Aéroport International de GenèveP.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

Environment results and objectives 2013

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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

table of contents

2 editorial

EditorialAn industry united behind common goals, at global and local level

The global aviation industry has put forward an ambitious proposal based on three sequen-tial 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 tar-gets 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 pub-lished on the ATAG website www.enviro.aero give an idea of the variety of environmen-tal 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.

Paul STEELEATAG Executive Director

The Air Transport Action Group (ATAG) is an independent coalition of organisations and companies throughout the air transport indus-try 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.

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IntroductionAn essential and responsible development

introduction

The constant increase in passenger traffic in the last three years and the resultant infra-structure 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 neces-sary 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 man-agement 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 environmen-tal impact of the airport (Ground handling, building and installation use, as well as sur-face 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 Aéroport, 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 destina-tions whilst respecting the local environ-ment.

François LONGCHAMP Robert DEILLONCouncillor of State Director GeneralChairman of the Board

4 achievements

Genève Aéroport 2008 -2010 environmental achievements at a glance

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

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

5achievements

Genève Aéroport 2008 -2010 environmental achievements at a glance

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

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

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

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.

6 management

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 dura-bility 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 on-site waste disposal facility.

The increased environmental obligations have also been integrated into contracts recently

Environmental management

• The environmental management system will operate according to the requirements of ISO 14001:2004 in conjunction with the inte-grated 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

Objectives for 2013

7management

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 environ-mental element, particularly where it concerns authorisation for vehicles and equipment to operate airside.

Improved communication Genève Aéroport is continuing the consulta-tion process with its partners on the airport as well as communicating with local residents on environmental matters. The aim is to communi-cate information on the environmental commit-ments 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 con-tributes 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 main-tained 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 ‘infor-mation 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 car-ried out by Genève Aéroport within the frame-work 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 help-ing 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 achieve-ment of environmental objectives, whether in terms of vehicle management, sorting of waste, staff travel, or, again, through operational pro-cedures.

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 managementRisk management encompasses the process cre-ated by companies in order to identify the poten-tial 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 effec-tiveness of current management sys-tems and sub-sys-tems for overseeing risk was evaluated and possible meas-ures of harmonisa-tion between the different systems were identified. It was on this basis that an action plan and a entreprise risk manage-ment policy were drawn up.

This action plan includes: identification and eval-uation 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 manage-ment manual. The EMS will thus be strengthened as environmental risks will be relayed to the high-est 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.

8 noise

As far as the measures against noise pollu-tion 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 proce-dures. Furthermore, the windows in dwell-ings of those local residents affected should be soundproofed. Since the 1980s, the con-struction of new buildings has conformed to the obligation therein. For buildings con-structed before 1979, Genève Aéroport fol-lows a pro-active policy of window sound-proofing over a wide geographical area.

Financial incentivesThe 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 clas-sified 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-to-date aircraft. At the moment, aircraft manu-facturers have no plans to introduce onto the market aircraft with considerably better noise performance before 2020. This is the case par-ticularly for the medium haul range (150-seats),

• 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 dwell-ings 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 excep-tional circumstances.

Noise Abatement

Objectives for 2013

9noise

which concerns the majority of routes oper-ated from Geneva. With this in mind Genève Aéroport, together with other Swiss airports, is currently looking into the possibility of revis-ing 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 author-ised by federal law. Airlines are, however, made aware of the importance of limiting movements towards the end of the evening and are encour-aged 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 deci-sion 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 condi-tions, 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 trans-port industry is working to ensure that this gap is reduced wherever possible.

Noise abatement proceduresNoise abatement procedures are optimised to take into account the location of the areas over-flown 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 moni-toring, 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 prac-tice 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 naviga-tion, 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 thresh-old. 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 con-sulted have shown some concerns, notably the increased number of non-standard approaches, necessitating the anticipated lowering of land-ing 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)

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 vicini-ty 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 sub-mitted 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 imple-ment some measures, particularly concerning the noise pollution caused by helicopters.

Soundproofing of dwellingBetween 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 sound-proofed in the 6 neighbouring communities

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 addi-tional 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 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 heat-ing insulation. The first people to have these works carried out testified to a real improve-ment 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.

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 Ferney-Voltaire 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-opera-tion with the town of Ferney-Voltaire was estab-lished. 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

“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 man-ner thanks to those firms involved. We would like to thank Genève Aéroport for this work.”

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responsible for the soundproofing of tens of thousands of dwellings near six airports in France, in particular, those in Paris.

Evolution of noise levelsThe 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 repre-sented 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) com-pared 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 develop-ment of the network of destinations served by Geneva will continue. The acoustic perform-ance 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.

Evolution of noise curves showing the noise exposure footprint between 2007 and 2010

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.

Evolution of the noise performance of medium-haul airliners (150 seats) operating from Geneva (Lmax measured by microphone at Satigny)

(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.

noise

Limit values Limit values Alarm threshold Alarm threshold Immission threshold Immission threshold Planning threshold Planning threshold

DSII limit values (2010) DSII limit values (2007)

12 air

Measuring air pollutionThe concentration of pollution measured around the edge of the runway by the air quality measuring equipment (nitrogen diox-ide 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, how-ever, 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 inter-ruption 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 contri-bution to the regional air pollution.

• Reduction on exhaust emissions from vehicles operating on the airport• Reduction on exhaust emissions from parked

aircraft• Participation in ACI Airport Carbon

Accreditation scheme

Air quality

More than 40% of all vehicles and equip-ment operating on the airside are specific to aviation such as tugs, passenger stairs, bag-gage 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 replace-ment, 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).

Objectives for 2013

13air

Activities to reduce exhaust emissions

Air TrafficThe 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 regu-lations 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.

Ground ServicesGround 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.

Extension of parked aircraft external power supply

The obligatory use of fixed external power sys-tems 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.

Improvement of airside vehicle fleet and equipment

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 oper-ating at Geneva airport has been carried out. This has enabled identification of the most pol-luting vehicles and equipment and establish-ment 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

according to environmental cri-teria with the aim of encouraging the acquisition of the least pollut-ing vehicles. The apron permit, for example, is free for zero-emission vehicles, then more and more expensive according to the pol-lution specification or age of the vehicle. Extra income generated is reinvested in other equipment to help reduce pollution.

In the next few years a natural gas fuel station is going to be con-structed on the airport. This new installation will encourage those responsible for the vehicle fleets to consider buying gas-powered vehicles of which the exhaust emission is less than that of petrol or diesel. The oldest vehicles and equipment will gradually be with-drawn from service.

Other sources of emissionsActivities to help reduce surface traffic as well as the energy con-sumption of buildings also con-tribute to reducing emissions on the airport. These points will be discussed in the following chap-ters.

Map of NO2 imissions

Immissions of O3 and PM10 (EOLE station)

Immissions of NO2 and SO2 (EOLE station)

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14 surface access

Surface access to the airportIn the last few years surface access to the airport by public transport has improved sub-stantially. 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 passen-gers 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 passengersSince 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 trans-port into the centre of Geneva.

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

Surface access

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 trans-port amongst airport staff.

15surface access

The review of this system is very positive as much from the view of the use of public trans-port 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 passen-gers 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 sat-isfaction of airline passengers towards surface accessibility of the airport remains steady at around 80%.

This system should now be made permanent and new ways of encouraging airline passen-gers 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.

Airport staff mobilityAccording to a survey carried out at the begin-ning 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.

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.

The airport staff shuttle network, developed in 2010, now includes 4 lines and 11 zones served on request. These shuttles allow air-port staff to come to the airport early in the morning and to leave late in the evening out-side 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 regu-larly adapted and updated to fit in with the latest changes to public transport. Within the next few years the shuttle services will be extended into certain French communities near to the border.

In 2010 an internet site was put on-line with the aim of helping staff to contact colleagues for car sharing. Car sharing has shown a large increase, from 1% of staff in 2007 to 8% in

2011. Car-sharers will thus continue to ben-efit from advantages and Genève Aéroport will be organising events connecting people who live along the same route to the airport.

Use of non-motorised transport remains sta-ble. 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 pedes-trian access.

The proportion of staff with annual park-ing tickets is falling. As announced some time back, the tariffs for annu-al parking tickets for staff were increased in 2011. This price increase allows for the financing of the Mobility Plan, of which the annual cost is, globally, more than CHF 1million.

Communication remains a key part of the exercise and several information campaigns have been run at regular intervals. All the information is available at www.gva.ch/mobilite.

Evolution of the share of passengers using sustainable transport

Evolution of the share of airport staff using sustainable transport

2007

2007

2008

2009

2010

2010

24 27 29 31

8 9

10 14

1

0

5

10

15

20

25

30

35

40

45

50

13 13

5 7 1

8 9

9

0

5

10

15

20

25

30

35

40

Sust

aina

ble

tran

spor

t (%

) 2

3

2

Coach/Shuttle Bus Train Non-Motorised Car sharing Train Bus, tram, NPA

Sust

aina

ble

tran

spor

t (%

)

2007

2007

2008

2009

2010

2010

24 27 29 31

8 9

10 14

1

0

5

10

15

20

25

30

35

40

45

50

13 13

5 7 1

8 9

9

0

5

10

15

20

25

30

35

40

Sust

aina

ble

tran

spor

t (%

) 2

3

2

Coach/Shuttle Bus Train Non-Motorised Car sharing Train Bus, tram, NPA

Sust

aina

ble

tran

spor

t (%

)

16 energy

Managing energy consumptionThe 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 effi-cient 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, never-theless, relies on a strong will to stabilise and reduce the energy needs of the airport.

In practiceMany 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 mate-rial 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 management

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.

efficiency

moderation

renewable

tendency

négaWatt

1.

2.

3.

• Reduction of energy consumption by 10%• Optimisation of energy costs• Guarantee of highest quality energy supply

Objectives for 2013

17energy

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 opera-tional 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 photo-voltaic solar panels, with two new installations on the roof of satellite 10 and the Cargo Security building. The total surface area of the solar pan-els 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 sav-ings 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 encour-agement aimed at all airport stakeholders to

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 meter-ing system and provide a system of « smart meter-ing ». This tool will allow detailed and precise calculation of energy con-sumed for each piece of equip-ment or building and offers exact prices to consum-ers. 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 correc-tive actions to improve energy efficiency.

As far as renewable energies are concerned new studies will be launched to evaluate the feasi-bility of innovative solutions such as using solar power to provide air cooling or the use of water from Lake Geneva to provide thermal energy. A permanent technology watch allows the testintg of new material introduced onto the market.

These ambitious aims will continue through various projects which will necessi-tate a lot of co-ordination and shared commitment from all those involved in the day-to-day running of the airport.

Means of energy production

The airport site uses several sources of ener-gy. Some buildings are heated from a central system using heating oil while others are heated from the heating system supplied by Services Industriels de Genève (SIG). The large hangars use gas panelled heaters. Hot tap water is produced partly by heat recov-ery and also by a small solar heating system. Electricity bought from SIG known as “Vitale Bleu” is of hydraulic origin whereas “Vitale Vert” is certified «naturemade star». Four photovoltaic solar roofs also produce energy consumed on site. Finally a combined heat and power generator uses gas to heat several buildings and generate electricity.

Total energy consumption Thermal energy by heated surfaces

The efficiency of thermal energy is increasing and its use by m2 isdecreasing

The surface area of buildings increases without significantly increasing consumption

(2) based on an electrical consumption of 3.3 MWh per household per year.

0.05

0.10

0.15

65’000

60’000

55’000

50’000

45’000

40’000

35’000

30’000

25’000

400’000

390’000

380’000

370’000

360’000

350’000

340’000

330’000

320’000

Ther

mal

indi

ce (M

Wh/

m2 )

Cons

umpt

ion

(MW

h)

Hea

ted

surf

ace

(m2 )

2005 2006 2007 2008 2009 2010

2005 2006 2007 2008 2009 2010 Thermal indice adjusted for climate variability

Thermal energy Heated surfaceElectricity

0.05

0.10

0.15

65’000

60’000

55’000

50’000

45’000

40’000

35’000

30’000

25’000

400’000

390’000

380’000

370’000

360’000

350’000

340’000

330’000

320’000

Ther

mal

indi

ce (M

Wh/

m2 )

Cons

umpt

ion

(MW

h)

Hea

ted

surf

ace

(m2 )

2005 2006 2007 2008 2009 2010

2005 2006 2007 2008 2009 2010 Thermal indice adjusted for climate variability

Thermal energy Heated surfaceElectricity

18 water

Management of run-off waterIn order to carry out its obligations con-cerning 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 receiv-ing streams, the catchment basins, and the water pipe system. On the basis of these reviews, quantitative and qualitative objec-tives 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 catch-ment 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 qual-ity of water in the Vengeron.

• 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

Water management

Objectives for 2013

Winter operationsIn 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 environ-ment, to optimise the amounts used and to adapt the rainwater drainage system.

19water

Adaptation of the drainage networkEven before the concept of the water manage-ment 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.

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 purifica-tion plant.

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.

Optimisation of salt spreaders The 5 machines that the airport uses to spread salt products have been equipped with a sys-tem of optimising and recording the amount of product used. Drivers can choose from dif-ferent levels of usage according to the humid-ity 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, potas-sium acetate, has been replaced by potassium formate which has approximately 3 times less impact on the environment.

0

50’000

100’000

150’000

200’000

250’000

Qua

ntity

of c

hem

ical

s

2005

2006

2007

2008

2009

2010

2005

2006

2007

2008

2009

2010

0

200’000

400’000

600’000

800’000

1’000’000

1’200’000

1’400’000

1’600’000

litre

s

Potassium acetate (litres) Sodium formate (kg)

De-icing chemicals Water

0

50’000

100’000

150’000

200’000

250’000

Qua

ntity

of c

hem

ical

s

2005

2006

2007

2008

2009

2010

2005

2006

2007

2008

2009

2010

0

200’000

400’000

600’000

800’000

1’000’000

1’200’000

1’400’000

1’600’000

litre

s

Potassium acetate (litres) Sodium formate (kg)

De-icing chemicals Water

Aircraft de-icing

De-icing of the movement area

20 waste

Validation of the waste bag levyDuring 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 pro-tection of the environment. A system of levy-ing 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 avail-able at the waste sites. Tenants and concession-aires 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 pas-sengers, information campaigns) are planned in order to increase the amount of recycling of waste in Terminal T1.

New waste disposal site for the Freight HallUntil 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

• 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

Waste management

Objectives for 2013

21waste

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 incin-erable 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 incin-erable waste in the same way as that set up in Terminal T1.

Waste from animal by-productsSince 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 intro-duction of new legislation for the disposal of animal by-products, which necessitates collec-tion 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 pas-sengers is disposed of in that way, given the potential risk of it having been in contact with food waste.

The airport therefore has two specific com-pressors for this type of waste and its disposal is carried out in conformity with the law on the disposal of animal by-products (Ordonnance sur l’Elimination des Sous-Produits Animaux, OESPA). More than 700 tons have thus been disposed of from the airport site in 2010 in accordance with this law.

Specific activitiesThe implementation of the waste bag levy and the improvement of the sorting of waste in Terminal T1 have resulted in several specific activities.• 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, alu-minium, etc) with free distribution as a way of encouraging selective separation.

• Finalising the design and installation of new waste bins for airline passengers.

Training sessions will continue in 2011 in order to make people aware as much as pos-sible 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 encour-agement effect of the waste bag levy should allow separated waste to achieve a share of more than 30% of total waste.

Total amount of waste

Distribution of waste

100%

80%

60%

40%

20%

0%

2005

2006

2007

2008

2009

2010

0

6‘000

5‘000

4‘000

3‘000

2‘000

1’000

2005

2006

2007

2008

2009

2010

0.5

0.48

0.46

0.44

0.42

0.4

0.38

0.36

0.34

0.32

0.3

Tota

l was

te (t

ons)

Was

te (k

g/pa

ssen

ger)

Special waste Collected waste Total waste Waste (kg/passenger)Regular industrial waste

100%

80%

60%

40%

20%

0%

2005

2006

2007

2008

2009

2010

0

6‘000

5‘000

4‘000

3‘000

2‘000

1’000

2005

2006

2007

2008

2009

2010

0.5

0.48

0.46

0.44

0.42

0.4

0.38

0.36

0.34

0.32

0.3

Tota

l was

te (t

ons)

Was

te (k

g/pa

ssen

ger)

Special waste Collected waste Total waste Waste (kg/passenger)Regular industrial waste

22 risk

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 neces-sary to reduce environmental risks. Its field of activities in this sphere is prin-cipally 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.

Handling of dangerous goods

Just in time procedureIn order to limit the risks linked to the tran-sit 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 no dangerous goods are left in the premises of freight agents.

• Optimisation of risk prevention in according with the law on avoidance of major accidents

Risk management

Animal strikes

0

10

20

30

40

50

60

70

80

90

2005

2006

2007

2008

2009

2010

MammalsDoves and sparrowsDiurnal birds of prey Nocturnal birds of prey Water fowlCrows/RooksUndetermined

Objectives for 2010

0

10

20

30

40

50

60

70

80

90

2005

2006

2007

2008

2009

2010

mammifères colombidés et passereaux rapaces diurnes rapaces nocturnes oiseaux d'eau corvidés indéterminés

23risk

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 com-pany 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 zoneA 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 lockersHandling 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 Aéroport 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 custom-ers of the Freight Hall.

Wildlife strikes prevention2010 ended with an increase of wildlife strikes. It must be noted that the risk of collision with animals is in direct propor-tion 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 lead-ing 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 pyrotech-nics, acoustic and visual methods to try and keep birds away from the runways and sur-rounding 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 fenc-ing and helps further protect the airport from the hazard of animals.

Survey and evaluation of emergency situations with possible environmen-tal 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 (mon-itoring and detection equipment, oil separa-tors) and organisational measures (restric-tions, 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 reduc-tion measures are needed at this moment.

24 natural environment

Land planning and management man-ual for the AirportStrategically situated between the Jura moun-tains, 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 hec-tares, 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 paysag-ers, 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 manage-ment objectives within the framework of an inte-grated 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 preserva-tion 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-

Installation of beehivesSix beehives have been installed near the runways at the airport. The bees, particu-larly sensitive to environmental damage, constitute an important role in the biodi-versity 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 labora-tory. The levels of hydrocarbons and heavy metals present were inferior to 1 part per million (ppm). The honey is therefore per-fectly suitable to eat.

Natural environment and soil protection

• 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

Objectives for 2013

25natural environment

ence the airport’s activities such as air naviga-tion 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 ecologi-cal 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 speciesIn order to maintain its biodiversity, the air-port 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.

Rare species are divided into three catego-ries: vulnerable species, species in danger and species in danger of extinction. The survey showed that, within the perimeter of the air-port, two species are in danger of extinction, three species are in danger and five others qualify as vulnerable.

Fight against invasive speciesIn 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 differ-ent 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-

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 qualityOn an aerodrome soil can be affected by many different factors: atmospheric deposition, sur-face 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.

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.

Natural environment and soil protection

26 indicators

Key environmental indicatorsAbsolute value Relative value Notes

2007 2008 2009 2010 2007 2008 2009 2010 Air TrafficPassengers [miopax] 10.911 11.522 11.324 11.880 [%] 10 6 -2 5 (1)Aircraft movements [nb] 190'006 190'117 172'671 177'400 [%] 8 0 -9 3 (1)Night-time aircraft movements [nb] 8'976 8'542 7'084 7'815 [%] 26 -5 -17 10 (1)Air freight and post [t] 56'030 54'706 52'804 66'937 [%] -1 -2 -3 27 (1)

Noise AbatementResidential soundproofingDwellings within the programme [nb] 3'000 2'942 2'942 2'934 [%] 100 100 100 100 (2)Soundproofed dwellings [nb] 776 971 1'228 1'463 [%] 22 29 40 46 (2)Files in progress [nb] 1'238 1'171 914 671 [%] 36 55 44 38 (2)Dwellings to be soundproofed [nb] 986 800 800 800 [%] 42 16 16 16 (2)Amount spent [mioCHF] 5.0 3.7 6.0 4.4 (2)Complaints from local residents (noise) [nb] 72 59 45 55

Air QualityGaseous emissionsNitrogen oxides (NOx) [t] 564 584 555 587 [kg/mvt] 3.0 3.1 3.2 3.3 (3)Carbon monoxide (CO) [t] 511 522 488 471 [kg/mvt] 2.7 2.7 2.8 2.7 (3)Carbon dioxide (CO2) [t] 151'924 157'853 151'327 154'160 [kg/mvt] 800 830 876 869 (3)Volatile organic compounds (VOC) [t] 299 217 131 198 [kg/mvt] 1.6 1.1 0.8 1.1 (3)Fine particles (PM10) [t] 30 29 22 23 [kg/mvt] 0.2 0.2 0.1 0.1 (3)Gaseous immissions (4)Nitrogen dioxide (NO2) [µg/m3] 27 30 27* 27 (5)Ozone (O3) [nb] 2 5 4* 4 (6)Sulphur dioxide (SO2) [µg/m3] 3 4 4* 3 (7)Fine particles (PM10) [µg/m3] 19 19 21 20 (8)

Surface AccessModal share of sustainable transportAirport personnel [%] 28 - - 37 (9)Passengers [%] 34 39 40 47Public transport & ecomobilitySubsidised airport personnel [nb] 828 916 953 1'175 [%] 13 13 13 16 (10)Trains [nb/jour] 176 175 178 178 (11)Buses [places/jour] 28'760 34'820 39'810 46'560 (12)

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.

(7) Annual SO2 average ; legal threshold : 30μg/m3

(8) Annual PM10 average ; legal threshold : 20μg/m3

(9) No survey carried out in 2008 and 2009(10) 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))

[mio] = million [pax] = passenger [mvt] = movement [t] = ton [nb] = number [µg] = microgram

* 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).

27indicators

Key environmental indicatorsAbsolute value Relative value Notes

2007 2008 2009 2010 2007 2008 2009 2010 Energy ManagementTotal energy consumption [MWh] 97'719 100'962 99'647 99'691 [kWh/pax] 9.0 8.8 8.8 8.4 Electricity [MWh] 60'773 60'583 61'290 60'852 [kWh/pax] 5.6 5.3 5.4 5.1 Renewable electricity [MWh] 48 38 2'140 3'635 [%] 0.1 0.1 3.5 6.0 (13)Thermal energy [MWh] 36'945 40'379 38'357 38'839 [kWh/m2 chauffé] 103 112 103 103 Energy saved [GWh] 5.2 7.3 9.0 9.2 (14)Annual saving of energy [MWh] 1'919 2'044 1'680 205 (15)Fuel, vehicles & emergency units [m3] 1'218 1'354 1'454 1'576 [%] 100 100 100 100 Diesel [m3] 892 1'025 1'171 1'296 [%] 73 76 81 82 Unleaded petrol [m3] 326 329 283 280 [%] 27 24 19 18 Fuel, aircraft [m3] 360'128 400'761 373'910 399'825 [%] 16 11 -7 7 (1)Kerosene [m3] 359'881 400'456 373'660 399'582Avgas [m3] 247 300 232 213Airport vehicle fleet [nb] - 920 938 984 [%] - 100 100 100 (16)Diesel vehicles [nb] - 439 485 506 [%] - 48 52 51 (16)Petrol vehicles [nb] - 323 287 304 [%] - 35 31 31 (16)Electric vehicles [nb] - 148 152 153 [%] - 16 16 16 (16)Hybrid vehicles [nb] - 8 9 14 [%] - 1 1 1 (16)Gas vehicles [nb] 1 2 5 7 [%] - 0 1 1 (16)Water consumption [m3] 219'820 202'778 204'599 188'762 [l/pax] 20.1 17.6 18.1 15.9

Water ManagementDe-icing of runway & taxiwaysPotassium acetate (liquid) [m3] 1.4 109.9 194.6 144.4 (17)Sodium formate (solid) [t] 0 26 45 44 (17)De-icing of aircraftPropylene glycol [m3] 471 1'199 1'359 1'071 (17)

Waste ManagementTotal waste [t] 4'258 4'990 4'953 5'105 [%] 100 100 100 100 (18)Ordinary industrial waste [t] 2'977 3'487 3'402 3'495 [%] 70 70 69 68 (18)Recyclable waste [t] 1'039 1'059 961 1'024 [%] 24 21 19 20 (18)Hazardous waste [t] 242 444 590 586 [%] 6 9 12 11 (18)

Major Risk PreventionSpillages of dangerous goodsInterventions for fuel / oil leaks [nb] 63 58 59 55 [nb/1000mvt] 0.3 0.3 0.3 0.3Interventions for chemical / radioactive pollution [nb] 10 2 10 6 [nb/1000mvt] 0.05 0.01 0.06 0.03Bird strike preventionBird strikes recorded [nb] 52 61 65 79 [nb/1000mvt] 0.2 0.3 0.4 0.4

Soil protectionPolluted / contaminated sitesListed polluted sites [nb] 20 20 20 21 [variation] 0 0 0 1Listed contaminated sites [nb] 0 - 0 0 [variation] 0 0 0 0

(13) Relative value [%] : percentage of the total electricity(14) Total energy saved since 2001(15) Annual energy savings as a result of renovations to buildings and technical equipment (validated by the Energy Agency for the Economy)(16) No detailed data before 2008(17) Values for each winter season (November-April) dependant on how badly the winter affected airport operations(18) Building site waste not included

28 glossary

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 thresholdAggregated 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 mobilityMeans of human powered transport, such as walking or cycling.

Polluter pays principlePrinciple 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 coolingSystem of producing fresh air to circulate in buildings using heat from the sun as the primary energy source.

Sustainable transportMeans of transport other than a motorised vehicle with one person on board, in particular, public transport, car sharing, walking and cycling.

TOCTotal 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 subs-tances.

UniresoThe 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 maintai-ning safety distances from other aircraft.

Wildlife strikes preventionPassive and active measures undertaken to reduce the risk of collision between animals, particularly birds, and aircraft.

APUAuxiliary 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 generatorCombined production of heat and electricity from a primary fossil fuel. The heat is produced from an electric courant.

Euro standardsStandards given by the European Union which set maxi-mum 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 AviationResponsible authority in Switzerland for policies and moni-toring 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 emissionsAmounts of atmospheric pollutants emitted from buildings, vehicles and equipment.

Gas immissionsConcentration 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: μg/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.

GPUGround 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 instruc-tions 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 categoriesCategories in which all aircraft departing from Swiss aero-dromes are classified. Five groups are defined (1-5), cate-gory 5 being the aircraft with the best noise performance.

Noise - limits of exposureLimits of exposure to noise are combined noise levels during a certain specified period which represent a desi-gnated 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.

Glossary

Conception : Genève Aéroport, MarketingLayout : Dune GraphicRedaction : Genève Aéroport, Environmental and legal departmentTranslation : English PlusPhotos 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.

Aéroport International de GenèveP.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

Environment results and objectives 2013