Environmental report 2014 1.4 MB pdf

CONTENTS
2
ENVIRONMENTAL STATUS
3
ENVIRONMENTAL MANAGEMENT
4
GREENHOUS GAS EMISSION
6
DISCHARGES TO WATER AND SOIL
8
AIRCRAFT NOISE
9
ENERGY CONSUMPTION
10
WASTE
11
CONSUMPTION OF PRODUCTS AND MATERIALS
12
LANDSCAPE AND NATURAL ENVIRONMENT
13
EMISSIONS TO AIR
14
T2-PROSJEKTET
15
KEY FIGURES
1
ENVIRONMENTAL
MANAGEMENT
Goal: OSL shall maintain ISO14001 certification, ACA
certification at Level 3+ and achieve BREEAM "Excellent"
status within the T2 project before 2017.
Environmental policy
To create a clear, common direction in Avinor's
environmental work, Avinor has adopted a Group-wide
environmental and corporate social responsibility policy.
Avinor's environmental and corporate social
responsibility policy
This policy describes overarching principles for environmental and
corporate social responsibility in Avinor with the aim:
Environment: Ensure Avinor is a driving force in the
environmental work within aviation and also help actively improve
the industry’s overall environmental performance and its own
environmental reputation.
Corporate social responsibility: Increase the social value of
Avinor’s activities and play a leading role in the work on corporate
social responsibility in Norwegian aviation.
Principles:
Environment

Avinor complies with statutes, regulations and regulatory
requirements and will in some areas seek opportunities to
exceed requirements, with a basis in assessments relating to
reputation or commercial aspects.

Avinor’s management system is adapted to ISO14001, and
ensures coordination, control and follow-up of the
environmental work.

Avinor ensures a high level of environmental awareness and
expertise throughout the Group, where roles and
responsibilities for strategic and operative environmental
work are clearly defined both centrally, in the Air Navigation
Services and at the airports.

Together we create continuous improvement, minimise
pollution and prevent negative environmental impact.

Avinor emphasises and integrates environmental
considerations early in planning, projects and procurement.
Development projects are implemented with a strong
environmental focus.

Avinor engages in open, constructive and proactive dialogue
with partners, local communities, authorities, aviation
organisations and other stakeholders.

Avinor finds solutions to environmental challenges through
collaboration with research and development communities,
authorities and other organisations.
Corporate social responsibility

The OECD’s guidelines for responsible business conduct
shall form the basis for the corporate social responsibility
work.

Avinor shall be associated with Global Compact, the UN’s
global initiative for corporate social responsibility.

Avinor shall report on corporate social responsibility in
accordance with the GRI – Global Reporting Initiative.
within the company as well as that of other parties at the
airport.
Environmental management requires a continuous
overview of the company's environmental impact and all
applicable environmental regulations. Particularly
important framework conditions for airport operations
consist of the licensing requirements regarding public
transport share and aircraft noise, the water and soil
discharge permits issued by the Norwegian Environment
Agency and the noise-abatement regulations specified by
the Civil Aviation Authority.
Risk assessments are an important tool in environmental
management and are used to prevent potential incidents
and mitigate their consequences. A major environmental
risk analysis was conducted in 2012-2013 to obtain an
updated overview of all risks related to the external
environment at OSL. A new status review of risk factors
was carried out in 2014, concluding in a more detailed plan
for further measures. The method for environmental risk
assessment has been improved and new tools have been
tested through a detailed risk and vulnerability analysis on
all VS installations.
OSL’s auditing programme places considerable emphasis
on environmental audits. Four major internal audits of
OSL’s own management system and organisation were
carried out in 2014 along with three audits of OSL’s
suppliers and contractual parties, and as four audits
related to the methodology used in climate reporting
(ACA).
OSL has assessed the different aspects of its
environmental impact, identifying the following as most
significant: Greenhouse gas emissions, discharges to
water and soil, aircraft noise, energy consumption,
consumption of products and materials and waste. Other
environmental aspects include impacting the landscape
and natural environment, as well as emissions to air.
Ambitious environmental goals and operational monitoring
have been established for the environmental aspects of
managing the airport within the framework. In addition,
environmental requirements are imposed in all contracts
with companies operating in the airport area.
An Environment and Noise Committee has been
established as a continuation of the original Aircraft Noise
Committee, consisting of the mayors of ØRU municipalities
and a representative from OSL and Avinor. The
Committee aims to discuss the problem related to noise
and other environmental effects of the expansion and
operation of OSL. The Committee will also facilitate
dialogue with the airport’s neighbours through meetings
with a neighbours’ forum and other surrounding
municipalities.
Managing environmental work
Environmental management is an integral part of OSL’s
overall management system. Extensive work was carried
out on the environmental management system, and OSL
became certified in accordance with the EN-NS ISO14001
standard on 3 March 2014. OSL methodically applies
environmental management tools to ensure
comprehensive supervision of the environmental work
OSL receives the ISO-14001 certificate.
3
GREENHOUSE GAS
EMISSIONS
(including ground transport service, employees commuting
and business trips), fire drills, de-icing, handlers and other
players.
Climate status 2014
Goal: OSL shall have no fossil greenhouse gas emissions
from directly controllable activities and OSL shall have a
public transport share of 70% by 2020.
Greenhouse gas emissions in
brief
Greenhouse gas emissions are defined as the greatest
challenge of our time by the UN Climate Panel. There is
international agreement that the increase in the global
average temperature shall be limited to 2 degrees in
relation to pre-industrial levels to prevent dangerous
climate change.
Each year, OSL accounts for its climate impact in
accordance with the Greenhouse Gas Protocol and the
ISO 14064 series and prepares a greenhouse gas
inventory verified by a third party. In this context, “OSL”
includes Oslo Lufthavn AS, Oslo Lufthavn Eiendom AS (a
wholly-owned subsidiary) and 50 % of Oslo Lufthavn Tele
og Data AS (OLTD). OSL's greenhouse gas inventory
includes emissions from all of the company's own
activities, classified either as direct or indirect emissions,
as well as a selection of indirect emissions from other
sources. OSL has been accredited since 2009 at the
highest level by Airport Carbon Accreditation (ACA), a
European industry-specific scheme. The ACA scheme
operates with emission categories related to the degree of
control airport operators have over their activities.
OSL’s Energy Centre is subject to the regulations
regarding GHG emissions allowance trading and OSL
compensates for these CO2 emissions mainly through the
EU Emissions Trading Scheme (EU ETS). To compensate
for the remaining GHG emissions under OSL's control,
annual investments are made in emission allowances
through the UN Clean Development Mechanism (CDM).
In May 2014, OSL’s management decided that the airport
shall have no fossil greenhouse gas emissions from its
own activities by 2020. A Climate Programme was
established in June 2014 in order to reach this ambitious
goal. The Programme will identify short-term and long-term
measures to reduce emissions of greenhouse gases within
each of the airport’s emission sources. The goal is only
related to OSL’s own greenhouse gas emissions.
However, the Climate Programme goes far beyond this,
and work groups have been established that are working
on measures to reduce greenhouse gas emissions in the
following areas: vehicles, energy, waste, LTO cycle (the
work also includes measures beyond 3,000 feet), travel
The Airport Carbon Accreditation programme (ACA)
consists of four accreditation levels: Mapping, Reduction,
Optimisation & Neutrality. For 2014, accreditation has
been applied for at the highest level (3+ neutrality), as in
previous years. This requires reducing own emissions from
year to year (related to the number of passengers), taking
the initiative to involve other parties at the airport in a joint
effort to reduce the airport’s combined greenhouse gas
emissions and investing in climate quotas for compensate
for remaining emissions.
The 2014 greenhouse gas inventory for Oslo Airport
Control
Guide/manage
Influence
Directly controlled by
the airport operator
Carried out by a third
party, but central to
the operation of the
airport
Independently carried
out by third party
OSL-owned vehicles
(including bussing
airside)
Thermal energy
Runway de-icing
Fire training
airside
Purchased electricity
Business trips
Aircraft operations:
taxiing
Ground operations
Aircraft de-icing
Waste: transport from
airport to processing
plant
Aircraft operations:
movement in air up to
approx. 1,000 m
above airport level
Ground transport
services
Employee commuting
5 852 tonnes
96 942 tonnes
Not included in
inventory:
Business activities of
tenants Transport
related to goods and
services
182 031 tonnes
Several factors that contribute heavily to the greenhouse
gas inventory are unpredictable and highly dependent on
winter conditions. This mainly relates to the following
areas; OSL-owned vehicles, thermal energy and de-icing.
The emission factor for electricity varies considerably. OSL
calculates emissions from electricity even though the
airport buys origin-guaranteed electricity.
District heating from Hafslund Fjernvarme AS and recycled
heating from OSL’s groundwater wells and heat recovery
systems are not included in the carbon inventory, although
these energy sources contribute to reducing the need for
purchased electricity.
The figure next page demonstrates GHG emissions at the
airport. The major sources of emissions at the airport is the
LTO cycle (i.e. emissions from aircraft below 3,000 feet:
approach, landing, taxiing, take-off and climbout) and
passenger surface access (passenger emissions en route
to the airport). The remaining emissions are specified in
the column below
4
new charging stations. The total number of charging
stations reached 178 by the end of 2014, and the
development will continue in 2015. A pre-project, H2OSL,
which deals with use of hydrogen on and at OSL, started
in January 2014. Work is in progress on establishing a
filling station for hydrogen over the course of 2015.
Distribution of greenhouse gas emissions
at OSL, tonnes CO2
Other
emissions…
Passenger surface
access
22 %
Aircraft
movements
(LTO cycles)
75 %
Distribution of other emissions (3 %),
tonnes CO2
Brannøvingsfelt
Tjenestereiser
OSL took delivery its first hydrogen car
Termisk energi
Baneavisingskjemikalier
Ansattes reiser til/fra jobb
Biofuel at OSL
Flyavisingskjemikalier
Elektrisitet
Bakkeoperasjoner, handlere
Egne kjøretøy
0
1 000
2 000
3 000
4 000
Contrallable greenhouse gas emissions
(tonnes CO2)
6 000
5 500
5 000
4 500
4 000
2011
2012
2013
2014
Controlled greenhouse gas emissions per
passenger
(kg CO2)
0,26
0,24
0,22
0,2
0,18
2011
2012
2013
2014
In 2014, OSL purchased eight new electric cars and one
hydrogen car. The electric car and hydrogen car replaced
cars that were running on fossil fuels, and the
administrative vehicle fleet at OSL consisted of 15% zeroemission vehicles at the end of 2014.
On 11 November 2014, SAS and Norwegian completed
the first ever biofuel flights in Norway. A mixture of 48%
biofuel and 52% fossil fuel was used for these flights. The
biofuel was delivered by Statoil Aviation / SkyNRG and
was made from used cooking oils – such as frying oil from
the food industry. Compared with fossil aviation fuel,
combustion of such biofuel reduces greenhouse gas
emissions by at least 80%, and is a sustainable and very
good environmental alternative. However, there is not
enough used cooking oil in the world to cover the entire
need. Use of household waste and biomass from plants
and forestry, among other things, will become necessary in
the future.
As the first hub in the world, Air BP and SkyNRG will
deliver up to 2.5 million litres of bio-jet fuel to the tank
facility at Oslo Airport from 2015. This volume corresponds
to approx. 3000 flights between Oslo and Bergen
containing 50% biofuel. The project is supported by Avinor.
Avinor will thus be able to offer biofuel to the airlines that
operate at Oslo Airport as a normal part of daily
operations. Lufthansa Group (Lufthansa, SWISS, Austrian
Airlines, Germanwings, Eurowings and Brussels Airlines),
SAS and KLM have already entered into agreements on
biofuel deliveries.
Percentage of public transport
OSL is working to increase the percentage of public
transport at the airport. Passenger surface access, i.e.
how our passengers get to and from the airport, is our
second largest source of greenhouse gas emissions. The
percentage of public transport was 68% in 2014, among
Europe’s highest.
Zero-emission vehicles at OSL
Emissions from administrative vehicles have been reduced
by eight tonnes in 2014 as a result of the transition to zeroemission vehicles. If hybrid cars are also included, the
percentage of environmental cars reaches 23% in the
administrative vehicle fleet. The charging stations for
electric cars at OSL were also expanded in 2014, with 94
OSL has a high percentage of public transport
5
DISCHARGES TO
WATER AND SOIL
Goal: OSL must show annual improvement in the
degradation conditions in soil and groundwater in areas
along runways that are heavily exposed.
Water and soil in brief
OSL extends over part of the Romerike aquifer and in the
north, about half of the eastern runway overlies a potential
future drinking water reservoir. The airport borders three
protected landscape areas. The rivers Sogna and Vikka
run through the ravines that characterise the landscape
southwest of the airport.
Water and soil status 2014
De-icing
Total consumption of aircraft de-icing chemicals was
somewhat higher than in the previous season, while
consumption of runway de-icing chemicals was
significantly higher than the last season. The environmental impact measured in COF has increased
substantially over the past year.
The collection rate for aircraft de-icing fluid was 81%
during the 2013–2014 season.
Surface water is generally processed locally at the airport.
In the event of large run-offs, especially during snowmelts,
there will be some influx of unprocessed surface water
from the western runway into the river Sogna. The first
melt water, which has the highest chemical content, is
collected for treatment.
Along the western runway and the railway line, the natural
water table has been lowered to protect the infrastructure.
The groundwater that is pumped out is released into the
river Sogna or re-infiltrated into the groundwater reservoir.
A large per cent of the applied glycol is collected at the deicing platforms. Surface water with the highest glycol
concentrations is delivered to a local recycling plant where
it is concentrated for re-use as industrial glycol. Waste
water and parts of collected de-icing chemicals (glycol and
formate) are cleaned at the Gardermoen treatment plant.
From one winter to the next, differences in weather
conditions may lead to significant variations in total
snowfall, in number of days with frost deposition, in
temperatures, wind etc. These factors influence the
applied volume of de-icing fluids, their required
concentration and use of different fluids, the degree to
which they run off the aircraft or are taken along by them,
and the degree to which they are spread by the wind or
remain on the de-icing platform. As a result, seasonal
collection rates will also vary. The remainder of the deicing chemicals decomposes in the ground along the
runway systems.
The greatest challenges in the area of soil and water relate
to traffic increase which, with an unchanged winter climate,
will result in higher consumption of de-icing chemicals.
This means that larger amounts of the chemicals must be
degraded in the soil above the aquifer. In addition, there
are challenges related to local sites with soil contamination
predating the opening of the airport.
Aircraft de-icing
2000
Aircraft de-icing:
Total consumption glycol (tonn)
1600
1200
800
400
0
Aircraft de-icing:
Collection rate glycol (%)
90
85
80
75
70
65
Surface water from OSL’s fire training field contains firefighting agents (foam and powder) as well as jet fuel
residuals. This water is collected and led through an
oil/water separator to the municipal sewage network.
6
One violation of the discharge permit for waterways was
detected during the 2013-2014 winter season. The
discharge source was located and removed and follow-up
samples showed no impact.
The limit value for discharges of oily water from the fire
training field to the municipal sewer system was not
exceeded in the 12 samples that were taken.
Soil contamination
Equipment for discharging runway de-icing chemicals
Runway de-icing:
Total consumption of runway de-icing
chemicals (tonn)
1500
Follow-up continues of sites with soil contamination
predating the opening of Oslo Airport at Gardermoen, as
well as sites with subsequent soil contamination; all are
relatively small sites. 2014 saw some minor discharge
events and detections of contaminated soil where the
response mainly involved removal of contaminated soil.
In response to earlier discharges of PFOS by a hangar,
groundwater is being purified with the infiltration reservoir
using a special treatment plant with activated charcoal. In
connection with water and soil contamination at the fire
training field, treatment of groundwater will start-up in the
autumn of 2015, while work to find the best suitable
measures for treatment of waste water and soil is ongoing.
Monitoring of the soil, groundwater and watercourses is
also ongoing, and biota surveys have been performed.
1000
500
0
Runway de-icing:
Environmental impact (COD)
200
150
100
50
0
2009/20102010/20112011/20122012/20132013/2014
Nine groundwater discharge permit violations were
detected during 2014. The detections were of glycol and
formate in groundwater wells. Responses included
pumping groundwater to the municipal sewer system,
alternative pumping and reinfiltration, and the start-up of
air injection at the south end of the western runway.
Samples were subsequently taken.
OSL has for a number of years evaluated the long-term
effects on soil and groundwater of de-icing chemicals that
are applied on runways and taxiways. One limiting factor
for local decomposition in the most critical areas is access
to oxygen. Air injection into soil and groundwater works
well and there is no detection of de-icing chemicals in
nearby groundwater wells. Measures such as fertilising
and snow removal as needed are considered and
implemented during de-icing seasons.
7
Aircraft noise in brief
1,5
Air traffic and noise at OSL
300000
1
250000
0,5
0
200000
-0,5
-1
150000
-1,5
100000
-2
-2,5
Annual traffic
Goal: The number of residents exposed to aircraft noise
with outdoor levels above Lden 60 dB and 55 dB Lnight, must
not increase during the period 2012-2017.
Noise level changes Lden [dBA]
AIRCRAFT NOISE
50000
-3
-3,5
0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Year
Aircraft noise affects the communities surrounding the
airport. One of OSL's goals is that aircraft noise should be
predictable for its neighbours. Monthly reports on aircraft
movements and noise levels that are submitted to the Civil
Aviation Authority and neighbouring municipalities are
therefore made available to the public on our website. A
Noise and Track Monitoring System (NTMS) operated by
OSL continuously records aircraft movements and aircraft
noise in the vicinity of the airport. The data are
subsequently assessed for compliance with the regulations
applying to arriving and departing aircraft.
The combined aircraft noise impact around OSL increased
by 0.8 dB from 2013 to 2014, while traffic increased 2.0%.
The level change is attributed to conclusion of the phasing
out of the noisiest types of aircraft. MD80s, a relatively
noisy type of aircraft, was completely phased out by the
largest actor at Oslo Airport in the autumn of 2013. The
percentage of newer and more modern B737s (models
B737-600 through B737-900) continued to rise in 2014.
The noise level in 2014 was 0.2 dB higher than the 2000
figure, based on estimates for all recorded traffic. The
increase in traffic of 46,475 aircraft movements from 2000
to 2014 corresponds to a noise level increase of 0.89 dB
above 2000 traffic. This means that new low-noise aircraft
have more than compensated for the increase in traffic. It
appears that the percentage of late evening and night
traffic that increased gradually from 2009 to 2011 has now
been stabilised.
Curved approaches, from the south and north, respectively
OSL’s Noise and Track Monitoring System received
considerable upgrades over the year.
OSL's website has pages dedicated to noise issues. Here,
neighbours can find regulations for arriving and departing
aircraft, look up the airport's noise zone map or contact
OSL regarding aircraft noise. OSL also has a dedicated
telephone number for complaints or inquiries regarding
aircraft noise. A summary of received noise complaints is
included in the monthly report submitted to the Civil
Aviation Authority. The report describes aircraft operations
and aircraft noise levels measured in the vicinity of the
airport based on data from the NTMS.
Aircraft noise status 2014
The figure compares changes in aircraft noise and traffic
volumes at OSL from 2000 to 2014. Total noise pollution
(Lden) from all registered air traffic is calculated for each
year. This presentation reflects changes in noise impact
independently of observation point.
A number of activities were carried out over the past year
in connection with the Civil Aviation Authority’s ongoing
evaluation of the noise regulations. More than 4000 tests
on curved approaches were performed by the end of the
year. The tests reveal good environmental effects with
regard to both aviation noise and greenhouse gas
emissions, and is recommended as a permanent solution.
Noise consequence analyses have also been conducted
for a number of scenarios for possible amendments to the
regulations. There is a high probability that revised
regulations will provide positive contributions within both
noise and climate, while OSL can maintain capacity. The
new noise regulations are expected to be implemented
around the end of 2015.
In 2014 OSL had airport noise related inquiries from 142
persons. The number of unique complainers reached 352
in 2011 with respect to the introduction of new airspace
and noise regulation. At the same time, the number of
people complaining has declined. Residents in Ullensaker,
Eidsvoll and Nannestad are responsible for the largest
percentage of complaints.
8
ENERGY
CONSUMPTION
Goal: OSL will reduce its use of fossil fuels for heating by
75 % and will by using energy conservation measures
reduce energy consumption in existing technical
installations by at least 4 GWh in 2009 to 2016.
Energy in brief
The Energy Centre at OSL – which provides heating and
cooling energy for OSL’s buildings, OSL’s tenants and its
pavement heating installations – consists of a district
heating plant, a district cooling plant, a groundwater plant
and a waste heat exchange system (sewer).
The district heating plant provides heating for buildings in
winter. This plant uses water-based heating. OSL has its
own district heating plant, and district heating with wood
chip-firing is also used as a source, from Hafslund
Fjernvarme. The district cooling plant provides cooling for
buildings in summer. The groundwater heat exchange
system extracts heat from OSL’s buildings in summer and
stores it for use in winter. Large heat pumps, groundwater
wells, heat exchangers from sewer (from Ullensaker
municipality's treatment plant) and surface water are the
main contribution to OSL’ high percentage of renewable
energy.
and replacement of equipment and transitioning from fossil
energy to bioenergy.
Energy status 2014
Energy conservation measures that have contributed to a
reduction of a total of 1265 MWh/year were implemented.
This includes modification of uplights in Pier East and Pier
West, and upgrading to LED lights (both in the terminal
and on runway). Furthermore, heat exchangers in the
ventilation systems were modified in 2014 and the air
handling unit was replaced with a free cooling unit.
In 2014, OSL converted the heat exchangers in the fire
station and gatekeeper in the western area from being
heated with fossil energy (fuel oil) to bioenergy (B100).
Several facilities will be converted if operation of these
systems remains stable.
Heat exchange from treated sewage from Ullensaker
municipality was also started in 2014. Though we have
only had trial operation of this in 2014, it has provided solid
results in relation to recovered energy. This is the direct
cause of the increase of recovered energy in relation to
2014.
Total consumption of electrical energy
(GWh)
150
100
50
0
2010
2011
2012
2013
2014
Consumption of heating and cooling
energy (GWh)
60
Heat exchange with sewage from Ullensaker municipality.
OSL’s Energy Centre has high capacity and is therefore
subject to regulations regarding GHG emission allowance
trading. OSL has quota-regulated emission permits from
the Norwegian Environment Agency and annually
compensates for CO2 emissions from the oil-fuelled boilers
though trade in the European Union Emission Trading
Scheme (EU ETS). The oil-fuelled boilers are a last resort
and are only used and in periods of insufficient energy
supply from the electric boiler and Hafslund District
Heating.
OSL has maintained an active focus on energy
conservation measures for several years, and has a
renewables percentage of more than 90% annually. OSL
has undergone considerable expansion in recent years
and further increases in energy consumption are expected
in the years ahead, even with phase-in of energy
conservation measures. OSL has the goal of only using
renewable energy by 2020. This goal is feasible by
choosing energy-efficient solutions through modernisation
40
20
0
2010
2011
Recovered energy
2012
2013
2014
Added thermal energy
Modification for biodiesel.
9
WASTE
Goal: OSL shall increase its source separation rate to 63%
in 2014 and to 65% in 2015.
Waste in brief
Sources of solid waste at the airport are the airlines,
handling agents, catering companies, cargo handlers,
tenants, passengers and OSL itself.
All companies operating at the airport participate in a joint
waste management scheme in which all waste is handled
by the same waste disposal company. The waste
management scheme is flexible, allowing waste fractions,
container sizes and collection rates to be adjusted when
necessary. Waste is separated at the source and brought
to fixed waste collection points. Waste generated in the
public areas of the terminal is transported by a suction
system to a central waste collection point for removal by
the waste disposal company. The airport administration
building and the Flyporten Business Centre are also linked
to this disposal system. The waste is collected by the
waste disposal company and delivered to approved waste
management plants for final processing and recycling. The
waste disposal company provides monthly statistics on
separation rates and tonnage at all collection points.
addition, OSL has an agreement with the Norwegian Red
Cross for handling beverage containers collected from
passenger areas in the terminal building. The work has
been delegated to the local chapter in Ullensaker. The Red
Cross is responsible for receiving, sorting and returning
the containers in an efficient manner and may freely use
the profits from the recycling refunds. Thanks to the
combined efforts of employees and the public in collecting
bottles and cans from aircraft and the terminal area, NOK
3.4 million was collected at OSL to support humanitarian
causes.
Waste:
Source separation percentage [%]
65
60
55
50
2010
2011
2012
2013
2014
Waste tonnage for the airport as a whole
(tonnes)
12000
10000
8000
6000
4000
2000
0
2010
2011
2012
Source separated waste
Source separation in the terminal.
OSL is responsible for organising the waste management
scheme at the airport and is a driving force in ensuring that
the airport as a whole achieves high performance scores
on waste management. Waste statistics are therefore
reported here for the entire airport, including OSL.
However, waste from construction work in the T2 terminal
expansion project is reported separately.
2013
2014
Mixed waste
Areas around the airport have previously been used by the
population as waste dumping sites. OSL is taking
responsibility for this and is cleaning up. OSL has mapped
and analysed the leakage potential from a major illegal
dump site in the Romerike protected landscape area.
Large volumes of bulky waste have been removed,
including car tyres, appliances, car wreck remnants and
other metal waste. Due to the very steep terrain, the waste
had to be hoisted. Further clean-up and elimination of the
illegal dump site area is done in consultation with the
County Governor of Oslo and Akershus.
Waste status 2014
Waste tonnage for the airport as a whole in 2014 was
10,361 tonnes compared with 9,381 tonnes in 2013,
representing an increase of 10.5%. Source-separated
waste accounted for 6,405 tonnes and mixed waste 3,965
tonnes. The 61.8% separation rate represented minor
progress compared to 2013. There is still a strong focus on
sorting waste from aircraft, and the work of building a new
collection point for aircraft waste is nearly complete.
The collection of recyclable beverage containers in steel,
aluminium and PET (plastic) from aircraft continued in
2014 with participation from SAS, Norwegian, Thomas
Cook and Sodexo. This resulted in the delivery of 24.7
tonnes of recyclable material, a decline of 6.8 tonnes from
2013. The airlines donate the profits from deposit refunds
and recycled aluminium to humanitarian causes. In
Clean-up of illegal dump site in the Romerike protected
landscape area.
10
CONSUMPTION OF
PRODUCTS AND
MATERIALS
Goal: OSL will weight environmental protection in award
criteria and set specific environmental requirements in all
new framework agreements and procurement.
Consumption of products and
materials in brief
Consumption of products and materials is gaining more
attention and has a significant environmental impact where
they are produced and in the transport chain. The
environment is also impacted when products and materials
become waste. In the use phase, products are also
significant, particularly products that consume energy or
materials in buildings, machinery etc. The term products
and materials as used by OSL includes products and
deliveries of services, materials and chemical products.
The Government has decided that the public sector should
take the lead as a responsible consumer and demand
goods and services with low environmental impact. The
Government has therefore submitted an environmental
policy for government procurement through an action plan
with goals, priorities, policies and measures. The Public
Procurement Act also requires OSL to consider life-cycle
costs and environmental impact of the procurement during
the planning of each procurement.
Material choices have consequences for the building’s
entire lifetime.
Environmental requirements in procurement are an
important part of following up OSL's environmental policy
and goals, help reduce OSL's greenhouse gas emissions
and provide financial benefits beyond protecting and
preserving the environment. OSL’s internal guidelines for
environmental considerations in procurement are based on
the Ministry of Trade and Industry's guide to “The
environment and regulations for public procurements” and
the Agency for Public Management and eGovernment’s
(Difi’s) proposed environmental requirements and criteria.
OSL carried out a separate project “Godt nok” (Good
enough), with a focus on clarifying and simplifying
requirements in construction contract annexes. Specific
environmental requirements for materials with designated
checklists have been stipulated in connection with
furnishing work in the new terminal. The project will be
continued in 2015.
Status consumption of products
and materials 2014
11
LANDSCAPE AND
NATURAL
ENVIRONMENT
OSL shall manage, operate and take care of its land to
promote biodiversity.
Biodiversity
A biodiversity survey was conducted at OSL in 2011-2013.
The survey resulted in a report that describes and maps
the important biodiversity areas, and also describes
management advice. The report also provides a detailed
description of the flora, vegetation and bird life within the
airport area, OSL properties, leased area and influence
areas.
Thirty-six red-listed species have been registered within
OSL's properties, including 20 species categorised as
"near threatened" (NT), 13 as "vulnerable" (VU), two as
"endangered" (EN) and one species, the ortolan bunting,
categorised as "critically endangered" (CR).
Blacklisted species have also been registered at the
airport. These species can have negative effects on
ecosystems, native species, genotypes or can be vectors
for other species (parasites, diseases) that can harm
indigenous biological diversity. In 2014, OSL established
an overview of the scope and mapped the four blacklisted
species, lupine, giant hogweed, Canadian goldenrod and
Japanese knotweed. OSL also mapped potential spread,
consequences and a prioritisation of species and
locations. Training in methods for combating these species
was provided and the work has started in prioritised areas.
A management plan for further control of invasive species
in the area for the years ahead has been prepared.
The three small lakes Transjøen, Vesletjern and
Danielsetertjern were examined further in 2014 with regard
to freshwater organisms
Common newt was observed in Transjøen in 2014.
Large parts of the areas between the runways and lateral
areas within the airport area have mostly trivial grassland
that is cut and fertilised regularly. The airport area in the
south, north and east is surrounded by protected areas.
The Elstad and Aurmo protected landscape areas
comprise more than 20 pothole and kettle lakes. The
southernmost pothole lakes are calcareous lakes that are
selected habitat types under the Nature Diversity Act. Ten
habitat sites are mapped on OSL properties north and east
of the airport. Some of these have been identified as
wildlife areas, mainly as breeding areas for birds. A very
important habitat site with older stands of grey alder-bird
cherry forest partially located on OSL's property and within
Romerike's protected landscape area has been mapped
south of the airport.
OSL studied insects at Flatnertjern together with a
biologist and students from a local school.
Lupine is one of the blacklisted species covered in OSL’s
management plan.
CITES
The purchase and introduction of endangered species or
products derived from endangered species is illegal and
regulated according to CITES (Convention on International
Trade of Endangered Species). During the holidays, OSL
provided guidelines via various social media to our
customers to not purchase “endangered holiday
memories”, such as objects made of ivory, tortoise shell,
hippo teeth, shark teeth, boa snakeskin, conches and
corals. The campaign was carried out in cooperation with
Norwegian Customs and Excise and the Norwegian
Environment Agency.
Products that are popular among tourists, but that may be
on the CITES list.
12
EMISSIONS TO AIR
Air quality in and around the airport area is affected by
local and regional emissions as well as by weather
conditions and the local terrain. Emissions from airport
operations have the greatest impact on ambient air quality
locally at the airport, with aircraft and vehicles being the
largest contributors. Outside the airport, the most
significant source of emissions is road traffic. Other factors
that may affect local air quality include industrial
emissions, emissions from domestic oil furnaces or woodstove heating and long-range pollution.
the selected sampling site have been within both
regulatory requirements and national targets, and with few
exceedances of the recommended air quality criteria.
Avinor has been a participant in the project "Assessment
of exposure to diesel exhaust particles in Norwegian
working life through the use of elemental carbon (EC) as a
marker." The project is a collaboration between the
Federation of Norwegian Industries and the National
Institute of Occupational Health (STAMI). Measurements
were taken at Oslo Airport in the summer and winter to
look for any seasonal variations. Four companies with
employees at OSL participated in the survey.
Measurement results show that our average values for
ultrafine particles (UFP) are considerably lower than
similar measurements made at other workplaces abroad.
While STAMI cannot disclose the average values of other
organisations that have been involved in the project, they
will likely say more about this when the final report is
ready.
OSL’s air quality monitoring system.
The county has primary responsibility for assessing air
quality, but when there is reason to fear exceeding the limit
values, owners of facilities that contribute significantly to
the emissin will be responsible for assisting with mapping
and assessing measures. Since the early 2000s, OSL has
operated a system for monitoring air quality. This was
originally related to measurement of the air quality near the
fire drill field. The system is now mobile and can be moved
where needed. In 2014, measurements were taken in a
residential area just outside the airport fence, west of the
southern end of the western runway.
OSL's voluntary measurement programme includes
continuous measurements of the density of particulate
matter (PM10) and the concentration of nitrogen oxides
(NOX). Due to technical problems, the data for 2014 are
incomplete. Previous years' history shows that
concentrations of particulate matter and nitrogen dioxide in
13
THE T2 PROJECT
Oslo Airport Gardermoen is being expanded to serve 28
million passengers annually after phase 1 is completed in
2017. The terminal expansion is called "the T2 project"
and comprises: Expansion and modification of the existing
terminal building, expansions and modifications airside,
modifications of ground operations areas and technical
installations, new remote aprons, a temporary pier south of
the terminal building and an upgrade of the railway station.
OSL has set ambitious environmental goals for the T2
project. These are specified in the project’s Environmental
Programme, which deals with all phases of the project,
from planning and design to construction and operations.
The goal for the T2 project is to environmentally certify the
new parts of the terminal building through the internationally recognised BREEAM International Bespoke
2010 certification scheme. The project has received
certification for “Design stage” at the "Excellent" level and
has the goal of achieving the same level for the “Post
construction stage”.
Environmental management of the T2 project is also an
integral part of OSL's governance and management
system. The management system covers all regulatory
and internal requirements and is based on relevant
requirements in international standards such as ISO
14001. Environmental management is applied
methodically to achieve comprehensive control not only of
the T2 project's own environmental work, but also that of
the contractors involved in planning as well as
construction. External environment control plans are being
prepared for all contracts. Anyone entering the
construction area must have completed an external
environment course.
A total of 1105 safety inspections have been conducted in
which environmental issues were addressed. Regular
environmental inspections are also conducted with the
contractors. Forty-six undesirable incidents have been
reported so far. None of the incidents caused permanent
environmental damage to soil, groundwater or waterways.
A few minor, local discharges occurred; particularly minor
oil leaks from construction activities. The leaks were
cleaned up as they occurred in line with applicable
procedures. The contractors fill out daily machinery
inspection checklists and have absorbents available in the
event of accidents/leaks. All contractors must prepare an
emergency plan which includes routines for notifying
OSL’s Operations Centre and handling undesirable
environmental incidents.
All contractors must implement measures for limiting waste
volumes. For source separation, the minimum target has
been set at 80 per cent for construction waste excluding
concrete, asphalt and contaminated soil. At the end of
2014, the accumulated source separation rate was 88.1%
for the T2 project. Construction waste from the T2 project
totalled 8,069 tonnes. Twenty-nine kilograms of
construction waste were generated per m2 for the West
Central Building and Pier North.
Excavation work during the T2 project uncovered soil
contamination from previous activities at the airport.
Contaminated excavated earth was handled as required
by applicable permits from the Norwegian Environment
Agency and was delivered to an approved facility.
Contractors must meet strict environmental standards to
ensure that the T2 project does not cause polluting
emissions to soil, groundwater or waterways and that the
natural water balance is maintained. This includes
requirements for handling bilge water, protection of tank
sites, execution of repairs, cleaning of equipment and
machinery requirements.
The new terminal has received commitments for passive
energy building grants from Enova. Construction according
to the passive house standard entails that the terminal
buildings have outer walls, ceiling and windows that are
very well-insulated. This provides major energy savings
during the operational period. A designated checklist for
the passive house standard was prepared for the
construction period. A procedure was also established with
guidelines for how walls and external roofing should be
sealed after cables, wires and similar are pulled through
the holes. This prevents air from leaking and heat loss
through the necessary holes in outer walls and ceilings.
A greenhouse gas inventory for the new terminal building
has been prepared as an integrated part of the planning
and building process. The inventory includes emissions
associated with energy use in operations, transport in
operations and production of the materials used in the
building. The inventory shows that the chosen solutions
will provide substantial reductions in greenhouse gas
emissions compared with similar buildings using standard
solutions. Fuel consumption in connection with T2 project
construction activities totalled 595,436 litres, equivalent to
1,858 tonnes of CO2 emissions.
The selection of building and construction materials has
been guided by the following criteria: low resource burden,
avoidance of substances detrimental to health and the
environment, low emissions to the indoor environment and
a low initial carbon footprint. Examples of environmentally
friendly materials include a high percentage of recycled
metals, environmentally friendly concrete and a European
oak roof on the North Pier. Materials and chemicals are
subject to systematic environmental assessment.
Pier North will have a wooden roof, partly due to
environmental considerations.
Work on the T2 project will periodically generate some
construction noise, but there were no recorded
exceedances of the applicable noise limit values in 2014.
The contractors must also plan their activities to prevent
the spread of dust to ensure air traffic is not affected. A
clean and dry building regime was introduced in 2014 for
the new terminal buildings under construction, to ensure
dust does not enter the ventilation system.
14
KEY FIGURES
2010
2011
2012
2013
2014
Air traffic
Passengers
Numbers
19 250 955
21 103 199
22 080 433
23 159 093
24 269 361
Domestic
Numbers
9 048 919
10 042 229
10 387 621
10 583 935
10 907 550
International
Numbers
10 202 036
11 189 841
11 897 173
12 575 158
13 361 811
Aircraft movements
Numbers
206 375
221 086
227 114
231 460
237 595
Passengers per aircraft movement (sceduled/charter)
Numbers
97
99
101
104
106
%
67
62
64
65
68
dBA
-1,6
-0,5
-0,9
-0,6
0,2
249
394
235
Public transport share
Public transport share for ground transport
Noise
Change in total noise impact relative to reference year, 2000
Inquiries aircraft noise (people)
Numbers
Energy
Total consumption of electricity
GWh
84,5
86,3
92,0
96,8
103,9
Electicity for electricity-spesific installations
GWh
72,3
74,3
80,4
83,7
95,9
Purchased heating and cooling energy
GWh
38,5
30,6
33
32,2
26,9
Electricity for boiler
GWh
5,7
4,6
5,1
4,8
8,1
Electricity for compressors, pumps, etc.
GWh
6,4
7,4
6,5
8,3
9,4
Hafslund Fjernvarme AS
GWh
24,9
17,8
20,7
18,9
8,8
Heating oil (Energy central)
GWh
1,5
0,7
0,7
0,2
0,6
Recovered energy
GWh
13,4
14,7
14,6
16,1
20,7
Consumed heating and cooling energy
GWh
51,9
45,2
47,6
48,3
47,6
Biofuel oil
m3
6,1
Fossil fuels
Aviation fuel
m3
Fuel oil/diesel*
m
Fuel for OSL's vehicles**
475 497
500 000
540 000
598 790
633 181
293
180
205
110
135
m3
774
843
829
668
902
Fuel for fire training (paraffin)
m3
31,4
35,9
34,4
21,1
12,9
Fuel for fire training (propane)
m3
1,9
0,7
0,7
0,6
0,6
3
Waste
Source-separated waste
Tonnes
4509
5 065
5 950
5 688
Residual waste
Tonnes
3431
3 524
3 675
3 694
3 956
Total amount of waste
Tonnes
7 940
8 589
9 625
9 382
10 361
%
56,8
59,0
61,8
60,6
61,8
Tonnes
233
111
55
90
368
5 852
Source-separated waste
Hazardous waste
6 405
Greenhouse gas emission
Control - OSL emissions
Tonnes CO₂
4 759
4 923
4 855
4 889
Control- OSL emissions
Kg CO₂ /passenger
0,250
0,233
0,220
0,213
0,241
Guide- third party emissions
Tonnes CO₂
81 515
83 448
85 740
87 560
96 942
Influence - third party emissions
Tonnes CO₂
156 536
171 508
179 966
180 654
182 031
Water consumption OSL
m3
185 000
201 000
201 000
215 000
207 000
Wastewater volume airport
m3
243 000
265 000
278 000
289 000
265 000
Drainage water volume
m3
1 562 000
1 711 000
1 937 722
1 498 000
1 955 000
2009/10
2010/11
2011/12
Water supply and sewage
De-icing chemicals (per season)
2012/13
2013/14
Aircraft de-icing
Total consumption glycol
Specific consumption glycol
Collection rate for glycol
1 481
1 398
988
1 526
1 557
Kg/aircraft
Tonnes
137
130
130
139
139
%
80
76
85
78
81
Tonnes
536
584
876
893
1 359
Tonnes COD
70
77
110
116
177
Runway de-icing
Total consumption of runway deicing chemicals***
Environmental burden given as COD ****
* Totalnumber fuel oil
** The figure does not include bussing airside and w inter maintenance performed by Veidekke
*** Stated as product volume (not concentrate)
**** COD - Chemical Oxygen Demand
15