Environmental report 2011

Transcription

1 Environmental report 2011

2 CONTENTS 03 ENVIRONMENTAL STATUS 04 ENVIRONMENTAL MANAGMENT 05 AIRCRAFT NOISE 06 WATER AND SOIL 07 ENERGY 08 WASTE 09 CLIMATE 10 AIR QUALITY 11 TERMINAL EXPANSION 12 KEY FIGURES

3 ENVIRONMENTAL STATUS Oslo Airport Gardermoen is Norway s biggest and most important traffic hub. It is also one of the country s largest workplaces. The airport administration, Oslo Lufthavn AS (OSL) has a policy aimed at ensuring a sustainable development of the airport, balancing growth and efficiency against social and environmental considerations. OSL s corporate social responsibility as an airport operator entails continually working to meet high standards with respect to safeguarding the environment. In 2011, the company started work on formulating a new environmental policy. In 2011, the passenger number at OSL exceeded 21 million, the highest number ever. The number of aircraft movements did not increase correspondingly, reflecting an increase in the number of passengers per aircraft movement. A new set of noise abatement regulations was implemented for Oslo Airport on April 7, Overall compliance with new rules regarding uniform departure routes improved through the year. However, compliance with the tolerance corridor specified for departures from the airport s north-eastern corner remains a challenge. In collaboration with the dominant airlines and the Civil Aviation Authority, OSL has initiated a series of analyses and measures aimed at improving compliance. The implementation of new regulations was synchronized with Avinor s introduction of a new airspace structure for the Oslo area. In developing the new structure, care had been taken to accommodate expected changes in noise abatement regulations. However, the new airspace organization is currently under evaluation as airlines have been reporting increased flight distance and fuel consumption. Each year, OSL prepares a carbon inventory that complies with the standards of ISO and the Greenhouse Gas Protocol. In the 2011 inventory, emissions totalled tonnes CO 2 equivalents. OSL s carbon inventory is verified by an independent third party. OSL maintained toplevel accreditation in the Airport Carbon Accreditation (ACA) scheme, a sector-specific scheme for certification of an airport operator s efforts to manage and reduce GHG emissions within its direct control. This implies that OSL has set reduction targets for GHG emissions in a long-term action plan with the aim of decoupling growth in emission levels from traffic growth. OSL is a carbon neutral airport operator, compensating for remaining direct emissions from operations under its direct control. Since 2006, OSL has compensated for the company s GHG emissions by purchasing emission allowances through the UN system. For the winter season , the consumption of aircraft de-icing chemicals was a little lower than for the preceding year, but somewhat greater than the mean for the previous five years. The consumption of runway de-icing chemicals was similar to that of the preceding year and considerably lower than the mean for the previous five years. There were four minor recorded breaches of the groundwater discharge permit, and none related to river systems. The limit value for discharge of oil-contaminated water from the fire training site into the municipal sewage network was exceeded in 4 of a total of 14 samples. OSL is conferring with the authorities on how to best proceed with regard to areas that have been contaminated with PFOS through earlier use and release of fire-fighting foam containing this additive. The total amount of waste generated at the airport rose due to increased activity. However, the source-separation rate also rose by two percentage points, to 59 per cent. Thanks to the combined efforts of employees and the public in collecting drink bottles and cans from aircraft and the terminal area, 2.5 million units were collected, from which all recycling refunds were donated to humanitarian work. The total consumption of electrical energy continues to increase as a result of recent development projects at the airport. OSL maintains its focus on energy-economising measures, such as replacing old lighting fixtures with ones designed for low-energy light sources. In 2011, OSL s facility for monitoring local air quality did not record exceedances of annual limit values for nitrogen dioxide (NO 2 ) or particulate matter (PM 10 ). The annual mean concentration of fine particulate matter (PM 2.5 ) was also well below the expected future limit value. As a result of recent focus on emissions of ultrafine particles (UFP) from aircraft, Avinor has pledged support for evaluating UFP concentrations at terminal gates at Gardermoen as part of its health and safety management. OSL s high environmental ambitions for the terminal expansion project is described in the project s own environmental program, which deals with all project phases, from planning and design to construction and operations. There were several recorded incidents relating to the environment, but none leading to lasting impact on soil, ground water or river systems. All contaminated soil that was excavated in the course of the year was delivered to an approved external facility. Gardermoen, May 2012 Nic. Nilsen Managing Director 3

4 ENVIRONMENTAL MANAGEMENT Environmental goals OSL s policy is to ensure a sustainable development of the airport, balancing growth and efficiency against social and environmental considerations. OSL is dedicated to operating the airport in a manner that minimizes any adverse environmental impact. This implies, for example, that the noise impact should be predictable and that the number of people exposed to high levels of aircraft noise should be minimized. Groundwater and river systems must not be degraded and air pollution should be minimized. Energy consumption should be cut by implementing energy conservation measures and waste management should promote re-use, recycling and waste minimization. OSL will continue to limit its carbon footprint by reducing its own emissions and compensating for remaining emissions through investments in UN-approved carbon-offset projects. OSL will also work towards the participation of other parties at the airport in a collaborative effort to limit overall GHG emissions from the airport. Managing environmental work In 2011, OSL started work on formulating a new environmental policy for OSL. Environmental management is an integral part of OSL s overall management system, a system based on international standards such as ISO 9001 and 14001, fulfilling all regulatory requirements for internal control. OSL methodically applies environmental management tools to ensure comprehensive supervision of the environmental work within the company as well as that of other parties at the airport. Environmental management requires an overview of the company s environmental impact and all applicable environmental regulations. These constitute the environmental framework for the airport s operations. Of particular importance are the airport s licensing requirements regarding public transportation and aircraft noise. The discharge permits from the Climate and Pollution Agency and the noiseabatement regulations for arriving and departing aircraft, as specified by the Civil Aviation Authority, both impose strict constraints on airport operations. Evaluate Plan Policy Implement In 2010, OSL decided to certify its environmental management system according to ISO To this end, a third party status analysis was carried out of OSL s environmental management system to identify any potential for improvement. Preparatory work is in progress aimed at achieving certification in OSL has assessed the different aspects of its environmental impact, identifying the most significant ones as being related to noise, discharge to water and soil, climate, energy, waste and air quality. In each of these areas, operating routines and monitoring systems have been implemented to ensure that airport operations are in compliance with the relevant regulatory framework. Furthermore, environmental requirements are included in all contracts with parties operating at the airport. Verify Risk assessments are an important tool in environmental management and are used to prevent potential incidents and mitigate their consequences. Risk assessments are conducted on a regular basis in a number of fields that relate to the environment. They are aimed at providing an overview of activities involving a risk of harmful pollution and at identifying risk-reducing measures. OSL has established procedures for handling non-compliance with environmental regulations; audits are performed internally by OSL as well as by the regulatory authorities. In 2011, OSL conducted two internal environmental audits, and one follow-up audit. Breaches of permit conditions are reported to the authorities on a running basis, while audit and monitoring results are summarized in separate reports for each environmental topic, providing a basis for the annual report. 4

5 AIRCRAFT NOISE Aircraft noise in brief Aircraft noise affects the communities surrounding the airport. It is a goal for OSL that aircraft noise should be predictable for its neighbours. Monthly reports on aircraft movements and noise levels that are submitted to the Civil Aviation Authority and neighbouring municipalities are therefore made available to the public on our website. A Noise and Track Monitoring System (NTMS) operated by OSL continuously records aircraft movements and aircraft noise in the vicinity of the airport. Aircraft movements are subsequently assessed for compliance with the regulations applying to arriving and departing aircraft. OSL s website has pages dedicated to noise issues. Here, neighbours can find regulations for arriving and departing aircraft, look up the airport s noise zone map or contact OSL regarding aircraft noise. OSL also has a dedicated telephone number for complaints or inquiries regarding aircraft noise. A summary of received noise complaints is included in the monthly report submitted to the Civil Aviation Authority. The report describes aircraft operations and aircraft noise levels measured in the vicinity of the airport based on data from the NTMS. Aircraft noise status 2011 April 7, 2011, saw the coordinated implementation of new noiseabatement regulations for Oslo Airport Gardermoen and a new airspace organization for the Oslo area (Oslo ASAP), introducing new arrival and departure procedures. The new noise-abatement regulations impose restrictions on runway usage at night (22:30 06:30) while facilitating efficient and environmentally friendly aircraft operations. The new regulations imposed tolerance corridors to ensure more uniform routes for each departure procedure and raised altitude requirements over certain areas for approaching aircraft. To meet the requirements for compliance with tolerance corridors, a new procedure was implemented for northward departures from the eastern runway, for which the tolerance corridor has an early east-bound turn. The Noise and Track Monitoring System has undergone a series of upgrades to accommodate the changes in noise-abatement regulations. In 2011, the number of aircraft movements at OSL totalled , an increase of 5.5 per cent over the previous year. Mean noise impact for all registered traffic (total L den ) a measure in which noise in the evening and at night carries more weight than daytime noise increased by 1.1 db from 2010, but remains lower than in The increase in L den is greater than what might be expected based solely on the growth in aircraft movements. There has been a disproportionate increase in the number of large jets as well as in the number of evening and night-time aircraft movements. The figure below shows changes in aircraft noise levels and the total traffic volumes for The noise level calculations reflect the total noise emission from all aircraft for each year. The histogram plots noise level increments or decrements referenced to the year The traffic volume for 2011 was greater than for all years but one since the opening of Oslo Airport at Gardermoen Annual traffic and noise at OSL Noise level changes Lden (dba) 1,5 1 0,5 0-0, , ,5-3 Annual traffic , Noise level changes Annual traffic 5

6 WATER AND SOIL Water and soil in brief Oslo Airport extends over part of the Romerike aquifer and in the north, about half of eastern runway overlies a potential future drinking water reservoir. The airport borders a nature preservation area in the northeast and a landscape conservation area in the southwest. The rivers Sogna and Vikka run through the ravines that characterize the landscape in the southwest. Surface water is generally processed locally at the airport. In the event of large run-offs, especially during snowmelts, there will be some influx of unprocessed surface water from the western runway into the river Sogna. The first melt water, which has the highest chemical load, is collected for treatment. Along the western runway and the railway line, the natural water table has been lowered to protect the infrastructure. The groundwater that is pumped out is released into the Sogna river or re-infiltrated into the groundwater reservoir. Wastewater and some of the collected de-icing chemicals (glycol and formate) are processed at the Gardermoen treatment plant. At the de-icing platforms, approximately 80 per cent of the applied glycol is collected. Surface water with the highest glycol concentrations is delivered to a local recycling plant where it is concentrated for re-use as industrial glycol. The remainder of the de-icing chemicals decomposes in the ground along the runway systems. The greatest environmental challenges in the area of soil and water relate to traffic increase which, with an unchanged winter climate, will result in greater consumption of de-icing chemicals. This means that larger amounts of the chemicals must be degraded in the soil over the aquifer. In addition, there are challenges related to limited sites with soil contamination predating the opening of Oslo Airport at Gardermoen. Surface water from OSL s fire training field contains fire-fighting agents (foam and powder) as well as jet fuel residuals. This water is collected and led through an oil/water separator to the municipal sewage network. Water and soil status 2011 The collection rate for aircraft de-icing fluid in the winter season was 80 per cent. From one winter to the next, differences in weather conditions may lead to large variations in total snowfall, in number of days with frost deposition, in temperatures, wind etc. These factors influence the applied volume of de-icing fluids, their required concentration, the degree to which they run off the aircraft or are taken along by them, and the degree to which they are spread by the wind or remain on the de-icing platform. As a result, seasonal collection rates will vary. Four minor breaches of the discharge permit for groundwater were detected in the course of Of these four, three samples were taken close to the western runway, south of the groundwater divide. In one case, short-term pumping was carried out. This was not necessary for the remaining incidents as the chemicals were degraded by micro-organisms found naturally in the soil. In a limited area of the airport, the soil was found to contain de-icing chemicals after the end of the winter season For this area, risk-reducing measures are being considered. There was no recorded breach of the discharge permit relating to waterways in The limit value for discharge of oil-contaminated water from the fire training field into the municipal sewage network was exceeded in 4 of a total of 14 samples. OSL has over a series of years worked on an evaluation of the long-term effects of de-icing chemicals that are applied on runways and taxiways. One limiting factor for local decomposition in the most critical areas is access to oxygen. In 2011, a system was tested for infusing oxygen into the soil and groundwater along the western runway. The results of the tests are expected in the first quarter of Follow-up continues of sites with soil contamination predating the opening of Oslo Airport at Gardermoen, as well as sites with subsequent soil contamination; both are relatively small sites. In 2011, samples were taken to determine the extent of soil contamination and discharge to groundwater from the fire training field in connection with a planned replacement of the oil separator. The examination revealed contamination by hydrocarbons as well as by the persistent environmental pollutant, PFOS, in both soil and groundwater. The presence of PFOS is related to the use of PFOS-containing fire-fighting agents in former years. In 2010 there was also an accidental release of PFOS-containing fire-fighting foam in a hangar at the airport. In 2011, OSL has been in close communication with the authorities to arrive at the best possible solution for remediation of PFOS-affected areas. While the use of PFOS in fire-fighting foam was forbidden in 2007, OSL had already stopped using it by Until the summer of 2011, OSL had been using fire-fighting foam containing other perfluorinated compounds which have been shown to be similar to PFOS in their detrimental effects on health and the environment. However, from July 2011, OSL has switched to a new type of fire-fighting foam which is free of PFOS and other perfluorinated compounds. Consumption of aircraft de-icing fluid (glycol) Tonnes chemicals De-icing season Consumption of runway de-icing fluid (formate) Tonnes chemicals Formate COD De-icing season Tonnes COD 6

7 ENERGY Energy in brief The Energy Centre at OSL which provides heating and cooling energy for OSL s buildings, OSL s tenants and its pavement heating installations consists of a distant heating plant, a distant cooling plant and a groundwater heat exchange system. The distant heating plant provides heating for buildings in winter while the distant cooling plant provides cooling for buildings in summer. The groundwater heat exchange system extracts heat from OSL s buildings in summer and stores it for use in winter. The Energy Centre at OSL has equipment for producing heat from other sources as well: one electric boiler, four oil-fuelled boilers and four heat exchangers that are provided with biomass-fuelled heat from Hafslund District Heating. Due to their high capacity, the four oil-fuelled boilers at OSL s Energy Centre are subject to regulations regarding GHG emission allowance trading. OSL has quota-regulated emission permits from the Norwegian Climate and Pollution Agency (Klif) and compensates for CO2 emissions from the oil-fuelled boilers though trade in the European Union emission Trading Scheme (EU ETS). The oil-fuelled boilers are only used for test runs and in periods with insufficient energy supply from the electric boiler and Hafslund District Heating. Energy status 2011 OSL has focused on energy conservation measures for several years. Measures carried out in 2011 included completing the modification of 1000-W lighting fixtures in the terminal building and the replacement of downlight fixtures to accommodate LED lamps in the international arrivals hall. These measures yield annual electricity savings of 552 MWh and 43 MWh, respectively. A series of significant building development projects have been carried out at OSL since These include an extension of the commuter lounge in the western terminal pier, an apron extension on the western side of the airport, extensions of the runway and taxiway lighting systems, a new multistorey parking facility, the new Park Inn Hotel and the new VIP building. Together, they have led to a considerable increase in energy consumption. Further major building projects, with associated worker accommodation, offices and service facilities to the north of the airport and building site facilities for work on the new southern terminal pier have also contributed to a 1.3 GWH increase in energy consumption for Relative to 2007, the electrical consumption for electricity-specific installations has grown by 9 GWh. This means that the energy consumption has been about 2 per cent lower than what might have been expected in view of the building extensions and developments. Extensions of technical installations and commercial areas within the terminal building, and a 10.8 per cent increase in passenger traffic have also contributed to increased energy demands which have been offset by energy-conservation measures in recent years. Further increases in energy consumption are expected in the years ahead as a result of additional expansions at OSL. Consumption for thermal energy production, distant heating and electrical energy reflects the weather conditions in As a result of OSL s policy of reducing greenhouse gas emissions, fuel oil is used sparingly for thermal energy production. In 2011, the oil-fuelled boilers at the Energy Centre were used only when the other energy sources had been fully deployed electric power, district heating from Hafslund and groundwater heat through the heat exchange system. The consumption of fuel oil for heat production in 2011 was only about 15 per cent of the average for the period , and 55 per cent lower than in The consumption of electricity for heat production in 2011 was 8 per cent higher than the average for and 20 per cent lower than in The consumption of district heating was 3 per cent higher than the average and 40 per cent lower than in Hafslund s production levels of district heating are temperature dependent, so the surplus delivered to OSL varies with the number and size of wood chip boilers that are deployed. The total consumption of thermal energy was 10 per cent higher than the average, on par with consumption in and 15 per cent lower than in Total consumption of electrical energy GWh Consumption of heating and cooling energy GWh Extracted or recovered energy Purchased energy 7

8 WASTE Waste in brief Sources of solid waste at the airport are the airlines, the handling companies, catering companies, cargo handlers, tenants, passengers in the terminal building and OSL. All companies operating at the airport participate in a joint waste management scheme in which all waste is handled by the same waste disposal company. Waste is separated at the source, brought to fixed waste collection points at the airport and subsequently collected by the waste disposal company. The waste management scheme is flexible, allowing waste fractions, container sizes and collection rates to be adjusted when necessary. Waste generated in the public areas of the terminal is transported by a suction system to a central waste collection point for removal by the waste disposal company. The airport administration building and the Flyporten Business Centre are also linked to this disposal system. The waste is weighed by the waste disposal company and delivered to approved waste management plants for final processing and recycling. The waste disposal company provides monthly statistics on separation rates and tonnage at all collection points. Waste status 2011 OSL is responsible for organizing the waste management scheme at the airport and is a driving force in ensuring that the airport as a whole achieves high performance scores on waste management. As a result, OSL has chosen to report waste statistics for the entire airport, not only for OSL. However, waste from construction work in the terminal expansion project is reported separately. Waste tonnage for the airport as whole was tonnes in 2011, up 8 per cent from 2010 (7 940 tonnes). Source separated waste accounted for tonnes and mixed waste tonnes. The 59 per cent separation rate was 2 percentage points higher than in The maintained focus on paper separation in aircraft waste accounts for most of this increase. The amount of waste from areas connected to the suction system, from the waste collection points in the terminal building and from OSL s operational areas was at the same level as in This accounts for more than half of the total waste at the airport. The collection of recyclable beverage containers in steel, aluminium and PET (plastic) from aircraft has continued in 2011 with participation from SAS, Norwegian, Thomas Cook and Sodexo. This resulted in the delivery of 23.1 tonnes of recyclable material, the income from which goes to humanitarian work supported by the four companies involved. In addition, OSL has an agreement with the local Red Cross chapter for handling drink containers collected from passenger areas in the terminal building. The containers must be emptied and sorted before recycling. The resulting recycling refunds go to the Red Cross. Thanks to the combined efforts of employees and the public in collecting drink bottles and cans from aircraft and the terminal area, 2.5 million units were collected to support humanitarian work through recycling refunds. The amount of hazardous waste delivered for processing was lower than in previous years when large amounts of oil-contaminated soil were removed in connection with the replacement of oil tanks at OSL-owned properties. Waste tonnage for the airport as a whole Tonn Source separations rates for the airport as a whole % Source-separated waste Mixed waste 8

9 CLIMATE Climate in brief In recent years there has been increasing focus on greenhouse gas (GHG) emissions from aviation. As is the case for aircraft, the environmental impact of emissions from airport operations is both local and global. OSL acknowledges its burden of responsibility as Norway s principal airport. Each year, OSL accounts for its climate impact in accordance with the Greenhouse Gas Protocol and the ISO series. In this context, OSL includes Oslo Airport AS, Oslo Airport Property AS (a fully-owned subsidiary) and 50 per cent of Oslo Lufthavn Tele og Data AS. The methodology used for developing the carbon inventory is verified by a third party, and in 2010 OSL became Airport Carbon Accredited at the highest level. OSL s carbon inventory includes emissions from the company s own activities, classified either as direct or indirect emissions, as well as an optional selection of indirect emissions from other sources. The Airport Carbon Accreditation scheme provides further categorizations according to the degree of control held by the airport administration. OSL s Energy Centre is subject to the regulations regarding GHG emissions allowance trading and OSL compensates for these CO 2 emissions mainly through the EU Emissions Trading Scheme. To compensate for the remaining GHG emissions under OSL s control, annual investments are made in emission allowances through the UN s Clean Development Mechanism (CDM). The 2011 carbon inventory for Oslo Airport Gardermoen: Control Directly controlled by the airport operator OSL-owned vehicles Thermal energy Runway de-icing Fire training Purchased electricity Business trips Guide Carried out by a third party, but central to the operation of the airport Aircraft operations: taxiing Ground operations: Aircraft de-icing Waste disposal: transport from airport to processing plant approx tonnes approx tonnes Influence Independently carried out by third party Aircraft operations: approach, landing, take-off and climbout (< 3000 feet above airport level) Passenger surface access Waste disposal: final processing Employee commuting Not included in inventory: Business activities of tenants Transportation related to sale and services approx tonnes Climate status 2011 Airport Carbon Accreditation consists of four accreditation levels: Mapping, Reduction, Optimisation & Neutrality. OSL became Airport Carbon Accredited at the highest level in 2010 and maintained this accreditation level in This requires an initiative to involve other parties at the airport in a collaboration for reducing the airport s combined greenhouse gas emissions. OSL has adopted an action plan with targets for GHG reductions in the period The goal is to decouple GHG emission trends from projected traffic growth. Work groups have been appointed to coordinate the implementation of measures set down in the action plan. Several factors that contribute heavily to the carbon inventory are strongly dependent on winter conditions. In addition, the emission factor for electricity varies significantly from year to year. District heating and groundwater energy are not included in carbon inventory although these energy sources contribute to reducing the need for purchased electricity. The figure below demonstrates GHG emissions at the airport. Emissions within OSL s control are shown in the column for airport operations. CO 2 emissions at Oslo Airport 2011 Passenger surface access > tonnes OSL vehicles Winter maintenance, airside Airport operations tonnes Electricity Aircraft movements (LTO-cycles) > tonnes Waste disposal Thermal energy Aircraft de-icing chemicals Employee commuting Business trips Runway de-icing chemicals Fire training fields 9

10 AIR QUALITY Air quality in brief Air quality in and around the airport area is affected by local and regional emissions as well as by weather conditions and the local terrain. Emissions from airport operations have the greatest impact on ambient air quality locally at the airport, with aircraft and vehicles being the largest contributors. Outside the airport, the most significant source of emissions is road traffic. Other factors that may affect local air quality include industrial emissions, emissions from domestic oil furnaces or wood-stove heating and long-range pollution As an airport operator, OSL is subject to the regulations in Chapter 7 of the Pollution Regulations which sets limit values for various pollutants in the ambient air. The Norwegian government s environmental policy stipulates a number of national goals, including national goals for air quality. These goals reflect an ambition to ensure better air quality than the minimum standards set by the law. The national health authorities have, in cooperation with environmental regulators, published recommended limit values which make allowances for the most vulnerable population groups. For an airport operator, concentrations of nitrogen dioxide (NO 2 ) and coarse particulate matter (PM 10, particles with a diameter smaller than 10 μm) are the most important pollutants that are not regulated by customized discharge permits. For these pollutants, the regulations set limit values for annual mean concentration as well as mean concentrations for shorter periods. For NO 2, a limit value is set for the hourly mean concentration, which may be exceeded no more than 18 times a year. For PM 10, a limit value is set for the 24-h mean concentration, which may be exceeded no more than 35 times per year. From 2015, limit values will be imposed for the annual mean concentration of fine particulate matter (PM 2.5, particles with a diameter smaller than 2.5 μm). Air quality status 2011 OSL operates a mobile unit for monitoring air quality at the airport. In recent years it has been located in a residential area a short distance from the airport perimeter, near the southern end of the western runway. The air quality monitoring system provides continuous measurements of the density of particulate matter (PM 10 ) and the concentration of nitrogen oxides. In 2011, there were no recorded exceedances of the limit value for hourly mean NO 2 concentrations, nor of the stricter limit of the national goals. The annual mean NO 2 concentration was recorded at about half the legal limit value. There were no recorded exceedances of the limit value for 24-h mean PM 10 concentrations, nor of the much stricter recommended 24-h limit value. The annual mean PM 10 concentration was recorded at about one fourth the legal limit value. This low annual mean indicates that the mean annual concentration of PM 2.5 at the sampling site was also well below less than half of the limit value that will be implemented in Based on measurements carried out at Kastrup Airport, Copenhagen, questions have been raised regarding the concentration of ultrafine particles in the outdoor air at passenger bridges and aircraft stands at Gardermoen. The question is motivated by concerns about possible health hazards of ultrafine particles (UFPs, particles with diameters less than 0.1 μm). Current regulations do not set any limit values for UFP concentrations in ambient air. Until recently, such measurements have been difficult to carry out and as yet, our knowledge of their potential harmful effects is very limited. Having a strong health and safety commitment, Avinor has decided to support a study of UFP concentrations at aircraft stands at Oslo Airport. The measurements will be carried out by the Norwegian National Institute of Occupational Health with financial support from a research fund of the Confederation of Norwegian Enterprise (NHO). The work is expected to start in the summer of

11 TERMINAL EXPANSION In 2011, work started on a significant expansion of Oslo Airport Gardermoen in preparation of anticipated passenger growth. Phase 1 of the expansion, planned for completion in 2017, is designed to allow the servicing of 28 million passengers. The expansion includes: Expansion and modification of the existing terminal building Expansions and modifications airside Modifications of ground operations areas and technical installations New remote aircraft parking stands A temporary terminal pier south of the terminal building OSL has set ambitious environmental goals for the terminal expansion project. These are specified in the project s environmental program, which deals with all phases of the project, from planning and design to construction and operations. Environmental management of the terminal expansion project is included in OSL s overall management system. Environmental management is applied methodically to achieve comprehensive control not only of the expansion project s own environmental work, but also that of the contractors involved in planning and construction. Environmental inspection plans are set up in connection with all applicable contracts. All contractors must prepare an emergency plan that includes plans for notification and management of environmental incidents. OSL s Operations Centre is notified without delay in case of any acute emission or discharge of pollutants. The fire and rescue service at OSL will advise and, if necessary, direct any required clean-up. In 2011, 212 safety rounds were conducted in which environmental issues were addressed. All parties are encouraged to actively report all incidents that may pose a threat to the environment. 82 such incidents were reported in 2012, none of which caused lasting, irreversible damage. All contractors must implement measures for limiting waste volumes. For source separation, the target rate target has been set to 80 per cent; the accumulated figure was 82.2 per cent. Measures have been implemented to achieve an even better rate. Construction waste from the terminal expansion project totalled 643 tonnes in Building and construction contractors are faced with demanding environmental standards to ensure that the terminal expansion work does not lead to any pollution of soil, groundwater or river systems, and that the natural water balance is maintained. This entails specific requirements for machine quality standards, for carrying out repairs and cleaning equipment, for securing tank sites, and for handling construction pit water. There have been a few incidents of minor, limited discharges, including release of oil, but these have been cleaned up without delay in accordance with established procedures. Excavation work in the terminal expansion project uncovered soil contamination from activities predating the building of Oslo Airport at Gardermoen. This soil was handled as required by regulatory requirements: all contaminated soil was excavated and delivered to an approved external waste management facility. The energy requirement of the new terminal building will be roughly half that of the current terminal building. A carbon inventory for the new terminal building is prepared as an integrated part of the planning and building process. Construction activities of the terminal expansion project resulted in the consumption of litres of fuel in 2011, which corresponds to the release of tonnes of CO2. The selection of building and construction materials has been guided by the following criteria: avoidance of substances that are detrimental to health, to the work environment or to the external environment, and favouring products with a low initial carbon footprint and a low resource load. Materials and chemicals are subject to systematic environmental assessments using dedicated software for determining their environmental characteristics. Safety data sheets have been acquired for 91 chemical products. Work on the terminal expansion will periodically generate some construction noise. Noise reduction measures will be implemented if indoor noise levels exceed limit values, in order to protect airport employees. There have been no recorded exceedances of applicable noise limit values as a result of the work on the terminal expansion. Contractors are required to take care to avoid dispersion of dust, as this might constitute a risk to air traffic. 11

12 KEY FIGURES Air traffic Passengers number Domestic number International number Aircraft movements number Passengers per aircraft movement (scheduled/charter) number Noise Change in total noise impact relative to reference year dba Energy Total electricity consumption GWh Electricity for electricity-specific installations GWh Purchased heating and cooling energy GWh Electricity for boiler GWh Electricity for compressors. pumps. etc. GWh Hafslund District Heating GWh Heating oil GWh Extracted or recovered energy GWh Consumed heating and cooling energy GWh Fossil fuels Aviation fuels m Heating oil m Fuel for OSL s vehicles m Fuel for fire training (paraffin) m Fuel for fire training (propane) m Waste Source-separated waste tonnes Mixed waste tonnes Total amount of waste tonnes Source separation rate per cent Hazardous waste tonnes GHG emissions in tonnes of CO 2 equivalents* Control OSL emissions Guide third party emissions Influence third party emissions Water supply and sewage Water consumption, OSL m Wastewater volume, airport m Drainage water volume m De-icing chemicals (per season) 2006/ / / / /11 Aircraft de-icing: Total consumption of glycol tonnes Specific consumption of glycol kg/aircraft Collection rate for glycol per cent Runway de-icing: Total consumption of runway de-icing chemicals tonnes Environmental load given as COD ** tonnes KOF * Reporting initiated for Airport Carbon Accreditation in 2009 ** COD = chemical oxygen demand 12