A South West decarbonisation fund targeting the Scope 3 emissions tied to Bristol Airport's value chain. ACT requires “a robust, full assessment of carbon reduction benefits, with methods, assumptions, baselines and clear attribution to Bristol Airport's Scope 3” — which is why everything on this site is traceable to a versioned assumption.
Run a full BRS day: seven hydrogen departures across two stands and two bowsers, with contention, boil-off, replenishment and live energy, loss, CO₂ and cost totals.
Avonmouth Docks to the aircraft, with an apron view, safety zones and a play-through of the 89-minute turn against five sourcing scenarios.
Fourteen nodes from low-carbon power to aircraft tank, each carrying its calibrated numbers — and four drawn dashed because we do not model them yet.
What we need from Bristol Airport, item by item, with the model knob each one moves, its owner, and the fallback if it cannot be supplied.
Nine sources — CAA Hydrogen Challenge, NAPKIN, liquefaction and methane papers — readable in place, with 24 assumptions scored against the model.
Thirty-one tasks, eight external gates and the critical path to 30 November — hover anything to trace what waits on it.
The fund's priorities, criteria and already-funded projects — Ultima Forma, easyJet, Equilibrion, Johns Associates — and exactly how BRSupercool connects to each.
For the Bristol Airport team: answer the questions you own, label assumptions as assumptions, and they go into the model's register attributed to you.
CAA bowtie hazard framework, HSE separation distances and COMAH tiering carried in the model, not bolted on after.
Every number traces to a YAML assumption or a cited source. Thermophysics cross-checked against NIST REFPROP to 0.0002%.
Four questions BRS must answer before scheduling a hydrogen flight: turn time, LH₂ demand, sourcing route, verified Scope 3.
-14,595 kg CO₂e avoided per departure against a Jet A1 baseline — and the honest cases where hydrogen loses.
