Contents

Executive Summary Chapter 01 Chapter 02

Singapore’s Commitment Performance
to Sustainable Aviation and Targets

03 11 13
Chapter 03 Chapter 04 Chapter 05
Airport Domain Airline Domain Air Traffic Management
Initiatives Initiatives Domain Initiatives

18 27 31
Chapter 06 Acknowledgements Glossary
Critical Enablers

37 44 47
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2 Singapore Sustainable Air Hub Blueprint

 Executive Summary
Climate change is an existential challenge that The Blueprint adopts a balanced approach to
can cause widespread disruptions and impact the long term, sustainable growth of Singapore’s
air travel directly, affecting critical airport aviation sector. Environmental sustainability
infrastructure and aircraft performance and needs to be balanced with the Singapore air
causing operational delays and disruptions. hub’s competitiveness to support the growth of
Combating climate change is a matter of the aviation industry in the upcoming decades.
great urgency and priority. Recognising this, The Blueprint demonstrates this resolve and
the International Civil Aviation Organization sets out Singapore’s medium-term and long-
(ICAO) and its Member States have adopted term targets, as well as concrete steps that
a long-term global aspirational goal (LTAG) CAAS and the aviation stakeholders will take to
of net zero carbon emissions for international decarbonise Singapore aviation.
aviation by 2050. This sends a strong signal on
the international community’s commitment Under the Blueprint, CAAS will work with aviation
towards sustainable aviation. The realisation of stakeholders to reduce domestic aviation
LTAG requires global joint effort shared across emissions from airport operations1 by 20% from
all countries, sectors, and vocations, as well 2019 levels (404ktCO2) in 2030 and achieve
as greater climate consciousness amongst net zero domestic and international aviation
businesses and the travelling public. emissions2 by 2050. To achieve these goals,
CAAS will roll out 12 initiatives across the airport,
As an international business, aviation airline, and air traffic management (ATM)
and aerospace centre, the sustainable domains to decarbonise the Singapore
development of the Singapore air hub is a aviation sector. CAAS will also put in place
priority for Singapore as we press ahead to five enablers to create the conditions for
grow the air hub. The Civil Aviation Authority of the effective implementation of these
Singapore (CAAS) has developed the Singapore decarbonisation initiatives.
Sustainable Air Hub Blueprint as Singapore’s
State Action Plan for the decarbonisation of its
aviation sector and sustainable aviation growth.
Through the Blueprint, Singapore also hopes to
be a pathfinder and convenor for cross-sectoral
and public-private partnership, to work with other
countries and international organisations to
support sustainable aviation growth.

1
This covers emissions from operations of vehicles, facilities, and buildings for aircraft, passenger, baggage, and cargo handling at Changi Airport Terminals 1 – 4 and
Seletar Airport. It does not include targets for Changi East developments, including Terminal 5, which are not yet operational today. These will be determined separately.
2
This covers emissions from international flights operated by Singapore-based operators.

3 Singapore Sustainable Air Hub Blueprint

 Singapore Sustainable
Air Hub Blueprint
Reduce domestic aviation emissions from airport operations by 20% from 2019 levels
in 2030 and achieve net zero domestic and international aviation emissions by 2050

Airport domain Airline domain Air Traffic

Maximal efforts to reduce Build ecosystem to support Management domain
energy use and deploy the use of Sustainable Operational improvements
renewables Aviation Fuel (SAF) in to increase efficiency and
Singapore reduce fuel burn

• Solar power deployment • National SAF target • Advanced demand-

• Clean energy and SAF levy capacity balancing
airside vehicles • Central SAF procurement implementation

• Building energy efficiency • SAF production in Singapore • Performance-based

and the region navigation enhancement
• Low-carbon
electricity imports • Airline fleet renewal and • Gate-to-gate
operational improvements trajectory optimisation
• Resource circularity through
waste-to-energy

Critical Enablers
Build coalitions for action

• Policy and regulation • Workforce transformation

• Industry development • International partnerships
• Infrastructure planning and collaborations
and provision

4 Singapore Sustainable Air Hub Blueprint

 Airport domain:
Maximal efforts to reduce energy use and deploy renewables
Airports are complex ecosystems serving as gateways for air travel and
connectivity. Due to their large-scale infrastructure, operational systems,
and ground operations, they are highly energy intensive. CAAS will advance
five initiatives to reduce emissions and scale up green energy use at Changi
Airport. These include:

a) Solar power deployment c) Building energy efficiency

CAAS and Changi Airport Group (CAG) are CAAS , CAG, and other airport partners are
working to increase solar power deployment working to continually improve the energy
at Changi and Seletar Airports, by installing efficiency of Changi Airport’s terminal buildings,
more solar photovoltaic (PV) systems on especially for air-conditioning systems, which
available rooftop spaces of airport buildings account for more than half of the buildings’
and studying the feasibility of airfield solar total electricity consumption. Besides
deployment. As of end-2023, Changi Airport progressively upgrading the chiller systems
has more than 20MWp of installed solar in the terminal buildings, Changi Airport has
capacity, generating close to 4% of its 2019 been pursuing passive design strategy such
electricity consumption of about 700GWh. as the use of heat reflecting facade materials
Ongoing plans to install more solar PV to lower energy use from air-conditioning
systems on available rooftop will generate a systems. The new Terminal 5 will also be
further 6%. Solar panels will also be deployed designed to achieve the stringent Green Mark
at Seletar Airport. Platinum Super Low Energy Building standard.

b) Clean energy airside vehicles d) Low-carbon electricity imports

The Changi Airport community is committed As most of the carbon emissions from airport
to expand the use of cleaner energy for operations is due to electricity consumption
airside vehicles, to have the entire airside at the airport, the airport will leverage the
vehicle fleet operate on cleaner energy Energy Market Authority’s (EMA) plans to
sources by 2040, and for all new light reduce our national grid emission factor
vehicles, such as cars, vans and minibuses, (GEF), including the use of low-carbon
and selected new heavy vehicles like forklifts electricity imports, for the aviation sector to
and tractors to be electric from 2025, along reach net zero domestic emissions by 2050.
with the installation of additional charging
stations. To support this transition, CAAS e) Resource circularity through
will work with stakeholders to commence waste-to-energy
a trial on the use of renewable diesel (RD) CAAS will work with stakeholders to study the
for airside vehicles, particularly heavy and potential and feasibility of an on-site waste-
specialised vehicles, in 2024. The trial will to-energy facility at Changi Airport, which
allow CAAS and the airport community to could possibly use waste as a feedstock
better understand the feasibility, costs, and to generate electricity or biofuel for use
operational impact of using RD as a cleaner within the airport. The study will entail waste
energy source for airside vehicles. audit and technical assessment to establish
the viability and most effective waste-to-
energy pathway.

5 Singapore Sustainable Air Hub Blueprint

 Airline domain:
Build ecosystem to support the use of SAF in Singapore
Flight operations account for the bulk of international aviation emissions and
emissions from aircraft operations are inherently hard to abate. The use of SAF
is a critical pathway for the decarbonisation of aviation and is expected to
contribute around 65% of the carbon emissions reduction needed to achieve
net zero by 2050. CAAS will undertake four initiatives to build an ecosystem
to support and sustain the use of SAF in Singapore and to progressively
decarbonise airline operations. These include:

a) National SAF target and SAF levy c) SAF production in Singapore and the region
To kickstart SAF adoption in Singapore, flights CAAS and the Singapore Government
departing Singapore will be required to use will work closely with industry partners
SAF from 2026. We will aim for a 1% SAF target to increase SAF production capacity in
for a start, to encourage investment in SAF Singapore and the region. We can tap into
production and develop an ecosystem for the wide availability of potential feedstocks
more resilient and affordable supply. Our in the region and the presence of an
goal is to raise the SAF target beyond 1% in existing petrochemical sector in Singapore.
2026 to 3 – 5% by 2030, subject to global This will support the increasing demand for
developments and the wider availability and SAF in Singapore and the wider region.
adoption of SAF. CAAS will introduce a SAF
levy for the purchase of SAF to achieve the d) Airline fleet renewal and
uplift target. As the market for the supply of operational improvements
SAF is still nascent and the price of SAF can Singapore carriers have continuously
be volatile, this approach will provide cost embarked on fleet modernisation, investing
certainty to airlines and travellers. in newer and fuel-efficient aircraft, which
also reduce emissions. Our carriers have also
b) Central SAF procurement made operational improvements to reduce
To further manage the cost of using SAF, the fuel burn, such as weight reduction initiatives
procurement of SAF will be centralised, using and reduction of aircraft auxiliary power
the levies collected to aggregate demand unit use on ground. In addition, flight plans
and reap economies of scale. Businesses and flight management are optimised for
and organisations will also be invited to use in-flight fuel savings; this includes improving
the central procurement mechanism for airspace congestion and identifying more
their respective voluntary SAF purchases to efficient routes as well as the use of data
reduce their carbon emissions from air travel analytics and digital solutions.
in a credible and cost-effective manner.

6 Singapore Sustainable Air Hub Blueprint

 Air Traffic Management domain:
Operational improvements to increase efficiency and reduce fuel burn
ATM initiatives offer a win-win solution for the environment, airlines, and
passengers. Operational improvements to increase efficiency and the
optimisation of flight routes can reduce track miles and flight durations.
This enables airlines to reap fuel savings and for passengers to get to their
destinations quicker, while reducing emissions. These benefits can be multiplied
over many flights. CAAS will implement three initiatives over the next five
years to improve ATM operations to increase efficiency and reduce fuel burn.
Collectively, these initiatives are expected to bring about a 10% reduction in
additional fuel burn and emissions. These include:

a) Advanced demand-capacity
balancing implementation c) Gate-to-gate trajectory optimisation
CAAS will work with stakeholders to enhance CAAS is collaborating with stakeholders and
the management of air traffic vis-a-vis partner ANSPs to work towards Trajectory-
available capacity, including improving Based Operations. CAAS is also implementing
coordination and management of longer- a decision support tool to optimise the
haul flights, as well as enhancing the departure intervals between aircraft, which
reliability, timeliness, and accuracy of will enhance runway efficiency.
weather forecast information through
the use of predictive tools to support
decision making.

b) Performance-based
navigation enhancement
CAAS will collaborate with partner Air
Navigation Service Providers (ANSPs) in the
region to implement more direct routings on
a wider scale and in the longer-term, work
towards introducing Free Route Airspace to
bring about optimised capacity and flexible
flight trajectories. CAAS will also develop
smart tools to facilitate the optimisation of
descent flight profiles within Changi Airport
which will help reduce fuel burn and emissions.

7 Singapore Sustainable Air Hub Blueprint

 Critical Enablers:
Build coalitions for action
The effective implementation of sustainability initiatives across the three
domains will require strong government action and close collaboration
with the industry. As such, key enablers are necessary for providing the
right conditions for success. These include:

a) Policy and regulation c) Infrastructure planning and provision

Policy and regulation are key instruments Infrastructure planning and provision
for the government to set the sustainability is necessary for aviation sustainability
direction for the aviation sector and provide initiatives to be implemented smoothly.
standardisation across the industry when CAAS, CAG, and other stakeholders will
required. CAAS has set domestic and undertake important infrastructure planning
international emissions reduction targets to ensure future developments can achieve
to spur the local aviation community to be high sustainability standards. The new
more sustainable, including a national SAF Terminal 5 is being designed and developed
target to encourage SAF production and to achieve the Building and Construction
kickstart adoption in Singapore. Authority’s (BCA) Green Mark Platinum Super
Low Energy standard.
b) Industry development
Industry development is key in supporting d) Workforce transformation
the green transformation of the sector. Workforce transformation is necessary
To promote industry development, a S$50 for the aviation sector to achieve its
million Aviation Sustainability Programme sustainability initiatives. Through a tripartite
(ASP) was established by CAAS in 2023 to effort, including the Singapore Government,
fund sustainable aviation projects. The first companies, and unions, we will identify new
call for proposals was conducted in April and emerging sustainability-related job roles,
2023 and a second call will take place in April accompanied by upskilling and job redesign
2024. CAAS has also set up an International efforts supported by the National Trades
Centre for Aviation Innovation (ICAI) to drive Union Congress’ (NTUC) Company Training
innovation partnerships and initiatives across Committees, relevant lifelong learning and
all aspects of aviation including sustainability. skills-upgrading initiatives under SkillsFuture
Singapore (SSG), and Workforce Singapore’s
(WSG) Career Conversion Programme.
CAAS will also work with Institutes of Higher
Learning to embed aviation sustainability
resources and content into the curriculum
and stimulate interest through sustainability-
linked internships and learning journeys.

8 Singapore Sustainable Air Hub Blueprint

 e) International partnerships Members of the IAP include Directors-General
and collaborations from key aviation International Organisations,
Singapore can play an important role as as well as C-suite aviation industry
pathfinder and convenor for international executives and renowned knowledge and
collaborations and partnerships to technology partners. To canvass ideas
advance sustainable aviation. For example, from a wider array of stakeholders, the IAP
Singapore has forged agreement on an engaged more than 120 representatives
ASEAN Sustainable Aviation Action Plan from 40 local and international partners.
(ASAAP), which is a ten-year plan that will Following the submission of the IAP
detail milestones and activities to drive recommendations, CAAS conducted
sustainable aviation growth in ASEAN. To extensive consultations with stakeholders
better address the Asia-Pacific region’s and detailed studies before finalising the
unique circumstances, CAAS will work targets and initiatives of the Blueprint.
with partners to establish the Asia-Pacific
sustainable aviation centre to develop The Singapore Sustainable Air Hub Blueprint
capabilities for sustainable aviation policy is part of CAAS’s strategy post-COVID-19
research specific to the needs of the Asia- to make the Singapore air hub more
Pacific region. This includes building deeper competitive, resilient, and sustainable.
scientific understanding of regional SAF
feedstocks, validating prevailing policy
recommendations against the region’s
context to add new perspectives, and
providing capacity-building activities for
countries and companies.

In developing the Blueprint, CAAS

has incorporated and built upon the
recommendations by the International
Advisory Panel (IAP) on Sustainable Air Hub,
published in September 2022. The IAP was
formed in February 2022, bringing together
20 industry, technology, and knowledge
partners from Singapore and around the
world. The IAP was chaired by Professor
Chong Tow Chong, President of Singapore
University of Technology and Design.

9 Singapore Sustainable Air Hub Blueprint

Singapore’s
Commitment
to Sustainable
Aviation

01
 01 Singapore’s Commitment to Sustainable Aviation

Air connectivity is essential to Singapore’s

existence as an island nation and a critical
As an active member of ICAO and the
engine for Singapore’s open economy. The
aviation sector contributes about 5% of
international civil aviation community,
our gross domestic product and around sustainability will be a key priority for
200,000 jobs for our country. It also supports Singapore’s aviation sector as we
other economic sectors such as tourism, contribute towards the LTAG and the
manufacturing, and logistics and connects calls to action.
Singapore to the global economy.

To secure Singapore’s air hub status and ensure

its continued competitiveness and relevance,
Changi Airport must continue growing to meet The Blueprint adopts a balanced approach
the increasing air travel demand from the to the long term, sustainable growth of
region. To capture the growth opportunities in Singapore’s aviation sector. While we recognise
Asia-Pacific, we will continue to expand Changi the need for environmental sustainability, this
with the construction of a fifth terminal and a third must be balanced with the Singapore air hub’s
runway as part of the Changi East development. competitiveness, to support the growth of the
aviation industry in the upcoming decades.
However, our air hub needs to grow more The Blueprint demonstrates this resolve in
sustainably and responsibly. The adoption setting out Singapore’s 2030 and 2050 targets
of the LTAG of net zero carbon emissions as well as concrete steps that the Singapore
for international aviation by 2050 at the 41st aviation sector will take to decarbonise
ICAO Assembly sends a strong signal on Singapore aviation, while balancing our
the international community’s commitment competitiveness with the need for early and
towards sustainable aviation. robust action on sustainability. This Blueprint
will also serve as Singapore’s State Action Plan
for submission to ICAO.

11 Singapore Sustainable Air Hub Blueprint

Performance
and Targets

02
 02 Performance and Targets

CAAS will work with aviation stakeholders to reduce domestic aviation emissions
by 20%3 in 2030 from 2019 level and achieve net zero domestic and international
aviation emissions by 2050.

Decarbonising the Singapore aviation sector To grow sustainably, we have set targets
In 2019, international emissions from Singapore- and worked with our stakeholders to identify
based airlines4 reached 17.5 million tonnes of CO2. initiatives to decarbonise the aviation
Domestic emissions from airport operations were sector. The targets demonstrate a balanced
404 ktCO2 in the same period (Figure 1). With air approach to the long term, sustainable
travel steadily recovering post-COVID-19 and growth of Singapore’s aviation sector, taking
expected to grow further, carbon emissions will into account the need for environmental
rise as Changi Airport grows to support increasing sustainability while ensuring that the Singapore
passenger travel and cargo demand. air hub remains competitive.

Figure 1: Airport activities that contribute to 2019 aviation emissions

Passenger Commercial Aircraft Air Freight

Movements Movements Movements

68.3mil 382,000 2.01mil

passengers aircraft tonnes

International
Airport Electricity Domestic Emissions Emissions
Consumption from airport operations from Singapore-based airlines

700 403.6k 17.5mil

GWh tonnes CO2 tonnes CO2

Source: CAG and CAAS’s calculations with inputs from stakeholders

3
This covers emissions from operations of vehicles, facilities and buildings for aircraft, passenger, baggage, and cargo handling at Changi and Seletar Airports.
It does not include targets for Changi East developments, including Terminal 5, which are not operational today. These will be determined separately.
4
These covers emissions from international flights operated by Singapore-based operators.

13 Singapore Sustainable Air Hub Blueprint

 02 Performance and Targets

Reducing our domestic aviation emissions will reduce emissions from our 2019 baseline
Domestic aviation emissions are defined by of 404ktCO2 to 326ktCO2 in 2030. Accounting
functions that are core to Singapore air hub, for projected growth, this translates to a total
including the operation of cargo and passenger projected reduction of 119ktCO2.
terminal buildings and ground support. These
operations are highly energy intensive with By 2050, we target net zero emissions in line with
substantial electricity and fuel requirements. Singapore’s national commitments.
To reduce our domestic aviation emissions,
we need to decarbonise airport operations With inputs from industry stakeholders, our
through reducing energy usage and switching projected emissions and reductions from the
to renewable sources. suite of initiatives – adoption of renewable and
low-carbon electricity sources5, building energy
The aviation sector in Singapore will reduce efficiency improvements, and the adoption of
domestic aviation emissions from Changi and cleaner energy options at the airside –
Seletar Airport operations by 20% in 2030, from are illustrated in Figure 2.
2019 levels. Through a suite of initiatives, we

Figure 2: Projected reduction of domestic aviation emissions in 2030

445ktCO2

Business-as-
usual (BAU)
growth* 2019 baseline: 404ktCO2

326ktCO2
-22%
CO2 emissions

-3.7% -1.3%

2030 Adoption of renewable Building Vechicle electrification 2030

BAU emissions and low-carbon energy efficiency net emissions
electricity sources

*Refers to projected growth in emissions without any new initiatives post-2019

Source: CAAS’ figures (with inputs from stakeholders)

5
Comprises onsite solar deployment and projected decarbonisation of the national grid through low-carbon electricity imports, subject to developments.

14 Singapore Sustainable Air Hub Blueprint

 02 Performance and Targets

Singapore supports and will contribute to ICAO’s goals of carbon neutral growth
from 2019 and the long term global aspirational goal for international aviation of
net zero carbon emissions by 2050.

To support our ambition, flights departing Singapore will be required to use SAF
from 2026. We will aim for a 1% SAF target for a start. Our goal is to raise the
SAF target beyond 1% in 2026 to 3 – 5% by 2030, subject to global developments
and the wider availability and adoption of SAF.

Reducing our international aviation emissions

Aircraft Operations & Sustainable Market-based

Technology Infrastructure Aviation Fuel Measures

Net Zero 2050

Singapore affirms and supports ICAO’s More recently, ICAO and its Member States
leadership in addressing international aviation agreed on a collective global aspirational Vision
emissions. We will play our part to contribute to to reduce international aviation emissions by
ICAO’s goals of carbon neutral growth (CNG) 5% by 2030 through the use of aviation cleaner
from 2019 and the LTAG for international aviation energies at the Third ICAO Conference on
of net zero carbon emissions by 2050. Aviation and Alternative Fuels in November 2023.

To achieve these goals, ICAO has identified Singapore will play its part in contributing to
a basket of measures, comprising: ICAO’s targets and work with our stakeholders
• Technology and operational improvements, to implement ICAO’s basket of measures. We
arising from the use of more fuel-efficient have been participating in CORSIA from its
aircraft and improved operational measures; voluntary pilot phase and continue to do so.
• Use of SAF and other aviation cleaner To demonstrate our commitment, we will take
energies; and decisive actions to encourage SAF use and
• Carbon Offsetting and Reduction Scheme production in Singapore. We will aim for a 1%
for International Aviation (CORSIA), which SAF target for a start. Our goal is to raise the
complements the other measures through SAF target beyond 1% in 2026 to 3 – 5% by 2030,
the use of carbon credits. Under CORSIA, subject to global developments and the wider
airlines from participating States need to availability and adoption of SAF.
offset their carbon emissions (through use
of SAF and/or carbon credits) between
2021-2035, to achieve CNG from 2019 levels.
The voluntary phase of CORSIA is ongoing,
and it becomes mandatory from 2027.

15 Singapore Sustainable Air Hub Blueprint

 02 Performance and Targets

Figure 3 shows projected emissions from Singapore-based airlines from the implementation of
ICAO’s basket of measures in the medium term. We estimate that technology and operational
improvements can bring an emissions reduction of 16% from 2030 BAU levels. In addition, SAF and
market-based measures can reduce emissions by about 4% and 17% respectively. This would bring
our 2030 international aviation emissions below the 2019 baseline.

Figure 3: Contributions to reduction in international emissions

Business-as-
usual (BAU)
growth*
-16% -4% 2019 baseline: 17.5MtCO2
CO2 emissions

-17%

2030 Technology and Sustainable Market-based 2030 net

BAU emissions operational improvements aviation fuel measures** emissions

*Refers to projected growth in emissions without any new initiatives post-2019

**Arising from CORSIA offsetting
Source: CAAS’ figures (with inputs from stakeholders)

16 Singapore Sustainable Air Hub Blueprint

Airport
Domain
Initiatives

03
 03 Airport Domain Initiatives

Airports are complex ecosystems serving as gateways for air travel and connectivity. They are highly
energy intensive due to their large-scale infrastructure, operational systems, and ground operations.
To reduce our airport carbon footprint, the Singapore aviation ecosystem will increase adoption of
cleaner energy, further improve energy efficiency, and switch away from fossil fuels.

Image credit: CAG

CAAS and CAG are working to increase solar power deployment by installing
more solar photovoltaic systems on available rooftop spaces of airport
buildings to increase solar power generation to 10% of Changi Airport’s 2019
electricity consumption. Airfield solar panels, if assessed to be feasible,
can potentially generate another 5%.

18 Singapore Sustainable Air Hub Blueprint

 03 Airport Domain Initiatives

Solar Power deployment Jet blasts from aircraft or adverse weather

Harnessing renewable energy is key to reducing elements may also dislodge components of
an airport’s carbon footprint. Solar energy is the solar PV systems over time, creating foreign
the most viable source of renewable energy object hazards to aircraft engines. Operationally,
as Singapore’s geography does not favor the solar installations may obstruct aircraft rescue
alternatives such as hydro or wind power. and fire fighting emergency response and there
could be access constraints in carrying out
As of end-2023, Changi Airport has more than installation and maintenance amidst continuous
20MWp of installed solar power capacity, airfield operations and aircraft activity.
generating close to 4% of its 2019 electricity
consumption of about 700GWh. Ongoing plans Changi Airport’s study will examine the viability
to install more solar photovoltaic (PV) systems of deploying solar PV systems on a wider
on the available rooftop spaces of airport scale and at much closer proximity to aircraft
buildings will further generate 6%. Solar panels operations, such as within the non-graded
will also be deployed at Seletar Airport. areas of the runway and taxiway strips as
shown in Figure 4, for which there are currently
To further increase solar power capacity, no known cases being implemented. The study
Changi Airport will be commencing a study can potentially further reduce the airport’s
to assess the feasibility of installing solar PV carbon footprint by unlocking more untapped
systems on untapped areas such as open spaces, pushing the boundary for harnessing
turfed areas and, potentially, water bodies solar power beyond rooftop spaces, and chart
within the airfield, without compromising ICAO the way forward for wider solar deployment in
and local requirements for safety and efficiency airports worldwide.
of airport operations.

Some airports in other parts of the world have

installed solar PV systems near the airfield.
However, deploying solar PV systems in the
airfield where aircraft taxi, land, and take-off
involves significantly more design challenges.
The solar panels may potentially cause visual
disturbances to pilots and air traffic controllers
or interfere with radar signals.

19 Singapore Sustainable Air Hub Blueprint

 03 Airport Domain Initiatives

Figure 4: Potential scope of the solar airfield study

3
AIRPORT TERMINAL

Potential study areas at an airfield 1 Runway 2 Taxiways 3 Waterbodies Turf

The solar airfield study, which will cover the existing Changi Airport Terminals 1 to 4 and the future
Changi East sites where Terminal 5 will be located, is expected to start in early 2024 and will take
approximately twelve months to complete. The study is supported under the ASP. If feasible, airfield
solar installations could potentially provide enough solar power capacity to support up to 5% of the
airport’s 2019 energy consumption.

Clean energy airside vehicles

Today, airside vehicles and equipment used for The Changi Airport community is
airport ground operations generate polluting
committed to expand the use of
greenhouse gas emissions from burning
conventional fossil fuels, typically fossil diesel.
cleaner energy for airside vehicles
We can reduce our carbon footprint by switching with a commitment to transition the
the existing airside vehicle fleet to use cleaner entire airside vehicle fleet to operate
energy options. on cleaner energy sources by 2040,
and for all new light vehicles and
In March 2023, Singapore announced targets selected new heavy vehicles to be
for the transition of Changi Airport’s airside fleet
electric from 2025.
to cleaner energy options. By 2040, all airside
vehicles should run on cleaner energy. We have
also set an interim target for all new airside light
vehicles, such as cars, vans and minibuses, and
selected new heavy vehicles like forklifts and
tractors to be electric from 2025.

20 Singapore Sustainable Air Hub Blueprint

 03 Airport Domain Initiatives

These targets were set in close consultation between CAAS and key airport stakeholders such
as CAG, dnata, SATS, and SIA Engineering Company, with the following considerations:

Technological availability
Ensuring that the identified vehicle types have cleaner energy variants.

Operational viability
Ensuring that the cleaner energy variants can meet our local operational context.

Total cost of ownership

Impact of upfront costs of switching to cleaner energy variants and the cost of
operation, compared to operations using conventional fossil fuel, on stakeholders.

Fleet transition plans

Stakeholders’ replacement timeline for current airside vehicle fleet.

Space and grid adequacy

Ensuring sufficient space and grid capacity are available to support the ramp-up
of electric charger network.

Drawing from the IAP’s recommendations, Singapore is pursuing a range of initiatives to facilitate
the transition with better understanding of the deployment scale, concept of operations, challenges,
policies, and regulations. This is underpinned by three main pathways: electrification of the airside
fleet, use of biofuels, and conversion to hydrogen-powered airside vehicles (Figure 5).

Figure 5: Pathways to facilitate transition to cleaner airside vehicles

1. Electrification 2. Biofuels 3. Hydrogen

Vehicle electricfication

Simulation and modelling study Renewable diesel trial Hydrogen fuel cell vehicles trial

21 Singapore Sustainable Air Hub Blueprint

 03 Airport Domain Initiatives

Pathway 1: Electrification regarding the management of electric vehicle

charging patterns to minimise peak load as
well as optimal locations for charging stations.
This will facilitate a better understanding of the
deployment scale of electric vehicles. The study
is expected to be completed in early 2025.

Pathway 2: Biofuels

Image credit: CAAS

Electrification is the main cleaner energy

pathway, given the maturity of the pathway
and the wide availability of viable electric
variants for airside vehicles. Unlike internal
combustion engine vehicles, electric vehicles
do not produce tailpipe emissions.
The use of biofuels, in particular RD, is also
Under the electrification pathway, Singapore another key pathway to decarbonise vehicle
has already taken strides to deploy electric operations at the airside. RD has lower lifecycle
vehicles at the airside. Efforts began in 2017 carbon emissions compared to conventional
and CAG has successfully worked with the ground fossil diesel, making it a good cleaner energy
handlers to convert all baggage tractors entering option, particularly for those vehicles without
the baggage handling areas across Changi viable electric or hydrogen variants. RD can
Airport to electric versions. To date, 20% of around provide near-term potential for carbon
2,500 airside vehicles at Changi Airport are abatement because it can be used as a “drop-
electric. There are over 100 EV charging stations in” replacement for existing diesel engines,
located at the airside across the four terminals, diesel transportation, storage, and distribution
and this will increase to over 300 chargers in the infrastructure, with minimal adjustments.
next few years.
In 2024, CAAS and stakeholders will commence
In July 2023, following the IAP’s recommendations, a trial to use RD for airside vehicles, focusing on
CAAS commissioned the Agency for Science, heavy and specialised vehicles for which there
Technology and Research to conduct a are fewer viable electric variants. These include
simulation and modelling study, Air-SITEM, ground power units, air tugs, and transporters.
to study the infrastructure changes needed to This trial is receiving funding under the ASP and
support wider electrification of the airside fleet. will provide insights on the feasibility, cost, and
The Air-SITEM study will model and produce operational impact of using RD as a cleaner
a high-fidelity simulation of the behaviour, energy source for airside vehicles. Such insights
movement patterns, and expected charging will inform the Changi Airport community on the
requirements of all airside vehicles. It will then be best approach to encourage adoption of RD
able to quantify the resulting impact of different for these equipment until electric or hydrogen
electrification levels on the grid infrastructure. powered variants become viable in the future.
The study will also provide recommendations

22 Singapore Sustainable Air Hub Blueprint

 03 Airport Domain Initiatives

Pathway 3: Hydrogen powered vehicles Low-carbon electricity imports

Singapore’s land and natural resource
constraints limit the amount of renewable
energy we can produce. Hence, the import
of cross-border low-carbon electricity is an
important complementary decarbonisation
lever for Singapore and our airport operations.

EMA targets for Singapore to import up to

4GW of low-carbon electricity by 2035, making
around 30% of Singapore’s electricity supply
then, with imports potentially starting from 2027.
In July 2022, EMA invited interested companies
to submit proposals to import and sell up to
Finally, CAAS will also explore the use of 4GW of electricity in Singapore. As of end-
hydrogen-powered vehicles in airport 2023, Singapore is on track to achieving its
operations. This includes working to conduct target with Conditional Approvals granted by
hydrogen fuel cell vehicle (HFCV) trials at the EMA to projects that will import electricity from
airside to complement the existing electric Cambodia, Indonesia, and Vietnam.
vehicle fleet in transitioning all airside vehicles
to cleaner energy by 2040. HFCVs have no As most of the carbon emissions from airport
tailpipe emissions, with water vapour being operations are due to electricity consumption
the only by-product. These trials will help the at the airport, we will leverage the EMA’s plans
various stakeholders better understand the to reduce our GEF, including the use of low-
regulatory challenges, operational impact, and carbon electricity imports, for the aviation
infrastructural changes required to support sector to reach net zero domestic emissions by
HFCV adoption at the airport. 2050. In addition, airport stakeholders will have
the option of securing direct power purchase
Given that the use of hydrogen at the airside is agreements with importers for additional low-
relatively nascent, piloting the use of hydrogen- carbon electricity.
powered airside vehicles in Singapore’s context
would be important to help determine its
feasibility. HFCVs would have to be brought into
an airport environment and relevant refueling
infrastructure would need to be installed to
understand how hydrogen can be used safely.

23 Singapore Sustainable Air Hub Blueprint

 03 Airport Domain Initiatives

Image credit: CAG

Building energy efficiency

CAAS, CAG, and other airport partners are The airport has also trialed cooling films to
working to continually improve the energy reflect external heat and extract internal heat
efficiency of Changi Airport’s terminal buildings, for discharge to the outdoors thereby reducing
especially for air-conditioning systems, air-conditioning cooling loads.
which account for more than half of the
buildings’ total electricity consumption. The air- In terms of active strategy, CAG has upgraded
conditioning systems at our airport terminals are the chiller systems at Terminals 1 and 2 to
designed to provide thermal comfort and good achieve best-in-class efficiency levels. The
indoor air quality given the hot and humid climate upgrading works were carried out through
in Singapore. Improving the energy efficiency Energy Performance Contracts (EPC) where
of the air-conditioning systems has greatest the efficiency of the chiller plants are being
potential to move the needle in decarbonising maintained and guaranteed by the EPC
airport operations. contractor over the lifespan of the system to
ensure sustained energy performance. The
As part of its environmental sustainability thrust, collective energy saving from the upgrading
CAG has been pursuing passive and active projects is equivalent to reducing nearly 30%
strategies to lower energy use associated of energy consumption. The chiller systems at
with air-conditioning systems. An example of Terminals 3 and 4 would also be upgraded as
a passive design strategy would be the use they approach the end of their asset lifespan.
of façade materials (for example, glass and
aluminum cladding) for terminal buildings,
which are designed to comply with BCA’s code
for building envelope solar heat gain.

24 Singapore Sustainable Air Hub Blueprint

 03 Airport Domain Initiatives

Best-in-class energy efficient designs will Resource circularity through on-site

also be incorporated in the new Terminal 5 waste-to-energy facility
to achieve the Green Mark Platinum Super CAAS, together with stakeholders and with
Low Energy Building standard. As a greenfield support from experts in the waste-to-energy
development there will be opportunities for and waste management field, will undertake
Terminal 5 to incorporate more passive and a study of the potential and feasibility of
active design strategies for higher energy establishing an on-site waste-to-energy facility
efficiency. This can include a district cooling at Changi Airport. Such a facility could use waste
system where chilled water produced centrally as feedstock to generate biofuels, electricity,
is delivered to various zones through a network heating, or even cooling for the airport, thereby
of pipes instead of installing smaller standalone reducing electricity uptake from the national
chiller systems distributed across the terminal. grid and decarbonising airport operations. The
Such a design strategy will achieve economies study would involve a waste audit to determine
of scale thereby reducing capital and the type and quantity of viable waste and make
maintenance costs. Another example is space a technical assessment to establish the most
stratification, which caters for differentiated effective waste-to-energy pathway. This builds
cooling needs to optimise the cooling load upon the IAP recommendation to enhance
in each zone. A smart energy management resource circularity.
system will also be considered to provide
optimal cooling and lighting to minimise The siting of such facilities within the airport
energy consumption. would need to be carefully assessed to avoid
conflicts with airport operations, deterioration
of ambient air quality, or the generation of
odour, noise, and dust. It must also comply
with regulations and any need to mitigate
potential risks.

25 Singapore Sustainable Air Hub Blueprint

Airline
Domain
Initiatives

04
 04 Airline Domain Initiatives

emission reduction needed to achieve net zero

by 2050. It has the potential to reduce carbon
To kickstart the adoption of
emissions by up to 80% on a lifecycle basis
Sustainable Aviation Fuel (SAF) compared to fossil jet fuel.
in Singapore, flights departing
Singapore will be required to use However, SAF adoption remains low with
SAF from 2026. significant hurdles in terms of higher costs
compared to conventional fossil jet fuel, and
the need for feedstock diversification through
We will aim for a 1% SAF target for
new production pathways for longer-term
a start. Our goal is to raise the SAF
scale up of supply.
target beyond 1% in 2026 to 3 – 5% by
2030, subject to global developments In 2023, recognising the importance of SAF
and the wider availability and to aviation decarbonisation, the ICAO and its
adoption of SAF. Member States agreed to a collective global
aspirational Vision to reduce international
aviation emissions by 5% by 2030 through the
use of SAF and other aviation cleaner energies.
Carbon emissions from flying are inherently
hard to abate. Aircraft technology has improved National SAF target and SAF levy
over the years, bringing about higher efficiency Experience around the world and a SAF pilot6 in
and more fuel savings. Today’s new-generation Singapore conducted by CAAS, GenZero, and
aircraft can achieve a 20% reduction in energy SIA have shown that the adoption of SAF cannot
use compared to the aircraft they replace. depend on voluntary use alone, due to the high
However, game-changing aircraft technology cost of SAF.
that can drastically reduce emissions would still
require several decades to develop for use in To kickstart SAF adoption in Singapore, flights
Singapore’s context. departing Singapore will be required to use
SAF from 2026. We will aim for a 1% SAF target
SAF is a lower carbon fuel that can be produced for a start to encourage investment in SAF
from a number of sources (feedstock) including production and develop an ecosystem for more
waste fats, oils and greases, municipal solid resilient and affordable supply. Our goal is to
waste, agricultural and forestry residues, as well raise the SAF target beyond 1% in 2026 to 3 – 5%
as non-food crops cultivated on marginal land. by 2030, subject to global developments and
They can also be produced synthetically via a the wider availability and adoption of SAF.
process that captures carbon directly from the
air. SAF is chemically similar to fossil jet fuel and The current global supply of SAF is less than 1%
can be safely used as a drop-in fuel with no of global jet fuel demand. Capacity will need
modifications needed to aircraft to increase exponentially to meet the demand
or infrastructure. in 2050 so that the aviation sector can achieve
its net zero goal. It is critical that we provide fuel
The use of SAF is expected to be the most producers with a demand signal to give them the
critical aviation decarbonisation lever, confidence to make further investments in SAF
contributing to around 65% of the carbon production, and accelerate global SAF production.

6
CAAS worked with GenZero and SIA to conduct a 20-month SAF trial at Changi Airport. Under the pilot, SIA purchased 1,000 tonnes of neat SAF which generated 1,000 SAF
credits, corresponding to approximately 2,500 tonnes of carbon dioxide reductions. Of these 1,000 credits, only about two-thirds were sold to a handful of businesses
and cargo users.

27 Singapore Sustainable Air Hub Blueprint

 While we recognise the importance of Central SAF procurement
catalysing SAF production, we need to balance To support the implementation of the national
this against the economic impact on the SAF target and further manage the cost of using
industry and its users and Singapore air hub’s SAF, the procurement of SAF will be centralised.
competitiveness. Today, SAF is priced about 3 The levies collected will be used to aggregate
to 5 times conventional jet fuel. There is a need demand and reap economies of scale.
to manage the impact of SAF adoption on the
cost of air travel. Besides SAF demand from the national target,
there are also opportunities to aggregate
CAAS will introduce a SAF levy for the purchase voluntary SAF demand from businesses
of SAF to achieve the uplift target. As the market and organisations looking to purchase SAF
for the supply of SAF is still nascent and the to reduce their air travel carbon footprint.
price of SAF can be volatile, we will adopt a Businesses and organisations will be invited to
fixed cost envelope approach to provide cost use the central procurement mechanism to
certainty to airlines and travellers. The levy will reap economies of scale.
be set at a fixed quantum based on the SAF
target and projected SAF price at that point The central procurement function can also
in time. For example, the quantum of the SAF take on the management and allocation of SAF
levy in 2026 will be set based on the volume credits generated from SAF use through central
of SAF needed to achieve a 1% SAF target and purchases. For SAF procured under the national
the projected SAF price in 2026. The amount targets, SAF credits will be allocated back to the
collected through the SAF levy will be used to airlines based on the share of levies collected.
purchase SAF, based on the actual price of Credits generated from SAF procured voluntarily
SAF at the time of purchase. The SAF levy will by businesses and organisations will be allocated
not change, even if the actual SAF price differs based on the amount of SAF bought.
from what is projected. Instead, the actual uplift
volume of SAF will be adjusted based on the
pre-determined SAF levy and prevailing SAF
price.

The levy will vary based on factors such as

distance travelled and class of travel. As an
indication, we estimate that the levy to support
a 1% SAF uplift in 2026 for an economy class
passenger on a direct flight from Singapore
to Bangkok, Tokyo and London to be S$3, S$6
and S$16 respectively. Passengers in premium
classes will pay higher levies.

CAAS will continue its close consultation with

stakeholders on the implementation of the SAF
levy, before announcing more details in 2025
nearer the date of implementation.

28 Singapore Sustainable Air Hub Blueprint

 04 Airline Domain Initiatives

Image credit: Neste

SAF production in Singapore and the region Nonetheless, given the tremendous increase
In 2023, global SAF production was estimated in SAF production capacity required globally,
to be over 600 million litres, which was double there is scope for more SAF production to be
the production volume in 20227. For the aviation based in Singapore, which will also support
sector to achieve net zero emissions by 2050, the needs of Changi Airport. CAAS and the
65% of the total emissions reductions will likely Singapore Government will work closely with
need to be achieved through the use of SAF. industry partners to expand Singapore’s SAF
Based on IATA’s estimates, this will translate into production capacity, in line with our national
450 billion litres of SAF being needed8. This will targets set out under the Sustainable Jurong
require significant increases in SAF production Island10 plan to increase the production of
facilities across the world. sustainable products.

The presence of an existing petrochemical

sector in Singapore provides a good base
for new SAF facilities in Singapore. Neste has
expanded their refinery capacity in Singapore
with the capacity to provide 1.25 billion litres9
of SAF annually since their initial investment in
Singapore in 2007.

7
Source: International Air Transport Association, Press release 69, “SAF volumes growing but still missing opportunities, 6 December 2023.
8
Source: International Air Transport Association. Net Zero 2050: sustainable aviation fuel.
9
Based on standard density of 0.8kg/litres for jet fuel as listed in CORSIA Annex 16, Volume IV: Part II, Chapter 2, 2.2.3.
10
In 2021, EDB launched the Sustainable Jurong Island (JI) report, detailing the Government’s plans to transform JI into a Sustainable Energy & Chemicals (E&C) Park that
operates sustainably and exports sustainable products globally. As part of this, EDB will set out to achieve the following key targets for the E&C sector by 2030: (i) to
increase the output of sustainable products by 1.5 times from 2019 levels, (ii) ensure that refineries and crackers in Singapore are in the top quartile of the world in terms
of emissions intensity, and (iii) realise at least two million tonnes of carbon capture potential.

29 Singapore Sustainable Air Hub Blueprint

 04 Airline Domain Initiatives

Besides anchoring new SAF investments in Airline fleet renewal and

Singapore, there is also opportunity for more operational improvements
SAF production in our region. SAF production Singapore air carriers are major proponents
is limited by overall feedstock availability due of fleet modernisation programmes.
to constraints in feedstock supply as well as They continue to invest in the replacement
competition for feedstock from other sectors of their current fleet with more fuel-efficient
such as shipping, road transport and energy. aircraft models.
There is a need to widen feedstock availability
across different regions to unlock more SAF The SIA Group has invested in modern and
production globally. To do this, there should fuel-efficient aircraft which has significantly
be consistent rules for acceptability and reduced fuel consumption and emissions. This
sustainability requirements for feedstock. includes the Airbus A350 and Boeing 787, which
Singapore promotes the recognition of are about 25% more fuel efficient than their
CORSIA’s sustainability criteria as the accepted older generation counterparts. The SIA Group
basis for the eligibility of SAF. We encourage is further investing in new generation aircraft,
the industry to adopt a feedstock-neutral including the Boeing 777-9 and Airbus A350F,
approach and not exclude any particular which will be delivered in the coming years. Arising
feedstock, as long as it meets the CORSIA from its fleet modernisation efforts, the SIA Group
sustainability criteria and delivers the required currently operates one of the youngest aircraft fleets
carbon emissions reduction. globally, with an average age of about 7 years.

CAAS is participating in a regional study, led Our carriers also embarked on various
by Boeing and the Roundtable on Sustainable operational improvements to reduce fuel
Biomaterials, to develop a Sustainable Aviation burn, such as weight reduction initiatives and
Fuels Roadmap to ascertain the availability and reduction of aircraft auxiliary power unit use on
sustainability of feedstock in Southeast Asia, ground. In addition, they have optimised flight
and identify feasible SAF production pathways plans and management, including improving
that meet the CORSIA Sustainability Criteria. The airspace congestion and identifying more
study will also identify potential pilot projects efficient routes, as well as tapping into data
that can be developed further to spur SAF analytics and digital solutions for in-flight
production in Southeast Asia. fuel savings.

30 Singapore Sustainable Air Hub Blueprint

Air Traffic
Management
Domain
Initiatives

05
 05 Air Traffic Management Domain Initiatives

CAAS will undertake three ATM initiatives over the next five years to improve
operations to increase efficiency and reduce fuel burn. Collectively, these
initiatives are expected to bring about a 10% reduction in additional fuel burn
and emissions.

ATM initiatives offer a win-win solution for Air Navigation Plan which comprises Aviation
the environment, airlines, and passengers. System Block Upgrades (ASBUs) as a strategy
Operational improvements to increase and roadmap and seeks to achieve a global
efficiency and the optimisation of flight routes interoperable air navigation system that is safe,
can reduce track miles and flight durations. This efficient, and environmentally sustainable.
enables airlines to reap fuel savings and for
passengers to get to their destinations quicker, Singapore will roll out three initiatives over the
while reducing emissions. These benefits can be next five years to improve the efficiency of
multiplied over many flights. ATM operations and procedures and reduce
fuel burn by leveraging new ATM technologies,
Singapore’s efforts to optimise ATM for implementing new concepts of operations,
improved environmental performance will and deepening collaboration with aviation
be closely aligned with plans and guidance stakeholders, including ANSPs and airlines.
from ICAO. ICAO has developed the Global

32 Singapore Sustainable Air Hub Blueprint

 05 Air Traffic Management Domain Initiatives

Advanced demand-capacity balancing implementation

a) Expand suite of Air Traffic Flow b) Strengthen integration between

Management (ATFM) solutions to include meteorology (MET) and ATM
Long Range ATFM (LR-ATFM) Due to the convective weather in the region,
CAAS has partnered ANSPs within the Asia- disruptive conditions such as thunderstorms
Pacific region to implement a Distributed with possible wind shears are difficult
Multi-Nodal ATFM network, termed as the to predict and can occur abruptly. Rain
Asia-Pacific Cross-border Multi-Nodal ATFM impedes visibility at or around an airport and
Collaboration (AMNAC)11. This has enabled can result in increased aircraft holding due
the coordination and management of flights to poor landing conditions and increased
within the AMNAC network prior to take-off spacing between arrivals. These result in
instead of only managing flights tactically increased delays and additional fuel burn
through air traffic control (ATC) restrictions and emissions. As such, accurate and timely
when they are in the air. For example, Ground MET information is important to support
Delay Programs regulate the departure better decision-making for ATM to reduce
of flights in anticipation of a period of arrival delays and minimise unnecessary
projected demand-capacity imbalance fuel burn.
at a destination airport. The affected flights
depart as guided by calculated take-off CAAS has been working with stakeholders
times issued by ATFM units within the AMNAC to improve the reliability, timeliness, and
network to avoid anticipated congestion accuracy of weather forecast information
in the air. The AMNAC has been effective provided to air traffic controllers for ATM
in optimising traffic flows, increasing decision-making. In particular, CAAS,
predictability of flights, and reducing holding together with local research partner, MITRE
in the air, thus reducing unnecessary fuel Asia Pacific Singapore (MAPS), developed
burn and carbon emissions. a Convective Weather Impact Forecast
(CWIF) prototype with stakeholders to
CAAS is expanding beyond the AMNAC improve forecasts for convective weather
network to include longer haul flights. and contextualise the weather effects and
Operational trials on the LR-ATFM concept impact on air traffic. For the next phase, CAAS
have been conducted with SIA for flights is testing the prototype for decision support,
between Europe and Singapore, to speed fused with local weather insights and air
up or slow down these flights enroute to traffic flow information for forward planning,
Singapore. This can avoid arrival delays with plans to operationalise the CWIF tool in
arising from unnecessary holding and 2028. This will help to reduce arrival delays
vectoring and minimise unnecessary fuel arising from adverse weather conditions and
burn. CAAS is developing the operational minimise associated fuel burn.
requirements for integrating the LR-ATFM
concept into the existing ATFM system
and engaging stakeholders and partner
ANSPs to refine the concept of operations.
Implementation of LR-ATFM operations is
planned for 2026.

11
States/administrations participating in the AMNAC include Cambodia, China, Hong Kong China, Indonesia, Lao PDR, Malaysia, Myanmar, the Philippines, Singapore,
Thailand and Vietnam.

33 Singapore Sustainable Air Hub Blueprint

 05 Air Traffic Management Domain Initiatives

Performance-based navigation enhancement

a) Develop smart tools to facilitate burn and emissions. Operational trials for
Continuous Climb and Descent Operations the smart advisory tool prototype were
(CCO and CDO) conducted in the first half of 2023, with
Conceptually, CCO and CDO would allow the aim to operationalise the tool by 2028.
aircraft to fly on uninterrupted flight paths Beyond this, CAAS continues to explore
during climb and descent phases and the development of other smart tools to
remain at higher altitudes for longer periods support the optimisation of other ATM
of time at lower engine thrust, thus reducing operations including CCO.
fuel burn, as shown in Figure 6. CAAS has
been facilitating CCO and CDO where traffic Figure 6: Continuous Descent Operations (CDO)
approach vs non-optimal approach
permits. CAAS has also collaborated with
partner ANSPs from Japan and New Zealand
to conduct trials on green ATM operations,
including the facilitation of CCO and CDO
Current
for flights between both countries, since May step down
approach
2023 and August 2023 respectively.

These operational trials have resulted in

emissions reduction and demonstrated CDO
approach
the potential to yield significant benefits
when implemented on a wider scale.
Specifically, CCO and CDO implemented
at Changi Airport has enabled fuel savings b) Implement direct point-to-point routings
of up to 150kg, and 470kg of CO2 emissions CAAS has progressively implemented direct
reduction for each flight. point-to-point routings, shown in Figure 7,
for specific route segments to improve flight
There remain several challenges to efficiency and reduce fuel burn. CAAS is
conduct CDO in actual ATC operations, also collaborating with partner ANSPs in the
such as the lack of awareness of the region to implement Direct Route Operations
optimal top of descent (TOD) for all on a wider scale, to yield greater benefits for
aircraft. In addition, high traffic density airlines and the environment. The longer-
and a complex operational environment, term aim is to shift towards an eventual Free
especially around Changi Airport, will Route Airspace across contiguous volumes
limit the extent to which CCO and CDO of airspace which will bring about optimised
can be implemented. Therefore, CAAS is capacity and flexible flight trajectories.
developing solutions to support ATC in
conducting CDO, such as a smart advisory Figure 7: Direct point-to-point routings
tool prototype in collaboration with local
research partner, Aviation Innovation Air Traff
ic Serv
ices Ro
Research Lab (AIR Lab), to pre-identify utes
es
ut
Ro

suitable aircraft for CDO, provide optimal

s
ce

TOD information to air traffic controllers,

i
rv
Se

and inform of CDO opportunities. This will

c
ffi

g
utin
ra

facilitate ATC in carrying out CDO, which t Ro

rT

c
Dire
Ai

will then contribute to better optimisation

of flight profiles and reduction in fuel

34 Singapore Sustainable Air Hub Blueprint

 05 Air Traffic Management Domain Initiatives

Gate-to-gate trajectory optimisation

a) Improve precision in separation between b) Implement enablers for Trajectory

aircraft during take-off and landing Based Operations (TBO)
Runway throughput is determined by several The transformation of ATM, as shown in
factors, including the required minimum Figure 8, is needed to enable a quantum
wake turbulence separation between aircraft leap in operations that optimises the end-
as prescribed by ICAO. The re-categorisation to-end trajectories of flights to support
(RECAT) of aircraft wake turbulence traffic growth in a more sustainable manner.
categories from four to seven groups based Future concepts of operations, including
on ICAO provisions has enabled a further TBO, would enable ANSPs to work together
reduction in separation between aircrafts to jointly plan and optimise flight trajectories
of certain weight categories. This allows the from take-off to landing across boundaries
use of more precise separation standards and stakeholders.
between aircraft to reduce the time
intervals needed between take-offs and In mid-2020, CAAS collaborated with
landings, thus improving the overall runway ANSPs from Canada, Japan, Thailand,
throughput efficiency and capacity, and and the United States (US) in a multi-
reducing delays and fuel burn. regional TBO project, led by the US
FAA, to demonstrate and validate TBO
Since 2022, CAAS has implemented the operational values and capabilities. The
RECAT of aircraft wake turbulence categories initial phase of the project involved a lab
to reduce separation between arrival flights, demonstration trial which tested various
facilitated by an Approach Spacing Tool, scenarios of TBO flights, the negotiation
a decision support tool for ATC. CAAS is of flight trajectory based on predicted
extending the same initiative to departures, traffic information through flight and flow
supported by a Departure Spacing Tool, information exchange, and the identification
developed with MAPS, to further optimise of operational values and technical
runway efficiency and increase fuel capabilities required. Subsequently, CAAS,
savings. CAAS has completed the scoping together with ANSPs from Japan, Thailand,
of the departure RECAT tool and will and the US, collaborated with Boeing as
be conducting software testing and the technology partner to successfully
integration for operationalisation conduct the world’s first-ever multi-
of the tool by 2028. regional TBO demonstration flight in June
2023. The successful demonstration flight
validated the technological capabilities
that were developed and tested in lab
demonstrations during the initial phase,
including information exchange, trajectory
negotiation, and collaborative decision-
making processes during an active flight,
utilising onboard capabilities and
ground systems.

Image credit: CAAS

35 Singapore Sustainable Air Hub Blueprint

 05 Air Traffic Management Domain Initiatives

To further advance the development and CAAS is working with stakeholders in ASEAN,
implementation of TBO in the region, CAAS the Asia-Pacific region, and at the global ICAO
signed a Letter of Intent on the Asia-Pacific level to adopt a phased implementation of
TBO Pathfinder Project in October 2023 with the key building blocks for TBO. For FF-ICE,
nine other signatories comprising partner the focus is on pre-departure negotiation for
ANSPs from China, Indonesia, Japan, New flight trajectory optimisation, starting with the
Zealand, the Philippines, Thailand, and the US, implementation of filing and flight data request
the Civil Air Navigation Services Organisation, services by 2026. Beyond 2026, CAAS will explore
and IATA, to jointly define, develop, and the implementation of other elements of FF-ICE,
demonstrate TBO for the Asia-Pacific region which will enable post-departure “In-The-Air”
within the next few years. information exchange and negotiation of flight
trajectory optimisation.
The full implementation of TBO is a long-
term endeavour. As an interim step, several For SWIM, CAAS has completed an operational
fundamental technological building blocks trial with multi-nodal ATFM as the first use case
can enable the sharing of information among and has collaborated with partner ANSPs to
all stakeholders involved. These include Flight form an ICAO APAC SWIM Implementation
and Flow Information for a Collaborative Pioneer Group to develop the timelines for
Environment (FF-ICE) and System Wide SWIM services testing and provisioning, with the
Information Management (SWIM). implementation timeframe for SWIM in APAC
before 2030.

Figure 8: ATM transformation: Optimise end-to-end flight trajectories

The Future of Air Traffic Management The Future of Air Traffic Management
Non - TBO Scenario TBO Scenario

Flight Information Regions Air Traffic Control Original Trajectory Non-TBO Trajectory

Negotiating Trajectories Agreed Trajectory

36 Singapore Sustainable Air Hub Blueprint

Critical
Enablers

06
 06 Critical Enablers

The effective implementation of sustainability initiatives across the three

domains will require strong government action and close collaboration with the
industry. As such, key enablers are necessary for providing the right conditions
for success. They are policy and regulation, industry development, infrastructure
planning and provision, workforce transformation, and international
partnerships and collaborations.

Policy and regulation The taxonomy sets out detailed thresholds

Policies and regulations are key instruments and criteria for defining green and transition
for the government to set the sustainability activities that contribute to climate change
ambition for the aviation sector. The role of mitigation across eight focus sectors,
policy and regulations is especially important including aviation under the transport sector.
in relatively nascent areas and where some CAAS worked closely with MAS to ensure
level of standardisation or harmonisation will be that the taxonomy accurately reflects the
required. This also includes situations where the considerations of the aviation sector and
industry, when acting alone, may not be able to its initiatives.
achieve the intended outcomes.
Industry development
CAAS will introduce several policies to drive Singapore will require concerted efforts
tangible actions. This includes setting domestic from the aviation industry and collaboration
aviation emissions reduction targets to spur amongst multiple stakeholders to achieve
collective action amongst the Singapore our targets. Cross-sectoral partnerships
aviation community, and the introduction of a are therefore important as many aviation
national SAF target to encourage SAF production decarbonisation pathways involve a diverse
and kickstart adoption in Singapore and the region. range of stakeholders from across the
value chain. CAAS has put in place two key
Another policy support tool is the development industry development programmes to foster
of a taxonomy for green financing. A well- collaboration, cooperation, and capability-
designed taxonomy provides a clear, transparent, building amongst stakeholders.
and credible framework for financiers to assess
projects for green financing and for implementers
to identify projects that qualify. The Monetary
Authority of Singapore (MAS) launched the
Singapore-Asia Taxonomy for Sustainable
Finance in December 2023.

38 Singapore Sustainable Air Hub Blueprint

 06 Critical Enablers

a) Aviation Sustainability Programme b) International Centre for Aviation Innovation

CAAS has set up a S$50 million ASP As air travel recovers from the pandemic,
to support decarbonisation efforts. It innovation is another focus for international
demonstrates CAAS’s commitment to aviation. Innovation allows the aviation
drive sustainable aviation and support the sector to leverage technology to transform
development of innovative solutions through travel experience, enhance productivity,
defraying investment cost and accelerating safety, and achieve sustainability goals.
industry-led projects.
CAAS has set up the ICAI to drive innovation
As of November 2023, CAAS has supported initiatives across all aspects of aviation
several sustainability projects. These include including air traffic management, airport
the feasibility study for the deployment of operations, advanced air mobility, and
solar panels on the airfield, a simulation aviation sustainability. In line with the IAP’s
and modelling study for the electrification recommendation for Singapore to develop
of airside vehicles, and trials for the use a digital twin to mirror static and dynamic
of renewable diesel for ground handling assets and integrate data from various
equipment and vehicles. sources, ICAI will set up an innovation lab in
the next few years to simulate and validate
CAAS will continue to leverage the ASP to new concepts of operations for advanced
support our industry’s sustainability efforts predictions, simulation, and process
that will contribute towards our 2030 and optimisation across all aspects of aviation.
2050 targets, such as electric and hydrogen
power trials under the clean energy airside The first use case for such a digital twin
vehicles programme, as well as feasibility capability would be in the reduction of
studies for waste-to-energy conversion. energy consumption and emissions from
aircraft and airside vehicle movements.

CAAS has engaged ICAI to manage Stage

1 of Singapore’s Aviation Transformation
Programme 2.0. ICAI will work with local
research institutes and Institutes of Higher
Learning, including the Aviation Studies
Institute, Air Traffic Management Research
Institute, Aviation Innovation Research
Lab, MITRE Asia Pacific Singapore, and the
Institute for Infocomm Research.

39 Singapore Sustainable Air Hub Blueprint

 06 Critical Enablers

Infrastructure planning and provision

Proper planning and provisions for supporting infrastructure are necessary for the aviation
sustainability initiatives to be implemented smoothly.

a) Future infrastructure
The Singapore air hub is also looking ahead to ensure necessary provisions are made to
achieve high sustainability standards for future developments. Terminal 5 is being designed and
developed to achieve BCA’s Green Mark Platinum Super Low Energy standard, a significant goal
given the airport’s huge energy requirements. Key strategies include ensuring high efficiency of the
cooling systems through district cooling and maximising on-site solar energy production.

Image credit: CAG

b) Hydrogen
In February 2022, CAAS signed a Cooperation Agreement with Airbus, CAG, and Linde to study
the technical feasibility of hydrogen adoption and infrastructure requirements for aviation.
Under the Cooperation Agreement, the four parties will collaborate to conduct market analysis
on the projected aviation demand and supply for liquid hydrogen, as well as regional readiness
and commercial feasibility for the adoption of liquid hydrogen operated aircraft. The parties will
also evaluate the safety considerations, regulatory challenges, operational impact as well as
infrastructure requirements for hydrogen adoption in an airport to complement the electrification
of airport operations.

40 Singapore Sustainable Air Hub Blueprint

 06 Critical Enablers

Workforce transformation Training Committees, relevant lifelong learning

Sustainability will not just create new career and skills-upgrading initiatives under SSG, and
opportunities, it will also eventually impact WSG’s Career Conversion Programme. The next
every aviation worker’s job. CAAS is developing generation of aviation professionals joining
initiatives to support greater awareness the industry from local schools will also need a
of aviation sustainability, in the form of strong understanding of aviation sustainability.
e-modules and bite-sized videos, to share CAAS will work closely with our Institutes of Higher
with the aviation workforce, new entrants, and Learning to develop and refresh their curriculum
potential job-seekers. to offer aviation sustainability modules and
stimulate interest through curated sustainability-
To support existing aviation workers, we will linked internships and learning journeys.
embark on a tripartite partnership to identify
new and emerging sustainability-related Through these efforts, the aim is to make
job roles, accompanied by upskilling and job sustainability, like aviation safety, a way of life
redesign efforts offered by NTUC’s Company for our aviation workers.

Image credit: CAAS

41 Singapore Sustainable Air Hub Blueprint

 06 Critical Enablers

International Partnerships and Collaborations

There is a need for strong international partnerships and collaboration across governments, industry,
and academia to enable international aviation to grow sustainably and continue to play a vital role
in global economic and social development. Singapore is committed to participate in partnerships
and collaborations across various levels to advance sustainable aviation.

b) Asia-Pacific sustainable aviation centre

Given the differences in circumstances,
operating contexts, and readiness across
regions, a varied pace of sustainable
aviation policy implementation can be seen
across the world. In the Asia-Pacific region,
which is one of the largest aviation markets
with more than a third of global travel
pre-pandemic, aviation is a critical enabler
for many economies and is expected to
Image credit: Ministry of Transport continue growing. The types of available
SAF feedstocks and difference in technology
options also set this region apart from others.
a) ICAO
Singapore participates actively in As such, there is a need to build sustainable
environment discussions at ICAO through aviation policy research capabilities and
our representatives and experts in the develop policies that reflect Asia-Pacific’s
ICAO Council, the Climate and Environment unique circumstances and development
Committee, the Technical Advisory Body, needs. To this end, CAAS will work with key
and the Committee on Aviation industry partners to establish a regional
Environmental Protection. sustainable aviation centre. This centre will
develop capabilities for sustainable aviation
Singapore is also participating in ICAO’s policy research specific to the needs of
capacity-building initiatives. In 2022, the Asia-Pacific region, such as policy
Singapore entered an agreement with development to balance sustainability and
ICAO for Assistance, Capacity-building, and development outcomes and build deeper
Training on SAF initiative (ACT-SAF), where scientific understanding of regional SAF
we provide capacity-building and technical feedstocks. The centre will validate prevailing
assistance to other countries. We have also policy recommendations against the Asia-
been providing training and support on Pacific context and add new perspectives
CORSIA to our partner States in the Pacific to these discussions. It will also provide
Islands through the ACT-CORSIA initiative capacity-building activities to support
since 2019. aviation decarbonisation efforts for the
region, building upon Singapore’s current
contributions through ICAO’s capacity-
building programmes.

42 Singapore Sustainable Air Hub Blueprint

 06 Critical Enablers

c) Multilateral and bilateral partnerships as well as the South-East Asia – Oceania

Singapore entered into bilateral sustainable Implementation of Free Route Operations
aviation agreements with Australia, Japan, (FRTO) Project to identify applicable city pairs
New Zealand, the United Kingdom, and the US and flights, and validate the use of FRTO
in recent years. Through these agreements, between defined cities. The two initiatives
we will exchange information on key are early products of the Asia-Pacific ANSP
developments and work together to scale up Committee (AAC) which was set up in April
the adoption of SAF. For example, Singapore 2023 to enhance collaboration between
is working with Japan and the United States ANSPs and drive regional ATM collaboration,
to develop a novel Aviation Green Lane including in seamless ATM operations and
concept shown in Figure 9, as an end-to-end technologies. The AAC is chaired by the
model, bringing together stakeholders across Director-General of CAAS.
the value chain to collaborate and make
flying more sustainable. We aim to expand Figure 10: ASAAP terms of reference
our network of partners over time.
ASEAN Sustainble Aviation
In ASEAN, Singapore forged agreement on Action Plan Objectives:
the ASAAP (Figure 10), during our two-year
chairmanship of the ASEAN Air Transport
Working Group in 2022-2023. This 10-year Share best practice on aviation
decarbonisation to support capability
action plan details milestones and activities
building.
including an ASEAN roadmap to drive
sustainable aviation growth in the region. CAAS
Facilitate information exchange
is working closely with ASEAN Member States to advance the region’s aviation
and dialogue partners to deliver the ASAAP. sustainability and decarbonisation efforts.

In addition, CAAS has collaborated with Collaborate among ASEAN Member States,
dialogue and experts to develop an ASEAN
multiple ANSPs to advance ATM initiatives Sustainable Aviation Roadmap.
to enhance the safety, efficiency, and
sustainability of aviation. This includes Support the efforts and objectives on
the Asia-Pacific TBO Pathfinder Project to sustainble transport under the Kuala
Lumpur Transport Strategic Plan 2016-
further advance the development and 2025 and the subsequent Post-2025 Vision
implementation of TBO in the region, Roadmap for ASEAN Transport Cooperation.

Figure 9: Aviation green lane concept

Initiatives could include:

Sustainable aviation fuel use

End-to-end concept covering domains of: Fuel-efficient aircraft

Optimised air traffic management

Sustainability measures in airports

Airlines Airport Air Traffic Use of high-integrity carbon offsets

Management

Aviation green lane serves as a potential approach to implement ICAO’s basket of measures (technology and operational
improvements, aviation cleaner energy use, and CORSIA). Through an end-to-end concept, it seeks to foster value chain
collaboration, ensure credibility, and provide transparency to consumers.

43 Singapore Sustainable Air Hub Blueprint

Acknowledgments

08
 Acknowledgments

CAAS would like to extend our appreciation to all agencies, individuals, and organisations who have
contributed to the preparation of this publication and participated in the IAP process. They include:

International Advisory Panel members

Professor Chong Tow Chong Dr Steve Howard

President, Singapore University of Technology and Design Vice Chairman, Sustainability, Temasek

Mr Han Kok Juan Dr Sabine Klauke

Director-General, Civil Aviation Authority of Singapore Chief Technical Officer, Airbus

Mr Luis Felipe de Oliveira Dr Naveed Hussain

Director General, Airports Council International World Vice President and Chief Engineer, Boeing Defense,
Space and Security. IAP Member from Feb-Apr 2022
Mr Simon Hocquard
Director General, Civil Air Navigation Services Organization Dr Todd Citron
Chief Technology Officer, The Boeing Company.
Mr Willie Walsh IAP Member from Apr 2022
Director General, International Air Transport Association
Mr Lee Seow Hiang
Professor Peter Jackson Chief Executive Officer, Changi Airport Group
Director, Aviation Studies Institute
Ms Grazia Vittadini
Professor Lam Khin Yong Special Advisor, Rolls Royce
Co-Chair, Air Traffic Management Research Institute
Mr Kerry Mok
Mr Jeffrey Chua President and Chief Executive Officer, SATS
Chairman, Boston Consulting Group Singapore
Ms Aw Kah Peng
Mr Kaushik Das Chairperson, Shell Companies in Singapore
Senior Partner and Managing Partner for Southeast Asia,
McKinsey & Company Mr Goh Choon Phong
Chief Executive Officer, Singapore Airlines
Mr Pedro Gómez
Head, Climate; Member of Executive Committee, Mr Philippe Keryer
World Economic Forum Executive Vice President for Strategy, Research,
and Technology, Thales
Mr Thorsten Lange
Executive Vice President for Renewable Aviation,
Neste (former). IAP member until April 2023

45 Singapore Sustainable Air Hub Blueprint

 Acknowledgment

Contributors to IAP deep dives

Airport

Airbus Rolls-Royce
Airports Council International SATS
The Boeing Company Singapore Airlines
Boston Consulting Group Singapore SIA Engineering Company
Changi Airport Group Singapore Technologies Engineering
DHL Singapore University of Technology
dnata and Design
McKinsey & Company Solar Energy Research Institute
of Singapore
Neste
Temasek
Netherlands Airport Consultants
World Economic Forum

Airline

Airports Council International Rolls-Royce

Boston Consulting Group Singapore Sembcorp
All Nippon Airways Qantas
Airbus Shell Companies in Singapore
The Boeing Company Singapore Airlines
Changi Airport Group Singapore University of Technology
Climate Impact X and Design

Economic Development SkyNRG

Board Singapore Sustainable Aviation Buyers Alliance
ExxonMobil Temasek
FedEx United Airlines
International Air Transport Association United Parcel Service
Louis Vuitton Moët Hennessy World Economic Forum
Neste

Air Traffic Management

Aeronautical Radio of Thailand Changi Airport Group

Airbus German Aerospace Center
Aviation Studies Institute International Air Transport Association
Air Traffic Management International Civil Aviation Organization
Research Institute Asia-Pacific Regional Office
The Boeing Company

46 Singapore Sustainable Air Hub Blueprint

Glossary

08
 Glossary

ACT-CORSIA Assistance, Capacity-building and Training on Carbon Offsetting and

Reduction Scheme for International Aviation
ACT-SAF Assistance, Capacity-building and Training for Sustainable Aviation Fuels
Air-SITEM Air-Singapore Integrated Transport & Energy Model
AMNAC Asia-Pacific Cross-border Multi Nodal ATFM Collaboration
ANS Air Navigation Services
ANSP Air Navigation Service Provider
ASAAP ASEAN Sustainable Aviation Action Plan
ASBU Aviation System Block Upgrade
ASEAN Association of South-East Asian Nations
ASP Aviation Sustainability Programme
ATAG Air Transport Action Group
ATC Air Traffic Control
ATFM Air Traffic Flow Management
ATM Air Traffic Management
BAU Business as Usual
BCA Building and Construction Authority
CAAS Civil Aviation Authority of Singapore
CAG Changi Airport Group
CCO Continuous Climb Operation
CDO Continuous Descent Operation
CO2 Carbon Dioxide
CORSIA Carbon Offsetting and Reduction Scheme for International Aviation
COVID Coronavirus Disease
CWIF Convective Weather Impact Forecast
EE Energy efficiency
EMA Energy Market Authority
FF-ICE Flight and Flow Information for a Collaborative Environment
GEF Grid Emission Factor
GW Gigawatts
HFCV Hydrogen Fuel Cell Vehicle
IAP International Advisory Panel
IATA International Air Transport Association
ICAO International Civil Aviation Organization
LR-AFTM Long Range - Air Traffic Flow Management
LTAG Long Term Aspirational Goal
MAS Monetary Authority of Singapore
MET Meteorology
NTUC National Trade Union Congress
PV Photovoltaic
RD Renewable Diesel
RECAT Re-categorisation
SAF Sustainable Aviation Fuel
SSG SkillsFuture Singapore
SWIM System Wide Information Management
TBO Trajectory Based Operations
TOD Top of Descent
WSG Workforce Singapore

48 Singapore Sustainable Air Hub Blueprint

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