data presented here and represent fuel consumed by others outside Airport boundaries

MATERIALS MANAGEMENT (1.6.2)

Materials are generated at Airport operated facilities, aboard incoming aircraft, and by various Airport tenants SFO provides materials collection facilities for compost, recycling, and landfill waste in the public areas of all terminals and provides “Material Recovery Areas” with front-end loaders and compactors for use by Airport custodial staff, concessionaires, and airlines Separate containers are provided for passengers, tenants, and SFO staff to deposit recyclable materials, such as cardboard, paper, glass, aluminum, and plastic bottles, and compostable materials, such as foodware, foodwaste, and paper towels All collection areas, both passenger-facing and internal, have consistent signage and messaging about “what goes where,” in an effort to educate and improve source separation onsite These materials are collected by SFO’s materials management contractor, South San Francisco Scavenger Company (SSFSC), and the compostable and recyclable materials are processed at dedicated facilities

Various materials management practices result in the generation of greenhouse gases, particularly from the landfilling of organic matter Thus, SFO intends to reduce the use of non-recyclable and non-compostable materials at the Airport and ensure that compostable and recyclable materials are not inadvertently landfilled Since 2008, SFO has undertaken a comprehensive materials management program including resource conservation, source separation, and composting However, the diversion rate has decreased as waste volume has increased, suggesting that source separation is a challenge that SFO will need to continue to address

SFO has achieved a high diversion rate of about 95% for construction and demolition (“C&D”) waste Diversion rates at Boarding Area B as part of the Terminal 1 Redevelopment Program have reached over 99% The GHG inventory does not quantify GHG emission reductions from C&D waste, given the cyclical nature of construction progress, which complicates measurement of progress in Scope 3 emissions reductions Staff may consider methodologies for C&D associated emissions accounting for the next DCAP

QUARTERLY SUMMARY OF SOLID WASTE GENERATION BY RECYCLING, COMPOSTING, AND LANDFILLED CATEGORIES (Table 1-5)

SOLID WASTE GENERATION (TONNES)

GHG EMISSIONS (OR REDUCTIONS) (TONNES) D

MATERIAL FY 2016 FY 2017 FY 2016 FY 2017 Change

Cardboard A 1,072 9 1,397 6 -3,604 0 -4,699 0 30%

Wood/Green-Waste A 263 6 307 8 134 0 189 0 41% E

Mixed Paper A 137 1 147 8 -513 0 -553 0 8%

Aluminum, Glass, Plastic A 570 8 691 0 -1,636 0 -1,981 0 21%

Food Waste & Compostables B 4,916 5 4,242 4 -1,709 0 -1,475 0 -14%

Refuse (Municipal Solid Waste) B 5,407 0 6,035 1 1,855 0 2,071 0 12%

Wastewater Treatment Sludge C 1,825 1,547 374 288 -23%

Total Waste Generated 14,192 14,369 * * 1%A Sorted on-site and recycled, data derived from SSFSC Quarterly ReportsB Sorted on-site and transported to an off-site composting facility, data derived from SSFSC Quarterly ReportsC Reported by SFO Wastewater Treatment Plant operatorsD GHG emissions or reductions (negative values) from recycling and composting estimated by using the US EPA WARM Model E Tonnage increased by 17%, though GHG emissions increase is 41% due to a change in data category used in

WARM Model based on data provided (i e dimensional lumber vs wood branches) * It is not meaningful to “net” GHG emissions because of the different reporting categories used Landfilled waste is reported as a Scope 3 emissions, but is not mitigated by the reductions

from recycling or composting Also the recycling and composting reductions are relative to the alternative waste practice of landfilling; they are not absolute reductions in GHG emissions


SFO released its Zero Waste Plan in early 2018, which addresses ways the Airport can optimize procurement, on-site handling, and sorting of materials, with a goal of improving downstream processing and maximizing diversion 10 It sets forth a suite of measures to achieve zero waste by 2021 and work towards becoming a “Closed-Loop Circular Campus” in the years that follow This is SFO’s next-generation, materials-focused “moonshot ” The plan sets a baseline against which to measure progress, evaluates current materials management practices, examines influential factors in materials diversion, and creates outreach and messaging strategies for stakeholders throughout the airport

Materials data and the associated GHG emissions are shown in Table 2-2 Our diversion rate (materials removed from the landfill stream through recycling or composting) is 53%, and our overall solid waste generation (excluding sludge removal) increased by about 4% since FY 2016 Implementing the Zero Waste Plan will drive up the diversion rate and lower the amount of waste generated through reduction at the source (i e consumption of less materials)

GROUND SUPPORT EQUIPMENT EMISSIONS (1.6.3)

GSE emissions increased 2% from FY 2016 to 7,456 tonnes The fuel usage and GHG emissions values in this report differ from prior years in three ways:

1) The values reflect a change in the calculation method Previously, the fuel data was based on a modeling effort that produced an incorrect result, overestimating the amount of fuel consumed and the resulting GHG emissions

2) The scaling methodology was changed to utilize differently the 2013 tenant survey data for fuel consumption Previously, those results were scaled based on passenger ratios However, GSE operations more directly tie to the number of aircraft operations than to passenger volume An increase in aircraft traffic would necessitate increased GSE use to service those aircraft Increased passenger volume, on the other hand, could result in higher load factors (i e a higher number of passengers per plane) that may not impact ground operations at the same magnitude In other words, an increase in passengers will increase ground operations but not likely in a linear manner – the same number of aircraft refuelers and catering trucks arrive at the aircraft regardless of the number of passengers A baggage tractor may be able to add a cart to accommodate increased baggage and not require a separate tractor

3) Fuel data for propane-fueled GSE was collected in the 2013 tenant survey However, the emissions were omitted from prior years’ GHG inventories Those emissions have been included in the FY 2017 DCAP for all represented years

10 https://www flysfo com/environment/zero-waste


SFO CARBON NEUTRAL STRATEGY: GETTING TO ZERO

2.1 SFO Today: Carbon Reduction Successes and Challenges

2.2 SFO Tomorrow: GHG Forecast

2.3 Achieving Zero in the Airport’s Strategic Plan

2.4 Conclusion


• Installed new LED centerlines lights on runway 28L during repaving These lights typically consume 50% less energy than the halogen fixtures they replaced

• Began work on a Master Utilities Infrastructure Study which will guide the airport in capacity expansions while embedding energy- and carbon-saving strategies into future building and transportation projects;

• Began to study infrastructure needs and supply chain management for future delivery of Sustainable Aviation Fuels;

• Launched procurement of a new Energy Management and Control System (EMCS) that will improve the airport’s ability to measure, report on, and control energy systems in real-time with greater granularity (i e better metering of energy by each end-use);

• Initiated a retro-commissioning project on space conditioning systems in the International Terminal to identify problems and optimize performance;

• Participated in mayoral and city-wide committees on electric vehicles, alternative fuels, and green buildings, helping shape the City’s policies, practices, and planning efforts

• Initiated the Sustainability Commissioning component of the Activation Planning Services Program to confirm that airport projects operate efficiently and with improved indoor air quality, and to ensure that the facility operators are well trained to operate the new HVAC systems efficiently

• Established net zero energy guidelines for future airport design and construction projects and convened the Zero Energy and Resilient Outcomes (ZERO) Committee to review these projects for conformance with these guildelines

• Rolled out a Last Out, Lights Out Campaign to employees in two office buildings that reminds employees to turn off lights when spaces are not in use By conducting a baseline assessment prior to the campaign, and estimating lighting loads in buildings, staff estimated annual electricity savings at over 106,000 kilowatt-hours

2.1 SFO Today: Carbon Reduction Successes and Challenges

The Airport has undertaken industry-leading initiatives in recent years that have reduced our GHG emissions, improved energy and climate resilience, and prepared us to meet projected increases in passenger demand in a way that keeps us trending toward zero SFO marks several notable successes since the last Climate Action Plan published in 2017:

• Made significant progress toward producing a net-zero energy plan, and will be engaging consultants in 2018 to move it forward;

• Enrolled 28 new businesses at the airport in SFO’s newly-introduced Green Business Program since the beginning of FY 2017, which functions as an “eco-concierge” service to help businesses with energy and waste reduction; in 2017 the program trained over 130 employees and saved:

• $87,000 in energy costs and 200 tonnes of GHG emissions from over 900 lighting retrofits;

• 122,000 gallons of water;

• 60 tons of waste through diversion to recycling and composting

• Measured over a 15% increase in the number of BART trips at the SFO station by badged Airport employees;

• Increased participation by 67% since the start of FY 2017 in the Airport Commission’s Transit Incentive Program (“ECO”), in which Commission employees are credited $200 per month when they relinquish their free parking privileges at SFO (16% of all eligible employees participate);

• Confirmed an increase in instant rematch and pool usage by Transportation Network Companies (TNCs, or rideshare operators), and are tracking ground-breaking efforts to offset carbon emissions from TNC trips;


tonnes) based on our contribution of $200 million to the capital cost for the extension of BART from Colma to SFO and Millbrae

• AirTrain Reducing Car Rental Shuttle Trips: Since this automated passenger mover was constructed in 2003, 25 two-stroke diesel shuttle buses servicing the Rental Car Center have been removed from service, avoiding over 2,600 tonnes of GHG emissions annually

• Green Rental Car Program: SFO offered financial incentives to rental car companies to increase the number of fuel efficient cars with an EPA score of 17 or higher to 15% of their rental vehicle inventory A discount of $15 was also offered directly to customers who rented a Green Car The incentive program was discontinued in 2012, though rental agencies continue to increase the fuel efficiency of their fleets

• Carbon Sequestration from Trees: SFO has planted and maintains over 2,000 trees throughout the campus that provide 121 tonnes of GHG offset, which SFO includes in the carbon footprint calculation Trees are strategically planted in areas that avoid bird nesting issues for airfield safety

• Mitigation of Business Travel Emissions: City departments contribute a portion of each business air travel fare to the San Francisco Carbon Fund, which invests in local projects that mitigate and sequester carbon emissions Through those efforts, SFO offsets most (roughly 90%) of its employee business travel emissions This mitigation is not quantified in the Scope 3 carbon footprint because the funds are not directly applied on a dollar-per-ton basis to carbon reductions but rather applied to a whole portfolio of projects maintained by the Carbon Fund Thus, an exact value for CO2 tonnes mitigated was not available Staff will evaluate a calculation method for the next DCAP

More detailed data on implemented GHG emission mitigation measures is provided in Table 2-1 Details of the methodology used can be found in the FY 2016 DCAP

QUANTIFIED GREENHOUSE GAS REDUCTIONS, OFFSETS, & MITIGATIONS (2.1.1)

The Airport has undertaken significant industry-leading measures over the years to reduce emissions across our operations, including the means that employees and passengers travel to and from the Airport Some of these measures are quantified in our carbon footprint in Scopes 1 and 3 as “Reduction, Offset, & Mitigation (ROM) Measures,” and have been described in detail in prior year DCAPs In FY 2017, ROMs reduced GHG emissions by 61,590 tonnes:

• Reducing Jet Fuel Use at the Gate: Over 95% of jet bridges at SFO terminals provide access to PC air and 400 Hertz (Hz) electric power, which reduce the need for APU operation while planes are parked at the gates (nearly 48,000 tonnes of GHGs reduced in FY2017) All future gates, including those in the Terminal 1 Redevelopment projects, will include both PC air and 400 Hz power connections Changes in airline practices may be directing shorter times to ground power supply connection upon aircraft reaching the apron; this assumption will be updated in the next DCAP

• Solid Waste Diversion and Source Reduction: SFO recycles or composts approximately 53% of all solid waste handled by the Airport, which yielded an estimated GHG emission mitigation of 8,519 tonnes in FY 2017 This is achieved through source separation of waste, accessible Material Recovery Areas throughout the Airport, a requirement that vendors use compostable or recyclable service materials, improved collection and signage, and tenant and employee education Refer to SFO’s Zero Waste Plan for more detail

• Investment in BART: SFO provided partial funding for the Bay Area Rapid Transit (BART) extension to the Airport In FY 2017, BART ridership by passengers traveling to and from SFO reduced vehicular travel by over 84 million miles (based on monthly BART passenger data), avoiding nearly 28,000 tonnes of GHG emissions SFO shares approximately 9 1% of this mitigation (2,542


• Renewable Fleet Fuels: SFO’s switch to renewable fuels continues to yield significant carbon reductions Fleet GHG emissions have been reduced by 3,112 tonnes (66%) from 1990 levels Diesel vehicles now use 100% renewable diesel, and compressed natural gas comes from two providers that together supply over 90% landfill gas-derived fuel In FY 2017, the use of renewable fuels avoided over 3,700 tonnes of new GHG emissions from petroleum sources

• Zero-Carbon Electric Supply: As noted in Section 1 5 2, SFO’s electricity supply has been a zero carbon resource since 2011 In the 1990 GHG baseline, electricity emissions were almost 8,700 tonnes, or 27% of SFO-controlled GHG emissions A zero carbon electricity source makes possible the electrification of systems that are currently fossil fuel-powered and facilitates the use of electricity and thermal storage technologies for balancing campus energy demand

Future mitigation projects include the extension of the AirTrain to a new long-term parking garage, increased PC Air and 400 Hz power access at gates and to long term aircraft parking areas, full implementation of the Zero Waste Plan to yield waste reduction and additional diversion through recycling and composting, and the installation of battery charging equipment to support the Airport tenants’ expanding fleets of electric-powered ground support equipment

CARBON REDUCTION SUCCESSES (2.1.2)

In addition to the quantified ROMs, SFO promotes several past successes are highlighted here; previous Climate Action Plans provide additional detail and quantification of some of these programs and measures

SUMMARY OF IMPLEMENTED GHG EMISSION MITIGATION AND OFFSET MEASURES AT SFO (Table 2-1)

GHG EMISSION MITIGATION OR OFFSET (TONNES AND % OF SCOPE 3 EMISSIONS)

MITIGATION MEASURE FY 2015 FY 2016 FY 2017

GHG EMISSION MITIGATION MEASURES

Solid Waste Recycling A(6,489) 1,397 6 -3,604 0

0 7% (7,328) 134 0

PC Air and 400 Hz Power Supply Installation at International and Domestic Terminals B

(64,626) (8,519) -1,709 0

6 5% (65,279) 1,855 0

SFO’s Share of GHG Mitigation for BART Extension to SFO C

(2,590) (2,693) (2,542)

0 3% 0 3% 0 2%

AirTrain Facility D(2,370) (2,528) (2,639)

0 2% 0 3% 0 2%

Total GHG Emission Mitigation(76,075) (77,828) (61,590)

7 7% 7 8% 5 7%

GHG EMISSION OFFSET MEASURES

Tree Planting E (121) (121) (121)A GHG Emissions savings from recycling and composting was estimated by using the US EPA WARM Model B Reduction in jet fuel emissions by providing PC Air and 400 Hz power supply to aircraft Changes in airline practices may be directing shorter

times to ground power supply connection upon aircraft reaching the apron; this assumption will be updated in the next DCAP C Reduction in gasoline emissions from passengers using BART service to SFO instead of single-occupancy vehicles D Reduction in diesel emissions from eliminating the need for 800,000 miles of travel by Car Rental Agency shuttle

buses in 2007-08, scaled to 2017 based on the increase in airport passenger demand E The impact of carbon sequestration by 2,020 trees planted throughout the Airport as a part of the SFO landscaping program


have a separate discount program that provides a 25% reduction in fare to and from BART’s SFO station By taking BART, employees collectively save over 400 tonnes of GHG emissions compared to driving

• Green Business Program: SFO actively engages with tenants in waste reduction, energy use, and sustainable purchasing The program enables SFO businesses to connect to new services; access to training and equipment at no cost and the ability to take advantage of financial incentives In return, it enables the Airport to achieve its campus-wide environmental goals

• Employee Commute Options Program: As noted in the FY 2017 accomplishments (Section 2 1), the ECO program enhanced the previous Transit Credit Incentive (TCI) program offering eligible Commission employees $200 per month (up from the previous $130) by using any mode other than driving their own vehicle to their place of employment Program participation has increased by 67% by expanding eligibility (e g employees using carpools or cycling) and conducting regular educational outreach

• Clean Courtesy Shuttle Vehicles: Since 2000, SFO has required courtesy shuttle operators to use only CNG or plug-in electric vehicles to avoid a triple trip fee Additionally, hotels must stay within trip ceilings that generally require multiple hotels to be served on the same trip

• Encouraging High-Occupancy Vehicles: For over 20 years, SFO has charged most ground transportation providers broadly similar trip fees On a per-passenger basis, this results in high-occupancy vehicles, like scheduled airporter buses, paying fees that are a fraction of those paid by lower-occupancy modes that generate the most congestion and emissions

• Bicycle Lanes: SFO has improved surface access roads which has improved safety for cyclists traveling through the Airport campus and access for employees who commute and travel for meetings by bike

• Electric Vehicles: SFO continues to make new investments in our vehicle fleet as well as electric vehicle charging The airport serves over 200 parking spaces with 145 electric charging stations We are collecting data on their usage and will report progress in the next DCAP Additionally, SFO has installed chargers for Ground Support Equipment across the airport, which has resulted in ground handlers purchase of electric equipment that curbs the demand for fossil-based fuels SFO departments are working together to identify additional GSE charging infrastructure opportunities

• On-site Solar Photovoltaic Energy Generation: SFO hosts almost one megawatt (DC) of solar PV arrays across four buildings, and is actively pursuing additional PV projects (see Section 2 3 1) Part of the PV capacity on Terminal 3 is owned by the SFPUC (500 kW) which also takes ownership of the generated energy SFO recently completed a solar glint and glare analysis that helps plan for future PV systems by identifying suitable rooftop and parking garage areas that will not interfere with air traffic operations per Federal Aviation Administration (FAA) guidelines

• Sustainable Aviation Fuels (SAF): SFO assisted Singapore Air in conducting long-haul pilot flights using SAF produced in Southern California Other flights arriving at SFO on a blend of biofuels include a flight on Alaska Airlines from Seattle (SEA-TAC) in June 2016 We followed up with a SAF scoping workshop in August 2017 with nearly 60 stakeholders, including SAF producers, conventional jet fuel suppliers, and airport fuel providers; state and local government agencies; airport finance, policy, planning and operations personnel; airlines; and various non-governmental organizations

• BART Discounts: Badged employees, including most tenant employees, can have the Airport fare surcharge waived This initiative has tripled the number of Airport Commission and tenant employees commuting on BART since the surcharge was waived for these groups in 2013 Also, airline employees


building-automation system technology, the existing hot water boilers are still manually controlled, and boiler operation is controlled, solely, on the decision-making process of the plant operators See Section 2 3 2 for a discussion of near-term strategies to reduce the plant’s natural gas use

• Refrigerant Leaks and Maintenance: Improving maintenance cycles, actively monitoring systems, and preventatively replacing aging equipment will aid SFO in reducing leaks from refrigerant-containing systems SFO plans to replace centrifugal chillers containing R-22 that currently cool glycol for two PC air units, subject to project approvals The new stand-alone units will use a lower GWP refrigerant Refer to Section 1 5 4 for additional details

• Measured Utility Data: SFO has historically relied on substation-level electric meters and manual reading of sub-meters and natural gas meters, which makes real-time monitoring of utilities impossible The current EMCS project will address this challenge, improve the level of granularity in metering energy and water utilities, and centralize data collection At present, SFO does not have separable measured data for electricity consumption by individual GSE charging, PC Air, or 400 Hz power conversion units This data would enhance the Airport’s understanding of how these assets are being utilized and more accurately calculate GHG mitigations

• EV funding Opportunities: To date, SFO has relied on external grant programs to fund increased EV charging infrastructure, which introduces uncertainty in the EV deployment timeline Several funding opportunities will be available in the near future, such as the Volkswagen Settlement Funds administered by both Electrify America and the California Air Resources Board However, airports must compete against each other as well as other industries such as heavy freight and maritime for limited funds

CARBON REDUCTION CHALLENGES (2.1.3 )

Progress rarely comes without challenges SFO maintains agility and rigor in continuing to track both external factors and internal operational measures that impact how we manage our carbon footprint For example, in FY 2017, fleet fuel consumption and resulting GHG emissions increased slightly, indicating that high-efficiency fleet purchases including electric vehicles (EVs) are essential to a carbon-neutral strategy Our Planning team actively looks at transportation mode shifting, or seeking lower carbon intermodal alternatives to doing business As discussed in Section 1, building managers have to carefully manage building systems that use refrigerants to prevent leaks and quickly repair them where they do occur, which caused Airport GHG reduction progress to backslide temporarily this past year We also saw a lower content of renewably-sourced CNG in our fuel supply, causing emissions from that source to rise The following list captures challenges SFO faces in reaching toward carbon neutrality, and efforts the Airport needs to make toward surmounting the challenges:

• Central Utility Plant Operation: SFO has sought commercially available automation and optimization platforms for Central Plant operations While space heating equipment in terminal buildings may be outfitted with

IN MAY 2017, SINGAPORE AIRLINES PILOTED A NON-STOP FLIGHT BETWEEN SFO AND SIN ON A BLEND OF BIOFUEL, AND UNITED FLEW TO ZURICH DURING THE 2018 GLOBAL CLIMATE ACTION SUMMIT FUELED BY A BIOFUEL BLEND, PICTURED HERE (FIG 2-1)


• BART-Caltrain Connection: Caltrain rail riders today must double connect when transferring at Millbrae to come to the Airport, as BART service cuts since inauguration have meant that BART does not operate direct Millbrae to SFO trains before 9 pm on weekdays The Airport is actively working with BART to re-establish this vital connection through future schedule changes In the meantime, it is collaborating with SamTrans to begin offering nonstop Route SFO bus services, aboard specially designed buses with luggage racks, that will serve all Peninsula Caltrain connections and each terminal SFO is also very proactive in the design of a future Intermodal Hub at Millbrae Station, which will serve increased Caltrain services through its electrification project, as well as the California High-Speed Rail

• GSE Modernization and Electrification: SFO’s GSE Modernization Program is aimed at the reduction of criteria air pollutant emissions from GSE operations and improving worker safety on the AOA SFO has installed GSE charging infrastructure across the airport in centralized areas, but individual gates still lack GSE chargers This is actively being mapped in a needs analysis to program new charging locations The Terminal 1 Redevelopment Program will deploy chargers at all gates

• Fuel Data for GSE and Other Airfield Vehicles: Over the years SFO has improved its inventories of GSE equipment which contributes to enhanced worker and aircraft safety The fuel used by this equipment is estimated based on dated survey information collected from tenants Still, those estimates yielded over 7,400 tonnes for FY 2017, which is very significant (over a quarter of SFO’s controlled emissions in Scope 1) SFO needs to obtain more accurate data for use in estimating emissions by securing annual fuel consumption data from GSE owners at the Airport FAA AEDT software can provide a generalized estimate of GSE emissions, but is very cumbersome to set up and use for that purpose

• Increased Traffic From TNCs Needs to be met With Higher Vehicle Efficiency: TNCs now account for more than 30% of air passenger trips to SFO, up from zero five years ago They have drawn ridership from lower-emission alternatives, including taxis, shared-ride vans, and BART, while also slightly reducing rental car and private motorist traffic As TNC ridership volume increases, the overall efficiency of the TNC “fleet” (which are privately owned vehicles not under direct control of the TNCs) must increase Taxi services are required by City ordinance to reduce emissions (primarily through hybrid and CNG vehicles); TNCs have no similar requirement SFO is in active discussions with TNCs about building low-emissions transportation solutions TNCs have made recent announcements about offsetting carbon emissions and providing incentives for electric vehicles


central air conditioning system during the summer months, coinciding with the peak passenger traffic period at the Airport These trends are particularly evident for solid waste disposal Other impacted operations could include LTO frequency, PC Air and 400 Hz power supply or APU usage, and passenger ground transportation However, the Airport has also invested in GHG reduction, mitigation, and offset measures to limit the impact of the increased passenger traffic levels As shown in Figure 2-2, Scope 1 GHG emissions have trended down while passenger traffic level has steadily risen

In forecasting GHG emissions in future years, SFO considers both passenger growth and planned or programmed projects that may impact GHG emission sources at the Airport By 2025, significant new measures will be operational (discussed in the following section) which will drive down emissions New buildings and renovations must be designed for Net Zero Energy and low energy intensity Thus, the assumption that energy use and GHG emissions will grow in some fashion with increased passenger demand will likely not be a valid emissions forecasting metric This changing relationship between capital improvements and emissions will be explored and developed further in future reports

However, until these measures are fully programmed and GHG emissions can be projected across specific years in the DCAP analysis, a

2.2 SFO Tomorrow: GHG Forecast

Ordinance No 81-08 requires a reduction in GHG emissions to 25% below 1990 emission levels by 2017 and 40% below baseline 1990 emission levels by 2025 SFO’s Strategic Plan sets an even higher target of 50% reduction below baseline by 2021 (which translates to maximum emissions of about 16,000 tons) while achieving carbon neutrality Although SFO previously reduced the Airport’s Scope 1 and 2 GHG emissions to 32% below 1990 levels, and is intent on achieving carbon neutrality for SFO-controlled operations by 2021, it is necessary to establish baseline estimates for SFO’s expected carbon footprint in 2018 and 2025 to define the expected compliance requirements in future years and highlight the magnitude of additional needed reductions This is especially important in light of fluctuations in year-to-year performance as seen in FY 2017

PROJECTED GHG EMISSIONS IN THE CONTEXT OF PASSENGER TRAFFIC GROWTH (2.2.1)

Historically, GHG emission projections from various sources at the Airport were developed by assuming a direct correlation between passenger traffic levels and emissions source activity rates Increased passenger loads may increase the load on the

PASSENGER TRAFFIC AND GHG EMISSION TRENDS AT SFO WITH FUTURE PROJECTIONS (FIG 2-2)


updated in future years to provide a gap analysis of the positive carbon footprint to reflect planned projects and emerging reduction opportunities

Experience with refrigerant management in FY 2017 demonstrates that operational controls and data collection and monitoring are needed to maintain a downward trend and regain progress toward achieving Ordinance 81-08 targets

conservative view of emissions growth that still acknowledges the impact of passenger growth is presented in Table 2-2 The scenario uses an upper and lower bound projection for future GHG emissions The upper bound projection assumes future GHG emissions increase in proportion to the rate of growth in the number of enplaned passengers The lower bound projection assumes GHG emissions grow at 50% of the rate of increase in passenger traffic at SFO The DCAP will be

PROJECTED 2018 AND 2025 SCOPE 1 & 2 GROSS GHG EMISSION LEVELS AND PASSENGER TRAFFIC GROWTH AT SFO (Table 2-2)

GROWTH SCENARIO FY 2017 2018 2025

Scope 1 & 2 GHG Emissions (CO2e, Tonnes) 28,175

Projected GHG Emissions, Upper Bound - 22,940 25,737

Projected GHG Emissions, Lower Bound - 22,407 23,805

Ordinance 81-01 Emission Reduction Goal 25% below 1990 Level

(65,279) 1990 Level

1,855 0 1990 Level

Scope 1 & 2 GHG Emissions Limit under Ord. 81-08 23,845 23,845 19,076

Range of Estimated Emission Reductions Required to Meet Ord. 81-08 Mandates 4,330 None 4,729 - 6,661

Total Passengers 53,969,058 56,600,000 63,500,000

% Growth from 2017 * 5% 18%* Passenger traffic growth scenarios for SFO have been analyzed by the Planning Division and consolidated projections for the total

number of passengers have been developed based on FAA and SFO Finance Department’s growth estimates

GHG EMISSIONS TRENDS AND STRATEGIES TO REACH 2021 GOALS (FIG 2-3)


STRATEGIES AND PROJECTS TO ACHIEVE ZERO (2.3.1)

We are actively engaging stakeholders across the Airport to plan, program, and implement carbon reduction measures Here are some of those initiatives listed with a potential range of emissions reductions, where available, determined by the lowest and highest emissions recorded over the past six years

Direct SFO-Controlled Emissions: Scope 1

• New Central Utility Plant Opportunities to Eliminate Natural Gas Use: 14,700 – 16,500 Tonnes

• SFO has included in the Airport Development Plan a new central plant that would provide for heat recovery and thermal storage capacity, and eliminate natural gas use through electrification of boilers and other equipment The proposed plant and other Airport Development Plan projects are currently undergoing environmental review, and will be subject to any required project approvals The electric supply is already zero carbon through utility-supplied renewable energy and may, in the future, be augmented with solar and other on-site distributed renewable energy, subject to any required environmental review and project approvals In the near term, the Mechanical Maintenance team will work to fully automate boiler flow and pressure control and may be able to automate the boilers to maximize efficiency See additional discussion in Section 2 3 2

• Reducing Natural Gas Use Within and Outside the Terminal Buildings: 3,200 – 4,000 tonnes

• New building and redevelopment projects are required to “determine the feasibility of designing and constructing such project to have zero net annual site energy consumption, including all building end uses” per the City’s Environment Code, Green Building Requirements for City

2.3 Achieving Zero in the Airport’s Strategic Plan

To reach carbon neutrality for SFO-controlled operations, it is critical for SFO to continuously evaluate the contributions of each major source category within the Airport’s carbon footprint and identify new cost-effective opportunities to reduce the footprint We will also need to improve the methodologies for calculating and estimating emissions This is especially true for Scope 3 emissions, where significant estimation is done when directly measurable data is unavailable or dated SFO strives for transparency in our carbon footprint analysis so that we can share lessons learned with City and County departments and other organizations engaged in improving carbon accounting methods

A significant near-term effort is needed to stay on track to achieve 50% GHG emissions reduction from the 1990 baseline, as guided by the Five-Year Strategic Plan Ordinance 81-08 sets a higher trajectory of a 40% reduction by 2025 Figure 2-3 shows possible future emissions in relation to both Airport and City targets, and builds on the previous section discussion of projected GHG emissions by illustrating the efforts needed to achieve zero – to reduce the actual GHG emissions to 50% below 1990 baseline and “zero” the carbon footprint through offsets (the “Airport Target” line; see Section 2 3 4 for discussion of carbon offsets) In the figure, “SFO Emissions” tracks historical emissions, including the increase in FY 2017 which is anticipated to be a one-time event Thus, FY 2018 emissions should return to follow at least the reduction trajectory set by City ordinance (the “City Target” line) The “do nothing” or “business as usual” case is represented by “BAU Emissions” (following the “upper bound” discussed in the previous section) The 1990 baseline is represented across the top for reference


buses A 5-year fleet replacement schedule should be maintained and incorporated into the annual SFO CAP Program Airport fleet managers are working with the City Department of the Environment and other departments to coordinate implementation of these clean fleet targets

• Electric Vehicle Charging: Through capital projects currently underway, an additional 114 EV charging stations will be installed However, to accommodate the increased need for charging over the next five years – both from SFO’s new electric fleet and from growing ownership and use of electric vehicles generally – the Airport will need to significantly expand the number of charging stations across the campus in the coming years SFO is developing a Zero-Emission Vehicle Readiness Plan that will identify infrastructure needs and a strategy to meet them SFO currently only has a few electric vehicles in its fleet, and the potential for GHG reduction is large If all light-duty cars, trucks, and vans are electrified, fleet emissions could be reduced by over 95% However, as noted under Scope 1 measures in this section, electric models are not yet available beyond light-duty passenger vehicles As we collect more data on EV charging usage by passengers, we will include estimates of Scope 3 emissions reductions from passenger travel

• Replace Petroleum Diesel in Emergency Standby Generators to Renewable Diesel: 140 Tonnes

• SFO continues to explore the use of renewable diesel for stationary generators

Indirect SFO-Controlled Emissions: Scope 2

• Adding Additional On-Site Solar PV Energy Generation Paired With Energy Storage: SFO is undertaking a feasibility study to determine optimal locations, system configurations and costs for additional solar PV and energy storage systems While SFO already receives carbon-free electricity, PV and storage are intended to help meet our Net Zero Energy goals, improve resiliency and redundancy, and improve management of our electric assets The maximum theoretical

Buildings (Chapter 7) SFO, in its definition of zero net energy, is striving to eliminate onsite combustion of natural gas, aligned with the definition adopted by third party zero net energy rating organizations (exempting emergency generators) As we reach for a Net Zero Energy campus, SFO’s buildings will need to produce their own energy, while minimizing their energy load through electric heating and cooling, as well as electric or inductive cooking strategies pursued in partnership with our tenants Further, the Airport may evaluate extending the central plant connections to more outlying buildings and, through heat recovery and other technologies, provide efficient and low-energy building conditioning

• Refrigerant Switching and Maintenance Improvements: 400 – 6,900 Tonnes

• SFO’s central plant and some of the packaged air units are showing signs of age and having a significant GHG emissions impact through refrigerant leaks A comprehensive program to limit the release of fugitive refrigerant gases is being implemented as discussed in Section 1 These emissions spiked from about 5% of SFO’s Scope 1 footprint to 24% in FY 2017 SFO will explore the use of next-generation refrigerants, which carry considerably lower GWP

• Upgrade the SFO Vehicle Fleet: 200 – 300 Tonnes

• Few fleet vehicles are currently hybrid or electric SFO has a goal to select battery-electric vehicles for at least 70% of its new light-duty fleet acquisitions Also, the City of San Francisco fleet of light-duty passenger vehicles (of which SFO has just under 100) must be zero-emission vehicles by 2022 Existing vehicles will need to be retired to see significant reduction in this Scope 1 source The remainder of fleet GHG emissions will depend on future availability of electric or alternative fuel models for heavier vehicles like trucks, vans, and


• Renew Efforts to Reduce Fuel Use and Increase Electric Vehicle Presence in Rental Car Fleets: 9,000 – 14,000 Tonnes

• In the past, SFO has partnered with rental car companies to subsidize the rental of more fuel efficient rental cars As noted earlier, the incentive program was discontinued in 2012 However, the rental of fuel efficient cars remains relatively high and SFO continues to collect regular rental car summary data Rental cars accounted for over 104,000 tonnes of GHG emissions in FY 2017 If “green” car transactions increased by 5-10% in each category of vehicles with over 40 miles per gallon (mpg) and between 30-40 mpg (from a fleet average of 20 mpg), emissions would be reduced by the range shown above With the increasing market penetration of electric vehicles and SFO’s planning efforts for zero-emission vehicle readiness, the feasibility of a program to promote the use of electric vehicles in rental car fleets at the airport deserves further consideration

• Sustainable Aviation Fuels Reducing Scope 3 Emissions: 6,000 – 7,200 Tonnes

• SFO will conduct a study of infrastructure needs to support SAF through delivery, storage, and aircraft fueling At a one percent blend rate, SAF could reduce aircraft GHG emissions from flights fueled at SFO by 97,000 tonnes including all flight activity (i e taxi, landing and takeoff, and climb/cruise/descend), roughly three and half times SFO’s direct GHG emissions (i e Scope 1) SAF is currently produced in very limited supply, and SFO is working with airline and industry partners to advance the development and production of SAF

• GSE Modernization and Electrification: 7,800 Tonnes

• SFO plans to install additional GSE charging infrastructure throughout the airfield, and the Terminal 1 Redevelopment Program will add charging at each gate Still, SFO does not own or operate the majority of GSE on the airfield, so those

capacity the airport can host is roughly 70 megawatts, which could produce roughly one-third of the Airport’s electricity needs However, of the area studied for the recent glint and glare analysis, a significant amount is either unavailable for development, on aging rooftops that are not ideal for installation, partially shaded, or north-facing with significant slope and cannot optimize solar output The feasibility study will refine the reasonable potential and expected output

• Lighting Efficiency Projects: A number of LED retrofit projects are either in progress as of this report release or are programmed for 2018:

• LED retrofit of the executive and administration offices (in progress)

• West Field Garage and West Field Road LED retrofits (summer 2018)

• High mast lighting LED retrofit (summer 2018)

Third-Party Emissions: Scope 3

• Mode Shifting for Short-Haul Flights: 122,000 Tonnes

• While the California High-Speed Rail (“HSR”) project will not be complete before SFO’s 2021 carbon neutral target is reached, additional Scope 3 carbon emissions reductions could come from shifting short-haul passenger travel to the Los Angeles basin to High Speed Rail, which is intended to be powered completely by zero-carbon electricity Currently the SFO-LAX route is served by approximately 43 flights per day each way across five airlines By 2035, over 2 8 million annual air passengers from SFO could shift from air travel to HSR, approximately 4% of overall passengers 11 The resulting CO2 emissions avoided are equivalent to taking nearly 26,000 cars off the road each year

11 Source: Bay Area Regional Airport System Plan Analysis Update, Memorandum Re: High-Speed Rail Scenario Passenger Diversion, 2010, adjusted for recent air traffic projections using 2017 data


is also partnering with SamTrans and BART to increase transit services such as SamTrans’ new Route SFO shuttle that will connect Millbrae and the Airport nonstop effective June 24, 2018, meeting all Caltrain trips Staff will continue employee commute education initiatives and help employees understand the full range of commute options Staff will also survey employees to understand the current mix of transportation modes they use and incorporate the results into future Scope 3 carbon footprint analysis Staff is also exploring improvements for employees who choose to commute to work by bicycle

• Green Business Program: 350-700+ Tonnes13

• As noted in Section 2 1, SFO is increasing tenant engagement in waste reduction, energy and materials use Tenants use 55% of SFO’s Scope 1 natural gas and independently purchase almost that same amount (roughly 327,000 therms in Scope 3; almost 659,000 therms used by tenants in total) Thus, the opportunities for tenant energy reduction are very significant The Green Business Program has several goals for the next year:

• Over 3,100 additional lighting retrofits;

• 546,210 gallons of water saved through aerators and other measures;

• 250 additional tons of diverted waste;

• Total employee training of 540 staff

We will continue to update the Carbon Neutral Strategy each year with progress on these initiatives, build out a more comprehensive list of initiatives with anticipated costs, project the GHG emissions reductions from those initiatives, and report on new efforts as they emerge It will take even greater concerted effort as we approach 2021 to realize carbon neutrality

owners will need to repower or replace equipment in order to fully realize the GHG reductions from this measure SFO is actively participating in state policy development for zero-emission GSE that may produce incentives to GSE owners We are working with our airline and other tenant partners on this effort The current GSE inventory is about 35% electric equipment, and could be extended to about 64% based on the current availability of electric models For example, wide-body pushback tractors, which typically run on diesel engines, are generally not available in electric models (there are none at SFO) Narrow-body pushbacks are available with electric motors; about 20% of those units at SFO are electric Belt loaders, for example, are widely available in electric models – representing over half the belt loaders at SFO

• Airtrain Eliminating the Need for Shuttle Bus Trips: 250 – 350 Tonnes

• The AirTrain will be extended to two long-term parking garages (one existing and one new) off San Bruno Avenue and is scheduled to begin service in the second half of 2019 This will reduce the number of regularly operating shuttle buses from 28 vehicles powered by landfill-derived CNG, to 6 plug-in electric buses to be acquired prior to completion of the extension, The CNG-fueled buses will be transitioned for use during emergency events (e g AirTrain outage) or peak traffic periods

• Enhance Employee Commute Options, Public Transit, and Carpooling: 70 Tonnes Per 5% Reduction in Single-Occupancy Vehicle Trips12

• Some employees use carpool matching services to get to work SFO is exploring a preferred carpool application provider to increase matching opportunities SFO

12 Assumes trips are shifted to carpool or public transit based on the modes specified in the 2016 employee commute survey

13 Range of GHG reduction for 10-20% reduction in natural gas use Lighting retrofits would result in significant energy and cost savings, but no GHG reductions due to zero carbon electricity supply


• Ceiling mounted radiant heating and cooling system for passenger comfort

• Regenerative energy elevators and energy efficient escalators and moving walkways

• There will also be a significant commissioning process at the end of construction to provide the needed time to verify the systems’ performance and to train the building engineers in the most efficient way to operate the facility The facility will be “heat recovery-ready” to enable the Terminal’s integration into a potential new Central Utility Plant All future capital projects will be similarly programmed

These projects will be completed in three phases between 2020 and 2022

GHG EMISSIONS OFFSETS (2.3.4)

SFO has focused on investing in projects or initiatives that yield direct GHG reductions from SFO operations The Airport is re-tooling our planning, design and construction processes to act sustainably and “achieve zero” as directed by our Five-Year Strategic Plan However, entirely eliminating GHG emissions from operations under our control presents a monumental challenge, especially by 2021 Historically, SFO has avoided the purchase of carbon credits or offsets, as a means of compensating for the SFO-controlled carbon footprint As we move toward carbon neutrality, and seek to attain the highest rating through the ACI Airport Carbon Accreditation program, SFO will need to develop a carbon offset strategy SFO has not sought to qualify any on-airport projects such as tree planting for certified carbon offsets Therefore, a market-based offset strategy may be necessary

Certified carbon offsets are available through a variety of vendors using a range of certification and verification protocols Costs range widely from less than $1 to more than $200 per metric ton, depending on the source of the credits (type of project and geographic location), and whether they are traded in compliance or voluntary markets California’s mandatory carbon credit clearing price

REDUCING NATURAL GAS CONSUMPTION (2.3.2)

There are four near-term strategies SFO can employ to address the carbon footprint of the Central Plant operations:

1) Improve efficiency of operations, difficult to achieve in an aging plant with no shelf-ready platforms for automation and optimization; plant engineers actively seek more efficient control settings and well understand the existing systems (e g better monitoring and adjustment of set points);

2) Reduce chiller energy use by supplementing with thermal energy storage;

3) Purchase a portion of plant energy from renewable sources (i e landfill gas similar to current practice for fleet fuels);

4) Purchase annual carbon offsets on the open market until suitable, carbon-neutral heating technologies (e g electric boilers and heat recovery chillers powered by the Airport’s zero carbon electricity source) can be installed to serve the Airport terminals The cost of carbon credits are discussed in following sections of this report

CASE STUDY: TERMINAL 1 REDEVELOPMENT PROGRAM (2.3.3)

Terminal 1 Center and Boarding Area B will have a low Energy Use Intensity (EUI) and be designed for Net Zero Energy readiness When solar photovoltaic generation is complete, the modeled EUI is 64 kBtu/sf/yr This will be a significant accomplishment in light of the 1 18 million square foot area serving 17 million passengers, 70% more than traveling through the previous Terminal 1 The projects will be certified to LEED v4 BD+C (Building Design and Construction) Gold level Design features will include:

• An Individual Container System (ICS) baggage handling system (BHS) that is about 50% more energy efficient than the conventional BHS

• Dynamic (electrochromic) glazing on the exterior façade


2.4 ConclusionSFO experienced record passenger growth in 2017, and projections for 2025 suggest another 18 percent growth That makes reaching zero carbon an even more challenging trajectory The Airport strives to serve passengers and tenants with greater levels of service while driving down overall energy and carbon impacts The Airport initiated or advanced several planning activities in FY 2017 that will shape the Airport’s energy impact and carbon footprint in the right direction; these include a Zero-emission Vehicle Readiness Plan, a Zero Waste Plan, a Master Utilities Infrastructure Study, and a Sustainability Strategy There were also significant challenges, such as a refrigerant leak in the Central Utility Plant, that helped SFO staff learn important lessons and take measures to improve future performance

As the Carbon Neutral Strategy evolves from the Climate Action Plan over the next year, SFO will report on projects that will drive carbon neutrality, align them with other Airport planning targets, illustrate the range of costs a carbon neutral future will entail, and provide transparency to gaps to cross in the Airport’s journey to Zero

CLIMATE ACTION PLAN STAFF CONTACT

Questions regarding this Plan may be directed to:

John Galloway, ENV SP Carbon Neutral Airport Program Manager San Francisco International Airport P O Box 8097 San Francisco, CA 94128 (650) 821-5019 john galloway@flysfo com

was around $15 per ton in the November 2017 cap-and-trade auction, having risen from $10-11 per ton in 2015 Voluntary offsets, even those that are independently certified, can cost as little as $2 per ton In jurisdictions with both voluntary and mandatory markets, voluntary market prices tend to be lower than compliance offset prices

The Airport Carbon Accreditation program requires any offsets used to achieve the highest Level 3+ certification to be independently certified by a third party according to specific criteria for additionality, permanence of carbon reductions, prevention of double-counting, and other factors The intent is to ensure that carbon offsets are achieving real and meaningful GHG emission reductions

With no additional reductions or additions to SFO’s annual carbon footprint, the cost to achieve carbon neutrality of SFO-controlled emissions for FY 2017 via the purchase of certified offsets on the open market could range between $85,000 (at $3/ton) and $423,000 (at $15/ton) per year at current GHG emission rates SFO has planned projects that would greatly reduce emissions in the long term, mainly through electrification using renewable energy However, those projects are not likely to yield the necessary reductions for carbon neutrality in 2021, so an offset strategy may be the most important near-term tool

In 2018 SFO began participating in The Good Traveler program to give our passengers a way to offset their air travel 14 The program was created by San Diego International Airport and is managed by the Rocky Mountain Institute and has enrolled the participation of several other North American airports The airport previously hosted carbon offset kiosks in the terminals, but found that separated kiosks were less successful than airline ticket point-of-sale methods

14 https://www thegoodtraveler org/

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