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SUSTAINABILITY IN AIR TRAVELGARDN'S CONTRIBUTION TO THE UNITED NATIONS SUSTAINABLE DEVELOPMENT GOALS

ISDG report

AUTHORS

MAÉ-LI GENDRONKATERYNA DERKACH ELVIRE AVALLE MALEK KACEM

DESIGN AND LAYOUT

CLEMENCE DREVON

IISDG report

TABLE OF CONTENTS

AUTHORS I

TABLE OF CONTENTS II

LIST OF TABLES AND FIGURES IV

LIST OF ACRONYMS AND ABBREVIATIONS V

PREFACE VII

1. INTRODUCTION 1

2. UNITED NATIONS SUSTAINABLE DEVELOPMENT GOALS (SDGs) FRAMEWORK 3

2.1 Presentation of the SDGs framework 4

2.2 SDGs in Canada 7

2.3 Limitations 7

3. GREEN AVIATION RESEARCH AND DEVELOPMENT NETWORK (GARDN) 8

3.1 A quick overview 9

3.2 Key numbers for GARDN II 11

4. GARDN’S CONTRIBUTION 13

4.1 An overview of GARDN’s projects 14

Mission and collaborative projects 14

Projects outcomes 15

4.2 R&D projects 18

Aircraft noise reduction 19

Electric glider 21

Environmentally focused aircraft configurations 23

Greening the aviation sector 25

Low-emissions technologies 28

Performance optimization 31

Sustainable Aviation Fuels (SAF) 34

IIISDG report

4.3 Other initiatives 37

National initiatives 37

Networking at events & visibility 41

International collaborations 43

5. RECOMMENDATIONS 45

5.1 Exploring existing and/or innovative areas 46

Expansion of projects on green technologies 46

Investment in electricity 46

5.2 Raising awareness on the impact of air travel 48

Sharing knowledge on climate change 48

Key partnerships with socially responsible companies and universities 48

5.3 Attracting diversified talents 50

Increasing women representation in aviation 50

Opportunities for students 50

6. CONCLUSION 52

7. ACKNOWLEDGEMENTS 53

8. REFERENCES 54

9. INDEX 57

10. CONTRIBUTION AS EMPLOYEES 61

What actions can be implemented? 62

Sustainable events practices 62

Work environment 62

IVSDG report

LIST OF TABLES AND FIGURES

Figure 1 – Environmental goals of the industry 2

Table 1 – United Nations 17 Sustainable Development Goals 5

Table 2 – Three research themes 10

Table 3 – Relevant SDGs for GARDN 16

Table 4 – Relevant SDGs for aircraft noise reduction 20

Table 5 – Relevant SDGs for electric glider 22

Table 6 – Relevant SDGs for environmentally focused aircraft configurations 24

Table 7 – Relevant SDGs for greening the aviation sector 26

Figure 2 – Plan-Do-Check-Act (PDCA) framework 26

Table 8 – Relevant SDGs for low-emissions technologies 29

Table 9 – Relevant SDGs for performance optimization 33

Table 10 – Relevant SDGs for sustainable aviation fuels projects 35

Figure 3 – 6 strategic areas for the SAF supply chain 37

Table 11 – Relevant SDGs for national initiatives 39

Table 12 – Relevant SDGs for networking at events and visibility 42

Table 13 – Relevant SDGs for international collaborations 44

Table 14 – Relevant SDGs for exploring new innovative areas 47

Table 15 – Relevant SDGs for raising awareness on the impact of air travel 49

Table 16 – Relevant SDGs for attracting young diversified talents 51

Table 17 – Summary table of GARDN II projects 57

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LIST OF ACRONYMS AND ABBREVIATIONS

AI: Artificial IntelligenceAM: Additive ManufacturingATAG: Air Transport Action GroupBC: British ColumbiaBL-NCE: Business-Led Networks of Centres of ExcellenceCAAFCER: Civil Aviation Alternate Fuel Contrail and Emissions ResearchCAAFI: Commercial Aviation Alternative Fuels InitiativeCARIC: Consortium for Aerospace Research and Innovation in CanadaCME: Canadian Manufacturers and ExportersCMQ: Centre de Métallurgie du QuébecCNG: Carbon Neutral GrowthCO: carbon monoxideCO2: carbon dioxide COP: Conference of the PartiesCTA: Centre de Technologies en AérospatialeCRIAQ: Consortium de Recherche et d’Innovation en Aérospatiale au Québec CRIBIQ: Consortium de Recherche et Innovations en Bioprocédés Industriels au QuébecCBSCI: Canada’s Biojet Supply Chain InitiativedB: decibelECCC: Environment and Climate Change CanadaÉTS: École de Technologie SupérieureFAS: Flight Advisory SystemFMS: Flight Management System GARDN: Green Aviation Research and Development NetworkGCNC: Global Compact Network CanadaGDP: Gross Domestic ProductGHG: greenhouse gasGSCM: Green Supply Chain ManagementHC: hydrocarbonHEFA: Hydrotreated Esters and Fatty AcidsHQP: Highly Qualified PersonnelIATA: International Air Transport AssociationICAO: International Civil Aviation OrganizationLTO: Landing and Take-Off

VISDG report

MoU: Memorandum of UnderstandingMRO: Maintenance Repair and OperationsNOX: nitrogen oxidesNM: nautical mileNRC: National Research Council CanadaNRCan: Natural Resources CanadanvPM: non-volatile Particulate MatterOEM: Original Equipment ManufacturerPDCA: Plan-Do-Check-ActPPP: Public-Private PartnershipPrepreg: Pre-impregnatedPWC: Pratt & Whitney CanadaR&D: Research and DevelopmentRSB: Roundtable on Sustainable BiomaterialsSAF: Sustainable Aviation FuelSAFI: Pan-Canadian Sustainable Aviation Fuel InitiativeSDG: Sustainable Development GoalSME: Small and Medium-sized EnterpriseSO2: sulphur dioxideSRS: Specific Range SolutionsUAV: Unmanned Aerial VehicleUN: United NationsUNFCCC: United Nations Framework Convention on Climate ChangeUTIAS: University of Toronto Institute for Aerospace Studies

VIISDG report

PREFACE

Air transport has become a usual means of transportation in our personal and professional lives. It is convenient and, in many cases, the only practical way to travel. But it leaves an environmental footprint. Significant work has gone into minimizing its environmental impact and significant progress has been made. The Canadian-designed C-Series or A-200 for instance has been designed specifically to reduce its footprint. It boasts as low as 2 liters per 100 km per passenger under normal operating conditions.

This being said, a lot of progress is still needed to achieve the ICAO target of reaching carbon neutral growth from 2020, despite the large increase in the number of passengers and hence air traffic. The ICAO initiative is part of a global movement to address sustainable development and climatic changes. For instance, the UN defined 17 Sustainable Development Goals (SDGs) and is closely monitoring progress to address them. Hence, reducing environmental impacts is only one of many aspects we should be addressing as an industry. Creating a broader conversation about sustainable future requires a specific consideration of other global challenges such as poverty, inequality, peace and justice. Those challenges are known to be interconnected and should all be part of a holistic approach for inspiring strong sustainability concepts for the future.

GARDN, the Green Aviation R&D Network, has been stood up in 2009 and received two consecutive five-year mandates to address the environmental challenges the aerospace is facing. It has been funded by the Federal Networks of Centres of Excellence (NCE) under the Business-led (BL) category. It focused its attention on three research themes: quiet, clean and sustainable air travel. The objective of this report is to assess how GARDN II (2014–2019), through its different R&D projects and other initiatives, has performed and how it could go beyond its accomplishments through a series of recommendations.

GARDN has contributed to ten out of the seventeen UN SDGs: in particular, through the improvements and innovations in green technologies (SDG 9), the reduction of air pollution and the improvement of the health of citizens (SDG 3) and building strong partnerships (SDG 17). One highlight is its work on alternative jet fuels through its own collaborative R&D activities and its partnership with NRCan for The Sky’s the Limit Challenge.

In the future, building on its solid foundation and its extensive network of partners, GARDN's impact could be even greater. It could develop further the most promising technologies to reduce environmental footprints namely SAF and the use of electric propulsion and other on-board systems. It could expand its role, on the social side, by promoting responsible behavior from institutions and public alike. Because of all the academic institutions in the network, it would be a powerful tool to attract talent to the industry to achieve the breakthroughs required.

VIIISDG report

The Global Compact Network Canada survey has clearly demonstrated the importance Canadians give to climate change. And it is, indeed, a Canadian priority. GARDN has gone above and beyond the call of duty to fulfill its mission. It has proven its merit throughout the years and should be the cornerstone of future efforts for sustainable aviation.

DENIS FAUBERT, PH.DCEO, Chief Executive OfficerConsortium for Aerospace Research and Innovation in Canada (CARIC)

INTRODUCTIONSUSTAINABLE DEVELOPMENT GOALS

1SDG report

In a fast-paced world, air travel has become a vital part of our daily lives because it provi-des crucial connectivity on a regional, national and international scale. By bringing together people, businesses and communities, global aviation broadens people’s leisure and cultural experiences, inherently improving quality of life. Air travel has accelerated globalization by enhancing the economic development of developing countries.

In today’s world, we can easily trade our goods. We can now discover other cultures by taking a one-way flight. Our families located abroad are only a few hours away. Travelling has become more than a luxurious leisure activity; it has become an integral part of our work and personal practices.

However, air travel does not come without environmental consequences. Indeed, aircraft engines emit heat, noise, particulate matter and gas (including sulphur dioxide (SO2), carbon monoxide (CO), carbon dioxide (CO2) and unburned hydrocarbons (HC)). In 2018, jet fuel consumption represented 359 billion litres used by commercial operators and 905 million tonnes of CO2 emitted by airlines (IATA, 2018).

GHG emissions and the public’s concerns for the environment are growing while the global demand for air travel is expected to double in 2036 compared to 2017 (IATA, 2017). Therefore, in an attempt to abate the effects of air travel on the environment, travellers worldwide are encouraged to fly less. A new movement called Flygskam (“flight shame” in Swedish) is now growing rapidly enough to push the aviation industry to accelerate its efforts to mitigate its negative impact on climate change.

AVIATION HAS BEEN THE FIRST INDUSTRY TO SET UP GOALS TO ADDRESS THE ENVIRONMENTAL IMPACTS OF ITS EMISSIONS (IATA, 2009):

An average annual improvement in fuel efficiency of 1,5% from 2009-2020

Halving net CO2 emissions by 2050, compared to 2005 levels

A cap on net aviation CO2 emissions at 2020 levels through a carbon neutral growth

1

3

2

1990

Source: ATAG 2010

GOAL 2: CNG2020

FIGURE 1: ENVIRONMENTAL GOALS OF THE INDUSTRY

SAVINGS ALREADY ACHIEVED

Emissions trajectory if we were still operating at the same efficiency levels as in 1990.

Through new technology, impro-ved operational measures and more efficient infrastructure, the industry has avoided 8.5 billion tonnes of CO2 since 1990.

Where emissions would be if efficiency did not improve from today.

With constant efficiency improvement through the pillars of technology, operations and infra-structures. (GOAL 1)

With gradual intro-duction of radical new technologies ans sustai-nable alternative fuels.

1995

2000

2005

2010

2015

2020

2025

2030

2035

2040

2045

2050

GOAL 3: -50%

2SDG report

The aviation’s transition to a Low Carbon Economy will increase energy efficiency by 15%, reduce petroleum consumption by 40% and increase the production of renewable energies by 25% (ICAO, 2017).

For the past years, many organizations, including the Green Aviation Research and Development Network (GARDN), have contributed in different ways to decrease the environmental footprint of air travel. By encouraging partnerships and funding collaborative projects on green technologies, GARDN has also simultaneously tackled several United Nations Sustainable Development Goals (UN SDGs).

Upon the closure of the Business-Led Networks of Centres of Excellence (BL-NCE) research program, GARDN would like to assess its contribution, during its second mandate (2014–2019), to the global framework of sustainable development. By analyzing the impact of GARDN II projects, as well as the impact of other activities, this report will highlight GARDN’s contribution to the SDGs and identify opportunities for improvement.

The first part of the report provides an overview of the UN SDGs framework. This is followed by a brief introduction of GARDN in order to better understand its mission and objectives. The next section, the analysis and the core of the report, is divided in two parts: R&D projects and other initiatives. The SDGs are used to highlight GARDN II projects and activities’ contribution to sustainable development. The final section of the report offers recommendations in order to help GARDN increase its contribution to the SDGs in its future activities.

This report is not a formal statement made by GARDN and does not tackle some worldwide challenges in sustainability. Some of the global challenges defined by the UN, such as poverty or famine, are not addressed in this report as they do not relate to GARDN's core mission.

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The recommendations mentioned below are based on opinions and shouldn’t be taken as facts.

PRESENTATION OF THE SDGs FRAMEWORK ........................................ 4SDGs IN CANADA ................................. 7LIMITATIONS ........................................ 7

UNITED NATIONS SUSTAINABLE DEVELOPMENT GOALS FRAMEWORK

2.

2. UN SDGs FRAMEWORK2.1 PRESENTATION OF THE SDGs FRAMEWORK

4UN SDGs FRAMEWORK

To analyze GARDN’s contribution to sustainable development, we have chosen the UN SDGs framework (Table 1). This framework was first proposed by Colombia in 2012 at the United Nations Conference on Sustainable Development in Rio de Janeiro. The SDGs have been designed to produce a set of universal goals that meet the world’s urgent environmental, political and economic challenges, such as climate change, poverty, hunger and inequalities. In short, they aim to improve quality of life for future generations.

Since the SDGs cover issues that affect us all, everyone is needed to reach them. However, economic development being at different stages from one country to another, developing countries (such as Niger or Laos) remain behind wealthier ones. Therefore, “countries have committed to fast-track progress for those furthest behind first.” (UN, 2019). In this context, as a wealthy country, Canada should lead by example by integrating sustainability in its cultural habits. Canadians should also support developing countries in their progression towards the achievement of these goals.

The SDGs were officially adopted by all members of the UN, through the Agenda 2030, in 2015 to enhance social development, economic growth and environmental impacts mitigation (UN, 2019). Each SDG has targets and indicators to help organizations achieve these goals. In total, 169 targets and 232 indicators are determined.

The adoption of the SDGs by the UN coincided with another agreement reached in 2015 at the COP21 Paris Climate Conference (UN, 2019). The Sendai Framework for Disaster Risk Reduction signed in Japan and the agreement reached in Paris provide a set of common standards and targets to reduce carbon emissions and to manage the risk of climate change and natural disasters (Hulme, 2015). These agreements reinforce the importance of achieving the SDGs for countries.

In fact, at the COP24 in 2018, countries were obligated to report on 230 or more indicators (from the Agenda 2030) and to apply a significant subset of statistics covered under the United Nations Framework Convention on Climate Change (UNFCCC - Tubellio, 2018). Therefore, the SDGs framework has become a vital tool to ensure that every country uses the same statistics for climate reporting.

CLEAN WATER AND

SANITATIONEnsure availability

and sustainable management of water and

sanitation for all

AFFORDABLE AND CLEAN

ENERGYEnsure access to

affordable, reliable, sustainable and

modern energy for all

DECENT WORK AND ECONOMIC

GROWTHPromote sustained,

inclusive and sustainable econo-

mic growth, full and productive

employment for all

INDUSTRY, INNOVATION

AND INFRA-STRUCTURE

Build resilient infrastructure,

promote inclusive and sustainable

industrialisation and foster innovation

REDUCED INEQUALITIESReduce inequality

within and among countries

NO POVERTYEnd poverty in all its

forms everywhere

ZERO HUNGEREnd hunger, achieve

food security and im-proved nutrition and promote sustainable

agriculture

GOOD HEALTH AND

WELL-BEINGEnsure healthy lives

and promote well-being for all

at all ages

QUALITY EDUCATION

Ensure inclusive and equitable quality

education and promote lifelong

learning opportunities for all

GENDER EQUALITY

Achieve gender equality and em-power all women

and girls

Table 1 – United Nations 17 Sustainable Development Goals

5UN SDGs FRAMEWORK

PEACE, JUSTICE AND STRONG

INSTITUTIONSPromote peace-ful and inclusive

societies for sustai-nable development,

provide access to justice for all and

build effective, accountable and

inclusive institutions at all levels

PARTNERSHIPS FOR THE GOALS

Strengthen the means of im-

plementation and revitalise the global

partnership for sustainable

development

SUSTAINABLE CITIES AND

COMMUNITIESMake cities and

human settlements inclusive, safe, resi-

lient and sustainable

RESPONSIBLE CONSUMPTION

AND PRODUCTION

Ensure sustainable consumption and

production patterns

CLIMATE ACTION

Take urgent action to combat climate

change and its impacts

LIFE BELOW WATER

Conserve and sustainably use the

oceans, seas and marine resources

for sustainable development

LIFE ON LANDProtect, restore and

promote sustainable use of terrestrial

ecosystems, sustainably manage

forests, combat desertification, and

halt and reverse land degradation and halt

biodiversity loss

6UN SDGs FRAMEWORK

United nations.org

2.2 SDGs IN CANADA

2.3 LIMITATIONS

7UN SDGs FRAMEWORK

To support the implementation of the SDGs in Canada, the Global Compact Network Canada (GCNC) facilitates and creates opportunities to learn and exchange about corporate sustainability. The network encourages multi-stakeholder collaborations. Each year, the GCNC conducts a survey to understand the perspectives of Canadians and their organizations regarding the UN SDGs.

In 2019, the survey received 505 responses compared to 426 in 2018, 134 in 2017 and 50 in 2016 (Bernardino, 2019). This yearly increase in responses denotes a growing awareness of the importance of using the SDGs framework. More Canadian organizations acknowledge sustainability development and the urgent need to mitigate climate change. SDG 13 (climate action) has been identified as one of the top five priorities.

The SDGs were built to analyze a country’s contribution to sustainable development. Therefore, even if the framework can be used by organizations, it has a globalized perspective. An organization using the SDGs framework can have difficulties linking its operations with the targets originally designed for a country.

Another limitation of this report is that GARDN alone, cannot contribute to every goal under the SDGs

framework. Even if we may have a tiny impact on some, they will not be included in our analysis because the links are too far stretched to be considered relevant. Because GARDN’s mission is related to the mitigation of climate change in the aerospace industry, we can acknowledge our lack of contribution to these following SDGs: 1, 2, 6, 10, 14, 15 and 16.

A QUICK OVERVIEW ........................... 9KEY NUMBERS FOR GARDN II ............ 11

GREEN AVIATION RESEARCH AND DEVELOPMENT NETWORK (GARDN)

3.

9GARDN

3. GREEN AVIATION RESEARCH AND DEVELOPMENT NETWORK (GARDN)3.1 A QUICK OVERVIEW

Founded in 2009, GARDN is a Canadian non-profit organization funded by the federal government and the aerospace industry. The latter includes aircraft, engines and avionics systems developed in Canada.

GARDN’s mission is to help support and increase Canada’s competitiveness in the aerospace industry by reducing its environmental footprint. To date, the network has had two mandates of five years (2009–2014 and 2014–2019). The mandates were supported financially by the BL-NCE and consisted of the funding

of collaborative research and development (R&D) projects. In addition to these two mandates funded by the BL-NCE, the federal government has funded other activities (e.g. SAF white paper) related to sustainable aviation fuels (SAF).

During its second mandate, GARDN, made of 52 members, has funded more than 19 R&D projects, coordinated by a team of six employees.

+ Creativity and innovation in the development of greener aviation technology

+ Collaboration between different-sized companies in the supply chain

+ Funding in research institutions to train qualified personnel

THE COLLABORATIVE PROJECTS FACILITATED

10GARDN

Clean

Aircraft design and optimiza-tion to reduce fuel burn and CO2 emissions

Advanced engine combustor concepts to reduce fuel burn, NOX and particulate matter

Sustainable aviation fuels (SAF)

Optimized navigation and avionics

Quiet

Aircraft noise (airframe landing gear)

Engine (propeller, turbomachinery)

Community noise

Cabin noise

Sustainable

Product end-of-life

Green manufacturing and maintenance repair and operations (MRO)

Material of concern

Recycling

Table 2 – Three research themes

GARDN has focused on the development of green technologies and procedures on three research themes: quiet, clean and sustainable.

GARDN created an interactive map that showcases how Canadian technologies developed through its 19 projects could positively impact the environment.

Visit the interactive map on GARDN.org

11GARDN

3.2 KEY NUMBERS FOR GARDN II

19

52

87%

13%

11

37

$26M11

28

16

4

417

R&D projects

members in the network

men participating in projects

of women and

policies

processes

Portfolio value of

millionprojects were

led by SMEs

companies, including

research centres, colleges and universities

federal departments and agencies

international organizations

SMEs

12GARDN

24

115

3847

70

68

27

420

14

patent applications filed

invitations as guest speakers at conferences and congresses with business, user sector

jobs created

prototypes developed

publications

jobs maintained

brokered negotiations

HQPs

technology standards

89 studentsincluding

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4.1 AN OVERVIEW OF GARDN’S PROJECTS ............... 14MISSION AND COLLABORATIVE PROJECTS .........14PROJECTS OUTCOMES ........................................15

4.2 R&D PROJECTS ................................................... 18AIRCRAFT NOISE REDUCTION .............................19ELECTRIC GLIDER ...............................................21ENVIRONMENTALLY FOCUSED AIRCRAFT CONFIGURATIONS ..............................................23GREENING THE AVIATION SECTOR .....................25LOW-EMISSIONS TECHNOLOGIES ......................28PERFORMANCE OPTIMIZATION ..........................31SUSTAINABLE AVIATION FUELS (SAF) .................34

4.3 OTHER INITIATIVES ........................................... 37NATIONAL INITIATIVES .......................................37NETWORKING AT EVENTS & VISIBILITY ..............41INTERNATIONAL COLLABORATIONS ..................43

GARDN'S CONTRIBUTION

4.

14GARDN’S CONTRIBUTION

4. GARDN'S CONTRIBUTION

4.1 AN OVERVIEW OF GARDN’S PROJECTS MISSION AND COLLABORATIVE PROJECTS

In this section, we answer the following question: how does GARDN generally contribute to the SDGs? Then, we review our mission, objectives and key numbers to highlight our impact on sustainable development. In the next part of the analysis, we separate GARDN II activities in two parts to better analyze their contribution to the SDGs: (1) R&D projects and (2) Other initiatives. Our analysis process consists of describing GARDN’s mission or projects/activities and linking them directly to the appropriate SDGs (related targets and indicators are written throughout the text).

As of 2019, the network gathers 52 members who share knowledge, expertise, financial and technological resources (Target 17.16). From 2014 to 2019, 87% of GARDN’s projects participants were men and 13% were women, reflecting the aerospace industry’s tendency to employ mostly men (69,8% of men and 30,2% of women according to Canadian Council for Aviation & Aerospace (CCAA), 2018, p.37).

To develop its projects, GARDN relies on strong partnerships between multinationals, small and medium-sized enterprises (SMEs), large companies, Original equipment manufacturers (OEMs), universities, research centres and federal government institutions. By provinding funding and technological tools to organizations with less ressources, GARDN helps them acquire enough knowledge and expertise to adopt sustainable practices in their day-to-day operations (Target 4.7).

GARDN’s mission raises awareness on climate change mitigation and impact reduction (Target 13.3). Many GARDN II collaborative projects are aiming to improve aircraft technologies and reducing noise and GHG emissions. GARDN has advanced scientific research on aircraft noise reduction, but also on environmentally focused aircraft configurations, low-emissions technologies and other areas (Target 9.5). Furthermore, GARDN collaborative projects have enhanced environmental technological capabilities of the aerospace sector by increasing the R&D expenditure ($26 million funded) to finance a larger number of researchers (Indicators 9.5.1 and 9.5.2).


PROJECTS OUTCOMES

Among the concrete outcomes of GARDN’s projects, there were 47 prototypes and 27 brokered negotiations (Target 9.5). The negotiations resulted in new products (or tests) and businesses, enhancing entrepreneurship and fostering innovation. They advanced technical capabilities and opened new research avenues.

In their projects, members have involved 420 highly qualified personnel (HQP), including 89 students. These students had an opportunity to work on innovative researches. The network encourages the professional development of Canada's youth by providing an opportunity for students, from undergraduates to doctorates, to gain useful experience for the labour market. During their contributions to GARDN’s projects, young students also acquired relevant skills (specifically technical) in green technologies that could lead to more entrepreneurship within the industry (Target 4.4). GARDN II projects involved data analysis, tests and experimentations in labs, writing reports and guides to communicate their findings.

Furthermore, 11 policies were developed (Target 17.14) to enhance policy coherence for sustainable development and to encourage companies to integrate sustainability into their reporting cycle (Target 12.6). Some policies aimed to respond to standards (e.g. Conform to the Federal Clean Fuel Standard and BC’s low carbon fuel requirement regulation) or to understand low carbon aviation options. Others have tackled the application of guidelines for all new landing gears design.

37 processes were developed, including a process to provide green supply chain management (GSCM) guidelines to OEMs and tier one suppliers. This initiative has ensured that all stakeholders have the relevant information and awareness to integrate ecodesign and environmental thinking into supply chain management (Target 12.8). GSCM aims “to eliminate or minimize waste of resources (energy and materials) and negative environmental impacts (air, water and land pollution) through all phases of a product’s life cycle” (Groupe AGECO, 2019, p.9). Therefore, this process can influence consumers and producers to use resources more efficiently (Target 12.2).


Finally, 70 publications were released during GARDN II’s mandate (Target 4.7). These publications ensured that all stakeholders acquire the knowledge and skills to promote and work on green technologies. They increased awareness about sustainability, green technologies (e.g. New Adaptive Algorithm Development for Monitoring Aircraft Performance and Improving FMS Predictions) and SAF. The general public is not always aware that green technologies are developed in the aerospace industry. Therefore, these publications educate the entire supply chain to the green alternatives developed in the aviation sector.

TARGETS

9.5. — Enhance scientific research, upgrade the technological capabilities of industrial sectors in all countries, in particular developing countries, including, by 2030, encouraging innovation and substantially increasing the number of research and development workers per 1 million people and public and private research and development spending.

TARGETS

3.9. — By 2030, substantially reduce the number of deaths and illnesses from hazardous chemicals and air, water and soil pollution and contamination.

TARGETS

4.4. — By 2030, substantially increase the number of youth and adults who have relevant skills, including technical and vocational skills, for employment, decent jobs and entrepreneurship.

4.7. — By 2030, ensure that all learners acquire the knowledge and skills needed to promote sustainable development, including, among others, through education for sustainable development and sustainable lifestyles, human rights, gender equality, promotion of a culture of peace and non-violence, global citizenship and appreciation of cultural diversity and of culture’s contribution to sustainable development.

9.5.1. — Research and development expenditure as a proportion of GDP.

9.5.2. — Researchers (in full-time equivalent) per million inhabitants.

GOOD HEALTH AND WELL-BEING

3 9

QUALITY EDUCATION

INDUSTRY, INNOVATION AND INFRASTRUCTURE

INDICATORS

Table 3 – Relevant SDGs for GARDN

4


TARGETS

12.2. — By 2030, achieve the sustainable management and efficient use of natural resources.

12.4. — By 2020, achieve the environmentally sound management of chemicals and all wastes throughout their life cycle, in accordance with agreed international frameworks, and significantly reduce their release to air, water and soil in order to minimize their adverse impacts on human health and the environment.

12.6. — Encourage companies, especially large and transnational companies, to adopt sustainable practices and to integrate sustainability information into their reporting cycle.

Table 2 – Relevant SDGs for GARDN

TARGETS

13.3. — Improve education, awareness-raising and human and institutional capacity on climate change mitigation, adaptation, impact reduction and early warning.

TARGETS

17.14. — Enhance policy coherence for sustainable development.

17.16. — Enhance the global partnership for sustainable development, complemented by multi-stakeholder partnerships that mobilize and share knowledge, expertise, technology and financial resources, to support the achievement of the sustainable development goals in all countries, in particular developing countries.

12.6.1. — Number of companies publishing sustainability reports.

CLIMATE ACTION

RESPONSIBLE CONSUMPTION AND PRODUCTION


INDICATORS

TARGETS

12.8. — By 2030, ensure that people everywhere have the relevant information and awareness for sustainable development and lifestyles in harmony with nature.

13 1712


This section highlights GARDN’s contribution to the SDGs through the BL-NCE program, more specifically through GARDN II PROJECTS’ OBJECTIVES AND RESULTS (or progress if the project is still ongoing). The research projects were grouped by clusters to avoid redundancy since many projects tackle the same SDGs. For example, all projects aiming to reduce aircraft noise are put in one cluster entitled 'aircraft noise reduction'.

4.2 R&D PROJECTS

SEVEN CLUSTERS WERE DEFINED:

1

5

7

2

34

6

Aircraft noise reduction

Environmentally focused aircraft configuration

Low-emissions technologies

Sustainable aviation fuels

Electric glider

Greening the aviation sector

Performance optimization


Aircraft noise reduction is a key component in ensuring good health and well-being of Canadians. According to Health Canada, people who live near an airport are more at risk to develop hypertension and heart disease (Basner et al., 2017; Government of Canada, 2019; Wolfe et al., 2014). They tend to release more stress hormones when they hear uncontrollable noises, which elevates their blood pressure and increases their heart rate. In accordance with these risks, in 1971, the industry has put noise certification limits for aircraft manufacturers and airport noise limitations (Wolfe et al., 2014). By reducing sound pollution (SDG 3), these GARDN II specific projects(BA-22 and PWC-22) have the potential to contribute, when commercialized, to improve the health and well-being of the citizens leaving near an airport.

BA-22 and PWC-22 were two collaborative research projects aiming to enhance innovation by improving technologies in the aviation industry (Target 9.5). More accurately, they involved leveraging new technologies, developing new design methodology and maturing concepts in support of low-noise business and commercial aircraft.

In BA-22—AIRFRAME NOISE REDUCTION FOR BUSINESS AND COMMERCIAL AIRCRAFT, Bombardier Aviation worked with National Research Council, Canada’s largest federal R&D organization (NRC, 2019) and Héroux-Devtek. Their collaboration aimed to model and analyze data collected at the NRC wind tunnel test. During this project, partners aimed to find new innovative approaches to reduce airframe noises, working on high lift, landing gear and material development for noise reduction. Airframe optimization performed in this project can help achieve a 31% reduction in the noise exposure area. Further optimization can further reduce the area. Similarly, in the ongoing project PWC-22—NOISE REDUCTION FOR THE NEXT GENERATION REGIONAL TURBOPROP, Pratt & Whitney Canada (PWC) has worked closely with Mecanum, Carleton University and University of Sherbrooke to leverage a complete low-technology suite. They have attempted to address the

current need for the improvement of turboprop noise reduction technology. Based on current progress, the engine optimization can help achieve a 5-dB reduction at landing. So far, they have integrated powerplant noise reduction, worked on a low noise propeller design, advanced duct and liner technology, and also ensured that low noise engine demonstrators procure a full-scale in let duct acoustics.

PWC-22 is still ongoing, but the project has produced over 13 published papers and presentations in international conferences, covering noise reduction (Target 4.7). PWC-22 has ensured that members of the aviation sector possess the knowledge to promote the benefits of aircraft noise reduction, to develop more efficient technologies and to advance research on this specific topic.

4.2 R&D PROJECTS AIRCRAFT NOISE REDUCTION

BA-22—Airframe noise reduction for business and commercial aircraft

PWC-22—Noise reduction for the next generation regional turboprop

QUIET

QUIET


TARGETS


TARGETS


TARGETS


Table 4 – Relevant SDGs for Aircraft noise reduction

QUALITY EDUCATION



4 9 17

Ensure healthy lives and promote well-being for all at all ages.


3


One of the most promising solutions to tackle the aerospace industry’s growing contribution to GHG emissions is electricity. Engineers and researchers are working on the replacement of combustion engines by electric motors. In the long run, electricity produced from renewable energy could minimize our impact on the environment by reducing GHG emissions. This howe-ver is not yet possible for long distance aircraft, as these electric aircraft require a larger con-sumption of energy compared to conventional aircraft due to their heavier total mass.

Although electricity is a limited solution, many projects on electrification, involving hybrid solutions (e.g. Partial electrification of an aircraft), can still be conducted. Because the distributed electric propulsion has the potential to be one of the biggest technology developments in aviation, research projects, like OPT-21, are fundamental to advance technical capabilities in electric and hybrid alternatives and provide a greener solution to propel airplanes.

OPT-21 was led by the consulting firm Optis Engineering and involved a partnership with the University of Sherbrooke and Air Cadet. This collaboration involved the greatest number of students (8) in a GARDN project. In this sense, OPT-21 became a learning opportunity because it ensured that the students acquired knowledge and expertise in electric alternatives in the aerospace industry. During this collaboration, Optis Engineering and its two partners joined forces to demonstrate that electric propulsion is feasible and viable to support glider launch operations. They proved the feasibility of retrofitting a certified glider with an electric propulsion system for self-launch capabilities (Target 9.5). OPT-21 brought a complete new innovative pathway in the sector by developing the Canadians’ expertise in electric propulsion for general aviation-sized aircraft.

The project achieved a thorough understanding of the certification process of electric propulsion for gliders in Canada and highlighted the challenges of such a procedure.

Like BA-22 and PWC-22, OPT-21 also could have a positive impact on health and well-being of the Canadian population. This project demonstrated the potential noise reduction to use an electric powertrain in comparison with conventional internal combustion engine. Hybrid electric airliners have the potential to cut noise and emissions (Target 3.9), effectively improving the health and well-being of the population living near airports.

4.2 R&D PROJECTS ELECTRIC GLIDER

OPT-21—Development of an electric propulsion system to convert gliders for self-launch operations to reduce the environmental footprintDownload the report

SUSTAINABLE CLEAN QUIET


TARGETS


TARGETS


TARGETS


Table 5 – Relevant SDGs for Electric glider




39 17


In order to reduce aircraft emissions, engine-ers and designers are trying to minimize the environmental impact of future airplanes. By optimizing the design of aircraft configu-rations and allowing them to be more envi-ronmentally focused with a reduction of CO2 and NOX emissions, GARDN II projects (BA-21, BA-23 and NU-21) have the potential to alle-viate carbon concentration and consequently climate change.

These projects are important to the aerospace industry because they are improving the industry’s technological capabilities (Target 9.5). In other words, they advance scientific research in aviation by introducing green technologies and new aircraft designs. They facilitate the access to clean energy and technologies (Target 7.A) and they enhance cooperation between global players (e.g. Bombardier Aviation) and local institutions (e.g. UTIAS).

In the project BA-21—EXPERIMENTAL VALIDATION OF INNOVATIVE ENVIRONMENTALLY FOCUSED AIRCRAFT CONFIGURATIONS, Bombardier Aviation worked with NRC and University of Toronto Institute for Aerospace Studies (UTIAS) to develop a novel aircraft concept tested in a wind tunnel. In BA-21, wind tunnel data were compared with computational fluid dynamics predictions to validate and confirm them. Since their project had the potential to decrease CO2 emissions by 15–20%, the stakeholders proposed a project extension (BA-23—EXPERIMENTAL VALIDATION OF INNOVATIVE ENVIRONMENTALLY FOCUSED AIRCRAFT CONFIGURATIONS - EXTENSION FOR NOISE MEASUREMENTS). During this second project (BA-23), the team (Bombardier Aviation, NRC, Mecanum and University of Sherbrooke) developed a miniature monopole source that has been validated by the National Research Council's anechoic testing capabilities. The project team has improved their semi-empirical methods for conventional and unconventional aircraft.

Further work (beyond GARDN) is planned for a better understanding and modeling of the benefits of unconventional configuration on noise propagation.

In accordance with their emissions reduction and noise objectives, BA-21 and BA-23 can have a significant impact on the health and well-being of citizens living near an airport (SDG 3). Novel airframe configuration design work will help Canadian aerospace manufacturers comply with international regulation on aircraft noise and promote the sector's competitiveness. Work is still in progress to further refine the modeling of noise reduction due to novel configurations. Airframe optimization can help achieve a 50% reduction in population exposure area.

To complement these projects led by Bombardier Aviation, the project NU-21—ENERGY EFFICIENT AIRCRAFT CONFIGURATIONS AND CONCEPTS OF OPERATION investigated novel air vehicle configurations and advanced noise reduction techniques. Nebula, specialised in unmanned aerial vehicle (UAV) systems, led its partnership with Camosun College, Harwood Custom Composites and University of Victoria. NU-21 resulted in a fuel consumption reduction (Target 3.9) caused by the improvement of the engine, which became smaller and more efficient. By enabling cleaner and quieter UAV operations and air transportation, NU-21 also has the potential to improve the health of people living near an airport.

4.2 R&D PROJECTS ENVIRONMENTALLY FOCUSED AIRCRAFT CONFIGURATIONS

BA-21—Experimental validation of innovative environmentally focused aircraft configurations

NU-21—Energy efficient aircraft configurations and concepts of operation

BA-23—Experimental validation of innovative environmentally focused aircraft configurations - Extension for

noise measurementsCLEAN

CLEAN

QUIET



TARGETS

7.A. — By 2030, enhance international coopera-tion to facilitate access to clean energy research and technology, inclu-ding renewable energy, energy efficiency and advanced and cleaner fossil-fuel technology, and promote investment in energy infrastructure and clean energy tech-nology.

TARGETS


Table 6 – Relevant SDGs for Environmentally focused aircraft configurations


AFFORDABLE AND CLEAN ENERGY


TARGETS





INDICATORS

3 7 9 17

TARGETS



Throughout their life cycle, during raw mate-rial extraction, part manufacturing, assembly, use and end of life, aircraft have an important impact on the environment. As demand for air travel is expected to significantly grow in the next few years, manufacturers in the aerospa-ce industry must eliminate or minimize their waste of resources and their negative impacts (such as air pollution) through all their products' life cycle. In order to educate all stakeholders from the aviation supply chain (from producers to end users) and encourage them to adopt more sustainable practices in their operations, guides are written and published in the commu-nity. Funding in R&D facilitates the writing of these guides and reports. In this regard, GARDN plays a key role in the greening of the aerospace supply chain in Canada through its projects BC-21 and QC-21.

The results of BC-21, the reduction of waste costs, and of QC-21, a framework on Green supply chain management (GSCM), facilitate access to clean technologies (Target 7.A) through partnerships with global players (e.g. Boeing or Bombardier Aviation). QC-21 and BC-21 have contributed to provide more affordable clean energy. These projects have proposed an upgraded and greener aerospace supply chain, making the industry more sustainable (Target 9.4). As a result of QC-21, the first framework on green supply chain management for the aerospace sector was developed.

In BC-21—REUSE OF UNCURED AEROSPACE PRE-IMPREGNATED COMPOSITE MATERIALS IN COMMERCIAL APPLICATIONS, Boeing (project leader), Convergent, the University of British Columbia and Composites Innovation Centre (CIC) are still trying to further the knowledge, experience and capability to reuse uncured aerospace pre-impregnated (prepreg) composite materials (Target 9.5). So far, they have developed many innovations: processes that could be used for non-structural components, a potential commercial use for typical waste products from aerospace composites and a potential low-cost competitor to prepreg products. These innovations have the potential to significantly reduce waste costs for composite producers and increase material utilization (Target 12.2). BC-21 could help

producers pay more attention to air quality and wastemanagement in their reporting cycle, enabling them to use natural resources and feedstocks more efficiently.

QC-21—GREENING THE AEROSPACE SUPPLY CHAIN addressed every stakeholder of the aerospace supply chain. In this project, Groupe AGECO (project leader), Bombardier Aviation, Bell Helicopter, Polytechnique Montréal (CIRAIG), PWC and Canadian Manufacturers and Exporters (CME) aimed to define technologies, green specifications and a supply chain management framework. The initiative had an educational purpose (Target 4.7): to bring awareness to the aerospace industry to green technologies (Target 12.8). The members of this project have shared knowledge on green and sustainable practices regarding sourcing, design and manufacturing with the industry and how they can generate benefits beyond their walls with green sourcing and green design strategies.

During QC-21, the team successfully conducted a survey on the state of the green practices in the Canadian aerospace. The survey assessed the current knowledge of the community on green technologies. By identifying opportunities1 for Green Procurement for Congress USA

4.2 R&D PROJECTS GREENING THE AVIATION SECTOR

BC-21—Reuse of uncured aerospace pre-impregnated composite materials in commercial applications

QC-21—Greening the aerospace supply chain

Download the report

1 Opportunities: (1) Increase in environmental regulations, (2) Cost savings and (3) Reputational risks

SUSTAINABLE

SUSTAINABLE


TARGET


Table 7 – Relevant SDGs for Greening the aviation sector

QUALITY EDUCATION

specifications and Bombardier Aviation Transportation’s Design for Environment, the team members from QC-21 produced a business and best practices guide aiming to support companies in adopting more sustainable sourcing, design and manufacturing (Target 12.6) in their operations. The guidelines have pinpointed the importance of the compliance to environmental regulation in the aviation sector to mitigate reputational and business risks (Target 17.14). For example, the authors recommended companies to use relevant sustainability assessment and data management tools to address issues such as transparency, traceability, compliance and reporting. They also advised manufacturers to address, with their suppliers, the impacts, risks and opportunities related to these themes: climate change, natural resources, emissions, energy and waste (Thales Sustainable Procurement Guide, 2017).

The QC-21 team suggested the application of the Plan-Do-Check-Act (PDCA) framework to implement the GSCM:

TARGETS



Plan

(1–Plan) Identify market demand for green products and practices and prioritize actions

(4–Act) Make adjustments to improve GSCM and deploy

(3–Check) Measure and assess outcomes

(2–Do) Take action on sourcing, design and manufacturing in a pilot project

Check

Do

Act

P

PDCA

DCA

FIGURE 2: PLAN-DO-CHECK-ACT (PDCA) FRAMEWORK

4 7


TARGETS



TARGETS


12.4. — By 2020, achieve the environmentally sound management of chemicals and all wastes throughout their life cycle, in accordance with agreed international frameworks, and significantly reduce their release to air, water and soil in order to minimize their adverse impacts on human health and the environment.


TARGETS

9.4. — By 2030, upgrade infrastructure and retrofit industries to make them sustainable, with increased resource-use efficiency and greater adoption of clean and environmentally sound technologies and industrial processes, with all countries taking action in accordance with their respective capabilities.






Table 7 – Relevant SDGs for Greening the aviation sector

12179


In the aerospace industry, manufacturers invested significant resources to develop tech-nologies aiming to reduce NOX and particulate matter emissions for gas turbine engines. Through their projects on low-emissions technologies, these manufacturers have the poten-tial to increase knowledge on NOX and particulate matter, which would constitute a major advancement in environmental research in the aviation sector. NOX have negative effects on the environment: “at a regional level, nitrogen oxides (NOX ) and unburned hydrocarbon emissions from aircraft engines contribute to the formation of ozone.” (Transportation Rese-arch Board and National Research Council, 2003). In fact, the ozone formed by NOX emitted at high altitudes can lead to additional warming. Besides CO2 and water vapor, NOX emis-sions have the most impact on the environment.

However, the magnitude of the NOX emissions remains uncertain and needs to be further explored in research. Projects like PWC-23 and PWC-25 (two ongoing projects), measuring the effects of NOX and particulate matter, are crucial to better understand the impact of aircraft emissions and to provide a better guide to technology development. Current data on aircraft emissions of particulate matter are sparse and of questionable quality (Transportation Research Board and National Research Council, 2003), highlighting the relevance of the PWC projects in the development of a standardized method for measuring emissions of particulate matter.

In the long run, PWC-23—NEXT GENERATION COMBUSTOR FOR SMALL GAS TURBINE ENGINES and PWC-25—AERO GAS TURBINE ENGINE EXHAUST NON-VOLATILE PARTICULATE MATTER (NVPM) EMISSIONS BASELINE MEASUREMENT AND MODELLING could reduce GHG emissions, with an estimated 70% nvPM reduction potential for gas turbine engines in the Landing and Take-Off (LTO) cycle, thus mitigating climate change (SDG 13). They have the potential to improve the health and well-being of the population by improving air quality and

reducing air pollution (Target 3.9). It has indeed been proven that non-volatile particulate matter (nvPM) emissions induce stress in bronchial cells (Jonsdottir et al., 2019): “such small particles deposit with high efficiency in the entire respiratory tract and are supposedly more toxic than larger ones.”

Therefore, nvPM are likely to increase the chances of someone to develop respiratory issues. By conducting projects that reduce the level of nvPM, PWC could possibly decrease the annual mean levels of fine particulate matter in cities (Indicator 11.6.2).

PWC has partnered with universities and industrial companies, to launch its two projects PWC-23 and PWC-25. These projects gave the aerospace sector access to new technologies, such as low-emissions combustors and design system for lowering nvPM. The introduction of new technology encourages other companies to invest in clean energy: competitors understand that consumers will prefer companies that are environmentally responsible. Global companies in the industry are then encouraged to promote investment in clean energy research and infrastructure in order to remain competitive.

4.2 R&D PROJECTS LOW-EMISSIONS TECHNOLOGIES

PWC-23—Next generation combustor for small gas turbine engines

PWC-25—Aero gas turbine engine exhaust non-volatile particulate

matter (nvPM) emissions baseline measurement and modelling

SUSTAINABLE CLEAN

CLEAN


In the ongoing PWC-23 project, partners (PWC, PAVAC industries inc., Ptooling and Queen’s University) have adapted low-emissions combustor technology to the next generation turboprops (Target 9.5). Their technology is an upgraded combustor system that has the potential to deliver reductions of about 31% for NOx and 19% for smoke density (Particulate Matter emissions) by improving low-emission fuel nozzle performance. This project enhances technological innovation in the aerospace sector: advanced modelling and analysis of the designed combustion system, advanced cooling schemes, materials and counting and additive manufacturing of complex aerospace parts.

The complementary research project led by PWC is still ongoing (PWC-25). The project has required investing in a design system to lower nvPM. So far, PWC and UTIAS have measured nvPM on two PWC turbofan engines (the results were reported to ICAO). Then, they performed nvPM soot modelling with radiation and they validated this model with laminar and turbulence flames. Their scientific research is conducted to upgrade the technological capabilities of the aerospace sector (Target 9.5). Each test has led to the improvement of the combustors systems’ performance.

Table 8 – Relevant SDGs for Low-emissions technologies

TARGETS



TARGETS



3 7


TARGETS

11.6. — By 2030, reduce the adverse per capita environmental impact of cities, including by paying special attention to air quality and municipal and other waste management.

SUSTAINABLE CITIES AND COMMUNITIES

11.6.2. — Annual mean levels of fine particulate matter (e.g. PM2.5 and PM10) in cities (population weighted).

INDICATORS

TARGETS



CLIMATE ACTION

TARGETS



Table 8 – Relevant SDGs for Low-emissions technologies

9 1113

17

Take urgent action to combat climate change and its impacts.


Optimizing the performance of an aircraft can abate the problems related to emissions. By developing airframe concepts, systems and technologies that improve aircraft efficiency, projects on performance optimization have the potential to mitigate a limited part of the effects of aviation on local and regional air quality, climate change and community noise. Additive manufacturing (AM) can improve fuel efficiency. AM significantly facilitates the main-tenance of landing gears and reduces their weight, which requires less fuel. Consequently, GARDN II projects (CMC-21, CMC-22, PWC-24 and SRS-21/SRS-22) on performance optimization or additive manufacturing (HD-21) can reduce GHG emissions and enhance innovation in the aviation sector.

These five projects have contributed to update the technical capabilities of the aerospace industry (Target 9.5). These researches resulted in flight trajectories optimization, the improvement of Flight Management Systems (FMS) and the development of aerodynamic performance enablers. They involved global and local players, such as PWC, Héroux-Devtek, SRS and Esterline CMC Electronics.

In CMC-21 and CMC-22 (FLIGHT MANAGEMENT PERFORMANCE OPTIMIZATION II AND III), Esterline CMC Electronics (CMC) formed a partnership with the École de Technologie Supérieure (ÉTS) to optimize the vertical and horizontal path of the aircraft within the Flight Management System (FMS). The primary objectives of these projects were to reduce carbon emissions (Target 3.9) and flight costs.

By optimizing flight trajectory, CMC-21 achieved lower aircraft operation costs, shorter flight time,

a reduced crew workload and a higher flight safety. According to CMC and the ÉTS, the project enabled a reduction of approximatively 2.77 tons of CO2 per flight and implemented a Required Time of Arrival constraint. In its counterpart project (CMC-22), CMC Electronics and its partner ÉTS deployed the FMS capabilities, which can help achieve a 3% fuel reduction per flight, lowering GHG emissions (Target 3.9). This collaboration resulted in an algorithm developed by the Laboratoire de recherche en commande active, avionique et aéroservoélasticité (LARCASE) team, a research centre founded by the ÉTS. The students were able to collect information from the flights which were used to evaluate and perform various analyses on the performance of the aircraft.

CMC-21 and CMC-22 were key to a new collaboration between Esterline CMC Electronics (CMC) and Antonov (a Ukrainian aircraft manufacturer) (Target 17.16). In 2016, GARDN announced a long-term agreement

4.2 R&D PROJECTS PERFORMANCE OPTIMIZATION

CMC-21—Flight management performance optimization II

SRS-21/SRS-22—Turboprop Flight Advisory Systems (FAS) enhancements, testing and engine mode development

HD-21—Additive manufacturing (AM) for landing gear

CMC-22—Flight management performance optimization III

PWC-24—Developement of innovative aerodynamic performance enablers for

gas turbine engine compressors


CLEAN

CLEAN

CLEAN

QUIET

QUIET

SUSTAINABLE CLEAN


signed between CMC and Antonov: CMC offered its CMA-9000 Flight Management System with its displays and GPS on a number of Antonov aircraft. This collaboration between CMC and Antonov highlights the relevance of GARDN’s R&D projects and their benefits for the global aerospace industry.

Another ongoing project led by Héroux-Devtek (HD-21—ADDITIVE MANUFACTURING (AM) FOR LANDING GEAR) aims to demonstrate that a landing gear component, produced by AM, can be flight-tested. Héroux-Devtek and its partners (Burloak, Amrikart, Fusia, McGill University, Centre de technologies en aérospatiale (CTA) and Centre de Métallurgie du Québec (CMQ)) wanted to validate the performance of an additive manufacturing process for the production of aerospace non-primary structural parts and their certification.

In PWC-24—DEVELOPMENT OF INNOVATIVE AERODYNAMIC PERFORMANCE ENABLERS FOR GAS TURBINE ENGINE COMPRESSORS, PWC and its partners, Polytechnique Montréal and Mëkanic, established a new design methodology for rotor with lower performance and surge margins sensitivity. They advanced research on aerodynamics by developing the design, manufacture and commissioning of a new transonic compressor test rig. This project allowed the design building and test of the new rotor and casing treatment technologies for reducing performance and still margin sensitivity to rotor tip clearance increase. Improved engine performance may reduce fuel use by 0.25% per hour of engine operation.

The last project, SRS-21, continued as SRS-22—TURBOPROP FLIGHT ADVISORY SYSTEMS (FAS) ENHANCEMENTS, TESTING AND ENGINE MODE DEVELOPMENT, aimed to develop and improve an iPad-based FAS application to perform flight testing and to calculate the benefits of up to 10% in block fuel burn decrease and commensurate CO2 emissions reduction (Target 3.9). A single-engine turboprop aircraft model and enhanced meteorological data were added to the application. This project was achieved by Specific Range Solutions (SRS) in collaboration with Carleton University, Ontario Centres of Excellence and Aerosafety. SRS and its partners validated single- and twin-engine aircraft models with flight data. Then, they conducted an analysis of engine dynamics on fuel burn that estimated that Flight Advisory Systems can help achieve a 10% fuel reduction per flight.


TARGETS



TARGETS



TARGETS



TARGETS



CLIMATE ACTION

Table 9 – Relevant SDGs for Performance optimization

3 7

913

17



Sustainable aviation fuels (SAF) is the term used by the aerospace industry to refer to “non-conventional or advanced fuels resul-ting in a reduction in carbon dioxide emis-sions across its life cycle.” (ATAG, 2017). In other words, it consists of the replacement of fossil fuels by renewable fuels produced from a wide variety of feedstock ranging from biomass (food crops, forest residues, algae, etc.), waste (municipal waste, used cooking oil, industrial gases, etc.) and others. SAF can reduce carbon emissions on the enti-re life cycle, NOX emissions and air pollution.

In its assessment report, Groupe AGECO (2019) suggested that GARDN II projects have the “potential to contribute to 27% of the Canadian aviation’s carbon neutral growth target in 2030.” (p.III). They also mentioned that SAF would contribute to 98% of these efforts (Groupe AGECO, 2019). This highlights the importance of SAF for the aviation industry to achieve its emissions reduction targets (SDG 13).

Because SAF are not currently widely available in Canada, GARDN II projects aim to produce cleaner fuel for the industry. These projects resulted in partnerships advancing SAF production and making clean energy research and technology more accessible (Target 7.1). The more developed SAF are, the less expensive and the more affordable they become for many airlines and airports. By promoting the adoption of clean fuel (a renewable and efficient energy), the use of SAF increases the share of renewable energy and improves the global energy efficiency (Targets 7.2 and 7.3). During GARDN’s second mandate, three research projects on SAF (NEC-21, WG-21 and WG-22) were developed to encourage innovation and R&D (Target 9.5). They relied on strong partnerships between corporations, universities, airports and the government to implement sustainability certification, policies and pathways to reduce carbon emissions.

The first project (NEC-21) was an ASSESSMENT OF LIKELY TECHNOLOGY MATURATION (ATM) PATHWAYS USED TO PRODUCE BIOJET FROM FOREST RESIDUE. In other words, this partnership between the University of British Columbia, WestJet, Noram Engineering (project leader), SkyNRG, Boeing and Bombardier Aviation assessed the potential of producing biojet from Canada’s forest residue in the Vancouver region. With the support of stakeholders in the forest sector, NEC-21 explored the efficient use of this natural resource (Target 12.2). Canada is home to 40% of the world's certified forests, making it a global leader in sustainable forest management. In addition, Canada is well positioned with technical skills to contribute to biojet fuel production.

NEC-21 had a significant impact in advancing the knowledge of SAF production (Target 9.5) knowing that to date, it was the first integrated study that compared technical, life cycle and techno-economic parameters of three types of thermochemical liquefaction technologies and upgrading into finished fuels. These evaluated pathways need further optimization to push advancements in policy and regulation to expedite the development of renewable jet fuel.

4.2 R&D PROJECTS SUSTAINABLE AVIATION FUELS (SAF)

NEC-21—Assessment of likely Technology Maturation (ATM) pathways used to produce biojet from forest residueDownload the report

WG-22—Civil aviation alternate fuel contrail and emissions research (CAAFCER)Download the report

WG-21—Canada's biojet supply chain initiative (CBSCI) enabling 2020 carbon

neutral growth Download the report

CLEAN

CLEAN

SUSTAINABLE

SUSTAINABLE

CLEAN


Table 10 – Relevant SDGs for Sustainable aviation fuels projects

TARGETS



The second and third projects were both led by the Waterfall Group. The first collaboration (WG-21 —CANADA'S BIOJET SUPPLY CHAIN INITIATIVE ENABLING 2020 CARBON NEUTRAL GROWTH—CBSCI) generated hands-on operational experience and completed the first-ever introduction of biojet into the hydrant blending system of Toronto Pearson International Airport. This project increased policy relevance in Canada (Target 17.14). WG-21 demonstrated the operational feasibility of SAF (as a drop-in fuel), which is a key enabling factor for meaningful volumes of biojet uptake by the aviation sector. The partners of this project have mentioned that, due to WG-21, biojet is now being actively considered as a compliance pathway under the federal Clean Fuel Standard. Watch the video about the CBSCI's project

To further their work, the Waterfall Group conducted an additional research: CIVIL AVIATION ALTERNATE FUEL CONTRAIL AND EMISSIONS RESEARCH—CAAFCER (WG-22). With their partners, the Waterfall Group compared the characteristics of persistent contrails formed from conventional and biojet fuels. A reduction in contrail thickness/coverage can lessen aviation's contribution to climate change (SDG 13). WG-22 advanced contrail research and increased Canada’s contribution in this field of study (Target 9.5). Even though climatic conditions such as temperature and humidity have direct effects on the formation and time span of contrails, the project team has been able to assess a comparison between contrails formation from regular JetA1 and a 43% blend of HEFA/JetA1. Conducted on different engines models and aircraft and in a real world operating context, the study showed that alternative jet fuel had a higher hydrogen and lower sulfur content, leading to a reduced size of contrail ice particles. They were approximately 10% smaller than those from 100% conventional jet fuel. For more details on the disseminated results, visit cbsci.ca/other-projects/ or read the following report.

TARGETS


QUALITY EDUCATION

3

4


Table 10 – Relevant SDGs for Sustainable aviation fuels projects


TARGETS



TARGETS




TARGETS

7.1. — By 2030, ensure universal access to affordable, reliable and modern energy services.

7.2. — By 2030, increase substantially the share of renewable energy in the global energy mix.

7.3. — By 2030, double the global rate of impro-vement in energy effi-ciency.

TARGETS



CLIMATE ACTION

7 9 12 17

13



Aside from the development of its projects funded by the BL-NCE program, GARDN has had an impact on the SDGs through its mandate from Environment and Climate Change Canada (ECCC), its work with Natural Resources Canada and other activities.

SAF WHITE PAPER ECCC mandated GARDN to write a white paper, Sustainable Aviation Fuels: a Canadian Perspective, to help establish a Canadian SAF supply chain. With over 85 pages, the SAF white paper presents an overview of the vision for a Sustainable Aviation Fuel Initiative (SAFI), a commercialization roadmap that is built on the principles of the circular economy, the strategic eco-design and industrial symbiosis.

The framework is based on six strategic areas essential for building a SAF supply chain:

4.3 OTHER INITIATIVES

At the end of the white paper, the authors presented their recommendations (p.69-71) based on each strategic area to the private and public sectors. Some recommendations require specific guidance from the national and provincial governments, while others require straightforward leadership from the industry.

NATIONAL INITIATIVES

Connect

Facilitate Innovate

Outreach Consortia

R&D

CertificationPolicy

Financing

PILLARS

BioeconomyCircular economyStrategic eco-designWhole system designIndustrial symbiosis

OBJECTIVES

Accelerate the Canadian transition to a low-carbon

economy while increase aviation’s contributions

to the UN Sustainable Development Goals (SDGs)

$

Read the report

FIGURE 3: 6 STRATEGIC AREAS FOR THE SAF SUPPLY CHAIN


VIRTUAL COMMUNITIES To facilitate discussions and collaborations between all stakeholders in the aerospace industry, GARDN has launched the SAF Community in 2018 and will launch the Nevia Community in 2020. These platforms aim to bring together all stakeholders involved in the development of SAF (SAF Community) and innovative technologies in the aerospace industry (Nevia Community).

Even if these social networks are developed to accelerate innovation in Canada, they are opened to worldwide players (Target 17.16). Therefore, these virtual communities have enhanced (or will enhance) international collaboration and thus, facilitate access to clean energy research and technology (Target 7.A).

SAF Community and Nevia community also have an educational purpose by ensuring that stakeholders have the latest news (articles, publications, events), information and resources (Target 4.7). These communities improve the users’ knowledge and expertise on SAF and on innovation within the aerospace industry.

YVRBIOPORT FEASIBILITY STUDY In November 2019, GARDN announced the launch of BioPortYVR in collaboration with SkyNRG, Waterfall Group and Vancouver Airport Authority. This industry-led project aims to increase the supply of SAF; by making SAF more accessible to airlines at the Vancouver International Airport, surrounding airports and beyond, the four partners encourage companies to adopt more sustainable practices for the future of aviation (Targets 4.7 and 12.6).

BioPortYVR supports provincial and federal government climate action commitments (SDG 13) and represents an important step towards a made-in-BC solution for the introduction of SAF in Canada. The first step of the project is a comprehensive feasibility study designed to assess the implementation of an integrated SAF supply chain and planned to be completed by April 2020. The study brings together leading experts in SAF initiatives development and airports/airlines sustainability.

BioPortYVR will consider and evaluate the viability of implementing regional supply chains by taking advantage of existing infrastructure, assessing the available and potential feedstocks, identifying the conversion technologies that can be used, as well as the key players. The initiative will allow market growth and innovation stimulation (Target 9.4), the creation of direct benefits for employment and price stability for SAF end users. BioPortYVR will also make a clean and renewable energy source available for the decarbonization of air travel in Canada (Target 7.1).

Safcommunity.org

neviacommunity.org

SAFCOMMUNITY

SAFCOMMUNAUTÉ

SAFCOMMUNAUTÉ

SAFCOMMUNITY


Table 11 – Relevant SDGs for National initiatives

TARGETS



TARGET


QUALITY EDUCATION

THE SKY’S THE LIMIT CHALLENGEThe Sky’s the Limit Challenge is part of a Natural Resources Canada’s $75-million initiative to launch five clean-tech challenges. The main objective of the Challenge is to stimulate the development of a SAF supply chain to reduce the aviation industry’s GHG emissions (Target 3.9). Therefore, The Sky’s the Limit Challenge changes the sector’s dynamics by upgrading its technological capabilities. The Challenge also aims to foster research (Target 9.5) into new feedstock sources and refining processes as well as de-risk public and private SAF investments in Canada.

Natural Resources Canada reached out to GARDN to promote the Challenge (Target 4.7), engage with its community and facilitate participation. The platform, SAF Community, contributed to bringing together all potential applicants and providing information about the initiative (Target 17.16). Partners shared knowledge, human resources and technologies to bring awareness to SAF, the Challenge and its benefits. This Challenge represents a great opportunity for GARDN to participate in the development of a SAF supply chain in Canada.

Read about the Challenge

SAF

3

4


Table 11 – Relevant SDGs for National initiatives


TARGETS




TARGETS



TARGETS



TARGETS



CLIMATE ACTION

7 912

17

13



GARDN CONFERENCE IN OTTAWA In November 2018, GARDN held a conference in Ottawa in conjunction with the Canadian Aerospace Summit and the Transport Canada Delegates Conference. The primary focus of the conference relied on clean, quiet and sustainable aviation. One of the objectives of the event was to learn more about the projects undertaken by the network (Target 4.7). Chosen speakers shared their knowledge and encouraged the audience to promote and apply sustainable practices in their operations. Other objectives were to better integrate cross-sectoral strengths and accelerate the development of aircraft designs, engines, avionics systems and fuels (Target 9.5).

A section of the conference was dedicated to analyzing the GHG aviation trends in Canada and emissions-reduction scenarios (Target 3.9) using SAF and supply chain logistics and enabling policies and regulations. According to a post-survey, 63% of the participants admitted that the Sky’s the Limit Challenge sessions were the main reason for their attendance. This response highlights the growing interest for SAF and its benefits.

SAF TALK IN MONTREAL To further bring awareness to SAF and climate change mitigation (Target 13.3) in the aviation sector, GARDN will host SAF Talk, a key event to help the decarbonization of air travel. For two days, GARDN will bring together the stakeholders all along the SAF supply chain to exchange ideas, opinions and expertise through engagement in discussion groups, roundtables, workshops and panels. SAF Talk is open to worldwide players to ensure a better global contribution to accelerating innovation, production and commercialization of SAF in North America and abroad (Target 17.16).

ATTENDING OR SPEAKING AT EVENTSGARDN’s team members actively attended or spoke at approximately 15 events, in 2018–2019, regarding sustainability, SAF and the aerospace industry’s role in the mitigation of climate change. During these events, their role was to promote GARDN’s mission and activities, to provide information about the importance of SAF initiatives for the aviation sector and to acquire knowledge on the challenges of the industry posed by sustainable development (Target 4.7).

NETWORKING AT EVENTS & VISIBILITY

saftalk.com

Conference 2018Flying Sustainable

Conférence 2018Voler écoresponsable


Table 12 – Relevant SDGs for Networking at events and visibility

TARGETS



TARGETS



TARGETS


CLIMATE ACTION

TARGETS



TARGETS


QUALITY EDUCATION

3

4 9 17

13


WEBINAR

Embedding Sustainability in Alternative Aviation Fuels organized by the Roundtable on Sustainable Biomaterials (RSB) with GARDN in March 2019. The webinar covered:

Sustainability certification and its importance in risk management;

The achievement of significant GHG emissions reduction.

INTEGRATION WORKSHOPS

For GARDN’s members: international speakers were invited to talk about their European perspective:

Simon Weeks, Chief Technology Officer of the Aerospace Technology Institute (ATI), presented the UK’s aerospace technology roadmap approach;

EcoMundo, a team of scientists specialized in chemical substances and their regulations, gave an overview of REACH2.

MEMORANDUM of UNDERSTANDING (MoU)

Signed in 2018 between GARDN, the Consortium for Aerospace Research and Innovation in Canada (CARIC), Consortium for Research and Innovation in Aerospace in Québec (CRIAQ) and the Portuguese Aeronautics, Space and Defence Cluster (AEDCP), the MoU implied that the four organizations:

Participate jointly in meetings, conferences and workshops;

Organize commonly business to business events;

Enhance R&D cooperation between members of their networks (Target 9.5);

Exchange public information about processes to support suppliers in their development.

2 A regulation of the European Union adopted to improve the protection of human health and the environment from the risks that can be posed by chemicals, while enhancing the competitiveness of the EU chemicals industry

INTERNATIONAL COLLABORATIONS

Throughout the years, GARDN has formed partnerships with interna-tional organizations (Target 17.16). They have shared their expertise on sustainability and regulations in the aerospace industry to educate Canadian players on sustainable development.

+

+

+

EXAMPLES OF INTERNATIONAL PARTNERSHIPS:


Table 13 – Relevant SDGs for International collaborations

TARGETS



TARGETS



9 17

5.1 EXPLORING EXISTING AND/OR INNOVATIVE AREAS ..................................................................... 46

EXPANSION OF PROJECTS ON GREEN TECHNOLOGIES ..................................................46INVESTMENT IN ELECTRICITY .............................46

5.2 RAISING AWARENESS ON THE IMPACT OF AIR TRAVEL .................................................................... 48

SHARING KNOWLEDGE ON CLIMATE CHANGE ...48KEY PARTNERSHIPS WITH SOCIALLY RESPONSIBLE COMPANIES AND UNIVERSITIES .........................48

5.3 ATTRACTING DIVERSIFIED TALENTS .................. 50INCREASING WOMEN REPRESENTATION IN AVIATION .......................................................50OPPORTUNITIES FOR STUDENTS ........................50

RECOMMENDATIONS

5.

46RECOMMENDATIONS

GARDN II projects were focused on seven main themes:

Most of them involved R&D in green technologies to advance the technical capabilities of the aerospace industry.

GARDN’s members could invest further in projects concerning green technologies, such as novel aircraft configurations with superior energy efficiency and reduced impact on climate change, measuring of particulate matters or NOX, performance optimization (systems) and designing and defining new guidelines for landing gear. By investing in green technologies, the network would ensure the continuity of its projects and the development of innovative solutions. These will help us tackle aviation's impact on climate change, noise near airports, and local air quality near airports.

5. RECOMMENDATIONS

5.1 EXPLORING EXISTING AND/OR INNOVATIVE AREAS EXPANSION OF PROJECTS ON GREEN TECHNOLOGIES

INVESTMENT IN ELECTRICITY

Even if GARDN has already an important impact on a majority of the SDGs (10/17 SDGs tackled), its members could have a bigger impact on the following SDGs: Quality education (SDG 4); Gender equality (SDG 5); Economic growth and decent employment (SDG 8); Sustai-nable cities and communities (SDG 11); Responsible consumption and production (SDG 12) and Climate action (SDG 13).

To do so, GARDN’s members should put emphasis on these areas in their future projects: exploring existing and/or innovative areas, raising awareness on the impact of air travel to its community and attracting diversified talents.

As mentioned above, electricity is a promising—although limited—solution to tackle the aviation industry’s growing GHG emissions. Stakeholders have expressed their interest in using more electricity in their operations (Bye, 2018).

GARDN’s members could also expand their research on electric gliders and their certification. The network could focus on projects regarding the electrification of an airplane and the development of hybrid-electric propulsion. GARDN’s members could improve their

knowledge and technical capabilities and fund or sponsor more projects like HERA, a project managed by the University of Sherbrooke on the electrification of an airplane.

Aircraft noise reduction

Greening the aviation sector

Electric glider

Low-emissions technologies

Environmentally focused aircraft configuration

Performance optimization

SAF

1

4

2

5

3

6

7

47RECOMMENDATIONS

Table 14 – Relevant SDGs for Exploring new innovative areas


TARGETS



TARGETS




7.1.2. — Proportion of population with primary reliance on clean fuels and technology.

INDICATORS

INDICATORS

INDICATORS

INDICATORS

TARGETS

7.2. — By 2030, increase substantially the share of renewable energy in the global energy mix.

7.2.1. — Renewable energy share in the total final energy consumption.

7.3 — By 2030, double the global rate of improvement in energy efficiency.

7.3.1. — Energy intensi-ty measured in terms of primary energy and GDP.

TARGETS

7.A. — By 2030, enhance international cooperation to facilitate access to clean energy research and tech-nology, including renewable energy, energy efficiency and advanced and cleaner fossil-fuel technology, and promote investment in energy infrastructure and clean energy technology.

7 9


48RECOMMENDATIONS

Table 14 – Relevant SDGs for Exploring new innovative areas

TARGETS


12.5. — By 2030, substantially reduce waste generation through prevention, reduction, recycling and reuse.




TARGETS

11.6. — By 2030, reduce the adverse per capita environmental impact of cities, including by paying special attention to air quality and municipal and other waste management.

SUSTAINABLE CITIES AND COMMUNITIES

To raise awareness on climate change, GARDN could host webinars and invite experts, members of the network or specialists/engineers to promote sustainable development in the aerospace industry. The invited experts and members could present their green projects, their sustainable manufacturing practices (responsible production) and their impacts on the environment.

In addition to webinars, GARDN could expand its visibility through case studies on its success stories and testimonies. Members of the network could share their projects and their experience with GARDN. The organization could also produce small informative videos on past projects’ benefits for the environment (e.g. OPT-21 on electric gliders) to enhance new innovative ideas for future projects.

5.2 RAISING AWARENESS ON THE IMPACT OF AIR TRAVEL SHARING KNOWLEDGE ON CLIMATE CHANGE

KEY PARTNERSHIPS WITH SOCIALLY RESPONSIBLE COMPANIES AND UNIVERSITIES

Partners should share core values and purposes. In doing so, GARDN would ensure that its network is socially responsible, by selecting companies that are socially responsible. GARDN’s members could form partnerships with universities, airports and airlines to

help them reduce their environmental impact. For example, GARDN could encourage companies and universities to offset their flights. This could be done by forming a partnership with an airline that has a detailed social business plan.

11 12

49RECOMMENDATIONS

Table 15 – Relevant SDGs for Raising awareness on the impact of air travel

TARGETS


TARGETS

8.5. — By 2030, achieve full and productive employment and decent work for all women and men, including for young people and persons with disabilities, and equal pay for work of equal value.

QUALITY EDUCATION

DECENT WORK AND ECONOMIC GROWTH

TARGETS



TARGETS


CLIMATE ACTION

TARGETS


12.5. — By 2030, substantially reduce waste generation through prevention, reduction, recycling and reuse.




4 812 13

17

50RECOMMENDATIONS

According to the Canadian Council for Aerospace and Aviation (CCAA—2018), the aerospace industry is failing to attract enough skilled young workers. Many companies report that new hires lack the business and soft skills needed in the sector due to rapid technological advances and an existing gap between the equipment used in school and the one used in the workplace. To reduce this gap, companies in the industry hire students (through work-integrated learning, which includes internships) and introduce them to the equipment early on.

In order to bridge the gap between young professionals/students and companies, GARDN’s members could give students more work experience opportunities. For example, GARDN could form a

partnership with Mitacs3, to offer more internships (through the Accelerate program) in its network. During the internship, companies would be able to identify potential recruits and train them in a smaller amount of time. GARDN could also launch another initiative, a national aerospace and environmental competition for university students. During the competition, each team of students would propose technological solutions based on a circular economy. Students participating in the competition would develop useful technological skills and knowledge in the green aviation sector.

5.3 ATTRACTING DIVERSIFIED TALENTS INCREASING WOMEN REPRESENTATION IN AVIATION

OPPORTUNITIES FOR STUDENTS

As revealed above, following the industry’s tendency (69,8 % of men—CCAA, 2018), GARDN II projects mostly employ men (87%). To ensure a stronger female representation within the industry, and within the funded projects, GARDN could form key partnerships with relevant women associations

(e.g. Women in aerospace). The partnership would highlight fulfilling jobs in the aviation sector, give relevant information and provide greater visibility for women. By affiliating ourselves with these associations, GARDN’s members would give their partners more credibility in the aviation community.

3 “Mitacs is a national, not-for-profit organization that has designed and delivered research and training programs in Canada.” - (Mitacs, 2019)

51RECOMMENDATIONS

Table 16 – Relevant SDGs for Attracting young diversified talents

TARGETS

5.1. — End all forms of discrimination against all women and girls everywhere.

5.5. — Ensure women’s full and effective participation and equal opportunities for leadership at all levels of decision-making in political, economic and public life.

GENDER EQUALITY

TARGET

4.3. — By 2030, ensure equal access for all women and men to affordable and quality technical, vocational and tertiary education, including university.

4.4. — By 2030, substantially increase the number of youth and adults who have relevant skills, including technical and vocational skills, for employment, decent jobs and entrepreneurship.

QUALITY EDUCATION

TARGET

8.5. — By 2030, achieve full and productive employment and decent work for all women and men, including for young people and persons with disabilities, and equal pay for work of equal value.

8.6. — By 2020, substantially reduce the proportion of youth not in employment, education or training.

DECENT WORK AND ECONOMIC GROWTH


4 5 8

CONCLUSIONSUSTAINABLE DEVELOPMENT GOALS

52GARDN - SDG report

In the Global Compact Network Canada survey, climate action has been identified as one of the top five priorities (Bernardino, 2019). Canadians acknowledge the urgent need to provi-de tangible solutions in mitigating climate change. In this context, GARDN contributes to the achievement of the SDGs by fostering innovation, multi-stakeholders partnerships and sustai-nability in the aerospace industry.

So far, through its collaborative projects and its other activities, GARDN has advanced technical capabilities in the aviation sector to potentially reduce GHG emissions and has disseminated relevant information on green technologies and SAF to influence people to take concrete actions regarding climate change.

Even if GARDN has addressed 10 out of 17 SDGs, the network still needs to improve its impact on sustainable development. In this context, GARDN could explore existing or innovative areas by expanding on green technologies and funding electric alternatives projects. The organization could also raise awareness on the impact of air travel through webinars and key partnerships. Finally, GARDN could attract diversified talents by increasing women and student representation in its members’ projects.

Nonetheless, GARDN, as an organization, has an impact on the achievement of the SDGs in air travel, but the network’s impact is not limited to its activities. As a matter of fact, GARDN has the potential to extend its contribution to the SDGs by adopting more sustainable practices in its daily operations and during events. For example, GARDN has partnered with WestJet to offset SAF Talk participants’ flights. By deploying similar initiatives, GARDN increases sustainability in air travel.


ACKNOWLEDGEMENTS

We would like to thank the following people for their contribution to this report:

PIERRE-ALEXANDRE BEAULIEU

WAJID CHISHTY

ÉDOUARD CLÉMENT

STEPHEN COLAVINCENZO

JENNY DIEP

MICHEL DION

DENIS FAUBERT

THEO GALLIS

MERYL GILGENKRANTZ

ANANT GREWAL

MARK HUISING

REX HYGATE

TED MCDONALD

SID-ALI MESLIOUI

JOËLLE MONNÉ

HALEY OZEM

BENNY PANG

DAVID W. ZINGG

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Bernardino, Paula (2019). “2019 SDG Survey”, Global Compact Network. 28 pages.

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Derkach, Kateryna, Mónica Soria Baledón, Elvire Avalle and Malek Kacem (2019). “Sustainable Aviation Fuels: A Canadian Perspective 2019”, GARDN, 88 pages. Found on https://qg6u3xjn30djk5v1oslnt2bx-wpengine.netdna-ssl.com/wp-content/uploads/2020/03/CompressedFinal-finalversionSAFIreport.pdf

Drinkwater, Steve (2018). “Canadian Technology to propel electric aircraft”, Aviation News. Found on https://copanational.org/en/2018/12/27/canadian-technology-to-propel-electric-aircraft/

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EASA (2019). “Emissions from a typical two-engine jet aircraft during 1-hour flight with 150 passengers”, Figure 1.8. Found on https://www.easa.europa.eu/eaer/figures-tables/emissions-typical-two-engine-jet-aircraft-during-1-hour-flight-150-passengers

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INDEX


Cluster Projects Full title Partners Themes

AIRCRAFT NOISE REDUCTION

BA-22

Airframe noise reduction for business and commercial aircraft

Bombardier Aviation, Héroux-Devtek, National Research Council Canada (NRC),

QUIET SUSTAINABLE

CLEAN

PWC-22

Noise reduction for the next generation regional turboprop

PWC, Carleton University, Mecanum, University of Sherbrooke

QUIET

ELECTRIC GLIDER

OPT-21

Development of an electric propulsion system to convert gliders for self-launch operations to reduce the environmental footprint

Optis Engineering, Air Cadet, University of Sherbrooke

QUIET SUSTAINABLE

CLEAN

Table 17 – Summary table of GARDN II projects



ENVIRONMENTAL FOCUSED AIRCRAFT CONFIGURATIONS

BA-21

Experimental validation of innovative environmentally focused aircraft confi-gurations

Bombardier Aviation, NRC, UTIAS

QUIET SUSTAINABLE

CLEAN

BA-23

Experimental validation of innovative environmentally focused aircraft confi-gurations – extension on noise measu-rement

Bombardier Aviation, Mecanum, NRC, University of Sherbrooke

QUIET CLEAN

NU-21

Energy efficient aircraft configurations and concepts of operation

Nebula, Camosun College, Harwood Custom Composites, University of Victoria

CLEAN

GREENING THE AVIATION SECTOR

BC-21

Reuse of uncured aerospace pre-impre-gnated composite materials in commer-cial applications

Boeing, Composites Innovation Centre (CIC), Convergent, University of British Columbia

SUSTAINABLE

QC-21

Greening the aerospace supply chain

Groupe AGECO, Bombardier Aviation, Bell, Canadian manu-facturers and exporters (CME), PWC, Polytechnique Montréal (CIRAIG)

SUSTAINABLE

LOW-EMISSIONS TECHNOLOGIES

PWC-23

Next generation combustor for small gas turbine engines

PWC, PAVAC industries inc., Ptooling, Queen’s University

SUSTAINABLE CLEAN

PWC-25

Aero gas turbine engine exhaust non-vo-latile particulate matter (nvPM) emissions baseline measurement and modelling

PWC, UTIAS CLEAN



PERFORMANCE OPTIMIZATION

CMC-21

Flight management performance optimi-zation II

Esterline CMC Electronics, ÉTS QUIET

CLEAN

CMC-22

Flight management performance optimi-zation III

Esterline CMC Electronics, ÉTS QUIET

CLEAN

HD-21

Additive manufacturing (AM) for landing gear

Héroux-Devtek, Amrikart Burloak Technologies Centre de technologies en aérospatiale (CTA), Centre de Métallurgie du Québec (CMQ), Fusia, McGill University

QUIET SUSTAINABLE

CLEAN

PWC-24

Development of innovative aerodynamic performance enablers for gas turbine engine compressors

PWC, Mëkanic, Polytechnique Montréal SUSTAINABLE

CLEAN

SRS-21/SRS-22

Turboprop Flight Advisory Systems (FAS) enhancements, testing and engine mode development

SRS, Carleton University, Aerosafety, Ontario Centres of Excellence

CLEAN



SUSTAINABLE AVIATION FUELS

NEC-21

Assessment of likely technology matu-ration (ATM) pathways used to produce biojet from forest residue

Noram Engineering, Boeing, Bombardier Aviation, SkyNRG, University of British Columbia, WestJet

SUSTAINABLE CLEAN

WG-21

Canada's biojet supply chain initiative enabling 2020 carbon neutral growth – CBSCI

Waterfall Group, Ascent, Air Canada, Boeing, CAAFI, IATA, NRC, BioFuelNet Canada SkyNRG, Transport Canada

SUSTAINABLE CLEAN

WG-22

Civil aviation alternate fuel contrail and emissions research – CAAFCER

Waterfall Group, Air Canada, Argonaut Scientific, Boeing, NRC, University of Alberta, SkyNRG

CLEAN

CONTRIBUTION AS EMPLOYEES


BEYOND ITS ACTIVITIES AND INITIATIVES, GARDN CONTRIBUTES TO THE SDGs THROUGH ITS EMPLOYEES:

SOCIAL EVENTS:

Buy more local products

Minimize food and packaging waste

Diets with less meat

Use public transportation (trains, bus or metro), bike or walk to go to work

Climate Change Walk

+

+

+

+

+

+

CIBC – Run for the Cure


GARDN’S TEAM COULD INCREASE ITS IMPACT ON THE SDGs BY IMPLEMENTING THESE ACTIONS:

All meals are prepared with local products

Minimize food wastes

Distribution of leftovers to homeless shelters

Prohibition of the use of plastic water bottles on-site

Use carpools, public transportation or trains to go to the event’s location

Encourage participants to stay in eco-hostels

Stay in eco-hostels while travelling

+

++

+

+

+

+

What actions can be implemented?

Work environment

Sustainable events practices

Avoid planes or car renting for short distances (e.g. Montreal–Ottawa) and use carpool or public transportation instead+


Raise awareness on the climate change’s impacts in the aviation sector. Organize information sessions on:

SDGs framework and daily actions employees could implement to tackle them

Stop or reduce significantly their use of printers

Tend to zero waste in their work practices

GARDN’s contribution to the SDGs

Aviation environnemental challenges (e.g. Carbon neutral 2050)

Sign their documents electronically

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