Environment results and objectives 2013
AÊroport International de Genève P.O. Box 100 | CH-1215 Geneva 15 | Tel. +41 22 717 71 11 | Fax +41 22 798 43 77 www.gva.ch/environnement | environnement@gva.ch
table of contents
Table of contents Editorial
2
Introduction
3
2008-2010 achievements at a glance
4
Environmental management
6
Noise Abatement
8
Air quality
12
Surface access
14
Energy management
16
Water management
18
Waste management
20
Risk management
22
Natural environment and soil protection
24
Key environmental indicators
26
Glossary
28
1
2
editorial
Editorial
An industry united behind common goals, at global and local level The global aviation industry has put forward an ambitious proposal based on three sequential goals: (1) further improve fuel efficiency by 1.5% annually; (2) cap our net carbon emissions from 2020; and (3) reduce net CO2 emissions by 50% in 2050 compared with 2005. Aviation remains the only sector to have agreed such a plan at global level. These targets were developed and adopted by all parts of the industry – airports, airlines, air traffic control and the manufacturers of aircraft and engines. Close collaboration with air navigation service providers, airlines and airports to implement environmental measures is an integral part of the industry’s strategy. In Europe, actions to reduce CO2 emissions, protect local air quality, reduce noise and mitigate the environmental impact of air traffic are being implemented at more than 450 airports. Case studies published on the ATAG website www.enviro.aero give an idea of the variety of environmental measures being implemented at locations worldwide.
Genève Aéroport is one of those airports taking a leadership role in addressing its environmental footprint, with actions being pursued in a range of environmental domains. This report presents a sample of those already in place. Whereas noise abatement and local air quality are well established areas of action, surface access and major risk prevention are more recent subjects being addressed by Genève Aéroport. The Air Transport Action Group, based at Geneva airport, is responsible for bringing the different parts of the aviation industry together to ensure that sustainable aviation will continue to serve our passengers and communities in the future. ATAG is proud that Genève Aéroport is participating in the industry common effort and the projects outlined in this report give some very concrete examples of what is being undertaken.
The Air Transport Action Group (ATAG) is an independent coalition of organisations and companies throughout the air transport industry that have united to drive aviation infrastructure improvements in an environmentally-responsible manner. ATAG members include airports, airlines, manufacturers, air navigation services providers, airline pilot and air traffic controller unions, chambers of commerce, travel and tourism organisations, as well as ground transportation and communications providers.
Paul STEELE ATAG Executive Director
introduction
Introduction
An essential and responsible development The constant increase in passenger traffic in the last three years and the resultant infrastructure adaptation required to support the economic, cultural and social development of the entire region come along with a large number of projects. It has thus been necessary to manage the environmental impact of all these projects in regard to each of the areas discussed in this report.
The integration of the environmental management system in the process has been a long term wish largely realised to this day, including such areas as the complex domain of energy management. Noise pollution is also tackled with the continued programme of sound-proofing homes in both Swiss and French neighbouring areas. This represents a challenge that necessitates substantial resources. Whilst more stringent action and a large number of technical procedures are put into practice to reduce the environmental impact of the airport (Ground handling, building and installation use, as well as surface traffic from and to landside), financial incentives remain the most appropriate way to limit the effects of fuel emissions linked to aircraft movements per se. The efforts of Genève AÊroport, together with its partners, to protect the environment and the quality of life for local residents will continue, conforming to the objectives in this report with the aim of offering customers and beneficiaries a wide range of destinations whilst respecting the local environment. François LONGCHAMP Councillor of State Chairman of the Board
Robert DEILLON
Director General
3
4
achievements
Genève Aéroport 2008 -2010 environmental Noise abatement
• Operational & environmental evaluation of runway approach over the middle of Lake Geneva from the north-east
• Income and expenditure analysis of additional restrictions to aircraft movements after 10pm • Drawing up of a plan to reduce noise caused by light aviation
• Soundproofing of almost 900 dwellings in neighbouring Swiss towns and villages
• Signing of a convention with the town of Ferney-Voltaire for the soundproofing of dwellings
Air quality • Inventory and diagnoses of all vehicles and equipment operating on the airport
• Obligation to respect the latest EU exhaust emission standard (Euro 4) for all new vehicles and equipment permitted to operate airside • Drawing up and introduction of short and long-term measures to encourage the least polluting vehicles and fleet renewal for the various companies and airport authorities • Installation of particle filters in 10 passenger buses
• Introduction of a uniform fuel-emission surcharge system for air traffic in accordance with European Union guidelines
Surface access • Financing of free public transport to Geneva downtown for airline passengers arriving at Geneva airport • Development of a car sharing internet site for airport personnel
• Extension of shuttle bus network for airport personnel outside of normal hours (before 6am and after midnight) • Introduction of more than a hundred new bike stands on the airport
• Continuation and strengthening of policy for subsidising users of public transport as well as employees using non-motorised transport
Energy management • Study and introduction of energy saving measures leading to an overall saving of approximately 4 GWh for the period 2008-2010 • Installation of more than 1200m2 of photovoltaic solar panels • Optimisation of energy consumption in several airport shops
achievements
achievements at a glance Water management
• Improvement of surface water drainage system by connection of pipes collecting polluted rain water to the waste water drainage network
• Achievement of two campaigns to measure the quality of surface run-off water from the airport. • Studies carried out on different possibilities for the drainage and processing of surface run-off water from the Vengeron catchment basin • Withdrawal of de-icing products containing triazoles
Waste management • Improvement of infrastructures for waste separation, notably by the creation of a new waste collection site • Introduction of a specific disposal system for animal by-products arriving on international flights
• Study on and planning for the introduction of a system of invoicing tenants and concessionaires in Terminal T1 to offset the management & handling cost of waste
• Development of a plan for selective sorting of waste in Terminal T1, both landside and in the international transit zone
Risk management • Management of a new safety zone for the temporary storage of dangerous goods in the Freight Hall • Installation of first aid lockers in the Freight Hall
• Introduction of a ‘just in time’ procedure for the export of dangerous goods
• Identification and evaluation of emergency situations with a potential environmental impact, as well as coordination with response procedures from the emergency services • Updating of emergency procedures for dealing with fuel and chemical spillages.
Natural environment and soil protection • Introduction of a land planning and management manual • Census of rare plant species.
• Inventory of invasive plant species
• Installation of 6 bee-hives on the airport.
• Achievement of a soil quality monitoring campaign
Environmental management • Development of environmental obligations integrated into agreements with aviation and commercial concessionaires.
• Development of environmental obligations integrated into terms and conditions for job tenders and service provision. • Opening of a dedicated information area for local residents and other interested parties on environmental measures undertaken by the Airport.
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6
management
Environmental management
Objectives for 2013
• The environmental management system will operate according to the requirements of ISO 14001:2004 in conjunction with the integrated management system • The integration of environmental elements will be underpinned by all activities and plans
• Local residents as well as employees and partners of Genève Aéroport will be better informed on environmental activities
Continued improvement
The site of Geneva airport is made up of more than 180 companies and other organisations with a common business in aviation. Genève Aéroport, as the designated authority, carries out the double function of a company with its own services and as co-ordinator of a network of companies of various sizes and activities with which it is contracted.
In order to manage the environmental impact of its activities as an airport, Geneva Aéroport has introduced an environmental management system (EMS) based on the requirements of ISO 14001:2004. The effectiveness of this system relies on continued improvement. The process requires a systematic integration of environment management in all core activities of the Airport, which necessitates involvement of all partners.
To this extent, Genève Aéroport includes durability criteria in its terms and conditions and evaluates the environmental accomplishments of candidates and plans put forward when tendering for work. This practice was notably introduced when selecting a pool of companies for the creation of the new East wing and again when selecting the service provider for the onsite waste disposal facility. The increased environmental obligations have also been integrated into contracts recently
management
signed with aeronautical concessionaires (both airlines and general aviation) as well as for new commercial concessionaires in the passenger transit zone (perfume and chocolate retailers and the bureaux de change). The rules in force within the airport also integrate the environmental element, particularly where it concerns authorisation for vehicles and equipment to operate airside.
Improved communication
Genève Aéroport is continuing the consultation process with its partners on the airport as well as communicating with local residents on environmental matters. The aim is to communicate information on the environmental commitments and review process at Genève Aéroport to all interested parties, as well as gaining a better understanding of the concerns and real expectations of all concerned. This work contributes to helping form a mutual understanding and allows each individual party to clarify their own perceptions, whilst strengthening trust. To this end, meetings are organised with local communities in both Switzerland and France, and a permanent dialogue is maintained with local councils. This dialogue is also maintained with local residents associations and those associations connected with protection of the environment within the Consultative Committee for Action to Control Air Traffic Disturbances. The airport has recently inaugurated an ‘information area’ dedicated to communication about environmental concerns. Local residents, and to a wider extent, the general public, can find there explanations on work and action carried out by Genève Aéroport within the framework of its environmental policy. Information boards, environmental publications and screens are made available for visitors. This area also offers the possibility to watch air traffic from the airport from the system which measures and identifies aircraft noise (MIABA). Staff are available at the site every Tuesday between 2pm and 5pm and those who wish can also arrange an appointment. This space also serves as a tool for environmental awareness for the airport staff, as well as the organisation of forums and discussions between partners in the air transport industry, with the aim of helping define the co-ordinated activities carried out to benefit the environment and local residents. The partners of Genève Aéroport are part of the consultative process that allows the achievement of environmental objectives, whether in terms of vehicle management, sorting of waste, staff travel, or, again, through operational procedures.
The environmental theme is also discussed in the quarterly journal of Genève Aéroport ( ‘’23-05’’ ), which is distributed to companies and airport authorities. It is likewise tackled in the environmental information bulletin for local residents, of which the latest edition, published in 2010, looks at the management of the natural environment and the biodiversity of the airport.
Integrated company risk management
Risk management encompasses the process created by companies in order to identify the potential circumstances that could affect the running of the business. It also deals with managing the risks and putting in place reasonable guarantees for the achievement of company objectives.
The systems of managing the environment, safety and quality, as well as fire safety, health and safety at work, security, and the system of financial auditing constitute different operational guarantee procedures. In 2010 Genève Aéroport undertook steps to optimize risk management within the company in order to be able to run the systems of management and existing procedures in a co-ordinated manner. The effectiveness of current management systems and sub-systems for overseeing risk was evaluated and possible measures of harmonisation between the different systems were identified. It was on this basis that an action plan and a entreprise risk management policy were drawn up.
This action plan includes: identification and evaluation of company risk according to the roles and objectives of Genève Aéroport; the definition of ways to reduce risk within different systems; the definition of internal checks; and creating a means of monitoring the system. These elements will be defined in a risk management manual. The EMS will thus be strengthened as environmental risks will be relayed to the highest level of the company and processing of such will be guaranteed in an integrated manner. Good environmental risk management will thus prove to be beneficial not only in terms of respect for the environment, but also the health and safety of people, legal conformity and economic and financial performance.
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8
noise
Noise Abatement
Objectives for 2013 • Revision of noise classification to take into account the anticipated evolution of technology
• Soundproofing of 600 dwellings in Switzerland beyond the boundaries currently considered (alarm threshold minus 2 dBA) • Undertaking of soundproofing for 400 dwellings in Ferney-Voltaire, in neighbouring France, within the framework of the specific system created jointly with the local council’s Technical Services department
• Development of a ground based noise mapping system for monitoring noise from the Airport
• Improvement of the communication of the measures taken to limit noise, especially regarding the statistic and justification of extensions agreed by the airport for aircraft movements after 12:30am in the case of exceptional circumstances.
As far as the measures against noise pollution and the protection of local residents are concerned, it is important that aircraft using Geneva are as efficient as possible and that they respect noise abatement procedures. Furthermore, the windows in dwellings of those local residents affected should be soundproofed. Since the 1980s, the construction of new buildings has conformed to the obligation therein. For buildings constructed before 1979, Genève Aéroport follows a pro-active policy of window soundproofing over a wide geographical area.
Financial incentives The airport authority has only limited influence over the range of aircraft using Geneva airport, although it does try and extend this influence to encourage aircraft operators to use the most up-to-date aircraft. To this end, a noise levy is paid in Geneva which is directly linked to the noise performance of the aircraft. Today over 90% of the aircraft using the airport are classified amongst those aircraft currently flying that make the least noise. This situation shows the concerted efforts of aircraft operators to modernise their fleet and use the most up-todate aircraft. At the moment, aircraft manufacturers have no plans to introduce onto the market aircraft with considerably better noise performance before 2020. This is the case particularly for the medium haul range (150-seats),
noise
which concerns the majority of routes operated from Geneva. With this in mind Genève AÊroport, together with other Swiss airports, is currently looking into the possibility of revising the noise categories to take account of the planned evolution of technology. The idea is to maintain the effectiveness of the noise levy, whilst also considering the financial constraints of aircraft operators. Such changes should take place between 2011 and 2013.
Furthermore, since 2008, an additional levy is paid for all departures after 10pm. Such movements are necessary for the operation of scheduled flights from Geneva and are authorised by federal law. Airlines are, however, made aware of the importance of limiting movements towards the end of the evening and are encouraged to take this into account during their operational planning. The additional levy, which increases from 10pm to midnight, underpins this. Thus during the winter season 2010/11, no take-off was planned after 10pm thanks to the concerted efforts of the airlines concerned. This does not mean, however, that no flights will be planned during this period in the future, but, where necessary, the interests of local residents will be clearly taken into consideration when evaluating the situation prior to taking a decision on the matter. Furthermore, airlines are taking measures to avoid accumulative delays at the end of the day. Aircraft operations at Geneva also remain subject to weather conditions, which, as well as other circumstances affecting the normal running of operations, will always mean that there are gaps between the real time and published time of some flight operations. Everyone connected with the transport industry is working to ensure that this gap is reduced wherever possible.
Noise abatement procedures Noise abatement procedures are optimised to take into account the location of the areas overflown as well as the topography of the Geneva basin and are respected by the operators. The airport uses a log for noise and flight track monitoring, allowing it, where necessary, to question pilots who have flown a non-standard route. Airliners can sometimes overfly areas that they wouldn’t normally, but this is not regular practice and it is rare that these movements breach any regulations. Such deviations from normal tracks, which at no moment affect flight safety, can happen at the request of Air Traffic Control or, for example, in the case where an aircraft is obliged to discontinue his approach and landing. The question has also been asked if it is possible for aircraft on approach from the north-east
to overfly the middle of Lake Geneva, so as to prevent aircraft from overflying Yvoire, Nernier and Messery. The question has, in fact, been the subject of a previous study which looked into the feasibility of approaches over this part of the Lake. This was carried out as much from an operational point of view as from a noise pollution one. The route of this approach over the middle of the Lake offsets the final approach from the runway centreline. However, any such procedure would require a new type of navigation, involving the use of new navigational aids and would include two successive turns close together, the second of which would only be just over 6 miles (10km) from the runway threshold. This mean that the proposed procedure would include operating a segment of flight at less than the ICAO required minima. At this stage, such an approach would need the Federal Office of Civil Aviation to determine whether an exception to standard procedures would be possible. Furthermore, aircraft operators consulted have shown some concerns, notably the increased number of non-standard approaches, necessitating the anticipated lowering of landing gear and the increased use of engine thrust during the final phase of flight, which would in effect increase aircraft noise during this phase. Short of any specific decision from FOCA, such an approach from the north-east would, for the moment, appear unlikely. However, with the evolution of technology, such a proposal could be possible at some point in the future.
Average altitude of IFR traffic during the take off phase (1st to 31st may 2010)
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10 noise
Similar questions have also been asked about light aircraft and helicopters, which normally fly according to Visual Flight Rules. These aircraft use different routes from those aircraft flying IFR (Instrument Flight Rules) and the routes taken are not as precise. Nevertheless, VFR pilots are still subject to the rules of the air and these are respected in the majority of cases. Bearing in mind the complexity of the airspace in the vicinity of Geneva, certain rules aimed at guaranteeing safety, often make it impossible for light aircraft and helicopters to follow a given route. That said, this type of air traffic has been the subject of particular concern and a report has been submitted to the Federal authorities for assessment. In the meantime the airport has maintained a constructive dialogue with all parties concerned in the matter which has allowed it to implement some measures, particularly concerning the noise pollution caused by helicopters.
Soundproofing of dwelling Between 2008 and 2010, close to 900 dwellings in neighbouring Swiss residential areas were soundproofed at a cost of more than CHF14 million. Up to the end of 2010, the total stands at 1,700 dwellings which have been soundproofed in the 6 neighbouring communities
“We have lived in the apartment block at Chemin de Mouille-Galand 2F for 35 years. During this time we have noticed that aircraft have made less and less noise, but is also fair to say that we have become used to the noise. We have noticed a significant difference as a result of the soundproofing carried out, which was managed and partly financed by Genève Aéroport. We are no longer woken up by aircraft noise late at night and early in the morning. Furthermore the building has taken on an impressive new look thanks to the technique of using the double skin façade system, and the work was carried out in a very professional manner thanks to those firms involved. We would like to thank Genève Aéroport for this work.”
a technically workable and efficient solution. An innovative concept was decided on which consisted of creating a new external façade for each balcony, which, in effect, created a “double skin”. This also improved not only the sound proofing of each apartment but also their heating insulation. The first people to have these works carried out testified to a real improvement in their quality of life.
The replacement of windows also lead to an improvement in the efficiency of heating those houses included in the sound proofing project carried out by Genève Aéroport. Because of this, CO2 emissions are reduced by approximately 1 tonne per year per household considered.
since the start of the programme in 2004. The total cost of which has been CHF 26 million. Moreover, a further 670 dwellings, at an additional cost of CHF 10 million, will have been soundproofed by the end of the first six months of 2012. As an example, 2 large blocks of rented flats in Vernier, totalling 430 dwellings, have been soundproofed of which Genève Aéroport has contributed several million Swiss francs to the project. An in-depth study, carried out with specialised architects, and close co-operation with the owners, were necessary to finalise
A system of sound proofing dwellings for local residents in neighbouring French communities is also underway. It concerns those dwellings situated within an area designated by a French land development plan on noise exposure (Plan d’exposition au bruit, PEB). It includes about 800 dwellings in the commune of FerneyVoltaire and is subject to acceptance from each resident. The soundproofing of all the dwellings are planned to be completed in the next five years. For the implementation of this project, wholly financed by Genève Aéroport, close co-operation with the town of Ferney-Voltaire was established. A designated Project Leader ensured the necessary co-ordination up to the completion of the programme. Moreover, following the tender, the expertise on acoustics was delegated to a specialised company who had already been
noise 11
responsible for the soundproofing of tens of thousands of dwellings near six airports in France, in particular, those in Paris.
Evolution of noise curves showing the noise exposure footprint between 2007 and 2010
Evolution of noise levels The measures undertaken above are to a degree determined by the extent of the noise footprint from air traffic over the land in the proximity of the airport. This is calculated each year by the Swiss Federal Laboratories for Materials Science and Technology. The statistics used as the basis of the calculations are verified by FOCA.
The noise footprint of air traffic is represented in the form of aggregate ‘noise curves’ for every hourly period. In order to see the evolution of the situation, the noise curves for the end of the period looked at in the current report (2008-2010) have been compared to those at the end of the previous 3-year period (2005-2007). In 2010 the number of people exposed to noise levels above the Alarm limit dropped globally by 14% (7,000 people less) compared to the 2007 report (1).
Within the area most exposed, defined by a noise level higher than the Alarm limit, 200 less people were recorded in 2010 compared to 2007, which is a drop of 25%. Within a second area corresponding to the Impact limit, a moderate increase of around 10% was noted of those people exposed to a noise level between the Impact and the Alarm limits. This equates to around 2,300 more people. The greatest difference concerns the area furthest away from the airport where the noise level was calculated between the Impact limit and the Planning limit. Here a drop of 30% (9,200 less people) was recorded.
The measures taken to combat and protect against noise, as well as the improvement in the noise performance of aircraft which use the airport, have, in effect, limited the extent and the intensity of noise levels caused by air traffic. Compared to the air traffic footprint of 2000, which serves as the basis for the noise and flight track monitoring system for Geneva’s air traffic, the number of people exposed to noise below the exposure limits in 2010 dropped by 5% (approximately 2,200 people less). In the coming years the development of the network of destinations served by Geneva will continue. The acoustic performance of the aircraft of tomorrow will again be better than the most modern of today’s
generation, but the development of these types of aircraft is still going to take time. Airlines and operators will not therefore be in any position to take delivery of these aircraft for some time. In the meantime, if the noise footprint of air traffic in the proximity of the airport continues to expand, the extent of the soundproofing programme for dwellings will also continue beyond the boundaries of the current area.
DSII limit values (2010)
DSII limit values (2007)
Limit values
Limit values
Alarm threshold
Immission threshold Planning threshold
Alarm threshold
Immission threshold Planning threshold
Evolution of the noise performance of medium-haul airliners (150 seats) operating from Geneva (Lmax measured by microphone at Satigny)
In 30 years technological progress has allowed a net reduction of jet aircraft noise of 20dB. Thus, an aircraft built in the 1960s (eg: a Boeing 727-200) produces the same noise equivalent to that of approximately 100 Airbus A319s.
(1) In the absence of georeferenced data relative to any census in France, local residents affected in neighbouring France were not taken into consideration for these calculations.
12 air
Air quality
Objectives for 2013 • Reduction on exhaust emissions from vehicles operating on the airport
• Reduction on exhaust emissions from parked aircraft • Participation in ACI Airport Carbon Accreditation scheme
More than 40% of all vehicles and equipment operating on the airside are specific to aviation such as tugs, passenger stairs, baggage trolleys, high-loaders, GPUs, etc. Taking account of the low number of kilometres driven each year of these types of vehicles and equipment and the high cost of replacement, their life-span on the tarmac is often more than 15 years. As a consequence the average age of these airside vehicles and equipment is relatively high (10 years).
Measuring air pollution
The concentration of pollution measured around the edge of the runway by the air quality measuring equipment (nitrogen dioxide NO2, fine dust particles PM10, ozone O3 and sulphur dioxide SO2) fluctuate around the maximum allowed values. The concentration of NO2 dropped to 27 μg/m3 in 2009 and 2010 after having reached 30 μg/m3 in 2008. The figures of fine dust particles are stable around 20 μg/m3. Ozone peaks have been frequently measured, notably in 2010. The frequency of these peaks is higher than the maximum legal limits. Being a secondary pollutant, that is to say created after photochemical reactions with other pollutants, ozone’s formation is very difficult to control, often depending on weather conditions. These peaks are, however, recorded across the region, including sparsely populated areas. As for SO2, its value remains very low, well below the maximum limits, thanks to the almost total elimination of sulphur from fuels.
It is interesting to note that during the interruption to air traffic from 17-20 April 2010, due to the volcanic activity in Iceland, the level of emissions recorded did not show any significant decrease. This tends to confirm the fact that the airport makes only a low contribution to the regional air pollution.
2010
2010
2008
2007
2006
2009
PM10 O3
25 20 15 10 5
Legal threshold for NO2 and SO2
Map of NO2 imissions Annual average 2010
2010
2009
0
NO2
SO2
number of O3 peaks above threshold
2009
2008
2007
2006
2005
Yearly average (µg/m3)
SO2
30
2008
To complement measures that have been applied by Genève Aéroport for many years, an action plan has been drawn up to limit the emissions from the more than 1000 vehicles operating airside. This plan not only affects vehicles owned and operated by the airport but also by all other companies operating airside and includes regulations and incentive measures. Since 2009, all vehicles, even those without the need for formal registration and which operate only on the tarmac have been included in the airport action plan. All new vehicles operating airside must, depending on type, respect the latest EU exhaust emission standard (at the moment those in force are Euro 4 and Euro 5). The introduction of vehicles that don’t fulfil these obligations is no longer permitted. A detailed study of dust particles from the exhaust of diesel vehicles and equipment operating at Geneva airport has been carried out. This has enabled identification of the most polluting vehicles and equipment and establishment of a priority list to have them fitted with particle filters or, ultimately, to replace them. Since 2011 the fees payable for authorisation to operate on the tarmac have been scaled
2
35
2007
Improvement of airside vehicle fleet and equipment
Other sources of emissions Activities to help reduce surface traffic as well as the energy consumption of buildings also contribute to reducing emissions on the airport. These points will be discussed in the following chapters.
Legal threshold for PM10 Legal threshold for O3
2006
The obligatory use of fixed external power systems for aircraft on stands suitably equipped reduces the amount of NO2 and CO2 emissions by many tons every year, by removing the need for aircraft to run their Auxiliary Power Unit (APU). In the next few years it is planned to install this type of system to other aircraft parking areas in order to further reduce emissions linked to the use of APUs.
2005
Extension of parked aircraft external power supply
2
In the next few years a natural gas fuel station is going to be con- Immissions of O3 and PM10 (EOLE station) structed on the airport. This new 25 25 installation will encourage those 20 20 responsible for the vehicle fleets to consider buying gas-powered 15 15 vehicles of which the exhaust 10 10 emission is less than that of petrol 5 5 or diesel. The oldest vehicles and 0 0 equipment will gradually be withdrawn from service.
2005
Ground Services Ground services, particularly handling during aircraft turnaround, are not the largest source of polluting emissions in real terms. Nevertheless, the concentration of NO2 on the tarmac is close to the maximum level.
2
PM10 yearly average (µg/m3)
Air Traffic The largest source of exhaust emissions from air traffic is in the take-off and landing phases. The incentive in this context is the exhaust pollution surcharge that each company has to pay. This charge is set in accordance with European regulations based on the policy of “the polluter pays” principle. It is charged for each aircraft landing proportional to the amount of exhaust emission produced by the aircraft.
air 13
according to environmental cri- Immissions of NO2 and SO2 (EOLE station) teria with the aim of encouraging 35 the acquisition of the least pollut30 ing vehicles. The apron permit, for 25 example, is free for zero-emission 20 vehicles, then more and more 15 expensive according to the pol10 lution specification or age of the 5 vehicle. Extra income generated is 0 reinvested in other equipment to help reduce pollution. Legal threshold for NO and SO NO
Yearly average (µg/m3)
Activities to reduce exhaust emissions
PM10 O3
number of O3 pea
Legal threshold for PM10 Legal threshold for O3
2010
2009
2008
2007
0 2006
5
0 2005
PM10 ye
5
14 surface access
Surface access
Objectives for 2013
• Increase in the rate of sustainable transport use by airport staff • Increase in the rate of sustainable transport use by airport passengers • Strengthened surface access to the airport by sustainable modes of transport
In 2009 the Airport’s mobility plan won 2 prizes: The European mobility plan prize awarded by EPOMM (European Platform On Mobility Management), and the Swiss Cyclophile company award which recognises Swiss companies for their efforts to promote cycling. These two prizes were the result of the efforts of Genève Aéroport over many years to promote use of sustainable transport amongst airport staff.
Surface access to the airport
In the last few years surface access to the airport by public transport has improved substantially. The number of places available on buses increased by 80% between 2007 and 2010 and the number of lines serving the airport has doubled. At present six bus lines serve the airport, of which 5 allow passengers to arrive before 6 am and to depart until 12:30 am seven days a week. Trains allow passengers to reach the centre of Geneva in six minutes as well as to reach other main cities and tourist destinations in Switzerland. The potential for improvement in surface access to the airport is still important, whether it means improving the regional rail network, access to neighbouring communities in France or even access for cyclists and pedestrians. As a consequence Genève Aéroport is continuing to lobby local and federal powers to enable the development of sustainable surface access to continue.
Encouraging airline passengers
Since 2008 arriving passengers have been able to benefit from using two ticket distributors in the baggage reclaim area of the arrivals hall. This service created in agreement with Unireso allows passengers free public transport into the centre of Geneva.
surface access 15
The review of this system is very positive as much from the view of the use of public transport as from the image of Genève Aéroport and Unireso. Since 2007 the number of unireso tickets distribued at the airport has more than doubled (+112%). The proportion of passengers using public transport has already reached the 45% mark fixed by the airport for 2020 (an increase of 7% use since 2007). The rate of satisfaction of airline passengers towards surface accessibility of the airport remains steady at around 80%.
10
24
27
2008
2007
0
Non-Motorised
13
13
Car sharing
Train
Sustainable transport (%)
2010
2009
2008
2007
Train
5
2010
15
In 2010 an internet site was5 put on-line with 0 the aim of helping staff to contact colleagues for car sharing. Car sharing has shown a large Coach/Shuttle increase, from 1% of staff in 2007 to 8% inBus
Communication remains Evolution of the share of airport staff using sustainable transport a key part of the exercise 40 and several information 2 35 campaigns have been 9 1 30 14 run at 10 regular intervals. 25 8 9 All the information is 20 1 7 available at www.gva.ch/ 5 15 31 29 mobilite. 10 2007
Sustainable transport (%)
The airport staff shuttle network, developed in 2010, now includes 4 lines and 11 zones served on request. These shuttles allow airport staff to come to the airport early in the morning and to leave late in the evening outside of normal public transport hours without using their own car. The numbers of users of this service is increasing, having doubled between 2007 and 2010. The lines are regularly adapted and updated50to fit in with the 45 latest changes to public transport. Within the 40 3 next few years the shuttle35 services will be 2 9 30 8 extended into certain French communities 25 near to the border. 20
The proportion of staff with annual parking tickets is falling. As Evolution of the share of passengers using sustainable transport announced some time 50 2 back, the tariffs for annu45 40 1 al parking tickets for 3 14 35 10 2 staff were increased in 9 30 8 25 2011. This price increase 20 allows for the financing 31 15 29 27 24 of the Mobility Plan, of 10 5 which the annual cost 0 is, globally, more than CHF 1million. Coach/Shuttle Bus Train Sustainable transport (%)
Staff also benefit from a subsidised public transport travel pass. A bonus of the same amount is likewise offered to airport staff coming to work on foot or by bike.
Use of non-motorised transport remains stable. Activities to promote cycling as a way of getting to work continue, in particular, participation in the Bike to Work initiative, installation of infrastructure for cyclists, tests on electric bikes, and the on-line availability of interactive maps to show cycle and pedestrian access.
Sustainable transport (%)
According to a survey carried out at the beginning of 2011, the use of individual motorised transport by airport staff has dropped 9% since 2007. The noticeable increase in the use of sustainable transport (public transport, non-motorised transport, car-sharing) which has grown from 28% to 37% in 2011, shows the effectiveness of incentive measures put in place by Genève Aéroport since 2004 within the framework of its mobility plan. Genève Aéroport is therefore getting closer to its target of 45% of all staff using sustainable transport by 2020.
2010
Airport staff mobility
2011. Car-sharers will thus continue to benefit from advantages and Genève Aéroport will be organising events connecting people who live along the same route to the airport.
2009
This system should now be made permanent and new ways of encouraging airline passengers to use public transport both for departing from and arriving at Geneva should be found. In the meantime, improvements will be made to signage and information.
Bus, tram, NPA
N
16 energy
Energy management
Managing energy consumption
Objectives for 2013 • Reduction of energy consumption by 10%
• Optimisation of energy costs
• Guarantee of highest quality energy supply ten
né
de
ga
nc
y
Wa tt
1.
moderation
2.
efficiency
3.
renewable
The management of energy at the airport is based on the 3 principles of the association NegaWatt: moderation in energy use; efficiency in energy use; and renewable energy sources. A responsible attitude, taking care to avoid any waste allows moderate use of energy without any reduction in the level of service provided.
The introduction of equipment and machines offering the best performance allows an efficient use of energy whilst maintaining the same service. The use of renewable energy also reduces the dependence on fossil fuels. The management of energy consumption, nevertheless, relies on a strong will to stabilise and reduce the energy needs of the airport.
In practice ProKilowatt The efforts undertaken by Genève Aéroport to reduce its consumption of electricity on the airport is underpinned by the support of the Federal government. In fact, Genève Aéroport has been the biggest beneficiary of federal subsidies in the region given during the first tender “Prokilowatt”. This money allows for the subsidy of plans to improve lighting as well as an ambitious programme for the reduction of electricity consumption involving all on-site partners.
Many measures are taken each year with the aim of reducing energy consumption at the airport and increasing the share of renewable energies. Opportunities for improvement are taken during modifications, renovations or repairs in the buildings as well as during modernisation of installations and technical equipment. Solutions for using the best material and technology are put into practice to get the best out of energy consumption. The renewal of installations or the renovation of building space allows for substantial econo-
energy 17
Total energy consumption
Thermal energy by heated surfaces
45’000 40’000 35’000
390’000
50’000
380’000
45’000
370’000
40’000
360’000
35’000
350’000
30’000
340’000
25’000
30’000
2005
25’000
2006
330’000 2008
2007
320’000
2005
2006
2007
Electricity Thermal energy 2008 2009 2010
370’000
2009
360’000 350’000 340’000 330’000 320’000
mies to be made. For example the renewal of the lighting in the arrival hall and the replacement of advertising boards from neon to LED lead to a decrease in annual electricity consumption respectively of 660 MWh and 900 MWh.
In total all measures put into place since 2008 have allowed an annual saving of electricity and heating of 4 GWh, which is the equivalent to the energy consumption of almost 1200 dwellings(2). These measures are documented and validated by the Energy Agency for the Economy (Agence de l’Energie pour l’Économie, AEnEc) which calculates the efforts made in favour of energy efficiency and the reduction of carbon dioxide carried out by Swiss companies. These efforts have proved fruitful since the total consumption of energy by the airport has remained stable in the last three years despite the increase in building surface area and operational activity. Without these measures the total consumption of energy would have increased by approximately 5% per year.
At the same time Genève Aéroport has developed production of electricity through use of photovoltaic solar panels, with two new installations on the roof of satellite 10 and the Cargo Security building. The total surface area of the solar panels in use at the airport is currently 3250m2 for an annual production of 470MWh of electricity. Moreover, Genève Aéroport has bought certified « naturemade star » electricity from the cantonal energy supplier (Services Industriels de Genève, SIG), which is the most demanding label for renewable electricity and has proposed this to other companies on site. All remaining electricity used comes from hydraulic power. In order to continue the ways of energy savings an ambitious programme has been set up. It includes audits on existing installations, projects for the renovation and improvement of outdated equipment and a campaign of encouragement aimed at all airport stakeholders to
(2) based on an electrical consumption of 3.3 MWh per household per year.
0.10
0.10
0.05 2005
0.05 2005
2010
Heated surface
Electricity Thermal energy Heated surface without significantly The surface area of buildings increases
increasing consumption
Thermal indice (MWh/m2)
50’000
380’000
Heated surface (m2)
55’000
0.15
390’000
400’000
55’000
Heated surface (m2)
Consumption (MWh)
60’000
Consumption (MWh)
400’000
60’000
65’000
Thermal indice (MWh/m2)
0.15 65’000
2006
2007
2006
2007
2008
2008
2009
2010
Thermal indice adjusted for climate variability
The efficiency of thermal energy is increasing and its use by m2 is decreasing
reduce their energy consumption. Furthermore, all new installations, shops or buildings must adhere to strict new energy criteria.
Genève Aéroport is also going to finalises its energy metering system and provide a system of « smart metering ». This tool will allow detailed and precise calculation of energy consumed for each piece of equipment or building and offers exact prices to consumers. In turn, everyone will benefit from taking energy saving measures. The tool will also allow tracking of waste as well as abnormal consumption as well as introducing corrective actions to improve energy efficiency.
2009
Thermal indice adjusted for climate variability
As far as renewable energies are concerned new studies will be launched to evaluate the feasibility of innovative solutions such as using solar power to Means of energy production provide air cooling or the use The airport site uses several sources of enerof water from Lake Geneva gy. Some buildings are heated from a central to provide thermal energy. A system using heating oil while others are permanent technology watch heated from the heating system supplied by allows the testintg of new Services Industriels de Genève (SIG). The material introduced onto the large hangars use gas panelled heaters. Hot market. tap water is produced partly by heat recovery and also by a small solar heating system. These ambitious aims will Electricity bought from SIG known as “Vitale continue through various Bleu” is of hydraulic origin whereas “Vitale projects which will necessiVert” is certified «naturemade star». Four tate a lot of co-ordination and photovoltaic solar roofs also produce energy shared commitment from all consumed on site. Finally a combined heat those involved in the day-toand power generator uses gas to heat several day running of the airport. buildings and generate electricity.
2010
18 water
Water management
Objectives for 2013 • Implementation of the concept to drain
surface run-off water from the Vengeron catchment basin as part of the framework for general drainage of water from the airport
Winter operations In winter de-icing of aircraft, runways and taxiways are necessary to ensure normal operations of the airport. These operations necessitate the use of chemical products based on glycol, acetate and formate. The residue of these products runs in part into the natural dispersal process of rainwater, which in turn affects natural water courses and leads to the removal of oxygen from the water. In order to reduce this negative impact, it is preferable to use products more respectful of the environment, to optimise the amounts used and to adapt the rainwater drainage system.
Management of run-off water
In order to carry out its obligations concerning protection of water and to ensure the continuation of the drainage system at the airport, Genève Aéroport has, for some years, been undertaking the key tasks of its Water Drainage Action Plan (Plan Général d’Evacuation des Eaux, PGEE). The plan is divided into 3 distinct phases: a review of the current situation, concept design and the building of a proper infrastructure. In 2009, the review phase of the drainage system was finished. Several reports were finalised, notably on the state of the receiving streams, the catchment basins, and the water pipe system. On the basis of these reviews, quantitative and qualitative objectives were fixed by the cantonal authority. In order to address these objectives, as well as constraints linked to the receiving streams, a concept for water drainage was drawn up in 2010 for the Vengeron catchment basin. This plan suggested different options for retaining water, backed up by solutions aimed at reducing the impact of drainage water from the airport on the quality of water in the Vengeron.
De-icing of the movement area 250’000 250’000 200’000 200’000 150’000 150’000 100’000 100’000 50’000 50’000 2010 2010
2009 2009
2008 2008
Potassium acetate (litres)
2007 2007
0
2006 2006
0 2005 2005
Sodium formate (kg)
Sodium formate (kg)
Potassium acetate (litres)
Aircraft de-icing 1’600’000 1’600’000 1’400’000 1’400’000 1’200’000 1’200’000 1’000’000 1’000’000 800’000 800’000 600’000 600’000 400’000 400’000 200’000
De-icing chemicals
Water
2010 2010
Water
2009 2009
De-icing chemicals
2008 2008
0
2007 2007
200’000 0 2006 2006
The efficiency of these measures to maintain the quality of water in the Vengeron was validated by continuous measure of the total organic carbon (TOC) present in the outlet of the airport’s drainage system. Indeed, the level of TOC measured into the Vengeron during the Winter 2008-09 remained stable compared to previous winter even though the quantities of de-icing chemicals used was a lot higher.
The 5 machines that the airport uses to spread salt products have been equipped with a system of optimising and recording the amount of product used. Drivers can choose from different levels of usage according to the humidity and type of surface contamination. An infra-red sensor continuously measures the surface temperature. The operating system in the vehicles then immediately calculates the amount of salt to be spread per m2 according to the speed of the vehicle. This system can be adapted to the weather conditions and can similarly monitor and limit the amount of salt used. Moreover, since the end of the winter season 2010-11, the liquid salt de-icer, potassium acetate, has been replaced by potassium formate which has approximately 3 times less impact on the environment.
2005 2005
During the winter period, drainage water from parts of the taxiways is channelled through the used water network. This is done to treat the water which contains glycol and other de-icing chemicals at the Aïre purification plant.
Optimisation of salt spreaders
Quantity of chemicals Quantity of chemicals
Even before the concept of the water management plan for the Vengeron catchment basin is realised, Genève Aéroport has put into place specific measures, since 2008, aimed at reducing the amount of de-icing chemicals that ends up in the local rivers and streams.
litres litres
Adaptation of the drainage network
water 19
20 waste
Waste management
Objectives for 2013 • Re-enforcement, monitoring and optimisation of sorting of waste procedures on the whole of the airport site • Extension of the “polluter pays” principle on the whole of the airport site
Validation of the waste bag levy
During 2010 Genève Aéroport undertook a study in order to investigate the best way of invoicing tenants and concessionaires of the Terminal T1 for waste management, with the aim of how best to apply the “polluter pays” principle, written into Federal law on the protection of the environment. A system of levying waste bags was ultimately decided on and introduced on the 1st January 2011. The system consists of selling waste bags to tenants and concessionaires for incinerable waste. The price takes account of the costs of handling, transport and incineration of the waste as well as the depreciation costs of the infrastructures available at the waste sites. Tenants and concessionaires will not be invoiced for all waste correctly sorted (PET, glass, plastic, paper, cardboard, etc.). In conjunction with this system activities aimed at encouraging the correct separation of waste (staff training, supply of material for easy separation, installation of separate bins for passengers, information campaigns) are planned in order to increase the amount of recycling of waste in Terminal T1.
New waste disposal site for the Freight Hall
Until recently, on the landside of the Freight Hall, there was no facility to collect recyclable waste other than paper. However, from the end of 2010 a major awareness campaign
waste 21
for sorting of waste was embarked on in this area. New containers and waste bins were installed allowing the separation of cardboard, wood, metal, and electric material from incinerable waste. A waste disposal specialist was appointed to help users separate and manage the waste disposal site. Guidelines for use of the site were sent to and signed by all tenants in the Freight Hall. At the moment the system is still in test phase with the aim of monitoring development of the volume of different types of waste. During 2011 the final configuration of the waste site should be completed and the waste bag levy applied to all tenants for incinerable waste in the same way as that set up in Terminal T1.
Training sessions will continue in 2011 in order to make people aware as much as possible of the problems of recycling. A precise monitoring system for the amount and type of waste has been set up in order to follow the rate progress of waste collection. The encouragement effect of the waste bag levy should allow separated waste to achieve a share of more than 30% of total waste.
Waste from animal by-products
Since September 2008, Genève Aéroport has been obliged to install new procedures for the disposal of waste arriving on international flights. This obligation stems from the introduction of new legislation for the disposal of animal by-products, which necessitates collection and incineration of food waste within 24 hours of collection from the airport. Catering and cleaning companies are directly involved in this operation. In fact during cleaning of aircraft interior, most rubbish left by passengers is disposed of in that way, given the potential risk of it having been in contact with food waste.
0.44 0.42 0.4
3‘000
0.38
2‘000
0.36 0.34
1’000
0.32 0.3 2010
2009
2008
2007
2005
2006
0
Waste (kg/passenger)
Total waste
Distribution of waste 100%
6‘0
80%
Total waste (tons)
5‘0
60% 40% 20%
4‘0
3‘0
2‘0
1’0
Special waste
2010
2009
2008
2007
0% 2006
The implementation of the waste bag levyCollected and waste Special waste the improvement of theRegular sorting of waste industrial waste in Terminal T1 have resulted in several specific activities.
Waste (kg/passenger)
0.46
4‘000
2010
2009
2008
2007
2006
2005
0.48
5‘000
0%
• Information sessions for heads of tenants and concessionaires. • Training sessions for cleaning company personnel • Acquisition of material for disposal of light waste (paper collection bins, batteries, aluminium, etc) with free distribution as a way of encouraging selective separation. • Finalising the design and installation of new waste bins for airline passengers.
0.5
6‘000
2005
Specific activities
Total amount of waste
Total waste (tons)
The airport therefore has two specific compressors for this100%type of waste and its disposal is carried out in conformity with the law on the 80% disposal of animal by-products (Ordonnance sur l’Elimination60%des Sous-Produits Animaux, OESPA). More than 700 tons have thus been 40% disposed of from the airport site in 2010 in accordance with20%this law.
Collected waste
Regular industrial waste
22 risk
Risk management
Objectives for 2010 • Optimisation of risk prevention in according with the law on avoidance of major accidents
Handling of dangerous goods
Animal strikes
Just in time procedure In order to limit the risks linked to the transit of dangerous goods in the Freight Hall, a procedure known as ‘Just in time’ has been implemented for goods to be exported. This procedure ensures that no90dangerous goods are left in the premises 80of freight agents.
90 80 70 60 50 40
70
2010
2009
2008
2007
2006
0
60 50 40 30 20 10
0 2007
10
Mammals Doves and sparrows Diurnal birds of prey Nocturnal birds of prey Water fowl Crows/Rooks Undetermined
2006
20
2005
30
2005
mammifères colombidés et passereaux rapaces diurnes rapaces nocturnes oiseaux d'eau corvidés indéterminés
Environmental risks are those which are associated with events which have either environmental causes or consequences. As the airport authority, Genève Aéroport is obliged to take all precautions necessary to reduce environmental risks. Its field of activities in this sphere is principally the handling of dangerous goods and the prevention of wildlife strikes. The airport is also undertaking an exhaustive study into accidents and incidents that could have an environmental impact, in order to ensure that both the means of prevention and response procedures are adequate.
risk 23
As soon as the freight has been unloaded it should be consigned directly to the freight handler. In the case of last minute refusal and without any possibility of being returned to the sender, the dangerous goods are to be left provisionally on the premises of an agreed company within the Freight Hall. This company is then responsible for maintaining such goods in a suitable place and handing them back to the freight agent the next day.
New secure deposit zone A new secure zone has been designated for the temporary storage of dangerous goods in the Freight Hall, just after delivery but before being picked up by the handling agents. This new zone allows storage space in the export zone to be freed, where goods are awaiting consignment. The comfort of users should thus be improved. First-aid lockers Handling of goods in the Freight Hall can cause incidents involving dangerous goods. As well as the emergency procedures in place with the companies operating in the Freight Hall, Genève AÊroport has installed first-aid lockers containing material and equipment for immediate emergency assistance (gloves, glasses, absorbent material, etc). Five lockers have been installed inside the Freight Hall as well as in the import and export zones in places dedicated to freight agent and customers of the Freight Hall.
Wildlife strikes prevention
2010 ended with an increase of wildlife strikes. It must be noted that the risk of collision with animals is in direct proportion to the number of aircraft movements and the amount of wildlife present. In 2010 an increase was noticed in the number of aircraft movements and in wildlife activity, particularly birds. The two factors together effectively lead to an increase in the number of wildlife strikes. Fortunately accidents leading to serious aircraft damage were less than in the previous two years.
In order to limit the risk of bird strikes, the airport uses different systems of pyrotechnics, acoustic and visual methods to try and keep birds away from the runways and surrounding areas. On the other hand, artificial nesting boxes are also built in certain areas of the airport in order to keep the birds in areas where they pose the least threat. Finally a passage for animals has been set in place to the north of the airfield in order to
allow the migration of animals crossing the road from Ferney-Voltaire. This also prevents them from passing under the boundary fencing and helps further protect the airport from the hazard of animals.
Survey and evaluation of emergency situations with possible environmental impact.
Certain unexpected situations can happen during normal operations of the airport which can have harmful consequences for the environment. A study has been carried out to look into the environmental impact of these events as well as to assess the means of prevention and response. The means of prevention include technical measures (monitoring and detection equipment, oil separators) and organisational measures (restrictions, preventative maintenance, operation methods and directives, equipment testing). The procedures are set up and overseen by the Airport Fire Service who intervenes in the case of an accident or incident within the aerodrome boundary. These procedures define the organisation and the methods of operation once the alarm is raised. They are regularly reviewed to ensure they provide an appropriate response to all potential events. The main accidents and incidents possible within the perimeter of the airport likely to have an environmental impact are those linked to fuel or chemical spillage and fire. The environmental impact of such incidents principally affects surface water and the soil. The environmental risk assessment for these types of incident shows that no extra reduction measures are needed at this moment.
24 natural environment
Natural environment and soil
Objectives for 2013 • Maintaining the quality of the airport landscape and its surroundings • Control of the expansion of invasive plant species
• Avoidance of soil contamination and mapping of pollution • Achievement of a new soil monitoring campaign
Installation of beehives
Six beehives have been installed near the runways at the airport. The bees, particularly sensitive to environmental damage, constitute an important role in the biodiversity of the area as pollinators of flowers. The bee-hive project on the aerodrome area produced 70kg of honey during the first collection at the end of 2010. Samples of the honey were analysed by cantonal chemists as well as an independent laboratory. The levels of hydrocarbons and heavy metals present were inferior to 1 part per million (ppm). The honey is therefore perfectly suitable to eat.
Land planning and management manual for the Airport
Strategically situated between the Jura mountains, the humid forest areas of Mategnin, and Lake Geneva, the airport forms an important link in the network of natural habitats in the Geneva basin. The area covering 340 hectares, of which 200 are in green field sites, plays host to a diversity of micro-habitats from a variety of indigenous flora and fauna. In order to maintain this channel of natural bio-diversity Genève Aéroport has drawn up a manual of land planning and management (Manuel d’aménagement et de gestion paysagers, MAGP), of which the principal aims are to promote and maintain this biodiversity as well as maintain and increase the landscape quality.
The manual is a decision-making help tool encouraging the achievement of land management objectives within the framework of an integrated strategy. These objectives include notably, the creation of planted roof and façade areas, the creation of ‘green’ rest areas for airport users, the seeding and plantation of indigenous and resistant plant species, as well as the preservation of areas for maintaining the growth of rare species or those species in danger of extinction. The aim of this manual is also to promote the collaboration with neighbouring communities taking into account the elements which influ-
protection
ence the airport’s activities such as air navigation obstacles, or which are influenced by the airport’s activities, such as modification of the landscape, where there is a possibility of an effect on the occurrence of wildlife strikes, or sites and projects which may achieve an ecological return outside the airport boundary, as well as cycling and pedestrian access to the airport. One of the goals of this participatory project is to create or reinforce urban and rural unity and harmonisation between the airport and the surrounding communities.
Mapping of plant species
In order to maintain its biodiversity, the airport land is the focus of a management plan which specifies the frequency and the times of operations for the maintenance of the land.
In 2010 plant life on all the green field areas within the airport site were surveyed and mapped. This work aimed to show the sectors where rare species were present, in a way so as to define how best to preserve their habitat during any works or other routine operations.
natural environment 25
ical treatment operations according to the resistance of the plant. Monitoring is planned for several years according to each species in order to ensure their complete eradication from the airport site.
Monitoring of soil quality
On an aerodrome soil can be affected by many different factors: atmospheric deposition, surface run-off water or even direct accidental chemical or fuel spills. Pollutants which affect soil are mainly attributable to aircraft as well as operational vehicles and equipment. They can also, however, come from pesticides used for the management of marginal green field sites or in the chemicals used in fire fighting.
The incomplete combustion of fuels (kerosene, diesel and petrol) creates polycyclic aromatic hydrocarbons (PAH). Lubricants, pneumatics and brakes of vehicles and aircraft generate heavy metals such as lead, cadmium, zinc and copper. These composites create problems for soil when their concentration passes above certain levels. They are thus regulated by law on the effects they have on soil.
Rare species are divided into three categories: vulnerable species, species in danger and species in danger of extinction. The survey showed that, within the perimeter of the airport, two species are in danger of extinction, three species are in danger and five others qualify as vulnerable.
Fight against invasive species
In Switzerland today, 23 different varieties are shown on the black list of invasive plant species, of which the presence and expansion needs to be stopped. Another ‘grey’ list details those plant species of which the expansion should be monitored and, where necessary, prevented. This list includes around 20 different varieties. In 2010, all invasive plant species on the airport site were catalogued and mapped. Six varieties from the black list (Cherry Laurel, Summer Lilac, Robinier Locust Tree, Canada Golden Rod, Giant Goldenrod, Japanese Knotweed and Common Ragweed) were detected, as well as one from the grey list (Annual Fleabane).
From this review, a diary for monitoring and consequent actions was drawn up. Each piece of land will be subject to mechanical or chem-
Every five years soil samples from the areas near the runway are taken and analysed in order to determine the extent of soil pollution. In 2008, twenty two samples were extracted from eight different sites. The results showed that the sanitation thresholds defined by law were never exceeded and that, generally, the concentration of heavy metals and organic pollutants in the soil on the airport site posed no problem and remained stable.
26 indicators
Key environmental indicators Air Traffic Passengers Aircraft movements Night-time aircraft movements Air freight and post
Noise Abatement Residential soundproofing Dwellings within the programme Soundproofed dwellings Files in progress Dwellings to be soundproofed Amount spent Complaints from local residents (noise) Air Quality Gaseous emissions Nitrogen oxides (NOx) Carbon monoxide (CO) Carbon dioxide (CO2) Volatile organic compounds (VOC) Fine particles (PM10) Gaseous immissions Nitrogen dioxide (NO2) Ozone (O3) Sulphur dioxide (SO2) Fine particles (PM10)
Absolute value 2007 2008 2009
2010
Relative value 2007 2008 10 8 26 -1
6 0 -5 -2
2009
2010 5 3 10 27
(1) (1) (1) (1)
Notes
[miopax] [nb] [nb] [t]
10.911 190'006 8'976 56'030
11.522 190'117 8'542 54'706
11.324 172'671 7'084 52'804
11.880 177'400 7'815 66'937
[%] [%] [%] [%]
[nb] [nb] [nb] [nb] [mioCHF] [nb]
3'000 776 1'238 986 5.0 72
2'942 971 1'171 800 3.7 59
2'942 1'228 914 800 6.0 45
2'934 1'463 671 800 4.4 55
[%] [%] [%] [%]
100 22 36 42
100 29 55 16
100 40 44 16
100 46 38 16
(2) (2) (2) (2) (2)
[kg/mvt] [kg/mvt] [kg/mvt] [kg/mvt] [kg/mvt]
3.0 2.7 800 1.6 0.2
3.1 2.7 830 1.1 0.2
3.2 2.8 876 0.8 0.1
3.3 2.7 869 1.1 0.1
(3) (3) (3) (3) (3) (4) (5) (6) (7) (8)
[%] [%]
28 34
39
40
37 47
(9)
[t] [t] [t] [t] [t]
[µg/m3] [nb] [µg/m3] [µg/m3]
564 584 555 587 511 522 488 471 151'924 157'853 151'327 154'160 299 217 131 198 30 29 22 23 27 2 3 19
Surface Access Modal share of sustainable transport Airport personnel Passengers Public transport & ecomobility Subsidised airport personnel Trains Buses
[nb] [nb/jour] [places/jour]
[mio] = million [mvt] = movement [nb] = number
[pax] = passenger [t] = ton [µg] = microgram
30 5 4 19
27* 4* 4* 21
27 4 3 20
828 916 953 1'175 176 175 178 178 28'760 34'820 39'810 46'560
[%]
13
13
-2 -9 -17 -3
13
16
(10) (11) (12)
* In 2009, due to technical problems, the number of measurements for NO2, SO2 and O3 is statistically insufficient according to the Federal office of environment (OFEV).
Notes (1) Relative value (%) : annual progression (2) Dwellings involved in the obligatory and voluntary soundproofing programme (VA, VA-1, VA-2, PEB France). (3) Calculated values (4) Concentrations measured by airport’s equipment (5) Annual NO2 average ; legal threshold: 30μg/m3 (6) O3 , percentile 98 of monthly half-hourly averages above 100μg/m3; legal threshold : 0 above.
Annual SO2 average ; legal threshold : 30μg/m3 Annual PM10 average ; legal threshold : 20μg/m3 No survey carried out in 2008 and 2009 Relative value (%) : percentage of airport staff benefitting from subsidised public transport travel pass. (11) Daily frequency (data from Swiss Railways (CFF)) (12) Number of daily buses multiplied by buses capacity (data from Geneva Public Transport (TPG)) (7) (8) (9) (10)
indicators 27
Absolute value 2007 2008 2009 Energy Management Total energy consumption Electricity Renewable electricity Thermal energy Energy saved Annual saving of energy Fuel, vehicles & emergency units Diesel Unleaded petrol Fuel, aircraft Kerosene Avgas Airport vehicle fleet Diesel vehicles Petrol vehicles Electric vehicles Hybrid vehicles Gas vehicles Water consumption Water Management De-icing of runway & taxiways Potassium acetate (liquid) Sodium formate (solid) De-icing of aircraft Propylene glycol Waste Management Total waste Ordinary industrial waste Recyclable waste Hazardous waste
Major Risk Prevention Spillages of dangerous goods Interventions for fuel / oil leaks Interventions for chemical / radioactive pollution Bird strike prevention Bird strikes recorded Soil protection Polluted / contaminated sites Listed polluted sites Listed contaminated sites
(13) (14) (15) (16) (17) (18)
[MWh] [MWh] [MWh] [MWh] [GWh] [MWh] [m3] [m3] [m3] [m3] [m3] [m3] [nb] [nb] [nb] [nb] [nb] [nb] [m3]
97'719 60'773 48 36'945 5.2 1'919 1'218 892 326 360'128 359'881 247 1 219'820
100'962 60'583 38 40'379 7.3 2'044 1'354 1'025 329 400'761 400'456 300 920 439 323 148 8 2 202'778
99'647 61'290 2'140 38'357 9.0 1'680 1'454 1'171 283 373'910 373'660 232 938 485 287 152 9 5 204'599
[m3] [t]
1.4 0
109.9 26
194.6 45
Relative value 2007 2008 2009
2010
99'691 [kWh/pax] 9.0 60'852 [kWh/pax] 5.6 [%] 3'635 0.1 38'839 [kWh/m2 chauffĂŠ] 103 9.2 205 [%] 1'576 100 [%] 1'296 73 [%] 280 27 [%] 399'825 16 399'582 213 [%] 984 [%] 506 [%] 304 [%] 153 [%] 14 [%] 7 [l/pax] 188'762 20.1
Notes
2010
8.8 5.3 0.1 112
8.8 5.4 3.5 103
8.4 5.1 6.0 103
100 76 24 11
100 81 19 -7
100 82 18 7
100 48 35 16 1 0 17.6
100 52 31 16 1 1 18.1
100 51 31 16 1 1 15.9
471
1'199
1'359
1'071
[t] [t] [t] [t]
4'258 2'977 1'039 242
4'990 3'487 1'059 444
4'953 3'402 961 590
5'105 3'495 1'024 586
[%] [%] [%] [%]
100 70 24 6
100 70 21 9
100 69 19 12
100 68 20 11
[nb] [nb]
63 10
58 2
59 10
55 6
[nb/1000mvt] [nb/1000mvt]
0.3 0.05
0.3 0.01
0.3 0.06
0.3 0.03
[nb] [nb]
20 0
20 -
20 0
21 0
[variation] [variation]
0 0
0 0
0 0
1 0
52
61
65
79
(14) (15) (1) (16) (16) (16) (16) (16) (16)
(17) (17)
144.4 44
[m3]
[nb]
(13)
(17)
[nb/1000mvt]
0.2
0.3
0.4
(18) (18) (18) (18)
0.4
Relative value [%] : percentage of the total electricity Total energy saved since 2001 Annual energy savings as a result of renovations to buildings and technical equipment (validated by the Energy Agency for the Economy) No detailed data before 2008 Values for each winter season (November-April) dependant on how badly the winter affected airport operations Building site waste not included
28 glossary
Glossary
APU Auxiliary engine (Auxiliary Power Unit) that supplies power on board aircraft when the engines are not running. The power feeds different on-board systems such as electricity supply, pneumatic and hydraulic pressure, as well as air conditioning. The equipment is generally located at the tail of a jet aircraft. Combined heat and power generator Combined production of heat and electricity from a primary fossil fuel. The heat is produced from an electric courant.
Euro standards Standards given by the European Union which set maximum limits of exhaust emissions from moving vehicles. The standards Euro 4 and 5 set emission limits for vehicles constructed after 2005 and 2009 respectively.
FOCA - Federal Office of Civil Aviation Responsible authority in Switzerland for policies and monitoring of civil aviation as well as for ensuring the continued levels of safety and developing civil aviation according to demand and conforming to the principles of sustainable development. Gas emissions Amounts of atmospheric pollutants emitted from buildings, vehicles and equipment.
Gas immissions Concentration of atmospheric pollutants in the atmosphere in the location where they have their effects, with respect to their dispersion, dilution and transformation. These are generally calculated as a mass per volume of air (eg: Îźg/ m3) or according to their dilution (eg: part per million). General aviation Generic term which includes civil aviation, other than that of airlines and charter companies, notably business aviation (private and taxi flights), pleasure and training flights, as well as ambulance and humanitarian flights.
GPU Ground power unit supplying external electrical power to parked aircraft, who have neither a serviceable APU on board or who are not parked on a stand provided with a fixed ground power supply.
Instrumental flight rules (IFR) Flight rules whereby pilots navigate according to instructions given by Air Traffic Control, who are responsible for maintaining safety distances from other aircraft as well as ensuring the safe and expeditious flow of air traffic. Noise categories Categories in which all aircraft departing from Swiss aerodromes are classified. Five groups are defined (1-5), category 5 being the aircraft with the best noise performance.
Noise - limits of exposure Limits of exposure to noise are combined noise levels during a certain specified period which represent a designated limit according to different elements. Three different limits are specified: impact threshold; alarm threshold; planning threshold. These different limits differ according to the source of the noise, the period of the day, the location of the buildings and the area to protect.
Noise - impact threshold Aggregated noise levels during a specified period which represent the limit up to which the noise level does not appreciably affect the well-being of the population. This limit is the criteria used for existing installations as well as deciding whether or not to authorise the construction of housing in noise sensitive areas.
Noise - alarm threshold Aggregated noise levels during a certain specified period considered by the authority for assessing the urgency of measures to reduce the noise or to provide protection from it. Noise - planning threshold Aggregated noise levels during a certain specified period considered for the building of new installations as well as for the planning of new areas where several sources of noise would increase the extent of their effect. Non-motorised mobility Means of human powered transport, such as walking or cycling.
Polluter pays principle Principle written into Swiss legislation (Article 2 of the law on environmental protection) whereby the person causing damage to the environment (pollution) is financially responsible for any measures needed to repair this damage and prevent further pollution.
Solar air cooling System of producing fresh air to circulate in buildings using heat from the sun as the primary energy source.
Sustainable transport Means of transport other than a motorised vehicle with one person on board, in particular, public transport, car sharing, walking and cycling. TOC Total organic carbon (TOC) is the total amount of carbon found in organic compounds present in water. It is often used as an indicator of water pollution by organic substances. Unireso The responsible authority for managing all public transport in the Canton of Geneva.
Visual flight rules (VFR) Flight rules whereby pilots are responsible for navigating with the help of ground reference points and for maintaining safety distances from other aircraft.
Wildlife strikes prevention Passive and active measures undertaken to reduce the risk of collision between animals, particularly birds, and aircraft.
Conception : Genève Aéroport, Marketing Layout : Dune Graphic Redaction : Genève Aéroport, Environmental and legal department Translation : English Plus Photos credits : Baptiste Coulon, Etienne Delacrétaz, Genève Aéroport (Christian Béchir, Jean-Luc Altherr) Printed in Switzerland by Atar Roto Presse SA (june 2011) on 100% recycled paper (Cyclus Print). Cover printed on FSC certified paper.
Environment results and objectives 2013
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