Perspectives - Environmental Statement 2005

Transcription

Perspectives
Environmental Statement 2005
Contents
Foreword
3
Munich Airport International
4
Environmental policy
6
FMG’s environmental management system
8
Information and motivation
11
Dialogue with the public
12
Environmental initiatives at Munich Airport
14
Aircraft noise
15
Air quality
22
Road and rail traffic
26
Energy
28
The hydrogen project
31
Water management
32
Waste and materials management
38
Emergency management
40
Hazardous goods and materials
42
Planning and construction
44
Conservation
47
Environmental goals and initiatives
50
Environmental data for 2004
52
Glossary
54
Internet links
56
Environmental Statement 2005
1
Validation
Environmental statement
The next consolidated environmental statement will be submitted for validation by November 2008 at the latest. In the intervening years, an annual update of the environmental statement
will be prepared for validation by the environmental auditor.
Environmental auditor/organization
Reiner Beer, Dr.-Ing. (Registration Number D-V-0007)
INTECHNICA GmbH (Registration Number D-V-0248)
Ostendstr. 181
90482 Nuremberg
Germany
Validation
Having conducted a comprehensive review, I declare the environmental policy, the environmental management system, the
methodology and results of the preparatory environmental
review and environmental audit, and the environmental goals,
environmental program and environmental statement of
Flughafen München GmbH
Nordallee 25
85356 Munich
Germany
to be valid under the terms of EU Regulation EC 761/2001.
November 15, 2005
R. Beer, Dr.-Ing.
Environmental auditor
2
Validation
Foreword
As a major piece of infrastructure and a rapidly growing job
engine, Munich Airport is a crucial location factor for the whole
of southern Germany’s economy. Thanks to the continuous
increase in traffic since it moved to its current location in 1992,
the airport soon succeeded both in acquiring a strong standing
outside Germany’s borders and in joining the ranks of Europe’s
leading aviation hubs within the space of just a few years.
Part of Flughafen München GmbH’s (FMG) strategy is to manage the operation and onward development of the airport in
such a way as to effectively curb the facility’s impact on the
environment. The company has therefore introduced a modern,
long-term environmental management system certified to DIN
ISO 14001 and EMAS 761/2001. This management system has
created the foundations for a comprehensive and all-encompassing approach to environmental policy: By continuously documenting the resources consumed and airport emissions, FMG
is able to track the effects on the environment systematically,
to set specific target figures, and, building on these, to roll out
further initiatives to ease the burden on the environment.
FMG publishes data on its environmental performance at regular intervals to ensure that its environmental policy is transparent. Openness and a willingness to engage in dialogue with the
general public are crucial to operating an environmental policy
that is both reliable and engenders trust. It is also important to
involve company employees by keeping them informed about
the latest advancements and initiatives in the area of environmental stewardship.
In the future, just as in the past, FMG will continue to place
considerable emphasis on conserving natural resources and on
limiting the environmental impact of airport operations and
expansion programs, including, of course, our current plans for
the construction of a third runway. The additional capacity that
this project will create is necessary in order to accommodate
future growth in traffic at Munich Airport. In fact, completion of
this runway in the near future is the only way to safeguard the
airport’s continued development over the longer term into an
international hub airport with a substantially enlarged offering of
long-haul services.
FMG is also continuing its involvement in two major environmental projects, Umweltpakt Bayern and Ökoprofit. By upholding its commitment to control noise, to protect air and water
quality, and to engage in environmentally compatible energy
and waste management, the company is creating the right conditions to sustain a balance between Munich Airport’s economic importance and ecological responsibility in the future. For
FMG, an active and forward-looking environmental policy also
needs to focus on advancing new technologies and innovative
procedures – hence FMG’s involvement in the hydrogen project
set up by a consortium of industrial companies in association
with the Bavarian state government.
Dr. Michael Kerkloh
President and Chief Executive Officer
Personnel Industrial Relations Director
Walter Vill
Vice President and Chief Financial Officer
Peter Trautmann
Chief Operating Officer
Foreword
3
We live today in an age of mobility: Business has become truly
global; the everyday products we use come from all over the
world; and for many holidaymakers, traveling by air to distant
countries is something they take for granted. In fact, it’s hard
to imagine what life today would be like without aircraft as a
means of transportation. Airports are now much more than just
multimodal hubs for different transport carriers or transshipment points for goods, they’ve advanced to become significant
regional economic factors and major sources of employment in
their own right.
Yet the globalization of markets, humankind’s increasing mobility, and rising traffic volumes have their downsides: Building,
operating and extending airport installations can have a sizeable
impact on the stability and balance of ecosystems. Flughafen
München GmbH (FMG), Munich Airport’s operating company,
has striven consistently to limit its impact on the environment
to the greatest extent possible and is committed to coordinating its plans for the future with stakeholders in the airport’s surrounding area.
4
Setting high environmental standards
Flughafen München GmbH’s mission is to create and provide
the infrastructure needed to support air traffic operations. FMG
coordinates the numerous organizations operating at the airport
and other airport users. At the same time, the company and its
group of subsidiaries independently provide a range of services
and make facilities and installations available at the airport to all
of the parties involved in aviation. In addition, Flughafen München GmbH is responsible for coordinating the entire gamut of
environmental initiatives – everything from energy management to waste management – at Munich Airport. The company
makes sure that the more than 430 outside companies, all of
which are graded according to their environmental relevance,
comply with the facility’s high environmental standards.
Continued growth
Aviation is expanding at a phenomenal rate at Munich Airport.
In 2004, for instance, over 26.8 million passengers – 2.6 million
more than a year earlier – passed through Bavaria’s air transport hub. This passenger volume put Munich Airport second –
behind Frankfurt and ahead of Düsseldorf – in the rankings of
Germany’s busiest commercial airports. At the international
level, Munich currently ranks eighth among Europe’s top ten
airports. The primary reason for Munich’s success at growing
its traffic volume is the unified hub development strategy that
Deutsche Lufthansa AG and Flughafen München GmbH are
pursuing together. Thanks to an optimized offering of services,
Munich is becoming increasingly popular among domestic and
international travelers as a transfer airport, a trend evident in
the steady rise in the airport’s number of transfer passengers.
In 2004, the airport handled 370,534 takeoffs and landings in
the commercial sector. The volume of flown air freight totaled
170,828 metric tons. Freight carried by truck brought the total
freight transshipped in Munich up to almost 310,000 tons.
During 2004, 110 airlines operated scheduled and package-tour
services on a regular basis at Munich Airport, serving 23
domestic and 214 international destinations in a total of 65
countries.
Passengers
(millions)
ICAO code:
EDDM
IATA airport code:
MUC
FMG employees (at December 31, 2004):
4,946
FMG Group employees:
approx. 7,100
People employed at Munich Airport (2003):
23,320
Net sales in 2004:
EUR628.4 million
Runway system:
Two parallel runways, 4,000 meters long and 60 meters
wide, 2,300 meters apart and offset by 1,500 meters
26.81
24.19
23.13
23.65
23.16
2000
2001
2002
2003
2004
Aircraft
movements
400,000
350,000
300,000
250,000
200,000
150,000
100,000
50,000
0
Name:
Location:
28.5 km (15.5 nm) to the northeast of Munich,
448 m above sea level (MSL),
48° 21' 17" north, 11° 47' 15" east
Traffic growth
28.00
27. 00
26.00
25.00
24.00
23.00
22.00
21.00
Flughafen München GmbH (FMG) shareholders:
Free State of Bavaria (51 percent)
Federal Republic of Germany (26 percent)
City of Munich (23 percent)
Workload (WLU*)
in Mio.
302,412
321,756
330,888
343,027
370,534
2000
2001
2002
2003
29
28
27
26
25
24
23
22
28,59
25,64
24,94
24,63
2001
2002
24,42
2000
2003
2004
2004
* See glossary
5
FMG’s environmental policy provides a mandatory set of guidelines for all of the company’s units and underscores the
immense importance placed on sound environmental practices
within the company:
Our environmental policy:
A) Preamble
As an international aviation and intermodal transportation hub,
Munich Airport has a range of tasks and duties to fulfill. Good
environmental stewardship is ranked as highly important and
must be accorded a prominent place in our corporate culture.
6
An end-to-end approach to environmental protection within
the company
As the operator of Munich Airport, FMG embraces its responsibility for protecting the environment. Environmental protection has become an important fundamental principle in our
corporate policy. Our goal is to sustain in the long term an ecologically, economically and socially viable process of development, to ensure compliance with statutory requirements, and
to continuously enhance our environmental performance. To
achieve this goal, Flughafen München GmbH upholds the principles stated below:
B) Our principles
1. Continuous improvement in our environmental performance
In keeping with the principle of sustainability, we focus our
environmental protection activities on continuously improving
FMG’s environmental performance. We pay special attention to
noise, air quality, energy, water and waste because, given the
size and nature of our company, its environmental impact can
extend beyond the bounds of the airport campus.
We consider ourselves to be a forward-looking and innovative
company in terms of environmental stewardship. Besides
assessing and monitoring the environmental impact of existing
processes, we analyze the possible effects of new processes
and procedures before they are implemented. Our priority is to
completely avoid adverse effects and risks to the environment.
If these prove unavoidable, we look for ways to reduce the
impact, to protect nature, and to conserve natural resources. To
achieve this, we put state-of-the-art technologies to work insofar as they are economically viable.
2. Voluntary efforts beyond the scope of statutory requirements
We comply with environmentally relevant legislation and requirements imposed by government bodies and fulfill other environmental obligations as a matter of course; we also take steps
to extend the company’s environmental performance above and
beyond such requirements.
3. Encouragement of an awareness and sense of environmental responsibility among our employees
We seek to promote environmental awareness and an understanding of causes and effects among our employees. We recognize the importance of providing our workforce with detailed
information and take steps to motivate our people to support
and adopt environmentally sound practices, because comprehensive protection of the environment can only be achieved
with the backing of the entire workforce.
4. Open communication with the airport’s local communities and business partners
We seek a rich and active dialogue with stakeholders. We are
in constant contact with the airport’s neighbors to ensure
active and timely communication with local communities on
environmental issues and concerns. Through close collaboration with customers and business partners, we aim to achieve
higher environmental standards throughout the airport. We also
publish information on Munich Airport’s environmental impact
and performance at regular intervals.
5. Safeguarding ecological progress
We work to ensure ecological progress by actively managing
environmental affairs. Besides targeting improved environmental performance, our efforts include environmental oversight
measures that ensure company practices are consistent with
our environmental policy and objectives as well as initiatives
designed to embed sound environmental management practices in company processes and procedures.
7
Environmental management centers on recording, evaluating
and optimizing the environmental impact of a company’s activities. FMG’s environmental management system is based on
the international standard ISO 14001 and the European Union’s
Eco-Management and Audit Scheme (EMAS).
FMG’s environmental management system (EMS) consists
of the following:
Preparatory environmental review
The purpose of this is to analyze the current status. As part of
the rollout of the environmental management system, general
and environment-specific data on the company were collected;
environmentally specific statutory and regulatory requirements
relevant for FMG were analyzed; compliance with these requirements was verified; and significant aspects – i.e., environmentally relevant processes – were identified. This served as a
basis for assessing the direct impact (i.e., the impact within
FMG’s scope of influence) and the indirect impact on the environment. This analysis is to be repeated at regular intervals.
Depending on their environmental relevance, other companies
located at the airport were also included in the review.
8
This represents a binding action guideline for all company units
and employees and underscores the importance of environmental protection for FMG.
Environmental program
This encompasses objectives and initiatives focused on environmental protection, safeguards and performance improvements throughout all relevant FMG action areas. The program is reviewed at regular intervals to verify successful implementation.
EMS structure and documentation
Environment-specific procedures and workflows at FMG are
controlled and documented through the environmental management system. An environmental manual has been published to help put this into practice; this manual is updated at
regular intervals. Another instrument within the environmental
management system is the environmental information system,
which is used to evaluate key environmental metrics.
Environmental audit
This internal audit is an instrument for the systematic verification and assessment of all environmentally relevant activities
and the EMS itself. It is conducted annually to track progress,
identify shortcomings and ensure compliance with environmental requirements and statutory regulations.
Review by executive management
The purpose of the management review is to ascertain
whether company environmental policy is being implemented,
determine whether targets are being achieved, and gauge the
effectiveness of the management system; it is conducted by
executive management on an annual basis.
Environmental statement
This describes the EMS and documents the company’s environmental policy, goals and program. The environmental
statement serves to inform the public at large about FMG’s
activities and achievements in the area of environmental protection. The statement is updated annually and is validated by
an environmental auditor.
President and CEO
Personnel Industrial
Relations Director
Central, support and
business divisions
Validation/certification of the EMS
This is a process in which the information contained in the
environmental statement and other elements in the eco audit
process – namely environmental policy, the environmental program, and the deployment and effectiveness of FMG’s environmental management system – are all reviewed. This also
encompasses an assessment by the environmental auditor of
the suitability of the preparatory environmental review, the
environmental audit, and other methods and procedures used
by the company.
Through the introduction and onward development of the environmental management system, the company will achieve
greater efficiency, transparency and verifiability with regard to
its environmental activities and planning. In addition, the goals
and initiatives set for individual units will help to continuously
improve environmental performance and processes.
Chief Financial Officer
Chief Operating Officer
business divisions
business divisions
Corporate Development
and Environment
Environmental Strategy
and Management
Company officers
Environmental officer
Environmental management officer
9
Munich Airport’s environmental organizational structure
At Flughafen München GmbH, environmental protection is integral to responsibilities and workflows at every level within the
organization – from the CEO, who bears the responsibility for
company plants and installations requiring official approval
under pollution control legislation, all the way down to individual workers, who are responsible for their own actions and possible environmental consequences.
Corporate management is tasked with ensuring compliance
with the requirements established by the environmental management system. Among other things, it is responsible for
environmental policy, ensuring the availability of sufficient
human, technical and organizational resources to sustain the
environmental management system, and the conduct of regular
reviews to verify the effectiveness of the environmental management system.
Environmental Strategy and Management is centrally responsible for all issues pertaining to environmental protection; it
works in close collaboration with relevant units within FMG.
In addition, the company has appointed an environmental officer. His remit includes the development of environmental
strategies and action plans, the coordination of environmental
activities, the implementation of environmental initiatives, and
monitoring of compliance with official and statutory requirements. He is also generally responsible for setting up and
extending the environmental information and management system.
To ensure that the environmental management system continues to operate effectively over the long term, an environmental
management officer has been appointed who has been tasked
with ensuring the system’s functionality and effectiveness.
The heads of corporate, business and service divisions are
responsible for the implementation of the environmental management system in their respective units.
FMG also has a number of other company officers responsible
for specialized fields such as emission and noise control, hazardous materials, water quality protection, and water management and drainage installations. Their remit is to fulfill statutory
and official oversight requirements within their respective areas
of responsibility.
Work in airport organizations
Munich Airport is a member of key national and international
airport organizations. Officers of Flughafen München GmbH
represent the airport in German and European environmental
working groups set up by the German Airports Association
(ADV) and the Airports Council International (ACI). The work
carried out by these groups ranges from the planning of residential developments in the vicinity of airports to the creation
of systems of environmental indicators and the publication of
recommendations regarding noise limits for aviation.
Interlocking environmental and quality management systems
Parallel to its environmental management system, FMG operates an ISO 9001-certified quality management system for
technical and traffic operations. The environmental and quality
management systems interlock so as to exploit synergy benefits and optimize the performance of both systems. Among
other things, they share procedures and work guidelines.
The FMG team responsible for setting up the environmental management system (left to right): Helmut Hofstetter, Dr. Josef Schwendner,
Günther Schmitz, Rainer Hörl, Eva Schmidt, Jörn Peter (Arqum, Gesellschaft für Arbeitssicherheit-, Qualitäts- und Umweltmanagement),
Matthias Linde, Egon Renz, Thomas Torsten-Meyer
10
A competent, dedicated and satisfied workforce is not just crucial to the success of the company but is also a prerequisite for
successful environmental stewardship. For this reason,
Flughafen München GmbH accords high priority to employee
education and training. To advance and sustain employees’
motivation and qualifications in the area of environmental protection, FMG organizes information and training events on a
range of environmental topics (the correct handling of hazardous materials, for example). New hires attend induction
seminars lasting several days during which they are familiarized
with environmental practices at the airport. The company also
takes various steps to ensure that the workforce is provided
with information on a continuous basis, above all through
Flughafen Report, a monthly employee newspaper which regularly devotes column space to environmental topics. Another
important information medium is the company intranet, which
enables information updates to be distributed to the workforce
rapidly.
The idea pool: Soliciting constructive suggestions
Successful companies build on a committed, well-qualified
workforce with an entrepreneurial mindset that seeks actively
to take the company forward. The goal of the idea pool is tap
into potential for improvement and, thus, advance the optimization of processes. Optimum workflow can only be achieved by
leveraging the whole of the workforce’s skills and by actively
involving employees in the design of processes.
11
Flughafen München GmbH works hard to achieve a common
understanding between the airport and its neighbors regarding
the airport’s benefits for the region and vice versa by taking
into account the interests of local communities in the airport’s
development plans. FMG is convinced that the airport can only
develop as a key Central European aviation hub if it has the
backing of its neighbors.
12
Keeping the public informed on a regular basis
One of Flughafen München GmbH’s principles therefore is to
keep the general public informed and to sustain an open dialogue with the airport’s neighbors. In M Dialog, a bimonthly
newspaper published for residents of the airport’s local area,
passengers, and the general public, FMG addresses environmental and regional development issues and publishes quarterly reports on noise levels and concentrations of airborne pollutant measured in and around the airport. The company has also
published a video film with detailed information on the operational and technical aspects of environmental protection at
Munich Airport.
Good relations with neighbors
”The regional relations office provides an important
contact point
where people can
raise all kinds of
issues. Our neigh-
boring communities thoroughly appreciate having us to turn to. My work as
FMG’s regional relations officer focuses
on three main areas: Building and maintaining our base of contacts, lobbying
for the creation of additional airport road
and rail links, and promoting the development of the region’s infrastructure.
When people on both sides of an issue
On its web site, Flughafen München GmbH publishes not just
current information for travelers and airport visitors but also
regularly updated environmental data. This includes the average
monthly noise readings taken at 16 measuring stations as well
as monthly airborne pollutant levels. In addition, users can
download environmental reports that include detailed information on air traffic, noise, air pollutants, and the weather.
Information is also available on site: Interest in environmental
initiatives and in opportunities to engage in discussions with
the airport’s environmental experts is high, as is evident from
the large number of special tours provided for members of aircraft noise commissions from airports in Germany and abroad,
representatives of public authorities, student groups, and residents of local communities and their political representatives.
are willing to take a step toward one
another and are aware of their responsibilities, it’s good for neighborly relations.”
Florian Fischer, FMG’s regional relations officer
and head of Corporate Development
and Environment
A good scorecard in the region
FMG’s policy of promoting close ties with the region and its
commitment to reducing as far as possible the impact of airport
operations are proving successful. A 2003 survey conducted by
NFO Infratest Wirtschaftsforschung GmbH based on 1,580
interviews in 26 local communities revealed that 88 percent of
those questioned enjoyed living in the airport’s region. Seventytwo percent rated the air quality either as good or very good;
82 percent were no less positive about the economic situation
in their home region. Thirty-eight percent of those surveyed
said they found aircraft noise a nuisance, while 33 percent
cited road traffic noise as a primary annoyance. Four in five
people, or 82 percent of the sample group, stated that they
considered the construction of the airport to be an advantage
for themselves and their local area. A similar representative
survey is to be conducted in 2006.
A trusted information platform
The Airport Forum, set up in 2000 and chaired by Bavaria’s
transport minister, Dr. Otto Wiesheu, has proved to be a valuable information platform, making an important contribution
toward open communication in a spirit of trust between the airport and its local region. The Forum’s meetings, held on a regular basis, are attended by local councilors from the Erding and
Freising districts, the mayors of nearby towns and communities, the spokesperson for the Erding/Freising chamber of
industry and commerce, representatives of local trade and craft
organizations, and Flughafen München GmbH executives.
The regional relations office: Liaising between the airport
and its locale
Florian Fischer, FMG’s regional relations officer and the main
contact for anyone wishing to level complaints or submit
requests and suggestions to the airport operator, believes in
fostering an open dialogue with local communities. He also
actively seeks to engage community representatives and other
stakeholders throughout the region in dialogue.
Moosburg a.d.Isar
Zolling
Allershausen
Hohenkammer
Langenbach
Langenpreising
Kranzberg
Marzling
Berglern Wartenberg
Freising
Eitting
Fahrenzhausen
Fraunberg
Neufahrn
b.Freising
Oberding
Bockhorn
Hallbergmoos
Eching
Erding
Moosinning
Walpertskirchen
Up to 2,500 inhabitants
2,500–5,000 inhabitants
More than 20,000 inhabitants
Neuching
Wörth
Finsing
Ottenhofen
13
Environmental initiatives at Munich Airport International
An evaluation system has been created to classify direct and
indirect environmental impacts; this is used to assess these
impacts on an annual basis. Key areas of environmental performance at Munich Airport are described in detail in the sections that follow. The descriptions also include figures and
details of specific environmental goals and initiatives.
14
Environmental initiatives at Munich Airport International
Aircraft noise
There’s no such thing as an instant solution when it comes to
avoiding aircraft noise. Every commercial airport faces a unique
set of circumstances determined by traffic volumes, arrival and
departure routing, night flight regulations, local communities’
concerns, neighbors’ expectations, and numerous other factors. At the end of the day, though, it might be impossible to
eliminate aviation noise entirely, but there are plenty of ways to
reduce it.
Two sources of noise
Aircraft noise has two components: aerodynamic noise and
engine noise. Aerodynamic noise is caused by the displacement of air flowing around the body of the aircraft, which
forms vortices on the aircraft’s skin. Although this plays a comparatively minor role during takeoff, it accounts for roughly half
of the total noise produced during landings. This is because
anything that diminishes the plane’s aerodynamic efficiency
during an approach – the flaps, slats and landing gear, for
example – increases the noise level.
Engine noise consists of a number of different sounds – the
hot exhaust gases hitting the much colder outside air, the rotation of the fans, and the combustion of the kerosene inside the
engine.
Aircraft noise
15
Aircraft and engine technology: Lowering noise levels
The first-generation jet engines in aviation, known as turbojet
engines, were especially loud. Since the end of the 1960s,
though, aero-engine makers have been building much quieter
turbofan engines. These engines typically have a much greater
diameter and a prominent fan at the front. Today, jet aircraft
with turbofan engines have for the most part superseded their
older turbojet counterparts in the skies over Germany.
One of the latest developments in initiatives to build quieter
engines is something called the chevron nozzle (see photo at
left). What’s unique about this nozzle is that it has a sawtooth
trailing edge. This sophisticated piece of engineering has been
shown in tests to reduce engine noise by one decibel. It lowers
noise by causing longitudinal vortices that help the hot and cold
gases coming out of the engine to mix better. However, the
chevron nozzle increases air resistance, causing the plane to
consume 0.5 percent more fuel.
Noise footprint: The area impacted by aircraft noise
Technological advances in aviation engineering have had a considerable influence on the propagation of aircraft noise in the
airport’s surrounding area. The graphic shows the 75dB(A)
noise footprints for two different types of aircraft. The noise
footprint is the area at whose edges a specific noise level – in
this case, 75dB(A) – occurs when an aircraft takes off. The larger and lighter-colored of the two footprints shown here in the
graphic belongs to an older Boeing 737-200 with turbojet
engines but retrofitted with a so-called hush kit to reduce
noise. The smaller, darker-colored footprint superimposed on it
is from a modern Airbus 320. The difference in the sizes of
footprint reflects how the noise produced by more recent, quieter aircraft impacts on a much smaller area around the airport.
Comparison of noise footprints
2.5 km
1.5 km
0.5 km
Runway
0
- 0.5 km
- 1.5 km
- 2.5 km
-1 km
0
1 km
2 km
3 km
4 km
5 km
6 km
Takeoff point ----------------------------> No. of km from takeoff point
75 dB(A) - Airbus 320
16
Aircraft noise
7 km
8 km
75 dB(A) - Boeing 737-200 HK
9 km
10 km
11 km
12 km
13 km
14 km
15 km
16 km
Monitoring noise around the clock
In compliance with Section 19a of Germany’s Aviation Act,
Flughafen München GmbH operates installations that monitor
aircraft noise levels. The most important element in FMG’s
monitoring system are 16 measuring stations located around
the airport within a radius of roughly 20 kilometers. These stations’ locations were selected jointly by FMG and the Aircraft
Noise Commission. Each of these measuring stations has a sixmeter microphone mast, noise measuring equipment, and a
station computer. The computer sends the noise data collected
by the station to a central computer system at the airport.
Readings of aircraft noise are collated with radar tracking of aircraft movements, making it possible to accurately identify individual aircraft responsible for noise incursions.
Aircraft noise is assessed based on readings of noise peaks
and continuous noise levels measured in dB(A). A noise peak
describes the actual maximum sound pressure level caused by
an individual noise event – a single aircraft flying past or over a
given location, for example. Continuous noise levels are computed in those places where the duration as well as the intensity needs to be taken into account. Individual sound events that
occur within a certain period of time are averaged out to obtain
a continuous noise level for that period. The continuous noise
level is therefore seen more as a measure of trends in the
overall noise situation at an airport over the course of, say, a
year.
As the table shows, the number of particularly loud noise
events – in excess of 85dB(A) – recorded by the measuring stations near the airport has dropped despite the increase in traffic. Continuous noise levels measured along the boundary
defining the zone beyond which flight operations may not
cause an equivalent continuous noise level of more than
62dB(A) have remained stable or even declined slightly.
Numbers of noise events in excess of 85 dB(A) recorded at
measuring stations near the airport
Measuring
station
1993
1995
1997
1999
2001
2003
2004
Attaching
404
303
255
87
58
37
37
Hallbergmoos
747
500
379
141
110
23
34
–
468
227
142
190
270
264
1509
1037
977
585
501
368
463
Pulling
Schwaig
Continuous noise levels in dB(A) during the six busiest
months (May to October) at measuring stations along the
62dB(A) boundary
Measuring
station
1993
1995
1997
1999
2001
2003
2004
Brandstadel
54
53
52
51
53
52
54
Lageltshausen
53
52
52
52
52
49
50
Reisen
51
54
53
53
52
52
53
Viehlaßmoos
52
52
51
51
49
51
51
The noise readings help to provide a picture of trends in aircraft
noise in the airport’s surrounding area. They make it possible to
verify, for example, whether changes to flight procedures and
aircraft routing have proven effective from a noise control
standpoint. The noise readings, published for the local population at regular intervals, provide an objective set of data for recommendations by the Aircraft Noise Commission, and are used
in the creation of the German transport ministry’s bonus list of
particularly quiet aircraft.
Aircraft noise
17
A backgrounder on arrival and departure routing
Just like any other
procedure to do
with air traffic control, departure
routes are set by
DFS Deutsche
Flugsicherung
GmbH, Germany’s
ATC operator. DFS
generally tries to
make sure that aircraft don’t fly over
populated areas. Given the population
density and structure throughout Germany, though, this is often only possible to limited degree. Once the experts
at DFS have mapped out what they believe to be a viable new departure
route, they present it to the Aircraft
Noise Commission for discussion. DFS
also presents alternatives it has considered, but explains, as appropriate, why
these were rejected. The same procedure also applies when changes are
made to existing departure routes. The
commission’s tasks are laid out in
Section 32b of Germany’s Aviation Act.
Departure routes have to be officially
sanctioned with a statutory order
passed by the Federal Office of
Aviation. Although modern navigation
systems allow an aircraft’s position to
be determined with exceptional precision, ground-based and on-board systems are only capable of operating to
certain tolerances dictated by the limitations of the technology. As a result, a
plane may deviate horizontally from the
ideal line computed for a particular
departure route. The exact path taken
also depends on other factors, such as
wind and the speed of the aircraft. This
is why a corridor is defined along the
ideal line of a departure. DFS computes
the size of these corridors based on
guidelines published by the International
Civil Aviation Organization (ICAO) in
DOC 8168 (PANS OPS).
broadcasts radio waves which are displayed in the cockpit for the pilot as an
on-course indication. Essentially, the ILS
defines the approach line and the glide
path angle – at Munich, three degrees
as is typical at international airports. For
inbound flights (in contrast to outbound
flights) there are no corridors as such.
Depending on the traffic situation, the
traffic volume, and the time of day,
inbound planes are led onto the instrument landing system for their runway at
a distance of between eight and 25 nautical miles (15–46 kilometers) for their
final approach.
Aircraft on approach runs into Munich
Airport are guided individually into the
respective instrument landing system
(ILS) for their target runway by Munich’s
approach air-traffic controllers. The ILS
Additional information is available on the
Internet at www.dfs.de -> Aircraft noise
and the environment
The Aircraft Noise Commission: In search of compromise
Maintaining good relations with local communities plays a crucial role in Munich Airport’s future development. Productive collaboration, however, is impossible without an ongoing dialogue.
This is why representatives of local councils from around the
airport region meet regularly with ministry officials, members of
the aviation community, and other experts in the Aircraft Noise
Commission to discuss airport-related issues of relevance for
the local populace – issues like the optimization of flight paths.
These meetings enable the Aircraft Noise Commission to prepare proposals for the airport’s supervisory authorities and,
thus, make an important contribution toward balancing the airport’s and its neighbors’ interests.
18
Aircraft noise
Once a plane is roughly ten nautical
miles (around 19 kilometers) from the
runway, the approach controller hands it
off to a tower controller. The tower controller gives the inbound aircraft landing
clearance.
Martin Köppl, Media Relations Officer, DFS Munich
Each year, the airport is required to submit a noise report to the
aviation authorities and the Aircraft Noise Commission to prove
that it has not exceeded its noise quota. This also ensures that
the general public is kept informed about the number of night
flights and the airport’s compliance with the night-flight regulations.
Home base:
intercontinental flights
S
L
Home base: short and
medium-haul flights
S
L
02:00
04:00
06:00
S
L
S
L
Home base: ferry flights
Munich List
Mail and DFS survey flights
S
L
Training and practice flights
S
L
01:00
23:00
03:00
05:00
not permitted
permitted
Also permitted:
- Takeoffs and landings necessary for emergency services, disaster relief and
police operations
- Landings for meteorological, technical or other air safety-related reasons
- Flights granted special dispensations by Bavaria’s Ministry of Economic
Affairs, Infrastructure, Transport and Technology or the Authority for
Aviation
Supervision to avoid substantial disruptions to air traffic or for other reasons
of special interest
Night flights
49
50
40
42
40
41
38
42
Other
Mail
35
20
Munich List
10
Home base
0
2003
Delayed
2004
30
2002
In addition, night-flight operations are only permitted insofar as
they do not exceed a set annual noise quota. The amount of
noise is computed based on the number of inbound and outbound flights and on the type and size of the aircraft. The quieter the aircraft operated, the greater the number of flights permitted and vice versa.
S
L
2001
- a planned movement by a scheduled or charter aircraft (max.
28 a night)
- a flight operated by a carrier who has a home base in Munich
- a flight by an aircraft on the so-called Munich List that does
not, on average, cause individual noise events of more than
75dB(A) at measuring stations in the vicinity of Munich Airport
- a training flight.
Delayed/early flights
2000
In the remaining night time hours (between 10:00pm and midnight and between 5:00am and 6:00am), only aircraft on the
federal transport ministry’s so-called bonus list are allowed to
operate. The only exceptions to this rule are delayed or early
flights by planes with at least a Chapter 3 ICAO noise rating. In
addition, aircraft movements are required to be one of the following:
(max. 28 per night)
1999
In the main curfew period between midnight and 5:00am, only
mail flights and ATC survey flights are permitted. Other exceptions to the curfew include medical emergency and aid flights,
landings required for reasons of air safety, and flights for which
special dispensations have been granted by Bavaria’s Ministry
for Economic Affairs, Infrastructure, Transport and Technology.
There is a public interest that these aircraft movements be
allowed to take place, so there is no restriction on when they
can occur.
00:00
22:00
S
L
Scheduled aircraft movements
1998
Since March 2001, night traffic at Munich Airport (flights
between 10:00pm and 6:00am) have been governed by amended regulations issued by the regional government of Upper
Bavaria.
Night flight restrictions
Number of night flights in an
average night
Night flight curfew limits the number of aircraft movements
Planned quota
Since March 2001, night flights in the Munich List and home base categories
have not been included in the planned quota of aircraft movements.
Aircraft noise
19
Fee policy encourages use of quieter planes
Advances in noise control and in aircraft engine technology are
progressing more rapidly than changes can be made to international agreements governing admissible noise emissions for aircraft. Munich Airport has responded to this trend by adjusting
its landing fee schedule. Aircraft types are assigned to noise
categories, based on mean recorded noise levels during takeoff
and landing operations. Jets in the quietest category are
charged eight times less than jets in the noisiest category. At
the same time, especially quiet aircraft on the so-called bonus
list – published by the federal transport ministry and based on
noise readings taken at German commercial airports – qualify
for an additional reduction in weight-dependent landing fees.
Munich Airport plans to further increase the degree of differentiation in its scale of noise-dependent landing fees.
can be tested. With 20-centimeter-thick reinforced concrete
walls, ten-centimeter-thick acoustic panels on the inside, and a
special conical shape, the hush house dampens engine noise
exceptionally well. During engine test runs, noise levels inside
can peak at around 110 dB(A). The noise emissions at the nearest habitations are tracked constantly as part of a special noise
monitoring program. By optimizing the positioning of aircraft in
the hush house, the airport has succeeded in further reducing
noise levels caused in neighboring developments by engine
tests.
Numbers of engine test runs
1200
1000
800
Engine testing in the airport’s hush house
Test runs need to be performed on aircraft engines to check
their performance after maintenance work has been completed. Often, time constraints mean that these tests can only be
conducted at night. To meet this need, Flughafen München
GmbH built a hush house, a specially designed building where
engines
20
Aircraft noise
600
400
200
0 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
Noise-optimized arrival and departure
procedures
In a research project supervised by
the German
Aerospace Center,
air-traffic control
operator DFS and
Flughafen
München GmbH
are collaborating on
finding ways to
reduce the noise caused by aircraft
takeoff and landing operations. Given
that advances in further reducing engine
noise anticipated for the years ahead
will only help to improve the noise situation at airports in the longer term on
account of the time it will take for these
improvements to find their way into
new production aircraft, the aim of this
joint research project is to bring about
short-term improvements. The project
focuses on minimizing noise on departure routes by taking into account the
average wind direction and its impact
on noise propagation; on gauging the
Noise control and construction planning: Deciding what can
be built where
Because the degree of protection against noise needed by the
population has generally increased, Bavaria’s regional development program reclassified the noise control area around
Munich Airport and issued revised construction regulations.
The goal was to avoid, or at least minimize, noise nuisance,
particularly in areas with a primarily residential or leisure purpose. The airport’s noise protection area is divided into three
zones, A, B, and C. These zones are based on airport forecasts
of the equivalent continuous noise levels caused by aircraft.
These zones may be utilized as follows:
potential for noise reduction in mapping
flight paths to the course of autobahns;
and on estimating the potential for
noise reduction through weather dependent flight paths. FMG is contributing to the project by supplying data
recorded by its noise monitoring installations.
Additional information:
www.fv-leiserverkehr.de
Dr. Frank-Thomas Winter, Environmental Strategy
and Management (FMG)
- Zone A, > 65dB(A): Commercial real estate for use by businesses and public authorities which are either involved directly in airport operations or which themselves are responsible
for high levels of noise.
- Zone B, 62–65dB(A): Unrestricted use for commercial and
industrial purposes.
- Zone C, 58–62dB(A): Mapping and allocation of construction
land for residential purposes in zoning and development plans
to complement existing residential developments; sub-zone
Ci, with noise levels of 60–62dB(A), is intended to fill gaps
between development areas.
Strategic goal
Initiative
Time frame
Consolidation of the noise
protection program
Adjustment of anti-noise windows (see the section on
planning and construction for additional information on
noise protection)
Completed
Reduction of noise impact
from engine tests
Optimization of the positioning of aircraft in the hush house
Completed
Assessment of construction measures with a view to
technical viability from a flow perspective
Mid-2006
Incentives for airlines to
operate quiet aircraft
Introduction of a wider spread of noise-dependent landing
fees
End of 2007
Advancement of research
into means of reducing
aviation noise
Work on the Federal Ministry of Education and Research’s
Low-noise Arrival and Departure Routes project
Thru end of 2006
Support for the German Aerospace Center’s Quiet Air
Traffic II project
Thru end of 2007
Optimization of departure procedures in association with
airlines and air traffic control
Ongoing
Reduction of local
aviation noise
Aircraft noise
21
Air quality
Airport operations create a range of airborne pollutants. The
main pollutants are carbon dioxide, nitrogen monoxide, nitrogen
dioxide, carbon monoxide, and hydrocarbons. The primary
sources of pollutants at airports are aircraft and motor vehicles.
About half of all automobile pollution comes from vehicles picking up or dropping off passengers. The rest is caused by service vehicles involved in airport operations and by airport
employees’ and visitors’ cars.
The airport’s own power generating facilities, aircraft air-conditioning systems, and refueling operations also play a role, but
to a much lesser extent. Whereas air traffic causes around
three-quarters of all carbon dioxide and nitrogen oxide emissions, motor vehicles are the main source of carbon monoxide
and hydrocarbons.
Air quality monitoring with stationary and mobile equipment
Munich Airport monitors air quality constantly through a network of air pollutant measuring stations. The first of these stations was set up by Flughafen München GmbH in 1991 – one
year before the new airport began operating – at the eastern
end of the airport site. This location was chosen because the
22
Air quality
prevailing winds are mostly westerly, causing the east side of
the facility to be more heavily affected than the west. The
measuring station is located on the airport’s perimeter because
the primary purpose of monitoring pollutant levels is to protect
local residents in neighboring towns and villages.
The stations measure concentrations of sulfur dioxide, carbon
monoxide, nitrogen monoxide, nitrogen dioxide, PM 10 (respirable particulate matter 10 microns or less in diameter),
ozone and BTX hydrocarbons (benzene, toluene and xylene). All
the measuring equipment is checked for accuracy in accordance with standards set by Germany’s environment ministry.
Daily function checks, regular maintenance, and quality control
tests on the equipment ensure a system availability in excess
of 90 percent. Data collected by the station, is retrieved automatically several times a day.
Other checks, too, are carried out as needed. A biomonitoring
program, for example, tracks the accumulation of soot deposits
in plants, and mobile measurements of pollutant levels are
taken to determine whether aviation or motor traffic causes the
greater number of air pollutants.
Reducing aircraft engines’ pollutant
emissions
Aircraft carbon
monoxide and
hydrocarbon emissions are very low
because combustion in jet engines
is a continuous
process. In this
sense they are
superior to diesel
and gasoline
engines. The smoke emissions from
earlier aircraft engine types are also a
thing of the past. What remains problematic, however, are the nitrogen oxide
(NOx) emissions, which are actually on
the increase in modern engine types.
The reason: Modern engines run hotter,
and the combustion temperature is the
very factor linked physically to the production of NOx. In principle, the higher
the process temperature in an engine,
the greater the engine’s thermodynamic
efficiency, but with the same combustion chamber technology, the NOx emissions are higher, too. Given that kerosene consumption plays a sizeable role
in operating costs, it is necessary to use
engines that are more fuel efficient. We
can therefore expect to see a trend
toward higher combustion temperatures
on account of the more favorable
mileage and lower CO2 emissions as a
result.
Two measures are used to reduce NOx
emissions:
- an increase in overall engine efficiency
- the introduction of low-emission
combustion chambers
The propulsion efficiency increases with
the bypass ratio, meaning that it depends in the end on the diameter of the
fan (the large set of blades visible at the
front of the engine). Over the past 30
years, aero-engine makers have managed to increase bypass ratios considerably, with a resultant drop in fuel consumption of nearly 50 percent. Since
even higher bypass ratios can still be
achieved, a further 20 percent drop in
fuel consumption is possible, which
translates into a 20 percent reduction in
emissions. However, this will require a
reduction in the size of the core engine;
this can be accomplished by increasing
the process pressures and temperatures.
The latest engines built for the Airbus
A380, the Boeing 787 Dreamliner or the
Airbus A350 follow this trend. Another
means of substantially increasing the
bypass ratio is to insert a step-down
gear box between the core engine and
the fan. However, in the case of large
engines used in civil aviation, that is a
feature we can only expect to see in
future engine generations. One positive
side-effect is that this kind of engine
design will be noticeably quieter.
There are two routes in the development of low NOx combustion chambers: A substantially improved fuel mix
can avoid local temperature peaks in
the flame tube, which leads to lower
NOx emissions. This approach was pursued in the past in an aerospace
research project in Germany, where it
succeeded in lowering NOx by 30-40
percent in comparison with conventional engine combustion chambers. At the
same
time, through the transition to so-called
lean combustion it is possible for the
first time to lower NOx emissions much
further. Previously, systems of this kind
used multiple chambers which could be
enabled automatically depending on the
performance requirements.
In a European collaborative research
project, a CLEAN technology engine
with a multiple-stage lean combustion
chamber demonstrated that NOx emissions can be reduced by as much as 70
percent in comparison with the technology typically in use today. Engines with
multistage chambers are already on the
market today. However, because systems of this kind are more costly, heavier and more fault prone on account of
their greater complexity, researchers
are pursuing other lines of thinking in
the development of new engines:
Through a multi-stage fuel/air mixing
process, lean operating conditions with
extremely favorable NOx emissions can
be achieved in extensive areas of the
combustion chamber without substantially increasing the chamber’s complexity.
Current advances, many in the context
of major EU-sponsored technology programs, are helping to achieve an important strategic goal by the year 2020: a
reduction of NOx emissions by 80 percent while at the same time lowering
kerosene consumption and, thus, CO2
emissions by 20 percent.
Dr. Stefan Hohmann, combustion specialist, MTU
Aero Engines, Munich
Readings show that limits are rarely exceeded
Measuring station readings have shown that the air quality in
the airport area is broadly similar to that found in other predominantly rural areas or on the periphery of cities. For the most
part, only ozone levels exceeded set limits and target values.
This occurred in the spring and summer, when levels were
generally up on a large scale throughout Europe. The rise is
largely attributable to pollutants from automobiles rather than
to
pollutants from aviation.
Concentrations of sulfur dioxide, carbon monoxide, nitrogen
monoxide, benzene, and other BTX hydrocarbons have
remained consistently low. Levels of nitrogen oxides and particulates are mostly in the low to medium range. The airport is
planning to take detailed readings to identify the particulates’
component materials.
Air quality
23
Contending with tougher limits on nitrogen dioxide
Nitrogen dioxide is the most significant pollutant generated by
airport operations, because its readings are closest to statutory
limits, even without the airport’s influence on levels. Since the
1990s, nitrogen dioxide levels have become increasingly important – not on account of the extremely moderate increase in
levels measured near the airport, but because statutory limits
are being lowered annually in stages. When the airport moved
to its current location in 1992, the limit was 80 micrograms per
cubic meter (µg/m3), averaged out over the year; for 2005,
though, the limit was set at 50µg/m3, with a further reduction
to 40µg/m3 slated for 2010. FMG has responded by setting up
two additional measuring stations for nitrogen dioxide and nitrogen monoxide on the airport’s southwest and northeast
perimeters.
Since the commissioning of the new airport facilities in 1992,
annual average concentrations of nitrogen dioxide have been in
the 22–30µg/m3 range – levels typical for a small or midsized
town. The highest average level in a given month was
67µg/m3, and the highest level in a given half-hour was
222µg/m3, both recorded in January 1997.
Concentrations of nitrogen dioxide typically fluctuate over the
year, from season to season, with higher levels being recorded
in the winter than in the summer. This is due to the prevalence
of inverted weather patterns during the winter. Under these
conditions, nitrogen dioxide-rich air masses at ground level –
caused by the ubiquitous road traffic in Central Europe – mix
less rapidly with cleaner air from higher altitudes than during
the summer. When this occurs, as is often the case in January
and February, nitrogen dioxide levels can rise sharply over an
extensive area.
Ozone levels reached new highs in a record-breaking summer
The annual mean values for ozone are in the region of
40µg/m3. The highest ever monthly mean was 104µg/m3,
recorded in August 2003, during the record-breaking summer.
Previously, ozone levels had never even been close to that,
with the second-highest monthly mean at just 79µg/m3. To
date, the highest mean level over half an hour was 254µg/m3.
High levels typically occur between April and August. Here,
too, the duration and the intensity of sunlight play an important
role.
Nitrogen dioxide levels at Munich Airport
60
50
μg/m3
40
30
20
10
0
January
February
March
Monthly mean in 2002
How ozone develops in lower levels
of the atmosphere
In the lower levels
of the atmosphere,
ozone molecules
have just a short
life – anything from
a few seconds to a
few minutes. At
these levels, different chemical reac-
24
Air quality
April
May
June
July
August September October November December
Annual limit (Federal Pollution Control Act, 22nd Ordinance)
tions take place during the day that constantly create and destroy ozone. High
ozone levels usually occur when chemical and physical conditions in the
atmosphere cause more ozone to be
created than destroyed. Factors affecting the ozone content of air include the
intensity of solar ultraviolet radiation and
concentrations of nitrogen monoxide,
nitrogen dioxide, hydrocarbons, and
dust particles. Nitrogen dioxide, hydrocarbons, and UV rays are all needed to
produce ozone, while nitrogen monoxide and dust help to destroy it. The
comparatively low ozone levels in winter are due to the low UV radiation.
Levels are commonly higher in rural
areas than in urban areas because concentrations of nitrogen monoxide and
dust are higher in cities.
Volker Hergt, Environmental Strategy and
Management, FMG’s emissions officer
Keeping track of air pollutants
Concentrations of
air pollutants in the
airport area are
monitored on
behalf of FMG by
the company
Müller-BBM. The
readings obtained
in recent years
show that airport
operations are only of secondary relevance, even in the case of levels record-
ed directly at the airport: Current pollutant levels are still primarily attributable
to factors present prior to the construction of the airport.
It’s important to note, however, that
increasingly rigorous statutory limits are
being imposed for nitrogen dioxide, the
most important component. Under
these circumstances, and given the airport’s ambitious growth targets, it’s
important to step up efforts to ensure
that pollutant levels don’t rise in tandem
with expansion in the aviation sector.
In the spring and summer months, ozone concentrations
change significantly over the course of the day. Levels are low
in the early morning but rise as the day continues, peaking
between 3:00pm and 4:00pm, and then dropping toward
evening. These changes over the day are essentially due to
shifts in sunshine intensity. Changes in levels of precursor pollutants – caused by rush-hour traffic, for example – also play a
part.
Possible courses of action in the case
of aircraft, for example, include technological advances in engine design (a factor on which airports have no influence)
and measures to further optimize aircraft taxiing operations. Ideally, efforts
should also be made to limit further
increases in vehicular traffic at the airport. Improving rail access to the airport
would be an important step in the right
direction here.
Norbert Suritsch, Müller-BBM, Planegg/Munich
have a propensity for accumulating certain airborne substances
in their cells. Curly kale has proven to be an excellent indicator
for analyzing local levels of polycyclic aromatic hydrocarbons
(PAHs), a group of substances that includes naphthalene,
pyrene, fluorine, and benzo(a)pyrene. Rye grass is useful when
it comes to analyzing pollution with heavy metals. These tests
showed that concentrations of pollutants were low, typical for
the region, and had remained unchanged since before the airport began operating.
Biomonitoring with curly kale and rye grass
In 1991 and in 1993, tests using bioindicators were conducted
to determine the impact of air pollutants from airport operations on soil and agricultural products. These tests involved
exposing curly kale and rye grass to the air in the airport’s
Strategic goal
Initiative
Time frame
Optimization of information on
the emissions situation based
on findings regarding the
impacts of individual emitter
groups
Development of LASPORT, a tool to compute the spread
of air pollutants. This helps to achieve a better understanding of airport operations’ impacts on air quality, to
distinguish them from levels attributable to prior,
airport-independent factors, and to make meaningful
forecasts.
End of 2006
Positive impact on the air
pollution situation
Review of a number of measures, including pollutantdependent landing fees
End of 2007
surrounding area for prolonged periods. These plant species
Air quality
25
Public transport
Easy ground access will play a crucial role in Munich Airport’s
future growth. Further improvements to the road and rail infrastructure are important in order to enhance not just accessibility but also the interconnection of air and ground traffic. At present, rapid transit trains offer the only rail access to regional and
mainline rail services, and rail connectivity is focused on the
area to the west.
In 2004, around 31 percent of originating passengers traveled
to the airport on rapid transit rail services; 53 percent drove to
the airport by car, of whom 6 percent used hire cars; 6 percent
came by bus; and 10 percent arrived by taxi.
Given the lack of satisfactory local public transport services to
and from the airport, the majority of people who work there
airport travel by car. FMG is taking steps to change this by
encouraging employees to set up car pools. When preparing
duty rosters for dispatchers, for example, the interests of people traveling into work with colleagues are taken into account.
The main airport feeder road, the A92 Munich–Deggendorf
autobahn, is also the airport’s primary link to the nationwide
road network, connecting with the A9 Munich–Nuremberg
autobahn and, via the A99 Munich East ring road, the A8 to
Stuttgart and Salzburg. Work to widen the A92 to three lanes
each way along the section between the Neufahrn autobahn
intersection and the exit to the airport was completed in June
2003. The installation of a traffic management system has also
helped to improve traffic flow and road safety on the A92.
26
Access to the airport from the regional road network in the
west would be dramatically improved by completing the B388a
trunk road, which would close the gap between Fischerhäuser
and Hallbergmoos. This road has been tagged as an urgent project in the federal transportation development plan. A tangent
highway, the FTO, connects the airport with the regional and
national road networks to the east. The Bavarian state is pushing hard to achieve final completion of this road at the earliest
possible date.
Currently, rail services to Munich, the state capital, from
Munich Airport are available on the S1 and S8 rapid transit rail
lines, with departures every ten minutes. Travelers can catch
onward mainline services operated by national rail carrier
Deutsche Bahn at Munich Central Station, Munich East, and
Pasing. To enhance the appeal of public transport and extend
the airport’s role as an intermodal hub, efforts are currently
underway to advance two key projects: the construction of a
Transrapid maglev rail line and the completion of the rapid transit rail network’s circular in Erding. The Transrapid is to create a
direct rail link with a journey time of ten minutes and services
every ten minutes between Munich Airport and Munich Central
Station. In effect, this will enable Munich Central to serve as
the airport’s mainline train station. According to current planning, the Transrapid line is due to be commissioned in early
2010. Likewise due to be completed in 2010 is the Erding circular link, which will extend the airport’s rail connectivity to the
east.
Internal traffic
FMG operates a number of specialty vehicle on campus, including snow clearing trucks, fire engines, cars and vans. Passengers are transported on the apron by buses powered by conventional diesel engines. New buses purchased are equipped
with advanced particulate filters. Two of the apron buses run
on hydrogen as part of a test to determine the everyday suitability of this new fuel and this special type of powertrain (see
the section on the hydrogen project).
When FMG procures new vehicles, it is careful to select the
types of powertrains best suited to the specific duty requirements.
Fuel consumption
1,000,000
900,000
800,000
700,000
600,000
500,000
400,000
300,000
200,000
100,000
0
2001
2003
2002
Super
6,500,000
6,000,000
5,500,000
5,000,000
4,500,000
4,000,000
3,500,000
3,000,000
2,500,000
2,000,000
2004
Liters of diesel
Airlines, cleaning and refueling operators, and other companies
at the airport have a large fleet of vehicles, some running on
gasoline but mostly diesel-powered. There are also a number
of vehicles with alternative drive systems, including electric
motors.
Computersimulation
Liters of regular/super gasoline
By contrast, passenger stairs and baggage conveyors used for
handling operations on aircraft stands are mostly electric powered. Hybrid vehicles are used to transport baggage; these are
fitted with diesel and electric powered drives, with the latter
being used primarily when the vehicles are operated inside the
baggage handling facilities to avoid subjecting workers to
exhaust fumes.
Diesel
Regular
Strategic goal
Initiative
Time frame
Reduction of ramp service vehicle fuel consumption by 10 percent compared to 2005
Introduction of a speed limit of 30km/h for water and lavatory trucks to increase fuel economy and reduce wear.
Completed
Replacement of current freight tugs with a new, lighter generation of tugs to increase fuel economy.
Ongoing
New powertrain technology will be used when replacing
hybrid tugs. The new vehicles will have electric drives powered by a battery that is constantly recharged by a diesel
engine. This reduces idling losses because the vehicles only
operate on electric power.
Ongoing
Employees are to be encouraged and instructed to reduce
vehicle idle energy consumption. Telematics systems are to
be used for data communication and vehicle tracking.
End of 2006
Operation of diesel vehicles
equipped with particulate filters
New diesel-powered standard and production vehicles are to
be equipped with the latest particulate filter systems.
Ongoing
Procurement of natural gaspowered vehicles
Once a filling station to supply natural gas has been built,
gas-powered vehicles will be purchased for certain types of
airport duties.
End of 2007
Computersimulation
27
Energy
Munich Airport’s energy requirements – which are on scale
comparable with a town with 40,000 inhabitants and an average spread of industry – are filled by a central plant that delivers not just power and heating energy but also the cooling
energy required by the airport’s many air-conditioning systems
in a combined generating process. This centralized system
enables the airport to make optimum use of primary energy
resources to produce energy economically and in an environmentally compatible way.
A cogenerating plant covers the basic needs
To make efficient use of energy, the airport operates a combined heat and power plant. Nine gas-powered combustion
engines and connected generators produce a total output of
18.5 megawatts – sufficient to cover roughly half of the airport’s power needs. Heat recovered from the engines also fills
the airport’s basic heating requirements. During the summer,
the same heat is used to operate absorption cooling machines
that supply the air-conditioning systems cooling the airport
buildings. As a result, the airport’s on-site cogenerating facility
achieves a primary energy conversion efficiency of more than
80 percent. Output from the cogenerating plant is sufficient to
meet the basic power and heating requirements and maintain a
supply of emergency power. Additional heating energy is sup-
28
Energy
plied via a district heating line from a generating facility in the
nearby town of Zolling and by a separate on-campus boiler
plant, used to cover peaks in demand. Before the exhaust
gases from the cogenerating plant’s combustion engines are
released into the outside air, they pass through a two-stage catalyst consisting of an ammoniacal solution for selective catalytic reduction and an afterburner for thermal oxidization. This
largely eliminates pollutant gases such as carbon monoxide,
nitrogen monoxide, nitrogen dioxide and unburned hydrocarbons from the exhaust gas, keeping emissions well below
statutory limits. To reduce the power plant’s water consumption, the airport is planning to switch its water softening
process over to reverse osmosis; this will make it possible to
do away with the sulfuric acid tanks.
Taking a lead in environment-compatible cooling
The airport’s on-site cogeneration unit achieves its exceptional
overall energy efficiency through a fine-tuned mix of individual
components. For example, cooling energy is produced using a
new breed of low-temperature absorption chiller, a 2,500 kilowatt unit that marks the first successful attempt to use this
technology on an industrial scale. Using water as a coolant, the
chiller is capable of exploiting a far greater amount of the
waste heat from the cogenerating plant than would be possible
with
conventional cooling machines. This puts Munich Airport at the
forefront of environmentally compatible cooling process technology.
around
445,000 kWh (kilowatt hours) of power a year – roughly equivalent to the amount consumed by 155 households. Based on an
estimated useful life of 30 years, the photovoltaic plant will
reduce CO2 emissions by around 12,000 metric tons.
Intelligent IT optimizes energy management
CO2 trading underscores the airport’s environmental compatibility
As of 2005, FMG’s on-site power generating installations are
required to take part in an EU-wide emissions trading program.
Due to the airport’s highly efficient, environment-friendly technology, FMG was allocated marginally more emission allowances than expected for the initial trading period through to
2007. This underscores the airport’s high level of environmental
compatibility; also, the sale of these emission allowances
Energy consumption
35
500
In addition, a building control center running computer-aided
regulation programs tunes the energy consumption in line with
current needs and external factors. For example, energy-saving
programs ensure that outside air is used to cool buildings at
night during the summer months or that lighting is switched on
and off in line with the airport timetable.
450
Total energy consumption GWh/a
A computer-aided building control center for efficient regulation
30
400
25
350
300
20
250
15
200
150
10
100
5
50
0
Setting standards in solar power generation
On the roof of Terminal 2 is a photovoltaic generating plant,
completed in 2003, which is capable of delivering an output of
457kWp (kilowatt peak). Operating parallel to the grid, the plant
feeds the power it produces into FMG’s power supply system
via 133 inverters. At the time it was completed, the solar plant
– built as a collaborative project by BP Solar/Deutsche BP AG,
the German Environmental Management Association,
Deutsche Lufthansa AG, FMG, and private operating companies – was the world’s largest solar power installation at a commercial airport. The plant uses 2,856 separate solar modules,
each containing polycrystalline silicon cells and capable of delivering an output of 160Wp (watt peak), mounted on the roof of
Terminal 2 in seven rows. The plant is designed to generate
Specific energy consumption kWh/WLU*/a
Creating an environmentally and economically optimized energy
supply system involves more than just deploying a perfectly
coordinated set of installations. Optimized control systems,
too, are a crucial part of the equation. Due to the large number
of interdependencies involved in a complex energy supply system like FMG’s, the airport has installed a computerized energy
management system to assist plant operators. The system
operates predictively, computing its energy requirements on
the basis of a range of key factors, including the weather and
load profiles, as well as a continually optimized operating profile
that takes into account a variety of peripheral factors, such as
energy supply agreements and the availability of individual
plants.
0
1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
* See glossary. The airport's total energy consumption (including all non-FMG
companies)
increases the economic efficiency of our energy supply system.
Energy
29
Energy flow chart for 2004
Strategic goal
Initiative
Time frame
Reduction in the volume of
water consumed by the cogenerating plant by 20 percent in
comparison with 2006
Refitting of the cogenerating plant for reverse osmosis
Early 2007
Removal of the sulfuric acid
tanks used in the water softening process
Early 2007
Installation of a particulate filter
in the cogenerating plant
Installation of a particulate filter to reduce the amount of
dust emitted by the cogenerating plant
Mid-2007
Reduction in the amount of
energy used for heating, ventilation and air-conditioning in the
Central Area/T1 by 20 percent in
comparison with 2005
Installation of CO2 sensors to improve ventilation efficiency
in the Central Area
End of 2005
Adjustment of the temperature in accordance with the DIN
1946 standard (reduction of cooling energy) by extending
the zero energy band
Ongoing
Publication of guidelines on
energy-efficient construction
Authoring of guidelines on energy efficient construction
End of 2006
30
Energy
Hydrogen – fuel of the future
ARGEMUC – driving technology
The world has just limited fossil energy resources. In the long
term, humankind will need to find viable alternatives to fuels
like gasoline and diesel oil that are in such widespread use
today. Hydrogen is one energy source widely regarded around
the world as having the potential to play a major role in tomorrow’s energy supply. One advantage of hydrogen is that it can
be produced using a number of different regenerative processes, and it can be obtained using fossil resources during a transitional period. Switching to hydrogen will mark a fundamental
and permanent change in our energy systems.
Eleven leading companies united to form a consortium, ARGEMUC, to conduct a project to assess the feasibility of hydrogen
as a fuel. Partly with funding from the Bavarian State Ministry
for Economic Affairs, Transport and Technology, these companies are developing, implementing and testing a range of
hydrogen technologies at Munich Airport.
In the automotive sector, hydrogen can be used as an energy
source in combustion engines. In motor vehicles, hydrogen is
stored either as a gas under extremely high pressure or in liquid form at an extremely low temperature (-256°C). Because
the energy density of gaseous hydrogen is substantially lower,
storing a comparable amount of energy requires fuel tanks with
a much higher volume. In buses, this is not a problem because
the roof structure offers sufficient space for tanks. In cars,
though, chilled, liquid hydrogen has distinct advantages.
Tomorrow’s mobility today: Hydrogen
in Munich
Hydrogen-powered
buses have already
covered more than
500,000 kilometers
on Munich Airport’s
apron. Since
September 2005,
the project has
Hydrogen at Munich Airport: A glimpse of tomorrow
In May 1999, Munich Airport opened the world’s first public
hydrogen filling station, signaling the beginning of the hydrogen
age. Gaseous hydrogen is produced on site by splitting water in
a high-pressure electrolysis unit or by reforming natural gas.
The gas is treated, compressed and then stored in high-pressure tanks that are used to fuel passenger buses powered by
combustion engines and fuel cells. In addition, hydrogen is
delivered to the airport in chilled, liquid form. This is stored in a
heavily insulated tank from which cars are filled automatically
by a robot refueling system.
been widened to include two hydrogenpowered public transport buses operating between Hallbergmoos and the airport. One bus is fitted with a conventional combustion engine; its emissions
are considerably lower than the limits
set in the Euro 5 standard that has not
yet come into force. The other has a
fuel-cell drive which only emits steam.
Both refuel exclusively at the airport’s
hydrogen filling station. Bavaria’s trans-
port ministry has provided EUR15 million to fund the trial operations, which
are to continue until December 2006.
Hydrogen is the future of mobility, and
that future has already dawned at
Munich Airport.
Rainer Hörl,
Head of Energy, Water and Waste Management
31
Water management
Rerouting streams into new beds
Lowering the groundwater at the airport for safety reasons
A large number of small streams and ditches traverse the
Erdinger Moos area. They drain the agricultural land and stabilize the groundwater level. They follow the lie of the land for
the most part, running from southwest to northeast. The airport facilities partially interrupt the natural direction of flow, so
the streams had to be rerouted and managed. They are now
either piped underground across the airport campus or diverted
into open ditches running around the site and then fed back
into their original courses on the north side, where they can
continue to flow as before. Thanks to these initiatives, the
impact on the character of the local landscape has been kept to
a minimum.
The construction of Munich Airport called for a more extensive
reduction in the groundwater level than had already taken place
through the building of ditches, because it was crucial to aviation safety that the runways’ and aprons’ foundations be kept
frost-free. This meant ensuring that the groundwater was not
able to rise to a level higher than one meter below the surface
of the topsoil or paved areas.
32
Water management
There were two goals which, at first glance, seemed difficult to
reconcile: On the one hand, aviation safety called for frost-free
foundations; on the other, intervention in the water balance
needed to be kept to a minimum. The solution was to create a
sophisticated system of open drainage ditches and underground drainage pipes. The yellow line (see the photo on the
upper right on page 33) marks the area in which the groundwater was lowered.
Monitoring water levels continuously
To enable accurate monitoring of the impact of lowering the
groundwater level and diverting watercourses, a large number
of test points with automatic measuring systems were set up,
of which roughly 200 are checked at regular intervals. If these
show exceptionally high or low levels, readings are taken at
other points, too.
We also regularly conduct chemical analyses of groundwater
samples from around 20 locations to check water quality.
These checks enable us to ensure that groundwater quality is
not being impaired by airport operations. Bodies of water are
also tested to determine their biological quality.
Restoring the water balance
To the north of the airport, all of the groundwater rerouted
through the ditches is returned to nature. Some is fed back into
the original watercourses interrupted by the airport, ensuring
that the natural volume of water continues to flow; and some
is returned to the water table through a percolation system.
This offsets the lowering of the groundwater level. Regular
checks on water levels show that the overall groundwater balance has not been adversely affected.
Deicing paved areas: Safety first
During the winter months, the airport needs to keep its runways, taxiways, and ramp areas – some 4 million square
meters in total – clear of ice and snow. It’s a task handled by a
team of around 80 FMG employees plus 330 external workers,
working in shifts. For the most part, they work with snow
plows, blowers and sweepers. If the weather conditions call for
it, they also deploy chemical deicing agents based on formates.
Sprayer trucks spread these agents in concentrations of roughly 25 grams per square meter. Reinforced concrete channels
running along the edges of the runways trap the runoff and
carry it to a retention basin with a capacity of more than
200,000m3. From here, the deicing runoff is piped to the
wastewater treatment facility at Eitting.
Water management
33
Biodegradation: Putting soil bacteria to work
Around the taxiways, deicing runoff is biologically degraded in
an underground system pioneered at Munich Airport. Along the
length of the slightly inclined taxiways, a 20-meter-wide band
of sealing fabric was laid in the ground at a depth of one meter.
Alternating banks of gravel and sand were added on top of this
impervious layer to slow the flow of the runoff. This gives soil
bacteria in the system sufficient time to turn the deicer into
water and carbon dioxide. The water draining into the ground at
the end of the fabric layer is harmless. Plans have been made
to further optimize the system (see the strategic goals and initiatives for water management). The runways will also be
grooved laterally to help reduce the quantities of deicer
Minimizing the deployment of deicer
We use a black ice
warning system
which lets us know
in good time when
we need to take
action. Without
compromising on
traffic safety, we
try to minimize the
amount of deicer
we deploy as far as possible. We don’t
required in the winter.
34
Water management
spread salt, we spray potassium formate, and if the weather turns exceptionally cold, we also use sodium formate. In a number of areas, we spread
sand along with the deicer, which helps
roughen the paving and keep the deicing fluid in place. We use about 25
grams of deicing agent per square
meter during each deicing operation.
We’re constantly on the lookout for
new products that are effective yet
environmentally compatible. From an
environmental standpoint, formates are
currently the best choice of deicer, and
we will be making greater use of them
in the future. Satellite navigation systems are fitted to our deicing vehicles
to help us keep constant track of which
deicers we’ve deployed, where, when,
and in what quantities. We hope this
will allow us to keep optimizing and
reducing the quantities of agent we
use.
Helmut Vogt,
Head of Aviation Premises and Facilities (FMG)
Efficiency gains with a batch heating
system
Specially equipped
vehicles are used
to deice planes at
Munich Airport.
They spray deicing
agent heated to
around 80°C onto
the aircraft’s skin
(the wings, for
example) to melt
away any ice and snow. Until recently,
the airport had to preheat its entire
stock of Type 1 deicing agent (some
700m3) to around 70°C and constantly
keep it warm in storage tanks from the
end of September until the end of April,
because the deicing vehicles’ onboard
heating systems took too long to bring
the deicer up to a usable temperature.
The installation of new high-speed heating equipment in the deicing vehicles, a
batch heating system, means we no
longer have to maintain stocks of preheated deicer. The new system is able
to heat up 500 liters of cold deicing fluid
in around five minutes. To achieve this,
a batch tank with a capacity of 500
liters was divided off from each vehicles’ main 6,000-liter tank. The contents
of the small tank are primarily heated by
a heat exchanger. During spraying operations, deicing fluid in the small tank is
replenished from the large tank and is
heated via the heat exchanger. This
means that, after an initial ramp-up time
of five minutes, continuous operation is
possible, allowing the vehicles to spray
up to 6,000 liters of heated deicer at
once. The system hasn’t just reduced
the amount of power needed to keep
stocks of deicing agent warm by more
than 60 percent, it has also helped
lower the amount of diesel consumed
by the deicing vehicles and therefore
their CO2 emissions, because the vehicles’ engines needn’t run as long to
heat the deicer.
Hans-Joachim Püschner,
EFM – Gesellschaft für
Enteisen und Flugzeugschleppen am Flughafen München mbH
EFM
EFM: FMG’s deicing and towing operator
Aircraft deicing: The importance of recycling deicer
In November 1992, Deutsche Lufthansa AG and Flughafen
München GmbH (FMG) set up a joint subsidiary, EFM –
Gesellschaft für Enteisen und Flugzeugschleppen am Flughafen
München mbH.
Aircraft are deiced at Munich Airport at 12 specially equipped
areas located at the heads of the runways. Here, mobile deicing crews, nicknamed “polar bears,” spray aircraft with a hot
mixture of glycol and water. A system of channels surrounding
the deicing areas traps the mixture of deicer and runoff and
drains it into reinforced concrete underground tanks. From here
it is taken by tank truck to a recycling plant in the airport’s
northern operations area, where the mixture is filtered and then
reconcentrated in an evaporation stage to remove excess
water. Thanks to this plant, one of just two in the world,
Munich Airport is able to re-use deicer at a rate of more than
50 percent.
This new company amalgamated FMG’s and Lufthansa’s towing services and FMG’s deicing services at Munich’s old airport,
Riem. Given the tough environmental regulations and the sizeable investment expense and complex workflows these services entailed, they could no longer be delivered as a “sideline” –
hence the decision to farm them out to the subsidiary EFM.
Certification for EFM’s environmental management system
One of EFM’s key quality features is its responsible approach
to the whole issue of the environment. To limit impacts to the
greatest extent possible, EFM has made environmental protection an integral part of its quality management system.
Specifically, this means that EFM takes environmental concerns fully into account in its day-to-day work and in new projects. EFM now has an official seal of approval to prove it: In
July 2003, the company successfully obtained certification for
its environmental management system to the DIN EN ISO
14001 standard.
As part of its environmental management efforts, EFM has set
itself a number of goals issuing from the general principle that
the resources and supplies it needs to conduct its work are to
be used sparingly so as to protect the environment.
Water management
35
Total water consumption
45
Consumption in liters per WLU*
Quality drinking water, straight out of the tap
The drinking water at Munich Airport is supplied by a local utility company in nearby Moosrain, which pumps its supply from
tertiary strata through several bore holes between 80 and 150
meters deep. Before the water is piped to consumers, it is
treated to reduce its high iron and manganese content. In
2004, the utility company expanded its facilities, adding a new
field of bore holes and a water treatment plant to prepare for
meeting future demand. At the airport, water is carried in two
separate pipe systems: one for drinking water, with narrowdiameter pipes that ensure a high rate of flow for hygiene reasons, and one for firefighting water, which has thicker pipes
capable of delivering water in large quantities in the event of a
fire. Together, the two systems have around 80 kilometers of
pipes.
40
35
30
25
20
15
10
5
0
2000
2001
2002
2003
2004
2000
2001
2002
2003
2004
1,050,000
Wastewater treatment
All of the airport’s wastewater is piped to the local Erdinger
Moos wastewater operator’s treatment facility at Eitting, which
also processes sewage from 12 local communities. As the airport uses as much as 40 percent of the available capacity, FMG
covered 40 percent of the costs involved in upgrading the facility – around EUR45 million. The wastewater piped by the airport
Total wastewater
Quantity in m3
2,500,000
2,000,000
1,500,000
1,000,000
500,000
2000
2001
2002
2003
2004
The airport’s total wastewater, including rainwater runoff
to the plant for treatment consists of household sewage, deicing wastewater, and rainwater runoff.
36
950,000
900,000
850,000
800,000
750,000
* WLU see glossary; the airport’s total water consumption (including all nonFMG companies)
3,000,000
0
Consumption in m3
1,000,000
Water management
Treating aircraft wash water
Even jetliners need regular cleaning. Wastewater from aircraft
washing – typically around 5,000 liters per jet – carries a payload of detergent residue, oil, kerosene and heavy metals. At
Munich Airport, this water is fed from the three maintenance
hangars through a network of drainage pipes to the airport’s
own treatment plant for wash water. In an initial stage, the
treatment process removes sludge and oil residues, which are
then handled as hazardous waste. Subsequent physical and
chemical processing reduces the water’s acidity, binds small
dirt particles, and separates sludge residues. The sludge is
thickened and pressed into dry filter cakes for disposal at a
landfill site. The water, by this time extensively cleaned, is tested to see if it is safe and is then fed into the sewage system.
Regular testing has shown that, thanks to these measures,
residual pollutant levels are often well below the statutory limits for wastewater.
Strategic goal
Initiative
Time frame
Reduction of the impact
on groundwater from
deicing agents
Cutting of lateral grooves in the runways to reduce the
volume of deicer needed in winter as well as rubber
deposits accumulating on runways
Completion by
end of 2006
Optimization of the deployment of deicer through
improved technology and more extensive employee
training
Ongoing
Development of a degradation accelerator to reduce deicer
impact on the groundwater
Winter 2005/2006
Development of a ground filter to implement a ground-based
retention and absorption system for deicer
Early 2006
Refitting of the plant for reverse osmosis
Early 2007
Reduction in the volume
of water consumed by the
cogenerating plant by 20
percent in comparison
with 2006
Water management
37
Industrial waste collected all over the airport campus and left
over after the sorting process is handled by waste disposal
organizations in the districts of Erding and Freising. When
Munich Airport’s waste management strategy builds on four pillars: waste avoidance, reduction, recycling, and disposal.
Implementing this strategy airport-wide means collecting all
waste materials on the airport campus and either recycling
them or disposing of them. The airport operator has also introduced a fee schedule designed to create an incentive to avoid
and reduce waste.
Collecting and sorting reusable materials
Reusable materials such as paper, glass, wood, plastics, and
metal are collected where they accumulate – in administrative
departments, technical departments, the passenger terminals,
and the cargo and maintenance areas – in several waste separation systems and are then processed for recycling. Because
FMG separates the various waste fractions rigorously, this
material accounts for more than half of the overall volume collected by our waste management system.
Different disposal methods for different types of waste
38
cleaning aircraft, just separating and recycling newspapers is
enough to reduce the waste volume by almost half. Food
remains from in-flight meals and other waste have to be disposed of by incineration due to statutory disease-control
requirements.
Organic waste from the airport’s kitchens and restaurants is
collected separately and sent to a pig farm to be used as feed.
In the future, a biogas system and gas-powered engines will
use this waste to generate electric power that will be fed into
the mains grid.
Garden waste such as grass cuttings from the care and maintenance of the airport grounds is composted.
Although Munich Airport attempts to make the greatest possible use of environmentally compatible products, a certain
amount of problem waste – for example, flue gas residues and
boiler cleaning agents, both by-products of the power generation process – is nevertheless unavoidable. More than half of
the problem waste is oil trapped by the numerous separators
located on the airport campus. Waste of this kind is disposed
of by GSB, a waste management operator specializing in prob-
lematic materials.
Motivational strategies
Avoiding waste through smart procurement
The majority of the waste and recyclable materials is not produced by Flughafen München GmbH but by the businesses
located at the airport. Consequently, FMG keeps these companies informed on a regular basis about the airport’s waste management program, requires that they enter into binding agreements on waste separation, offers tips on environmentally
sound conduct, and is ready with answers and advice when
questions arise. To encourage these companies and their
employees to avoid waste where they can, FMG has created
an incentive by operating a variable fee schedule for waste handling. Waste requiring disposal, for example, always costs
more than recyclable materials. That way, separating and sorting recyclables pays a dividend.
Even during the procurement process, FMG takes steps to
ensure that suppliers take their transport packaging with them
again and, if possible, use recyclable or reusable containers.
The company also has an internal procurement manual that
underscores the importance of using environment-friendly products. In the future, FMG will be paying greater attention to the
quantities of consumables used. The volume of paper is to be
Total waste volume
Tons
15,000
10,493
10,000
12,788
13,186
2000
2001
11,565
10,888
11,147
2002
2003
2004
5,000
Separating waste saves money
0
A waste disposal strategy has been implemented in Terminal 2
that is designed to encourage the separation of waste. Tenants
can sort their waste into different fractions before delivering it
or having it collected. Waste is weighed, and each customer is
invoiced for the exact quantity. Those who separate their waste
pay less because materials that are pre-sorted are less costly to
process than mixed waste.
1999
Total volume of industrial waste disposed of and recycled by FMG
reduced by 10 percent. This will be achieved by migrating more
and more administrative processes over to electronic systems.
Strategic goal
Initiative
Time frame
Reduction of rubber deposits on
runways
Cutting of lateral grooves in the runways to help reduce rubber deposits
Completion by end of 2006
Reduction in the volume of
paper consumed by 10 percent
in comparison with 2005
Deployment of workflow systems for a range of processes
End of 2006
Expansion of the electronic ordering system
End of 2006
Introduction of a new printer policy with the goal of saving
paper: allocation of printing/paper costs to users; deployment of centrally located, combined printer, copier, fax and
scanner systems with duplexers; no desktop printers except
in special cases
End of 2006
39
The management of emergencies at Munich Airport is
described in a detailed manual that divides possible incidents
into three categories: aircraft emergencies, illegal intervention in
air operations, and fires or environmental accidents. Depending
on the type of incident, the airport fire service, medical service
and, as appropriate, external organizations are involved to a
greater or lesser degree.
The prescribed firefighting drills are conducted at regular intervals in a specially built fire training area. This was designed in
such a way that wastewater containing kerosene residues can
be trapped and then processed in an on-site treatment plant at
the airport. In the intermediate term, the airport plans to
replace this training area with a gas-fueled training system so
as to eliminate the kerosene payload from the wastewater.
The fire service: Firefighting and more
The airport fire service has 196 employees. At least 44 full-time
firemen have to be on duty at the airport around the clock,
seven days a week.
Munich Airport’s fire service is officially recognized as an industrial fire service. This means that its remit extends well beyond
“classic” firefighting and technical rescue operations. Fire
crews’ skills and knowledge are kept constantly up-to-date
through instruction programs and drills. Each year, they receive
roughly 150 hours of theoretical and practical training. The topics covered include breathing apparatus, hazmat and radiation
safety, emergency medical care, aerial work safety, aircraft
types, operation of extinguishing, sprinkler and smoke extraction equipment, sport, and familiarization with the airport campus and its surrounding area.
40
The right equipment for environmental accidents
Having the right professional equipment available means being
able to mount the optimum response if any kind environmental
accident occurs. FMG’s equipment includes a range of protective suits and clothing, breathing apparatus, measuring equipment for operations involving radiation or hazardous materials,
pumps and hoses for handling aggressive substances, containers for the temporary storage dangerous substances, sealants
for leakages, binding agents for fuels, acids and alkalis, and
equipment for dealing with oil spills and water damage.
Munich Airport’s medical service has highly qualified paraStrategic goal
Initiative
Time frame
Termination of fire training exercises involving kerosene to
eliminate having to process
wastewater containing
kerosene residues
Construction of a new gas-fueled fire training facility
End of 2008
medics and a rapid response capability, ensuring it can provide
optimum support in the event of an emergency at the airport.
41
Hazardous materials: Emphasis on safety
Safe transportation of hazardous goods
The sheer complexity of the processes at airports means that
potentially hazardous substances are unavoidable. In vehicle
repair stations, for example, substances like cleaning agents,
hydraulic fluids, antifreeze, paints and varnishes are commonplace. At Munich Airport, these are recorded in a catalog of hazardous substances maintained by the industrial health and safety
office. Exactly defined procedures are in place to ensure that the
most recent material safety data sheets are always available; this
means that help can be provided quickly if an accident occurs. In
the future, all our employees will have access to material safety
data sheets on the intranet. Units throughout the company have
regulations in place concerning statutory training requirements,
and they provide training to workers every year.
All hazardous goods transports are subject to the regulations
laid out in Germany’s Hazardous Materials Ordinance (GGVSE).
In-company hazardous goods transports – of materials like
sludge from oil traps, for example – are handled by specialist
companies that have been authorized under law to do so.
These transports are subject to spot checks to ensure compliance with legal requirements and regulations.
42
Refueling installations are subject to stringent regulations
All of the refueling installations at Munich Airport are subject to
rigorous regulations. At present, compliance with these regulations is managed individually by company units and departments. A central catalog is being set up to ensure that a comprehensive overview of all these installations is available and to
make it easier to check who is responsible for each one.
No dangerous legacy waste
The airport began operating at its current location in 1992, a
greenfield site previously used mostly for agriculture. This
means that there are no suspect areas on campus that could
harbor legacy waste.
Aircraft fuel: Everything under control
Flughafen München GmbH has set up a fuel farm at the
airport; this is operated and maintained by a company called
Skytanking. The agreement between FMG and Skytanking
transfers responsibility and thus liability for any dangers associated with owning and operating the fuel farm and the underfloor hydrant system at Munich Airport. In addition, environmentally relevant operations are documented in audits conducted as part of the airport’s environmental management system.
designed to ensure that kerosene cannot leak into the ground
at any point. The tanks are double-walled, so the outer wall will
contain fuel in the event of a leak in the inner wall; they have
double floors protected by a leak detection system; and they
are fitted with floating roofs to prevent kerosene vapor from
escaping. The fuel delivery system, which uses pipes that are
specially coated inside and out, is tested daily using a fully
automatic pressure measuring system. In addition, a highly
sensitive electronic monitoring system triggers an alarm at the
slightest indication of a possible leak. Designed by an FMG
employee, this leak detection system, complete with wireless
LAN support, has been granted a patent.
The general aviation area at the airport has its own av gas refueling station with a capacity of up to 50m3 of fuel for small piston-engine aircraft.
Munich Airport maintains sufficient stocks of kerosene to cover
roughly a three to five days’ demand. The fuel farm’s five
above-ground tanks can hold around 27,000 cubic meters –
enough to refuel 200 Boeing 747 jumbo jets. Kerosene is delivered to the airport via a specially built pipeline and by rail. Fuel
is pumped down underground pipes to filling points on the
Strategic goal
Initiative
Time frame
Publication of all material safety
data sheets and operating
instructions on the company
intranet
Creation of special software to retrieve data from the catalog of hazardous materials
Early 2006
Creation of an installations catalog listing all hazardous material
storage points and refueling
systems
A graphical IT system will be created for the installations
catalog (for storing information on the locations of refueling
systems and hazardous material storage points). This will
speed up access to information on installations and the
supervisors responsible for them.
End of 2006
Removal of the sulfuric acid
tanks used in the water softening process
Refitting of the installation in the cogenerating plant for
reverse osmosis
Early 2007
apron known as fueling pits. The entire fuel supply system is
43
On July 26, 2005, FMG’s shareholders granted executive management provisional approval pending final authorization from
Bavaria’s ministerial council and Munich city council to begin
planning the expansion of the airport’s runway system and to
initiate the requisite zoning procedure. Munich city council, at
its plenary meeting on July 27, 2005, gave its approval;
Bavaria’s ministerial council approved and endorsed the project
at its meeting on August 2, 2005.
44
Expanding capacity to support future traffic growth
The third runway: Assessing the impacts
In the light of the anticipated growth in traffic and the fact that
the capacity of the two runways (89 aircraft movements an
hour in the summer of 2005) cannot be increased significantly,
bottlenecks will likely start to develop as early as 2008. By
2010 at the latest, the already heavily burdened runway system
will reach the absolute limits of its capacity. Given that the
regional planning and zoning procedures and the actual construction work are expected to take at least five years to complete, it is high time that work on the project began.
The construction of a third runway at Munich Airport will lead
to an increase in aviation noise in the area close to the actual
runway itself and along arrival and departure routes. In addition,
the rise in the number of aircraft and passenger movements
will be accompanied by an increase in road and rail traffic in the
airport’s surrounding area.
These and other effects of the project – on noise levels, air
quality, water, the countryside and nature – have been detailed
in a number of expert reports. However, planning will seek to
limit these effects to the greatest extent possible.
As part of the regional planning procedure, a study will be conducted to gauge whether the plans can be reconciled with
other regional planning processes and can be harmonized and
coordinated with other programs and initiatives.
The anticipated effects of building a new runway will then be
presented and assessed in a public zoning procedure that will
include an environmental compatibility assessment. The requisite initiatives – above all, to protect the environment (e.g.,
through mitigation and compensatory measures) and to avoid
subjecting local communities to aviation noise – will be established as binding requirements by the zoning authorities.
45
The Communities Council: Involving
the region in expansion planning
On July 27, 2005,
the day after
FMG’s shareholders announced
their decision, a
new platform was
created for dialogue with the airport’s neighbors. At
a meeting of the
Airport Forum, attended by representatives of the airport’s region and Flugha-
fen München GmbH’s management
team, it was decided to form the
Communities Council. Parallel to the
statutory approval procedures and the
extensive scope they offer airport
neighbors for involvement, the new
council provides district administrators
and mayors, local businesses and citizens’ groups with the opportunity to
find out about the current status of
expansion plans and to voice their concerns and ideas in connection with the
planned capacity increase. The new
platform makes it possible to identify
possible conflicts of interest in good
time and to achieve consensus on
workable solutions. FMG will take up
the ideas and suggestions from the
Communities Council and examine
ways to put them into practice. The
company is eager to find solutions that
win the support of all stakeholders.
The Communities Council is chaired by
Edda Huther (photo), a former president
of the Bavarian Constitutional Court and
Munich’s Regional Appeal Court.
Further expansion of Munich Airport will deliver numerous benefits, not just for the local region but also for the whole of
Bavaria. For Lufthansa and other airlines, additional capacity is
essential if they are to increase the number of routes they
serve, especially in the intercontinental sector. The airport’s
continued development will also provide a valuable economic
A EUR62 million noise protection program was started
when Munich Airport was built
As part of the zoning procedure for Munich Airport, specific
noise-control targets for the protection of local communities
were set that exceeded existing statutory requirements governing compensation and entitlement to protection against
noise. Local residents in designated protection zones qualify
for noise protection if arriving and departing aircraft cause
individual noise levels exceeding 55dB(A) in living rooms and
bedrooms when the windows are closed. Flughafen München GmbH provides noise protection for living rooms and
bedrooms in buildings throughout the overall protection zone
(consisting of daytime and nighttime protection zones) at its
stimulus, creating large numbers of new jobs.
46
own expense. During the course of the program, which
accepted applications until May 1997, more than 21,000 antinoise windows and around 20,000 ventilators were installed.
This initiative played a considerable role in limiting noise nuisance for the inhabitants of local communities in the airport’s
vicinity. The compensation program for loss of residential
quality in outdoor areas, too, has largely been completed. In
total, Flughafen München GmbH has invested EUR62 million
in noise protection.
In addition, in early 2003, Flughafen München decided to
launch a service program. Building owners were offered a
one-time opportunity to have standard adjustments done to
their anti-noise windows at the airport’s expense.
Conservation
The construction of Munich Airport has inevitably had a sizeable impact on local ecosystems. However, the marshland of
Erdinger Moos had already been drained extensively much earlier, in 1930, and used intensively for agriculture, so it was by
no means a pristine natural landscape. Even so, to limit the
ecological impact to the greatest extent possible, Flughafen
München GmbH undertook a range of mitigative and compensatory measures on the airport’s immediate periphery and its
surrounding area. Hedgerows and woodland, areas of extensive grassland, and spawning areas were created and streams
re-naturalized. In consultation with environmental agencies,
FMG commissioned projects to landscape 18 kilometers of
riverbank to create near-natural conditions, to plant 510,000
trees and more than a million shrubs indigenous to the region,
and to create 2.5 hectares of new spawning grounds.
More than half of the airport campus is green
A good 60 percent of the airport campus, close on 1,000
hectares, consists of areas of parkland. Depending on their
location, these areas serve different purposes. Grassy areas
near the flight operations areas, for example, have to fulfill certain requirements: They need to be capable of bearing weight
and to be inexpensive to maintain. The lines of trees along the
main access roads ease orientation and guide traffic. More than
6,000 mature trees have been planted at the airport.
Conservation
47
The airport’s boundary zone also contains a number of watercourses created as part of the airport’s water management program. These include the northern flood ditch, built to trap floodwater and channel it into the Isar river to the north of the airport. The ditch was designed to have a near-natural look, with a
gently meandering streambed. The bends along its course provide
wetland habitats for rare and protected plant, insect and bird
species. Large areas of low-nutrient grass on the embankments
and a manmade gravel berm offer ideal conditions for plant and
animal communities that favor a dry habitat.
Mitigative and compensatory areas in the airport’s green
belt
Mitigative environmental measures in the airport’s broader surrounding locality currently span an area measuring some 5,000
hectares. Actual compensatory areas measure around 355
hectares – equivalent to around 23 percent of the total area
covered by the airport. The landscape framework plan drafted
for the airport region proposed combining these compensatory
areas to form a greenbelt around the airport.
This greenbelt now forms a link between existing conservation
and landscape preservation areas, including Isarauen, Viehlassmoos, Freisinger Buckel, Eittinger Weiher, Oberdinger
Moos, Notzinger Moos, Schwaiger Moos, and Zengermoos,
and facilitates the spread and proliferation of typical regional
animal and plant life.
A boundary zone between the airport and open country
The airport’s boundary zone provides a transitional area
between the airport campus and the open countryside. This is
an environmental buffer zone, rich in plant and animal life,
between the extensive monoculture of the airport campus and
adjacent tracts of land devoted to agriculture. Around 90
hectares of woodland and 110 hectares of grass and meadowland were created here. The hedgerows and copses are populated with local species of trees and shrubs ideally suited to the
area, including birch, willow, ash, poplar, and alder. To reduce
the risk of bird strike, only a few of the varieties planted produce berries. The bands of trees and shrubs screen off the
neighboring communities of Schwaig, Hallbergmoos, and
Attaching, and protect the farmland from wind erosion.
Detailed plans for landscape care
Care of the greenery in the airport’s
peripheral area is
an important factor
in the upkeep of
the water management infrastructure
and installations,
noise breaks, field
and maintenance
48
Conservation
access tracks, and traffic safety. In the
case of the compensatory areas in the
airport’s extended local area, the primary focus is ecological. A number of
local farmers have been contracted to
care for and maintain these areas in
accordance with detailed schedules.
The frequency of meadow mowing and
times when grass can be reaped, for
example, are exactly defined. This
approach creates a mosaic of mown,
unmown, and fallow grassland, hollows,
and fringe areas with plenty of space to
which animal and plant life can retreat.
Studies have shown that careful maintenance of copses, undergrowth, streams
and ponds is becoming increasingly
important for populations of valuable
bird and insect varieties.
Christl Holzer, Office/Commercial Area,
Outlying Region and External Premises (FMG)
This system of interconnected biotopes comprises corridors of
meadowland with low-nutrition grass, succession areas, shrub
land, wetland areas with reed beds and newly created amphibian spawning grounds, parcels of woodland, and areas of dense
undergrowth. Extensive and carefully maintained buffer zones
protect ponds and streams from pollutants – fertilizers and crop
sprays – from intensive agriculture on neighboring land.
Continued efforts to landscape and maintain these buffer zones
in line with the countryside typical for the surrounding area will
help to preserve and stabilize the remaining core sections of
Erdinger Moos. The diversion of watercourses and the excavation of groundwater have created 70 ponds ranging in size from
200 to 500 square meters. These have become new feeding
and breeding grounds, not just for amphibians but also for
many mollusks, beetles, dragonflies, grasshoppers, and birds.
An eco success story: Endangered species are back
In recent years, FMG has worked closely with environmental
agencies to survey the effectiveness of the compensatory
areas that have been set up. The surveys have shown that the
airport’s mitigative and compensatory initiatives have become a
significant factor for the region in the protection of plant and
animal species and their habitats.
Guarding against bird strike but welcoming “harmless”
species
To reduce the risk of bird strike – collisions between aircraft
and birds – Munich Airport has developed a differentiated yet
environmentally sound scheme of biotope management.
Careful selection of tree species planted in wooded areas, the
planting of large areas of low-nutrition grass, and a raft of other
measures have succeeded in reconciling the needs of conservation and aviation safety. FMG has deliberately chosen not to
plant fruit-bearing tree or shrub varieties such as mountain ash,
juniper, and chestnut oak that would attract birds.
Special maintenance of the grassland inside the perimeter,
which is high-mown no more than twice a year and is not treated with fertilizer, helps create poor feeding conditions for typical bird strike species, such as birds of prey, starlings, lapwings, and sea gulls. Careful management of the grassland has
encouraged a shift in the range of species in favor of lighter,
less dangerous songbirds. The field lark, declared Bird of the
Year in 1997, has now advanced to become the unchallenged
number one species at Munich Airport, with a population of up
to 500 individuals.
Studies in 2004 showed that amphibian populations – tree
frogs, water frogs, grass frogs and common toads – have
increased since 1998. The birdlife is extremely rich and varied
and now includes a large number of threatened species.
Curlew and snipe, two species in danger of dying out, have
settled around the airport. The butterfly population, too,
includes species on Bavaria’s red list. Preserving and developing varietally rich landscapes with a mix of mesic, wet and lownutrition areas, marsh meadows, ponds, and extended ditches
is therefore exceptionally important.
Conservation
49
Following an assessment of the impact of airport operations on the environment, the following program was developed to
improve environmental performance:
Strategic goal
Initiative
Time frame
Responsible
Integration of subsidiaries
Integration of selected subsidiaries into the environmental
management system within three years of certification
End of 2008
Environmental
Protection
Reduction of noise impact from
engine tests
Assessment of construction initiatives and technical viability in terms of flow
Mid-2006
Environmental
Protection
Incentives for airlines to operate
quiet aircraft
Introduction of a wider spread of noise-dependent landing
fees
End of 2007
Environmental
Protection
Advancement of research into
means of reducing aviation noise
Work on the Federal Ministry of Education and Research’s
Low-noise Arrival and Departure Routes project
Thru end of 2006
Environmental
Protection
Support for the German Aerospace Center’s Quiet Air
Traffic II project
Thru end of 2007
Environmental
Protection
Reduction of local aviation noise
Optimization of departure procedures in association with
airlines and air traffic control
Ongoing
Environmental
Protection
Optimization of the information on
emissions based on findings regarding the impacts of individual emitter
groups
Development of LASPORT, a tool to compute the spread
of air pollutants. This helps to achieve a better understanding of airport operations’ impacts on air quality, to distinguish them from levels attributable to prior, airport-independent factors, and to make meaningful forecasts.
End of 2006
Environmental
Protection
Positive impact on the air pollution
situation
Review of a number of measures, including pollutantdependent landing fees
End of 2007
Environmental
Protection
Reduction of ramp service vehicle
fuel consumption by 10 percent
compared to 2005
Replacement of current freight tugs with a new, lighter
generation of tugs to increase fuel economy.
Ongoing
Vehicle Fleet
Management
New powertrain technology will be used when replacing
hybrid tugs. The new vehicles will have electric drives
powered by a battery that is constantly recharged by a
diesel engine. This reduces idling losses because the vehicles only operate on electric power.
Ongoing
Vehicle Fleet
Management
Reduction of idle energy consumption by informing and
motivating employees. Telematics is used for data communication and vehicle location.
End of 2006
Ground Handling
Operation of diesel vehicles
equipped with particulate filters
New diesel-powered standard and production vehicles are
to be equipped with the latest particulate filter systems.
Ongoing
Vehicle Fleet
Management
Procurement of natural-gas powered vehicles
Once a filling station to supply natural gas has been built,
gas-powered vehicles will be purchased for certain types
of airport duties.
End of 2007
Vehicle Fleet
Management
Reduction in the volume of water
consumed by the cogenerating plant
by 20 percent in comparison with
2006
Early 2007
Energy Supply
Removal of the sulfuric acid tanks
used in the water softening process
Refitting of the system in the cogenerating plant for
reverse osmosis
Early 2007
Energy Supply
Installation of a particulate filter in
the cogenerating plant
Installation of a particulate filter to reduce the amount of
dust emitted by the cogenerating plant
Mid-2007
Energy Supply
50
Strategic goal
Initiative
Time frame
Responsible
Reduction in the amount of energy
used for heating, ventilation and airconditioning in the Central Area/T1
by 20 percent in comparison with
2005
Installation of CO2 sensors to improve ventilation efficiency in the Central Area
End of 2005
Facility
Management
Adjustment of the temperature in accordance with the DIN
1946 standard (reduction of cooling energy) by extending
the zero energy band
Ongoing
Facility
Management
Publication of guidelines on energyefficient construction
Authoring of guidelines on energy efficient construction
End of 2006
Planning and
Construction
Reduction of the impact on groundwater from deicing agents, reduction of rubber deposits on runways
Cutting of lateral grooves in the runways to reduce the volume of deicer needed in winter as well as rubber deposits
accumulating on runways
Completion by
end of 2006
Airport Operations
Optimization of the deployment of deicer through improved
technology and more extensive employee training
Ongoing
Winter Services
Development of a degradation accelerator to reduce deicer
impact on the groundwater
Winter 2005/2006
Water Management
Early 2006
Water Management
Development of a ground filter to implement a groundbased retention and absorption system for deicer
End of 2006
Reduction in the volume of paper
consumed by 10 percent in comparison with 2005
Information
Technology
Deployment of workflow systems for a number of
processes
End of 2006
Procurement
Expansion of the electronic ordering system
End of 2006
Information
Technology
Introduction of a new printer policy with the goal of saving
paper: allocation of printing/paper costs to users; deployment of centrally located, combined printer, copier, fax and
scanner systems with duplexers; no desktop printers
except in special cases
End of 2008
Termination of fire training exercises
involving kerosene to eliminate having to process wastewater containing kerosene residues
Construction of a new gas-fueled fire training facility
Publication of all material safety
data sheets and operating instructions on the company intranet
Creation of special software to retrieve data from the catalog of hazardous materials
Creation of an installations catalog
listing all hazardous material storage
points and refueling systems
A graphical IT system will be created for the installations
catalog (for storing information on the locations of refueling systems and hazardous material storage points). This
will speed up access to information on installations and the
supervisors responsible for them.
Fire Department
Early 2006
Industrial Safety
Management
End of 2006
Technical
Documentation
51
Environmental
Category
data for
Indicator
2004
Units
2004 figure
Remarks
Traffic and infrastructure data
Traffic
Aircraft movements
Mov’ts
383,110
of which in commercial traffic
Mov’ts
370,534
Passengers (all traffic)
Pax
26,835,231
Passengers (commercial traffic)
Pax
26,814,505
Freight carried by air
t
170,828
Total air freight
t
309,828
Air mail
t
21,339
Workload units
Infrastructure
Areas
WLU
28,587,945
Employees at airport
no.
approx. 23,000
FMG employees
no.
4,946
FMG Group employees
no.
approx. 7,100
Non-paved
sqm
9,504,015
Paved
sqm
5,611,414
Built up
sqm
625,890
Total
sqm
15,741,319
Achering measuring station
dB(A)
56
Annual values, Leq
Attaching measuring station
dB(A)
56
Annual values, Leq
Eitting measuring station
dB(A)
54
Annual values, Leq
Hallbergmoos measuring station
dB(A)
57
Annual values, Leq
Pulling measuring station
dB(A)
60
Annual values, Leq
Schwaig measuring station
dB(A)
59
Annual values, Leq
NO measuring station at airport
µg/m3
12
Annual mean values
NO2 measuring station at airport
µg/m3
33
Annual mean values
Ozone
µg/m3
37
Annual mean values
Benzene
µg/m3
1.1
Annual mean values
at Dec 31, 2004
Environmental data
Aircraft noise
Air quality
52
Category
Indicator
Units
2004 figure
Remarks
Consumption data
Energy
Vehicle fuels
Fresh and wastewater
Waste
Materials
Gas
MWh/GVC
359,525
Fuel oil
MWh/GVC
19,709
District heating (outside supply)
MWh
32,698
Power (outside supply)
MWh
98,289
Total energy consumed
MWh
510,221
Normal gasoline
l
58,992
incl. FMG subsidiaries
Super gasoline
l
371,915
Diesel
l
6,017,594
Drinking water input from mains
m3
877,014
Wastewater output to treatment plant
m3
2,193,364
Material utilization
t
5,687
Industrial waste
t
2,347
Aircraft waste
t
3,113
Other special-treatment waste
t
3,050
Waste requiring special monitoring
t
306
Construction waste
t
2,259
Aircraft deicing operations
no.
9,999
Type 1 deicer
m3
4,013
Type 4 deicer
m3
1,198
t
2,752
Pavement deicer, fluid
53
Glossary
Aircraft noise law
Germany enacted legislation on aircraft noise in March 1971. The law
covers the scope and definition of noise abatement areas, means of
determining noise nuisance, construction bans (and compensation),
noise protection, and the refunding of expenses arising from the installation of noise protection in buildings. Notes on implementing the statutory requirements issuing from this law were published in 1975 – one
describing how to collect noise data (DES) and one with instructions on
how to define noise abatement areas at civil and military airports (AzB).
The latter was last updated in 1984. Germany’s aircraft noise legislation
is in the process of being amended.
Anti-icing
A preventive measure designed to protect aircraft from a build-up of
ice. This involves applying a special deicer (type 4) to the plane. When
snow is falling, the deicer prevents snow from accumulating on the aircraft for a period of around 45 minutes.
Benzene
A ring-shaped hydrocarbon that makes up approximately 2.5 percent of
gasoline by volume. Benzene is toxic, affecting the nervous system,
and is considered to be carcinogenic.
BTX
BTX stands for benzene, toluene and xylene, three organic substances
that are classed as carcinogenic. Their levels are checked when air pollutant readings are taken.
Continuous noise level
Noise analysis not only takes into account the intensity but also the
duration of noise, so the official practice in noise measuring and reporting is to recalculate noise as a continuous noise level for the same period. This figure is the equivalent continuous noise level, or LEQ4,
which, in an aviation context, describes the burden of aircraft noise during a reference time frame.
Decibel
A unit of measure for noise, named after Alexander Graham Bell, the
inventor of the telephone. One decibel dB(A) is the smallest change in
volume that a human can register. The dB(A) scale is logarithmic. Thus,
an increase of 10 dB(A) corresponds to a doubling in the perceived
noise level.
Deicing
The removal of snow and ice from aircraft with the aid of a heated mixture of glycol and water.
DFS
DFS, or Deutsche Flugsicherung GmbH, is Germany’s air-traffic control
operator and is responsible for guiding and coordinating the country’s
air traffic. The organization is also responsible for planning, deploying
and maintaining all of the technical equipment and radio navigation systems needed by air traffic.
54
Glossary
DIN EN ISO 14001
A standard created by the International Organization for Standardization
(ISO). The standard establishes a foundation for certifiable environmental management systems.
Eco-Management and Audit Scheme (EMAS)
A directive issued by the EU in 1993 according to which companies can
voluntarily have the environmental management systems in place at
their locations validated by an independent auditor. Details of participating companies’ environmental policy, their industrial environmental protection initiatives and activities, and their environmental performance
must be published in publicly available environmental statements. The
goal of EMAS is to achieve continuous improvements in industrial environmental protection.
Equivalent continuous noise level (Leq)
When noise is analyzed, not just the intensity but also the duration, the
frequency of occurrence and the peak level are taken into account.
With the equivalent continuous noise level – measured in decibels or
dB(A) – the noise measured at a particular location for a specific period
is converted into an equivalent continuous noise.
Fuel dumping
Fuel dumping (the practice of draining part of an aircraft’s fuel while it
is airborne) is carried out as a safety precaution when civilian long-haul
aircraft or military planes encounter an emergency situation shortly
after takeoff and need to land again immediately. They do this because
they are heavier than their maximum landing weight when their tanks
are full. They can only land safely if they first reduce their weight, so
they drain some of the kerosene they are carrying.
Glycols
Water-soluble fluids that are used as antifreeze. Diethylene glycol and
propylene glycol are commonly used to deice aircraft.
Greenhouse effect
The earth’s atmosphere consists of nitrogen (78 percent), oxygen (21
percent), and water vapor and trace gases (1 percent). Carbon dioxide,
methane and numerous other trace gases let short-wave sunlight pass
through yet retain the heat radiating from the earth’s surface. The natural greenhouse effect causes the mean temperature to be about
+15°C; without it, the mean temperature would be –18°C. Due to combustion processes, intensive agriculture and other influences, a growing number of greenhouse gases are finding their way into the atmosphere, amplifying the natural greenhouse effect. This is causing the
danger of an increase in temperature and an attendant rise in sea level,
as well as the risk of changes in climate processes with increasingly
extreme weather and climate events.
Hydrogen
Hydrogen is the lightest chemical element and occurs only as H2. It is
odorless and easily inflammable. Hydrogen is found most frequently in
water (H2O). It is produced primarily through electrolysis. However,
there are other processes for producing it from methane, with carbon
dioxide (CO2) as a by-product.
Jet A1 (kerosene)
Jet A1 is the type of kerosene used in civil aviation. It is used to fuel
modern jet and turboprop engines. Kerosene consists mostly of a number of different hydrocarbon compounds, but it also contains a number
of additives designed to increase the safety of the fuel. The composition and the quality of kerosene is standardized internationally. In 2004,
Lufthansa aircraft used 4.29 liters of kerosene per 100 passenger-kilometers. In general, the more modern an aircraft, the higher the load
factor and the longer the distance covered nonstop, the lower the fuel
consumption. When full to capacity on nonstop flights of more than
10,000 kilometers, today’s long-haul aircraft use roughly 3 liters per 100
passenger-kilometers.
Noise footprint
A noise footprint is the area on the ground in which an aircraft takeoff
or landing causes a specific noise level. Older, noisier aircraft have a
larger noise footprint than modern aircraft.
Ozone
A gas whose molecule consists of three oxygen atoms. Ozone (O3) is
highly reactive, looking for a means to release one of the oxygen atoms
and to turn into molecular oxygen (O2). The individual oxygen atoms
(radicals) oxidize other substances, materials and surfaces (e.g., automobile tires, coloring agents, plants, and respiratory mucous membranes). For this reason and because ozone can also damage forests
and contribute to the greenhouse effect, high levels in the troposphere
are bad. In the stratosphere – at altitudes above 25 kilometers – ozone
accumulates in the ozone layer, which protects the earth against
extremely short-wave, high-energy solar radiation.
Particulates
Tiny graphite particles that are created by the incomplete combustion
of hydrocarbon compounds and are carcinogenic.
PCA
A system that supplies preconditioned air to parked aircraft.
Peak noise level
The peak noise level (LASmax, based on the DIN 45643 standard, Part
1, Section 2) is the maximum sound pressure level produced by a noise
event. Readings of peak noise levels are used to gauge the noise produced on an aviation route by different aircraft types.
Sulfur dioxide
Sulfur dioxide (SO2) is created by the combustion of fuels that contain
sulfur. In the atmosphere, it is converted into sulfuric acid and sulfurous
acid, which contribute to the formation of acid rain.
Takeoff direction
Ideally, aircraft should take off and land facing into the wind. The current takeoff or landing direction is generally referred to as the “runway
in use.” At Munich Airport, the landing direction is either east or west.
Toluene
Toluene is a methyl benzene. It is used as an additive in motor vehicle
fuels, is contained in exhaust emissions, and is less toxic than benzene.
Troposphere
This is the bottommost layer of the earth’s atmosphere and is located
between sea level and an altitude of 10 kilometers. It is here that
weather happens for the most part; in this layer, temperatures
decrease with altitude.
Vapor trails
Aircraft flying at high altitudes often leave contrails or vapor trails in
their wake. These form when exhaust gas and water particles from jet
engines enter the atmosphere, where they act as a catalyst causing
existing water to form ice crystals.
Wake turbulence
All aircraft leave a trail of wake turbulence created by two counter-rotating vortices at their wing tips. The vortices are caused by the difference in air pressure between the top and bottom of the wings and the
resulting circulation of air at the tips. When landing gear is deployed,
the intensity of the funnel-shaped turbulence is increased. The turbulence can be a danger to aircraft following too close behind.
WLU
Workload unit: 1 pax (passenger) or 100 kg of air cargo or mail.
Xylene
Xylene is a dimethyl benzene that commonly occurs in automobile
emissions. It is less toxic than benzene.
Reverse osmosis
A physical process used in the treatment of potable water to remove
salts.
Stratosphere
That part of the earth’s atmosphere at an altitude of 10-50 kilometers
above sea level. The absorption of high-energy solar radiation by ozone
causes the temperature to increase with altitude in this layer.
Glossary
55
Internet links
www.munich-airport.de/EN/Areas/Company/Umwelt/index.html
www.munich-airport.de/EN/Areas/Company/Nachbarn/index.html
www.argemuc.com
www.efm.aero
Public authorities
www.umweltbundesamt.de
www.bayern.de/lfu/luft/index.html
www.hlug.de
www.landesumweltamt.nrw.de
www.lba.de
www.dfs.de
www.adv-net.org/de/gfx/umwelt.php
www.aci-europe.org
www.icao.int/cgi/goto_atb.pl?icao/en/env/overview.htm;env
www.aef.org.uk
Aviation industry
www.bdli.de
www.airbus.com
www.boeing.com
Research
www.dasp.uni-wuppertal.de/ars_auditus/akustik/akustik5.htm
www.dlr.de/as/institut/abteilungen/abt_ts/arbeitsgebiete/
fluglaermprognose/welcome/laerm_welcome_ge.html
www.dlr.de/ipa/Forschung/VerkehrUmwelt/
www.calm-network.com/
Environmental information
www.fv-leiserverkehr.de
www.air-infoline.de
www.fraport.de/cms/umwelt/rubrik/2/2009.umwelt.htm
www.davvl.de/Seite1d.htm
www.idur.de/recht.html
A film on environmental initiatives at the airport is available on DVD and VHS tape.
56
Internet links
Publisher
Flughafen München GmbH
Corporate Communications
Corporate Development and Environment
Postfach 23 17 55
85326 Munich
Germany
www.munich-airport.de
Editors
Matthias Linde, Eva Schmidt, Volker Hergt
Environmental Strategy and Management
Dr. Reingard Schöttl, Helene Hergt
Internal Communications and Publications
Design
Judith Hofstetter
Dr. Reingard Schöttl
Internal Communications and Publications
Photographs
Peter Bock-Schroeder
Alex Tino Friedel
Dr. Werner Hennies
Kayser-Threde GmbH
Martin Ley
Matthias Linde
Stoiber Productions
Herbert Stolz
Contact
[email protected]
www.munich-airport.de > Contact > Subject: Environment
Paper
Inside pages printed on Recy-Satin recycled paper with at
least 80 percent secondary fiber content.
Printing
Alfred Aumaier GmbH, Unterhaching
November 2005

Perspectives - Environmental Statement 2005

Transcription

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