Royal Schiphol Group
| Schiphol Group | |
|---|---|
| File:Bijdrijfs Logo.svg | |
| Quick Facts | |
| Type | Public |
| sector | Aviation |
| Headquarters (Benelux Organization) | Haarlemmermeer, Netherlands |
| Year of Origin | 1920 |
| Emissions (All Scopes) | +100 Megatons of CO2 (2020) |
| Net Income | -€563 million (2020)(due to COVID-19 effects) |
| Key People |
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| Subsidiaries |
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Royal Schiphol Group, stylized as Schiphol Group, is a Dutch airport management company.
It was founded in 1920, when current home carier KLM operated its first civilian flights in Haarlemmermeer. This is now known as Schiphol Airport. (https://www.schiphol.nl/en/schiphol-group/page/amsterdam-airport-schiphol/). Operating Schiphol is one of Royal Schiphol Group's main activities (https://www.schiphol.nl/en/schiphol-group/page/amsterdam-airport-schiphol/). Schiphol airport coveres about 227,304 air transport movements, 1.44 million tonnes of cargo and 20.9 million passengers in 2020 (https://www.schiphol.nl/nl/route-development/pagina/amsterdam-airport-schiphol-airport-facts/).
In 2016 Schiphol Group received the predicate Royal, as a gift to Schiphol airport for its 100-year anniversary.
Company Structure
Board of Directors
The Managament Board, consisting of Dick Benschop (CEO), Robert Carsouw (CFO), Hanne Buis (Chief Projects & Assets Officer) and Birgit Otto (Chief Operations Officer) are responsible for the day-to-day operations and general state of affairs in Royal Schiphol Group and its subsidiaries. A multifaceted team of top-level managers supports the Management Board in their duties (https://www.schiphol.nl/en/schiphol-group/page/management-royal-schiphol-group/) .
The CEO's has a fixed salary of €443.604,00 (2020).The Supervisory Board has the possibility to increase this with a variable renumeration of 20%, depending on the CEO's performance on the Top Performance Indicators.
The Royal Schiphol Group Supervisory Board is tasked with monitoring the management of Schiphol Group and the general state of affairs. Louise Gunnung-Schepers is chair of the Supervisory Board (https://www.schiphol.nl/en/schiphol-group/page/supervisory-board/).
The President and CEO of Schiphol Group is primarily responsible for sustainability. The Management Board defines the sustainability vision and policy and is for that purpose assisted by the Supervisory Board's Safety, Sustainability & Stakeholders Committee. The sustainability programme manager is part of Schiphol Group's Strategy and Airport Planning department and reports directly to the President and CEO. (https://www.jaarverslagschiphol.nl/xmlpages/resources/TXP/Schiphol_web_2020/pdf/Schiphol_Annual_Report_2020.pdf – Page 92).
Accountant
The external accountant of Royal Schiphol Group is KPMG (2020).
Operations
Royal Schiphol Group currently manages Amsterdam Airport Schiphol (majority stake), Rotterdam The Hague Airport (majority stake), Lelystad Airport (majority stake), Eindhoven Airport (majority stake), Groupe AdP (participation), Brisbane (participation), JFK International Airport NY (participation) (https://www.greenpeace.org/static/planet4-netherlands-stateless/2019/07/f58cd04a-ce-delft-co2-emissies-van-klm-en-schiphol.pdf). After agreeing to cross shareholding of 8% with Groupe AdP (owner of three Paris airports Charles de Gaulle, Orly and le Bourget) in 2008 Royal Schiphol Group became the world's largest airport company.(https://www.spiegel.de/international/business/a-little-bit-of-schiphol-is-privatized-paris-and-amsterdam-airports-to-increase-cooperation-a-585630.html). Recently Groupe AdP and Royal Schiphol Group decided to end their cooperation agreement. It is not decided yet who will rebuy the 8% shareholdings, which must be done before 30 may 2023 (https://news.schiphol.com/adp-and-rsg-will-not-renew-cooperation-agreement/).
Royal Schiphol Group has four owners: the State of the Netherlands (69,77%), municipality of Amsterdam (20,03%), municipality of Rotterdam (2,2%) and Groupe AdP (8,0%). (https://www.schiphol.nl/nl/jij-en-schiphol/pagina/luchthavenfeitjes/). Groupe AdP is currently selling its 8,0%.
Schiphol Group´s key business partner is KLM.
In 2020 en 2021 Schiphol Group received a total of €117 million from the NOW 1, NOW 2, NOW 3, NOW 4, NOW 5 government grants (COVID-19 related).
Paris Agreement to Today
• Lelystad Airport:
– With a minority share (20,03%) in Schiphol Airport the municipality of Amsterdam has the power to influence the operation of Lelystad Airport. In recent years multiple councillors of Amsterdam were secretly lobbying at the European Commission for expansion of Lelystad Airport, against the wishes and without knowledge of leading party GroenLinks (https://www.ftm.nl/artikelen/lobby-lelystad-airport?share=3UFHGtTbIZpGB1StnOlDe63kGGBQrZzDzr6L4e53GxysMkMYaTHnrp1Z1qGV%2BFg%3D).
– After the decision of the Dutch Ministry of Infrastructure and Water Management to open Lelystad Airport for commercial aviation, there have been many incidents of unclear decission making processes and budget reporting (https://www.ftm.nl/artikelen/verzet-lelystad-airport-flevopitch?share=4xdwXkxCRq5%2FodDFMV85%2BYgF55ajE0p09WAcX5LQSnSu3xdgCUfTpYY1aWK6oA%3D%3D).
– An environmental impact report performed in 2017 contained calculation errors on environmental impacts and noise pollution of Lelystad airport (https://nos.nl/artikel/2198349-staatssecretaris-erkent-rekenfout-in-rapport-vliegveld-lelystad).
• (Bio) Fuel supply
– In December 2020 Schiphol welcomed the news that Neste bought a minority stake in Aircraft Fuel Supply (AFS), the owner and operator of the fuel storage company serving Schiphol Airport. Neste's biofuel production is linked to deforestation, forest fires, landgrabbing and human rights violations. (https://www.jaarverslagschiphol.nl/xmlpages/resources/TXP/Schiphol_web_2020/pdf/Schiphol_Annual_Report_2020.pdf – page 52); (https://milieudefensie.nl/actueel/dark-side-of-nestes-biofuel-production); (https://www.business-humanrights.org/en/latest-news/european-airlines-to-start-controversial-biofuel-powered-flights/)
– Half of Schiphol's fuels is supplied by the Ministry of Defence and the other half by Amsterdam Schiphol Pipeline (ASP), which is in hands of KLM, Shell, Total, BP, Statoil, Q8 petroleum and Navires Fuels (Morgan Stanley). The emissions that are caused by these 'bunkerfuels' are not attributed to the Netherlands and belongs to 'nobody'. If we would attribute these emmissions to the State of the Netherlands, it's emmissions would rise with almost 7%. (in 2017 with 9 megaton) (https://decorrespondent.nl/8368/toen-ik-deze-cijfers-onder-ogen-zag-besloot-ik-veel-minder-te-vliegen-en-jij-misschien-ook/922228912-0226280f).
• Financial support
– The airport charges of Schiphol are artificially low and airport operations must therefore be financed by other business units, such a airport catering, office space rentals, parking fees and flight taxes. However, these are costs primarily paid by Dutch citizens as Dutch airport passengers; passengers of tranfer flights barely pay for any of these costs. Moreover, Schiphol is strongly investing in transfer flights (in the interest of business partner KLM). This is causing even more environmental damage, since a transfer passenger has to take-off and land twice. The take-off cycle causes the highest kerosene use, it produces more noise and causes emissions of fine particles, nitrogen and greenhouse gases. In addition, a transfer flight does not fly the shortest possible distance between two airports, but makes a detour. This also increases fuel consumption. As a consequence of these low airport charges, terms and conditions of employement are poor at key business partners on the airport (https://www.ftm.nl/artikelen/schiphol-matst-overstappers-en-jij-betaalt-de-rekening?share=dyzLV8n%2BG5hk6Iu%2F6sHB59pHcdEZmWGFSzSafCTUaFSyirpnOnL95SYAP6AXZg%3D%3D)(https://www.ftm.nl/artikelen/vliegtaks-waarom-schiphol-spotgoedkoop-is?share=Ac0ktp1AKvpweSky11qj%2BXAY%2FOsYucOgTahQ8SYj1gG9tCG6RotL%2Bpo5qIh1ug%3D%3D) (https://decorrespondent.nl/7747/als-je-een-vlucht-op-schiphol-neemt-kijk-dan-eens-naar-deze-onzekere-werkenden/516244586-950c9b4a). –Aviation companies receive 80% of there emission rights for free (decided by the European Commission), the part that they have to pay for is very cheap (https://decorrespondent.nl/8368/toen-ik-deze-cijfers-onder-ogen-zag-besloot-ik-veel-minder-te-vliegen-en-jij-misschien-ook/922228912-0226280f).
Current Policies and Emissions
• Emissions
In 2019 Greenpeace Netherlands and research partner CE Delft published a report on the emissions of Royal Schiphol Group, stating that it’s overall emissions (scope 1 – 3) was 13,6 Mton of CO2 emissions in 2018. (https://www.greenpeace.org/static/planet4-netherlands-stateless/2019/07/f58cd04a-ce-delft-co2-emissies-van-klm-en-schiphol.pdf). According to Royal Schiphol Group's own annual report, it is directly responsible for around 34,8 Kton CO2 emissions in 2018 caused by heating of airport buildings and use of electricity. However, Royal Schiphol Group has a supply chain responsibilty as its providing the infrastructure that makes aviation possible, such as refueling the aircrafts with kerosene. If one would include the CO2 emissions that are caused by the combustion of kerosene during take-off cycle, Schiphol Group’s emissions would add up to 13.6 Mton in 2018 (https://www.greenpeace.org/static/planet4-netherlands-stateless/2019/07/f58cd04a-ce-delft-co2-emissies-van-klm-en-schiphol.pdf).
However, this does not reflect the entire CO2 emissions of Schiphol Group as it only takes into account kerosene calculations from departing flights. Assuming that arriving flights cause the similar ammount of CO2 emissions, it would increase the emissions with a factor 2. Also not included in the calculation is the production of kersone, which adds 0,5 kg CO2 per kg of jet fuel (https://www.offsetguide.org/understanding-carbon-offsets/air-travel-climate/climate-impacts-from-aviation/co2-emissions/).
Moreover, besides direct CO2 emissions, aviation also causes non CO2-effects. Theses non CO2-effects, such as persistent contrails, aviation induced cirrus and NOx derivatives contribute significantly more to global heating than aviation CO2 emissions. Studies conclude that the non CO2 effects cause three times more global warming than direct CO2 effects (https://stay-grounded.org/wp-content/uploads/2020/10/SG_Factsheet_Non-CO2_2020.pdf).
Taking the above into account it is presumable that the total CO2 emissions of Royal Schiphol Group are over 100 Mton.
• Policies & initiatives
{{plainlist| – ´´´Top Performance Indicator on CO2 reduction:´´´ Royal Schiphol Group has eight Top Performances Indicators (TPI); one of these TPI’s is focussed on reducing Schiphol Group’s CO2 emissions. Although Schiphol Group reports extensively on its scope 1, scope 2 and scope 3 CO2 emissions in its annual report, it uses a very narrow scope 3 in its own Top Performance Indicators (TPI). It does not include emissions from elecricity used by third parties, all road traffic to and from the airports and fuels related to aircraft handling and landing and take-off cycle. It also not includes CO2 emissions from the kerosene tanked in the Netherlands. Nevertheless, these cause the majority of Schiphol's CO2 emissions. (https://www.jaarverslagschiphol.nl/xmlpages/resources/TXP/Schiphol_web_2020/pdf/Schiphol_Annual_Report_2020.pdf – page 49 & 75-77).
Moreover, Schiphol Group also doesn't report on CO2 emissions from international airports in which it has either a major shareholding or a management contract. It is also not included in its sustainability Top Performance Indicators (TPI) (https://www.jaarverslagschiphol.nl/xmlpages/resources/TXP/Schiphol_web_2020/pdf/Schiphol_Annual_Report_2020.pdf – Page 78 – 79). By using such a narrow scope 3 in its TPI, Schiphol Group is only committing itself to CO2 reduction in a very small part of their supply chain.
– ´´´Nitrogen Action Programme:´´´ On 14 February 2020 Schiphol launched its Nitrogen Action Programme, following the recommendations of the Remkes Committee. This programma is mainly focussed on nitrogen reduction of transport to and from the airport (sustainable transportation), at the airport (100% wind powered airports and electric fleet) and in the air (differentiated airport charges, finance the development of sustainable fuels and sustainable taxiing) (https://www.schiphol.nl/en/schiphol-as-a-neighbour/page/nitrogen-action-plan/ update 1 December 2021).
– ´´´Climate resilience:´´´ Royal Schiphol Group acknowledges that the current pace of climate change has the potential to substantially disrupt their operations, therefore adopting several climate adaptation initiatives. Schiphol is therefore taking steps to limit the possible risk of rainwater flooding, such as rainwater drainage, below and above-groud water buffers and flood-risk management (https://www.jaarverslagschiphol.nl/xmlpages/resources/TXP/Schiphol_web_2020/pdf/Schiphol_Annual_Report_2020.pdf – page 37).
– ´´´Zero-emissions zone:´´´ Schiphol Group aims to create a zero-emissions zone at Schiphol airport in collaboration with a nearby municipality. Moreover it also cooperates in studies for the Regional Energy Strategy such as a new solar field in the Schiphol region.(https://www.jaarverslagschiphol.nl/xmlpages/resources/TXP/Schiphol_web_2020/pdf/Schiphol_Annual_Report_2020.pdf – page 37). However, this is a fairly small solar field and it’s questionable whether this wil significantly contribute to zero-emission ambitions.
– ´´´Bio-kerosene plant:´´´ In 2020, Schiphol Group continued to provide financial support to an ongoing project to develop a new bio-kerosene plant in the province of Groningen in collaboration with SkyNRG. The plant has the potential to deliver about 2% of the aircraft fuel consumed (100,000 metric tonnes per year) in the Netherlands from 2023 onwards (https://www.jaarverslagschiphol.nl/xmlpages/resources/TXP/Schiphol_web_2020/pdf/Schiphol_Annual_Report_2020.pdf – page 51). The use of bio-kerosone is however controversial, as its production often results in deforestation and exploitation of scarce agricultural land. This causes major environmental damage. (https://milieudefensie.nl/actueel/luchtvaartindustrie-veroorzaaktmilieuschade-en-honger-met-biokerosine).
Climate Plans
Beschrijving van de klimaatplannen van het bedrijf
Conclusion
Beschrijving of de plannen in lijn zijn met 'Parijs'
Bedrijfsspecifieke Passage in 'de brief'
SOWIESO
U heeft uw duurzaamheidsbeleid vastgelegd in [opsomming stukken].
INDIEN ER DOELEN ZIJN
Wij constateren dat uw ambitie is om [doelen van het bedrijf over alle emissies]. Het is duidelijk dat u daarmee 1 niet binnen een gezond pad van anderhalve graden blijft OF niet transparant/duidelijk/ of als deze ambitie gehaald wordt dat u daarmee binnen uw budget binnen een anderhalve graden scenario blijft.
INDIEN ER GEEN DOELEN ZIJN
Wij constateren dat u geen ambities heeft gesteld om de emissies uit uw hele waardeketen binnen de anderhalve graden te brengen.
INDIEN VAN TOEPASSING
In uw plannen blijkt niet goed u uw ambities gaat realiseren. Dat is een grote tekortkoming en dat maakt de ambitie niet geloofwaardig.
SOWIESO
Daarmee draagt uw bedrijf bij aan gevaarlijke klimaatverandering en loopt u het materiële risico om mensenrechtenschendingen te veroorzaken.