Techno-economic and Environmental Analysis of Battery Technologies for Aircraft Towing and Pushback Operations

Sammanfattning

The imperative to decarbonize airport operations has intensified as aviation’s share of global greenhouse gas continues to rise. Ground support equipment (GSE), particularly towbar-less electric tractors (TBLTs), presents a tangible opportunity to reduce fossil fuel reliance at airports. This study conducts a techno-economic and environmental assessment of five battery systems, lithium iron phosphate (LFP), nickel cobalt aluminum (NCA), sodium-ion batteries (SIB), solid-state batteries (SSB), and nickel metal hydride (NiMH), for powering TBL-180, an electric TBLT used at Frankfurt Airport. The functional unit, defined as one kilowatt-hour delivered over a battery’s lifetime (kWhD), enabled comparison of battery performance, lifecycle environmental and economic impacts. Performance metrics such as gravimetric energy density, depth of discharge (DoD), cycle life, and technology readiness level (TRL) were evaluated to ensure suitability for towing and pushback operations in Frankfurt’s sub-zero winter temperatures. A cradle-to-gate and usephase life cycle assessment (LCA) following ISO 14040/44 and PEFCR (Product Environmental Footprint Category Rules) guidelines determined the environmental impact of the selected batteries. Parallel life cycle costing (LCC) calculations, incorporating capital, operational, and salvage costs under current-market and projected-2030 scenarios, were carried out to determine the economic feasibility of the technologies. Results indicate that NiMH exhibits the highest cradle-to-gate emissions and lowest cycle efficiency, making it the least attractive option. Currently, LFP batteries offer the optimal balance of low environmental footprint (0.58 kg CO₂ eq/kWhD) and lowest LCC (0.027 $/kWhD), supported by a high TRL (10) and reasonably good performance in cold climates. Although NCA provides higher energy density, its reliance on critical materials such as cobalt and nickel increases cost and environmental impact. Emerging SIB technology demonstrated operation at -40 °C, showing promise. SIB’s projected 2030 LCC falls to 0.009 $/kWhD, and its impact levels are comparable to those of LFP when scaled to kWhD. Conversely, SSBs, despite superior theoretical energy density and safety, incur the highest cradleto-gate impacts due to energy-intensive solid-electrolyte production and remain at TRL 6, limiting near-term feasibility. Overall, LFP remains the recommended choice for TBL-180 under present conditions; however, SIBs are poised to surpass LFP in the coming years, contingent on continued advancements and economies of scale.