air transportation - airport services · services development and impact of infrastructure...

Sustainability Topics for Sectors: What do stakeholders want to know?

AIR TRANSPORTATION - AIRPORT SERVICES

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This table shows a list of topics identified as relevant by different stakeholder groups. They can be considered as stakeholders’ suggestions or requests for topics to be monitored or disclosed by organizations.

Additional information about the project can be found at https://www.globalreporting.org/reporting/sector-guidance/Topics-Research/Pages/default.aspx

28 – Air Transportation - Airport Services

39 Topics

Operators of airports and companies providing related services.

Sustainability Category

Topic Topic Specification (if available)

Explanation Reference(s)1 Constituency

Economic Local employment

Procedures for local hiring from the local community This issue is considered to be of particular relevance to the airport sector. Airports, especially those in emerging economies, are frequently operated by companies based overseas, for example under Build-Operate-Transfer (BOT) agreements. Given the unique nature of many airport operations, it may be necessary for airports to hire staff and senior members from outside the region where operations take place.

201* Civil Society Organization

https://www.globalreporting.org/reporting/sector-guidance/Topics-Research/Pages/default.aspx




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Economic direct and indirect benefits

Employment, accessibility and mobility

Airlines affect local development, by providing direct or indirect employment and increasing accessibility and mobility.

107, 435 Mediating Institution

Infrastructure investments and services

Development and impact of infrastructure investments and services provided primarily for public benefit through commercial, in-kind, or pro bono engagement. This issue is considered to be of particular relevance to the airport sector. Airports increase the ease of access to locations, and so can have a particularly high impact on local economies and quality of life. The public service element of airport operations needs to be recognized, especially when airports are operated that do not provide an economic benefit for the company.


Environmental Materials sourcing and use

Plastic products Plastic, a valuable material, can generate significant positive, or negative, impacts on economy, environment and society. Plastic should be treated as a resource and managed judiciously. A disclosure on management approach for plastics, including governance, strategy, risks, opportunities, considering: opportunities for product redesign, increasing recycled content, implementing reclaim and/or reuse which could attract economies, brand loyalty, investment, employee goodwill, and; risks to the business, stakeholder health, environment and society (including reputational/social license to operate, regulatory, investor, insurer, and liability risks) for plastics that are directly harmful to stakeholders, or indirectly through plastics being wasted/littered.

353, 367 Civil Society Organization



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Performance indicators regarding the types and volumes of plastics being used, collected and/or distributed downstream; the portion that is made of post-consumer-recycled, bio-based, biodegradable, compostable, and/or oxobiodegradable material; the ratio of expected life-span of plastic products/packaging in contrast to the duration of their intended use; these volumes broken down by end of life disposition. Most of this disclosure can be captured through the existing GRI framework (e.g. GRI G3 EC9, EN1, EN2, EN22), but commentary is needed to ensure disclosers appreciate the materiality of plastic; other questions can be added to the framework. Refer to the Plastic Disclosure Project (www.plasticdisclosure.org) for more details on the suggested questions. PDP will align its questions to GRI G4 once finalised to assist organisations in disclosing to PDP and GRI easily. Plastic are in high use in these "activity groups", and can have significant positive, or negative, impacts on the economy, environment and society: Economics: There are significant cost savings available to organisations that treat plastic as a resource (e.g. through redesign, use of recycled content, reclaiming, etc.) and risks of increased direct costs (regulation, liability, cost of capital, insurance) to organisations that do not lead in this area as well as indirect economic costs to impacted industries (e.g. food production, tourism) Environment: Plastics that are wasted or littered become extremely harmful to the environment, which



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will have a material effect on biodiversity and the global food chain, both nearby and far outside the local area of operations Society: Some plastics are harmful to stakeholders during manufacture, use and/or disposal (e.g. due to phthalates, BPA), impact the wellbeing of society (e.g. effect of litter on community spirit and their interest in sustainability). While a valuable invention, which benefits society in many ways, the negative impacts associated with society's growing use of plastic are not fully recognised. Roughly 85% of plastic used in products and packaging is not recycled, and most plastic produced in the last 60 years still remains in the environment today. Approximately 70% of discarded plastic is from single-use food and beverage containers. Discarded plastics persist in the environment for dozens or hundreds of years, accumulating across the globe, often out of sight of the producers and users. The direct physical impacts of plastic are significant to the organisation in increased costs or missed opportunities, and related economies (e.g. over $1.2bn in annual damages to ocean-related industries in Asia-Pacific), the environment through harming habitats and species, and to stakeholders health when exposed to the chemical ingredients; and are magnified if fragmentation of the plastic occurs, making it available for ingestion to additional species, who adsorb the chemical ingredients and/or the toxins carried on the plastic. These negative impacts could be avoided



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and turned into positive impacts, if plastic was treated as a resource to be managed judiciously (e.g. the US economy lost $8.3bn worth of plastic packaging in 2010) - "It is not good business practice to throw away valuable resources".

Energy efficiency of technology

Technological improvements of processes and energy conservation

Energy saved due to conservation and efficiency improvements This Indicator demonstrates the results of proactive efforts to improve energy-efficiency through technological improvements of processes and other energy conservation initiatives. Improved energy efficiency can result in cost-savings and can lead to competitive advantages and market differentiation. Supporting efficient energy technology has a direct impact on operational costs, and reduces the reporting organization’s future dependency on non-renewable energy sources. Efficient energy use is one key strategy in combating climate change and other environmental impacts created by the extraction and processing of energy.


Emissions to air Employee commute and parking

Airport employees generate a significant number of vehicle trips to and from the airport each day, which impacts air quality, airport traffic conditions, and traffic in the communities surrounding the airport and on the freeway system

10 Mediating Institution

Ground support equipment

Ground Support Equipment (GSE) include airport taxi trolleys and luggage carry systems. Ground support equipment may have adverse effects on the environment. Airport operators may affect the extent of




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this effect by an efficient use of GSE and energy efficient GSE procurement. Increased levels of demand at airports in the United States may result in a growth in airport Ground Support Equipment (GSE) activity and an associated increase in airport surface emissions. Local air quality and global climate change concerns, regulatory pressures, and the desire to be environmentally responsible have resulted in a growing number of airport programs around the United States looking to assess and reduce airport emissions. Although much is known about aircraft fleets, operations, and emissions, comparatively little is known about GSE. The available GSE data are outdated, unreliable, and limited. Accurate GSE data are needed by the FAA and airport sponsors to plan adequately and to balance the growing demands of air travel with air quality concerns

Initiatives to improve energy efficiency and reduce emissions Identify modes of ground transportation of passengers, staff, visitors and suppliers within, to and from the airport. Include initiatives to improve energy efficiency and reduce emissions (such as public transport and measures to promote the efficient use of private transportation).


Aircraft Aircraft engine emissions: The formation and discharge of gaseous and particulate pollutants into the environment, especially the stratosphere, chiefly from

262 Business



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airplanes, helicopters and other high-altitude aircrafts Aircraft engines produce emissions that are similar to other emissions resulting from fossil fuel combustion. However, aircraft emissions are unusual in that a significant proportion is emitted at altitude. These emissions give rise to important environmental concerns regarding their global impact and their effect on local air quality at ground level.

Emissions to air - GHG emissions

Airport operations

Initiatives to reduce greenhouse gas emissions and reductions achieved. Greenhouse gas emissions are the main cause of climate change and are governed by the United Nations agreed on the Framework Convention on Climate Change (UNFCC) and the subsequent Kyoto Protocol. As a result, different national and international regulations and incentive systems (such as trading climate certificates) aim to control the volume and reward the reduction of greenhouse gas emissions. When monitored comprehensively, emissions can be reduced effectively (e.g by carefully selecting energy efficient materials, services, or production capacities). This Indicator can be used in combination with EN16 and EN17 to set and monitor reduction targets with reference to regulations or trading systems at international or national levels. Tracking and reducing greenhouse gas emissions can improve the overall life cycle performance of products and services, and serve as part of a comprehensive design-for-environment program.




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Management and reduction strategies

CO2 Emissions definition of CO2-Footprint, climate- and environmental strategy (target, abatement measures and activities) in accordance with European goals to promote sustainable air transport (flightpath 2050 reduction goals)

143 Business

Emissions to air - Particulate Matter (PM), Sulphur dioxide (SO2), Nitrogen dioxide (NO2), Carbon monoxide (CO), Lead (Pb), Ozone (O3) and hydrocarbons

Airport operations

Ambient air quality levels according to pollutant concentrations Airports contribute to air pollution through a variety of activities. In most countries, ambient air quality standards have been established to protect human health and the environment from the impacts of air pollution. These standards are developed based on health impact studies relevant to the country or as prescribed by the World Health Organization (WHO). These standards may cover Particulate Matter (PM), Sulphur dioxide (SO2), Nitrogen dioxide (NO2), Carbon monoxide (CO), Lead (Pb), Ozone (O3) and hydrocarbons. Particulate Matter (PM) may range from coarse diameters known as Total Suspended Particulates (TSP) to finer particulates (PM10 or PM2.5). Ambient concentration levels of regulated pollutants can affect health conditions for airport workers and neighboring communities. The purpose of this Indicator is to show the context in which the airport operates. The Indicator does not attribute sole responsibility for ambient concentrations to the operator. Emissions from aircraft




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can be estimated using the data reported under Indicator AO2. This Indicator further expands on the information reported in EN20.

Aircraft and pavement de-icing and/or anti-icing fluid

Deicing runoff can contribute to a number of adverse environmental impacts from the deicing products used. There also may be environmental impacts from nondeicing-related pollutants that appear in deicing runoff, but are unrelated to the deicers themselves.


Airport waste management

Presence of pathogens and foreign species in waste from international flights

There are national regulations to prevent the spread of pathogens or the invasion of foreign species (particularly in relation to waste from international flights). This may require special treatment rendering it unsuitable for recycling. Report on management of waste from international flights as opposed to waste from domestic flights (where waste management can inhibit the spread of pathogens and invasion of foreign species, but also hamper recycling efforts).


Report on responsibility for handling sources of waste. Include airport-specific issues such as, for example, the disposal of confiscated materials, de-icing effluent and the airline and service provider waste that is handled by the airport operator.


Buffer areas and wildlife management

Based on the risk posed to aeronautical operations by potential wildlife strikes, identify policies and procedures to reconcile wildlife management with aviation safety at the airport, and to minimize the impact of airport development and operations on the natural landscape. Report on the management of buffer areas, land set aside for future airport expansion and the ecological value of land not in use, if applicable




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Waste fluids management

Aircraft and pavement de-icing and/or anti-icing fluid

Aircraft and pavement de-icing/anti-icing fluid used and treated Aircraft de-icing and anti-icing fluids play a vital role in the removal and prevention of the accumulation of ice and snow on critical aircraft surfaces to ensure proper operation and public safety. Although airline companies typically arrange for the actual de-icing of the aircraft, it is generally the responsibility of the airport to provide the infrastructure necessary to collect, convey, and/or mitigate the impacts of aircraft de-icing and anti-icing Pavement de-icing and anti-icing chemicals play a vital role in the removal and prevention of the accumulation of ice and snow on active airside surfaces, ensuring proper operation and safety. These chemicals, usually applied by the airport, are significant different than the road salt used on groundside operations.


Storm water Management and quality

Quality of storm water and storm water management and irrigation, minimization of pollutants and initiatives to capture and reuse storm water. Ensuring effective drainage systems to minimize the effects of storm water on the environment and the operability of the airport is a crucial challenge for airport operators. Storm water can be contaminated by leaks and spills of oil, diesel, and jet fuels during the operation and maintenance of ground service vehicles, and fuel storage and handling activities. The contaminants in storm water can also differ depending on the climatic zone in which an airport is based. Contaminated storm




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water can have major impacts on the environment by polluting the receiving water bodies, including reducing dissolved oxygen levels, decreasing the abundance of organisms and species diversity, contaminating drinking water sources, and other effects.

Noise Aircraft and components

Aircraft noise is noise pollution produced by any aircraft or its components, during various phases of a flight: on the ground while parked such as auxiliary power units, while taxiing, on run-up from propeller and jet exhaust, during takeoff, underneath and lateral to departure and arrival paths, over-flying while en route, or during landing Aircraft noise is the single major cause of community opposition to current operations and to airport capacity development to meet future traffic growth

11, 13 Business

Noise Noise is a subjective issue, and perception can be influenced by many factors. Political, economic, social, and public relations issues can all affect attitudes towards noise. In this respect, different solutions and approaches will be effective depending on local circumstances. For aircraft noise, this is reflected in International Civil Aviation Organization’s (ICAO) Balanced Approach to Noise Management, which recommends looking for the most cost-effective solutions on an airport-by-airport basis, taking into account the potential contributions from reductions at source, land-use planning, operational procedures and




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operational restrictions. This makes it difficult to prescribe operational indicators with universal application. Nevertheless, an airport’s approach to managing noise does provide a qualitative indicator of its commitment to reducing significant noise, and of its relationship with local communities and other stakeholders. Local communities are particularly sensitive to aircraft noise, especially at night. The results reported in this Indicator provide insight into the scale of the impact on local communities from aircraft noise. Report on defining any noise targets or limits applicable to the airport, stating whether they are voluntary or legally binding, and provide an indication of progress; details of noise measurement and monitoring system; mix of aircraft (by noise classification, e.g., ICAO Annex 16, ACI Noise Rating Index); operational measures to minimize noise impact (e.g., Continuous Descent Approach, noise preferential routes, precision navigation, restricted use of reverse thrust, Auxiliary Power Unit restrictions, buffer zones, ground noise policies); flight restrictions (e.g., time and number of movements); systems and policies related to economic incentives/penalties/ surcharges (intended to encourage airlines to reduce aircraft noise); and compensation and noise protection schemes offered by the airport (e.g., number of residential housings with noise protecting windows, money spent on noise insulation schemes).



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Social Labor conditions Labor unrest among employees and contractors' employees

Airports typically include a collection of many employers that have an impact on the operations of the airport. Labor unrest by airport operator contractors (see definition below) can cause significant disruption to airport operations, which in turn can have security implications.


Working conditions

Employees and contractors' employees

Policy on wages (such as minimum wage requirements), benefits, and working conditions for direct employees of the airport operator and its contractors


Occupational health and safety risks

Accidents, noise exposure, airborne pollutants and pandemic diseases

Programs that monitor direct employees’ exposure to excessive levels of aircraft noise at work. Activities/programs that monitor direct employees’ exposure to airborne pollutants and/or other hazardous substances, for example related to aircraft/apron/security operations, and measures to mitigate exposure of workers to those pollutants/substances. Report any safety-related permits or certification required of direct employees of the airport operator and airport operator contractors working at the airport to control the accident rate in the hazardous environment. Report policies and practices related to preventing direct employees’ exposure to contagious pandemic diseases. Report policies, programs or initiatives relating to reduction of health and safety risks for other on airport employees. Health and safety incidents may arise in connection with, for example, ramp work, work around aircraft, ground handling and aircraft servicing equipment, manual labor, around baggage handling, jet blast, noise from operating engines, and emissions.




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Broken down by cause of fatality.

Employee turnover

Workers with access to secure areas

Policies to reduce turnover among workers with access to secure areas of the airport, and policies that require the retention of employees by the next contractor.


Migrant workers Human trafficking risks

Human trafficking Human trafficking, particularly of women and children, to fulfill needs for cheap labor, sexual exploitation or illegal adoption, often involves trafficking of people across international borders. While statistics about trafficking are unreliable because of the nature of the activity, rough estimates from the International Labor Organization and the United Nations Population Fund suggest that between 700,000 and 2 million women are trafficked across international borders annually. For that reason, multilateral institutions, governments and civil society organizations have targeted detection and education efforts to combat human trafficking at airports. In relation to human trafficking, report policies and programs to create public awareness, to engage authorities in efforts to combat, to train employees in the detection and proper responses to incidents, and to raise awareness among suppliers and other business partners.


Persons’ with special needs access to services and facilities

Provision of services or facilities for persons with special needs Report any provisions for accommodating special needs (e.g., private rooms) for security screening purposes, for example on medical grounds or in response to cultural




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sensitivity concerns or disability

Land use rights The right to access the land is not restricted by a narrow interpretation of property rights. The rights‐holders have human rights, which may not include land‐ownership rights, partly because some countries do not recognize individual property rights, and partly because some people may not have legal title to the land on which they live or work, but may have customarily done so for years, if not generations. That aspect has huge significance for the landless and other rights are also involved. It affects those with land rights, and those who work on the land, such as sharecroppers, and those who use land seasonally, such as pastoralists or informal businesses common in many parts of Africa. These groups often correlate with those that are already the most vulnerable groups in society (e.g. due to gender, caste or age discrimination). Their not owning property rights does not mean they do not have rights – The impact on human rights is felt much before business operations begin – even when a company expresses its intention to develop a project in a particular area, there are human rights implications, because of raised expectations within a community. The power asymmetry between State and communities, between private economic interests and individuals or groups, often becomes the determining factor in shaping the land ownership dilemma. Business, civil society, and governments have a common interest in developing a framework that prevents human rights abuses at all




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stages of business’ relationship with land – before acquisition, during acquisition, and after operations have commenced and, if necessary, concerning appropriate relocation, rehabilitation and compensation. The extraction of natural resources – oil, gas, and mining – has commanded considerable attention in the area of business and human rights, but other businesses – tourism, manufacturing, infrastructure projects, power plants, public highways, irrigation projects, and even urban office complexes and supermarkets require land.

Aircraft safety Wildlife strikes Wildlife strikes by aircraft movement The risk of wildlife strikes is common to most airports around the world and airport operators often have a range of mitigation measures within their scope of responsibility. The majority of wildlife strikes occur when aircraft are approaching, departing or on airport premises, and consequently the steps taken by airport operators to manage this risk have significant implications for the safety of passengers, crews and ground staff. Although wildlife management systems in general may be considered an environmental issue, wildlife strikes in particular have a direct and potentially very harmful impact on the safety of the people that use an airport. Accordingly, this Performance Indicator is based on the Aspect of Customer Health and Safety.


Airport security and screening processes

Passengers' privacy and discrimination

Airport security and screening processes Additionally, airport security and screening processes have human rights implications, including the handling of




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personal passenger data (such as images obtained through CCTV systems) and the potential for discriminatory practices in security screening processes based on racial or other types of profiling . Report the regulatory context for the screening of persons for security purposes at the airport. Where applicable, report policies and training on the prevention of discrimination in the execution. of security screening, and the violation of basic human rights based on age, gender and gender identity, religion, social/national origin, ethnicity, sexual orientation and disability.

Airport services as a public service

Report on maintenance of airport services in regions where operating is justified by public service rather than economic considerations


Service quality management

Business Continuity and Emergency Preparedness Report on management of events affecting service quality (e.g., Flight Information Display system failure, public address system failure). Disclosures on these issues should include procedures for coordination with external agencies, training and awareness, testing and exercises, program reviews and program audits, measures of preventive controls.


Resettlement and displacement of people

Airport construction and planning

Persons physically or economically displaced, either voluntarily or involuntarily, by the airport operator or on its behalf by a governmental or other entity, and compensation provided. Airport construction or expansion and the development of related infrastructure can result in the displacement




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and resettlement of people. Whether voluntary or involuntary, potential impacts may include loss of productive land, loss of employment and income, loss of housing, loss of access to common resources and public services, and social fragmentation. Vulnerable groups can be disproportionately affected by displacement and resettlement. Therefore, where information is available it can be useful to identify the breakdown of those displaced by characteristics such as gender. The issue of displacement and resettlement is of most relevance for airport operators that are engaged in the construction and expansion of airports in multiple locations. It is noted that in addition to airport operators, other actors (e.g., governments, banks) can be responsible for displacement and resettlement. This Indicator can nevertheless indicate the social impact of an airport operator. Compensation of those physically or economically displaced is of importance to community organizations and other stakeholders seeking to verify that displaced persons were compensated fairly. Report the legal context for displacement/ resettlement; policy on monitoring and assessment of psychological and social impacts to individuals and communities affected, and consideration of alternatives; policy on compensation and other assistance for resettlement, including comparison with prior living standards; and grievance mechanisms to address concerns about compensation and relocation or resettlement. This should include policies related to preserving culturally sensitive sites.



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Stakeholder engagement

Airport planning and operations

Airport development can be highly scrutinized by members of the local community and other stakeholders. Report stakeholder engagement to provide input for development projects


regional stakeholder acceptance definition of relevant stakeholder, description of stakeholder dialogue maintaining the "license to operate"

378 Business

Other Airport operations size

Flights, passengers and cargo

Total number of passengers annually, broken down by passengers on international and domestic flights and broken down by origin-and-destination and transfer, including transit passengers. Annual total number of aircraft movements by day and by night, broken down by commercial passenger, commercial cargo, general aviation and state aviation flights. Total amount of cargo tonnage.


Emergency preparedness

Business continuity

Business Continuity and Emergency Preparedness Report policies/programs on business continuity in the event of an emergency (e.g., natural disasters, social or labor unrest, health threats, major infrastructure/critical systems failure). Any policy for mitigating risk that is reviewed and revised regularly should be included.


Airports may be subject to a wide range of emergencies, including terrorist threats, natural disasters, aircraft incidents, and outbreaks of worldwide viruses.


Impacts on surrounding

Construction and planning

During the construction of airports, many decisions are made that may affect the surrounding area in terms of,




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communities and ecosystems

considerations but not limited to, biodiversity, storm water, heritage site preservation and others.

Noise Due to engine noise from aircrafts, airports are large sources of noise pollution, with potential effects on the wellbeing of the residents in the surrounding areas and biodiversity. Airports may prevent and mitigate noise effects by appropriate land use and construction planning.


Risk assessment and impact management

Report policies related to assessing the risks and managing the impacts of operations on local communities. Report policies related to assessing the risks and managing the impacts of operations on local communities. Report airport development impacts, as well as operational impacts such as the building of new airports, the expansion of an existing airport and the building of new runways. Report impacts on the local community from reductions of service or facility closures


Intermodality Does your company aim at providing solutions which address intermodality (“the ability to connect, and the connections between, modes of transportation”) e.g. - offers which allow end-customers to hire specific cars as and when needed, connectivity between vehicles (car – train – public transport), services for linking different modes of transport etc.? - services which connect different modes of transport for cargo or freight in a smart way thus saving energy, CO2

153 Financial Markets & Information Users



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emissions or decreasing traffic?

Intermodality Report policies on long-term plans and initiatives for reducing significant environmental impacts. This includes the interaction and integration with transport authorities and operators serving the airport as well as interconnection to destination via land transport (e.g., substitution for short haul air transportation via trains).


Regulatory framework for airport operations

Regulatory framework within which the airport operates Report on the regulatory framework within which the airport operates. Regulatory frameworks could be, for example: private or government owned, a public-private partnership or a Build-Operate-Transfer (BOT) model.


* GRI Sector Guidance

1 All references can be found at https://www.globalreporting.org/reporting/sector-guidance/Topics-Research/Pages/default.aspx




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References

All references can be found at https://www.globalreporting.org/reporting/sector-guidance/Topics-Research/Pages/default.aspx

10 Airport Cooperative Research Program (ARCP), 2012. Airport Cooperative Research Program (ARCP) Synthesis 36, Exploring Airport Employee Commute and Parking Strategies, Washington, D.C.: Transportation Research Board of the National Academies.

11 Airports Council International (ACI), 2007. Case Study 8 - Promoting the Introduction of Quieter Aircraft, Geneva: Airports Council International (ACI).

13 Airports Council International (ACI), 2010. ACI Aircraft Noise Rating Index [Update 2010], Geneva: Airports Council International (ACI).

67 CDM Federal Programs Corporation/KB Environmental Sciences, Inc./Ricondo & Associates, Inc., 2012. Airport Cooperative Research Program (ARCP) Report 78, Airport Ground Support Equipment (GSE) Emission Reduction Strategies, Inventory, and Tutorial, Washington, D.C.: Transportation Research Board of the National Academies.

72 CH2M Hill/Gresham, Smith and Partners/Barnes & Thornburg, 2009. Airport Cooperative Research Program (ARCP) Report 14, Deicing Planning Guidelines and Practices for Stormwater Management Systems, Washington, D.C.: Transportation Research Board of the National Academies.

107 Deloitte, 2007. The Heathrow Phenomenon - Economic Impact Analysis, London: Deloitte.

143 European Commission, 2011. Flightpath 2050, Europe's Vision for Aviation, Luxembourg: European Union.

153 European Federation of Financial Analysts Societies (EFFAS) and Society of Investment Professionals in Germany (DVFA), 2010. KPIs for ESG - A Guideline for the Integration of ESG into Financial Analysis and Corporate Valuation, Frankfurt am Main: EFFAS.

201* Global Reporting Initiative (GRI), Airport Operators Sector Supplement, 2011.

255 Institute for Human Rights and Business (IHRB), 2009. Preventing Conflicts over Land: Exploring the Role of Business and the Value of Human Rights Approaches, Draft Position Paper, London: Institute for Human Rights and Business.

262 Intergovernmental Panel on Climate Change (IPCC), 2007. Climate Change 2007: Synthesis Report, Geneva: Intergovernmental Panel on Climate Change (IPCC).




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353 Kershaw, P., Katsuhiko, S., Lee, S., Samseth, J., Woodring, D., & Smith, J., 2011. Plastic Debris in the Ocean. In United Nations Environment Programme (UNEP), UNEP Year Book 2011 (pp. 20-33). Nairobi: United Nations Early Warning and Assessment.

367 MacKerron, C., 2011. Unfinished Business: The Case for Extended Producer Responsibility for Post-Consumer Packaging, Oakland: As You Sow.

378 Munich Airport, 2012. Perspectives - Annual Report 2011, Munich: Munich Airport.

435 Percoco, M., 2009. Airport Activity and Local Development: Evidence from Italy, Milano: Department of Institutional Analysis and Public Management, Bocconi University.

458 Ricondo & Associates, Inc./Center for Transport and the Environment/Admore Associates, 2010. Airport Cooperative Research Program (ARCP) Report 42, Sustainable Airport Construction Practices, Washington, D.C.: Transportation Research Board of the National Academies.

490 Swift, H., 2010. A Review of the Literature Related to Potential Health Effects of Aircraft Noise, PARTNER Project 19 Final Report, Cambridge: Partnership for AiR Transportation Noise and Emissions Reduction (PARTNER).

513 Transport Research Board of the National Academies, 2012. Airport Cooperative Research Program (ACRP) Report 72: Guidebook for Selecting Methods to Monitor Airport and Aircraft Deicing Materials, Washington, D.C.: Transport Research Board of the National Academies.

514 Transport Research Board of the National Academies, 2012. Airport Cooperative Research Program (ACRP) Report 80: Guidebook for Incorporating Sustainability into Traditional Airport Projects, Washington, D.C.: Transport Research Board of the National Academies.

549 US Department of Transportation, Federal Aviation Administration, 'Airport Emergency Plan', 2010.

* GRI Sector Guidance

air transportation - airport services · services development and impact of infrastructure...

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