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IN Issue 1 • June 2012

The newsletter of the Decarbonated Airport Regions project

, s e u g a r which e e l t l t le o s c w e D-AIR the first edition of ouronur activities.

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dAIR is funded by the European Regional Development Fund through the INTERREG IVC programme. It is a project where local governments together with airport operators work on converting airports into ecological and sustainable transport hubs, helping to reduce CO2 emissions. Two main aspects will be in focus: airport operator activities and surface accessibility. The project partners will be working together on both aspects.


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El Prat Barcelona Airport seems to have one big advantage when it comes to its CO2 reduction capabilities CLIMATE

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LinkedIn: Twitter: @DAIRtwit Facebook:

Partners City of Eindhoven Eindhoven Airport N.V Airport Regions Conference Agglomerations Community Lands of France

The first dAIR study visit took place in the municipality of El Prat de LLobregat, where Barcelona’s international airport is located. Deputy Mayor of El Prat, Sergi Alegre welcomed the project partners. The participants saw what Barcelona El Prat Airport is doing in terms of decarbonizing its environment. The visit to the

terminal as well as the presentation of the environmental aspects related to it showed both Barcelona’s strong and weak points in terms of green efficiency. Barcelona Airport is situated in a climatic area that allows it to minimize its dependency on carbon, especially when heating of the buildings is concerened. The warm climate is also suitable for the use of bicycles and other green vehicles for its staff. Electric vehicles like the Renault Twizy, that are either built without doors, or without windows

could not normally be used in climates such as Sweden’s, but in Barcelona they can be thriving. Electric cars are being acquired by the airport for its internal use. A metro line to the airport will be inaugurated in 2014, although it is already completed at this point. A number of private businesses presented their options for decarbonizing the environment in the area through innovative products. Mobecpoint owns and operates a fleet of electric cars and motorcycles which are available to rent at major hotels in the city. They cost around €2/day to rent and provide a clean alternative to taxis and personal cars. The TMB (Public Transport authority in Barcelona) is planning on reducing emissions considerably in the short term, while using less diesel fuel and more hybrid vehicles. Capmar presented the first modular solar bus shelters and bus stops, that are independently powered, and can be easily modified in accordance to the needs of each location. All the presentations of these stakeholders as well as more information on this subject can be found online on

Stockholm Public Transport Authority Stockholm-Arlanda Airport / Swedavia City of Leipzig, Economic Development Office Mitteldeutsche Flughafen AG City of Vienna, Environmental Department Province of Bologna City Council of El Prat de Llobregat Transport Malta Mazovia Voivodship Prague Airport Region

dAIR partnership

In this issue we present three of the members of dAIR and their experience and involvement with the project in the long run. That’s why it participates in dAIR and other environmental programs.

Eindhoven Airport is a regional airport 7,5 km west of Eindhoven and the second largest airport in the Netherlands. Eindhoven Airport wants to be a multimodal, sustainable transportation hub, so that it contributes to the economic growth in Southeast Brabant.


who are we

Currently Leipzig/Halle Airport and Dresden International are on the eve of being registered to the first level of the ‘Airport Carbon Accreditation’, a carbon management certification standard for airports. The Holding has already taken several steps towards sustainable airport development, by implementing an Energy Management System and developing a program about upgrading a combined heat and power plant. The group also has experience in integrating and using a photovoltaic generator. A plant with 990 modules and an annual performance of 212.800

(Free State of Saxony, Saxony-Anhalt, Cities of Dresden, Leipzig and Halle).

Stockholm Public Transport (SL) is responsible for the local and regional public transport system in the County of Stockholm, which also includes the City of Stockholm. SL is owned by the Stockholm County Council, and it is politically governed. Currently, SL employs approximately 500 people, but if its contractors are included more than 10,000 people work in the SL traffic system.

Eindhoven Airport

Eindhoven Airport is looking to be a modern place, where speed and experience are added values, and one of the leaders in the field of sustainability. Being a part of the Alders Roundtable consultation group, (which allows negotiations between Eindhoven Airport, regional and national governments, environmentalists and other stakeholders, especially residents in the region), has helped secure a responsible and phased growth of Eindhoven Airport for the period up to 2020. In order to allow airport growth, conditions relating to sustainability measures were included within this agreement. dAIR helps Eindhoven Airport to realize these agreed measures and higher sustainable ambitions.

Mitteldeutsche Airport Holding operates two airports in Leipzig/Halle and Dresden. In accordance with Germany’s long term goal and the objective of the Association of German Airports to lower CO2-emissions, the group aims at carbon neutrality for its two airports

Leipzig/Halle Airport

kilowatt-hours was recently installed on the roof of a re-edified compound at Leipzig/Halle Airport. Additionally, handling services are provided with electric vehicles. By taking part in dAIR the group is planning to share its experience and gain further knowledge in the field of sustainable airport development. Furthermore, it hopes to learn best practices on setting up and managing carbon reduction schemes and also on use of alternative vehicle motorization. dAIR benefits from the participation of the Mitteldeutsche Airport Holding, since it is capable of influencing policy issues tackled by the project, as its shareholders are all regional and local public authorities with policy making competences

SL traffic services include four main types. The largest, in terms of passengers is the Metro with about 1.1 million journeys every weekday. Next comes the buses with about 1 million journeys, the commuter trains with almost 260,000 journeys and the different urban rail systems (light rail, trams etc.) with 140,000 journeys. The county is also responsible for boat traffic in the Stockholm Archipelago which consists of around 24,000 islands. By the end of 2011 58 % of all busses in the system were run with renewable fuel, and all the rail system uses green electricity. In 2025 the goal is that all buses are run on renewable fuel. The County of Stockholm covers less than 2% of Sweden’s total landmass, but around 22 % of all the population live in the county.

More member presentations in issue 2

CO2 at airports

First study visit in pictures

how can decarbonization begin When it comes to actual carbon emissions at airports, studies have shown that half come from the airplanes themselves, while the other half is related to surface access and airport operations. In dAIR, we pay attention to this second half and study how it can be reduced. The Airport Regions Conference released a set of recommendations on methods of reducing carbon emissions in these areas.

Delia Mitcan, financial officer for the project

The ARC recommendations to decrease CO2 emissions from airport operations

One of the platforms of the new subway stop at Terminal 1 of El Prat Barcelona airport

Project partners at one of the workshops organized at the civic center of El Prat

El Prat deputy mayor, Sergi Alegre next to a hybrid bus of the municipality

The second largest source of emissions for most airports is transport of passengers, and varies between 5% to 37% of total emissions. As total emissions vary depending on airport size, larger airports are found to have slightly lower emissions per passenger. The distance between the airport and city center affects the emissions from surface transport from passengers with longer distances generating higher emissions, that airports with a higher share

of trips by public transport have lower emissions, and airports with high load factors have lower emissions per passenger than those with low load factors. Theses studies are a starting point in understanding what action can be taken to start the process of decarbonization at the airports involved in this project. The above numbers are extracted from the second ARC study on Surface Access and Climate Change. More information can be found at

More pictures can be found on our website at

IN Issue 2 • November 2012

The newsletter of the Decarbonated Airport Regions project



ervice providers to the airport are also drivers of innovation and at the dAIR study visit in Eindhoven they presented the project partners a variety of products that will change the way an airport operates and also will significantly help it with reducing carbon emissions.

and re-use the materials for other projects. The whole building must look fun, there will be the use of multiple interactive media for walls and ceilings which are used for information purposes. There will be large tables for multi-use as well as lounge and relax areas and VIP lounges.

A number of airport providers were asked in Eindhoven about how they see the Dutch airport in 2050? Together with the project partners a number of ideas surfaced on this subject, with improvement to surface access efficiency, catering to passengers and being able to adapt quickly being some of the most important ones.

A fundamental requirement for a building to function is that it should answer the need. The need for parking buildings is determined by the number of parking spaces, locations and accessibility, as well as to service aspects such as rates, number of choices and comfort (how can the terminal be reached quickly and what is a person willing to do for that).

Seven topics were presented and seven companies joined in an interactive exhibition where they presented their operations and future views.

These ideas and more are core to the dAIR project which strives to find innovative and sustainable solutions for reducing carbon emissions at airports.


Building/ construction Assessment and evaluation of sustainability will not only concern the finished product, but also the realization process, for example: what is the CO2 footprint of the company, The building and its surrounding infrastructure will be seen as a whole, for example making use of sustainable asphalt which will include heat and cold storage Finally, it is important to take the following into consideration: all that is built today will be used completely different in 2050. Interiors Airports in the future will be multi-functional and will be used as temporarily office place, meeting location with lounges and meeting areas, entertainment and relax areas, for sport and fitness activities, shopping and most likely a variety of other activities. And of course for flying as well! The interiors need to be flexible, robust and made of natural materials. The interior will be supplied on a lease and rental base and will be changed every few years. Suppliers take the interior back

The companies

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Second study visit in pictures social dAIR LinkedIn: Twitter: @DAIRtwit Facebook:

Partners City of Eindhoven Eindhoven Airport N.V Airport Regions Conference Agglomerations Community Lands of France Stockholm Public Transport Authority Stockholm-Arlanda Airport / Swedavia More pictures can be found on our website at

City of Leipzig Mitteldeutsche Flughafen AG City of Vienna Province of Bologna City of El Prat de Llobregat Transport Malta

INVITATION Up to 60% of carbon of emissions of an airport area are produced at ground level: by the surface access, by the airport operations. We are inviting you to join our first event on the subject and to start the dialogue to set up the scene for future policy recommendations. Who should attend? Delegates from local or regional authorities, of organisations involved in public transport, rail, and cleaner transport modes. Research centres aiming to develop innovative solutions. Intermodality supporters, environmental or transport NGOs. Industry stakeholders. This will be the opportunity to understand better what is currently done, and what will be done in the next future on the subject. For the programme and registration please visist

Mazovia Voivodship Prague Airport Region

dAIR partnership


who are we

What does dAIR mean for two dAIR regions? Find out what Transport Malta and the Province of Bologna have to say.

Transport Malta (TM), the Authority for Transport in Malta, was set up in 2010 as a distinct and autonomous corporate body .

Following the launch of the new bus service, Transport Malta is now in a position to learn and adopt new ways to improve and optimise the bus transport service. Since Malta’s size restricts the options of transport modes that can be offered (there is no rail or inland waterway in Malta), bus transport remains the main means of public

There is a strong relationship between the Province of Bologna, the City of Bologna, the Emilia-Romagna Region and the Airport of Bologna. The cooperation of the 4 actors was strengthened in 2008, when they signed a Territorial Agreement, which included several initiatives to guarantee the best balance between sustainable airport development and future land transformation/adaptation. This strong partnership between airport and public authorities of different levels could provide a “best practice” for the project partners. The Project of Bologna will also contribute to dAIR project with its territorial knowledge, its knowledge and experience in procedures and tools needed to take decisions on local and extra-local matters and to assess the environmental impacts produced.

Malta International Airport

TM is entrusted to supervise and coordinate the organization of all functions related to roads, transport by air, rail, road, or sea, within ports and inland waters, and relating to merchant shipping. What dAIR means to us The dAIR project has created the opportunity for Malta to learn from practices used in other airport regions and adopt best practices used in other European airport regions with the aim of reducing CO2 emissions resulting from airport operations. This knowledge will also help Transport Malta and the identified stakeholders in the creation of an Implementation Guide which can be followed in order to decarbonise airport operations. Malta has not specifically considered ways of reducing CO2 emissions from the airport operations and this project will be a prime opportunity to do so.

transport available to the public. It is therefore imperative to Malta that the public transport service provides the best possible access to and from Malta’s only airport, since this is the main passenger connection Malta has to Europe and the rest of the world. As a result, TM will also be able to propose plans to further reduce the carbon footprint of the airport, where the dAIR project will help in identifying possible policies which may contribute to the de-carbonisation of the airport area. One aspect is the optimisation of land connections to and from the airport for the benefit of both airport users and employees. Other aspects may be airside. These policies are expected to assist Malta’s efforts to reach the EU Climate Change and Energy Package targets where Malta’s CO2 emissions need to be limited to a 5% increase compared to 2005 levels.

The Bologna region is planning a modern public transport system (People Mover – airport-city centre railway connection, Metropolitan and High Speed Railway, strengthening bus services), but the Province is still looking for systems, ways and typology of connections of public transport between airport and city, good practices of efficiency and saving. Aiming at increasing the market share of public transport to/from the airport means that it is also necessary to face the challenge of reducing private transport whilst having a significant income from parking. The Province of Bologna is able to influence and affect changes in local and regional policies and aims at finding tools of financial balance for missed income. The Province can offer its experience in improving the airport’s relationship with the neighbouring urban context: limits to the settlement, selection of the functions, protection area. Furthermore, the Province of Bologna would like to learn innovative solutions from project partners for ecological/ environmental balance and landscape integration of the Airport.

More member presentations in issue 3


Ron Nohlmans

dAIR Project Manager

Dear Ron, thank you for delivering this interview to indAIR. Can you explain to us how the idea for dAIR came up on the agenda of your city? The City of Eindhoven is at the heart of the Brainport region, the second largest economy in the Netherlands and in 2011 voted Smartest Region in the World by the Intelligent Communities Forum. Eindhoven Airport is crucial to the international connectivity of the region, but also a showcase where innovations are implemented. The Dutch government has decided that Eindhoven Airport as the second national airport in the Netherlands will have to help Amsterdam Schiphol Airport to absorb part of the growth in air traffic for the next decade(s). As Eindhoven Airport will grow substantially during the coming years, both CO2 emissions and accessibility will become a problem if we don’t act. Hence, the idea was born to start a project with other regions in Europe to try to find new and innovative ways to reduce CO2 emissions at the airport and at the same time improve airport accessibility in a sustainable way.

as situations are seldom alike, but also there we are looking for inspiration by examples throughout Europe. Involving business communities as well as research communities was very much in your mind when you invented the project, would you explain further? This is what we call Triple Helix Co-operation which I think is one of the key factors in the region’s success. In the early nineties the region went through a rough time as both our main industrial flagships, Philips and DAF, were struggling to stay afloat. It became clear that the only way to face future economic downturn is to co-operate between industry, knowledge institutes and government through not only innovating the products our region produces, but more importantly innovating the way our economy is organised and the way the different parties play their role. The region was too much depending on production industry, which was very sensitive to economic ups and downs. So, working together with both business and research communities has become our second nature. One thing that you want to say at the very beginning of the project ? In every European project it is important that everyone has something to gain, but also everyone has something to contribute. And of course, partners from the new member states may profit more, but you can be surprised at the way they are able to contribute. To me personally, it is all about the Europe 2020 Strategy -smart, sustainable and inclusive growth. Let every European share in prosperity, but also be responsible for our environment. What are your expectations for the future of this project?

Eindhoven Airport interior

Developing a green airport is very high in the strategy of Eindhoven, what do you actually expect from dAIR in relation to that? First of all we expect to learn from good examples in Europe, especially from our partners at Swedavia / Stockholm Arlanda Airport, who are leading in CO2 reduction. Others are in a similar situation as we are and we hope to help each other to find the right way forward towards green airports. Sustainable accessibility is more difficult

For Eindhoven and Brainport sustainable development of our airport is a very important factor in the attractiveness of our region for international business. dAIR will be a driving force for this sustainable development. On a European level air travel thus far has never been a very popular subject in programmes like Interreg. I am happy that more and more initiatives regarding sustainability around airports are rewarded with EU funding. Let us prove to the European Commission that it is money well spent and let us help the Commission to improve its policies on these subjects. Ron Nohlmans was the project manager for the dAIR project until the second study visit in Eindhoven. He has now been replaced by Maarten van de Nieuwenhof.

IN Issue 3 • March 2013

The newsletter of the Decarbonated Airport Regions project

Malta: a special place In the dAIR project Malta is a very interesting case, its characteristics are unique and it makes for a challenging situation from both a surface access and airport operations point of view.


alta’s last operational train was well over 70 years ago; the size of the island limits the possibilities The bus system needs time for the people to assimilate for public transport – leaving just a few in place. it. Meanwhile, the University of Malta is looking at soluThe bus system has recently been restructured and new tions that include car-sharing, car-pooling, taxi sharing, ideas are put forth for optimising public transport. increased cycling. The proposals by the university were initially based on the specific situation of the university The dAIR partners gathered in Malta to discuss ideas and itself, but it is hoped to use these as a solution that may find out what best practices the transportation system as be adapted to other similar places, such as the airport. well as the airport operator can share. Trams and subways are out of the question. The island is geologically unfeasible for subways (also there is no seriThe bus ous need for a subway system for a place with a population of 400.000), while the tram will take too much space The partners welcomed speakers from Arriva, the new on the already congested narrow streets. bus company operating the public transport on the 400.000 strong island has been revamping the transport network. All the buses in Malta have been changed, The carbon scrapping one of the most well-known, but severely polluting landmarks of the dAIR, however is about the reduction of carbon emissions city: The Malta bus. at airports. Public transport plays an important role and Arriva wants to improve significant improvements public transportation and are being made. While it’s considers the airport as an not perfect, it’s on the right important place where fretrack. In terms of airport opquency can be increased. erations, the airport authority is attempting to modernize much of their equipment The car and is prioritizing flights in areas where they do not The main mode of transport need to taxi for too long to for the Maltese remains the get to the runways. car. It is one of the countries in Europe with the largest car per person ratios in The conclusions Europe. This is also due to many Maltese policies proAfter three study visits in moting the usage of the three different areas, a patcar. The Malta International tern is emerging. There are Airport expansion actumany things that differentially envisions an increase in ate these airports and their parking spaces. On-street operations and access, but parking is generally free at core, the will to remove across the island; privately CO2 from the atmosphere owned/operated car parks, is shared. Good practices such as those at the airpor, exist everywhere and can are normally at a charge. be exchanged. Malta is a Malta International Airport great example of a work in has proposed so many parkprogress. ing spaces because of planning regulations. For more information on the dAIR project and its members please Bottom line is that it is visit our official webpage at cheap to have a car in Malta. Then, how do you age people from using it?

Third study visit in pictures social dAIR LinkedIn: Twitter: @DAIRtwit Facebook:

Partners City of Eindhoven Eindhoven Airport N.V Airport Regions Conference Agglomerations Community Lands of France Stockholm Public Transport Authority Stockholm-Arlanda Airport / Swedavia City of Leipzig Mitteldeutsche Flughafen AG City of Vienna Province of Bologna City of El Prat de Llobregat Transport Malta Mazovia Voivodship Prague Airport Region

photos by Marius Nicolescu

NEWS STUDY: Reducing emissions of Lowering Carbon Emissions at taxiing at airports Airports discussed at the EESC


axiing of aircraft contributes significantly to the fuel consumption and emissions at airports. The total fuel consumption from all taxiing operations worldwide is forecasted to cost around $7 billion in 2012 and approximately 18 million metric tons of CO2 per year will be emitted.


round 50 professionals met in the headquarters of the Economic and Social Committee to look at methods of reducing carbon emissions at airports, both from a landside access perspective and from airport operations perspective. The policy event, part of the dAIR project was opened by EESC vice president Jacek Krawczyk. “Airport sustainability fits within the larger picture: economic impact, environmental performance, financial situation of airports, and need for transparency. The aviation guidelines and the Single European Sky will be opportunities to start answering theses needs. dAIR is one of the many stones of this ambition” said Mr. Krawczyk.

dAIR partners can now read an in-depth study on the various methods of aircraft taxiing at airports and a cost comparison between them. Please log in below to access the PDF.

Malta International Airport

Article title: Reducing emissions of taxiing at airports Authors: T. Selderbeek, Ir. M. B. Duinkerken, Prof. dr. ir. G. Lodewijks Available on the dair website: http://www.dairproject. eu/resources/study-reducing-emissions-of-taxiing-atairports/

Joint event of 3 INTERREG IV.C ongoing projects in Prague


ovember 5 marked the opening ceremony for the joint event of the dAIR, EPTA and INVOLVE projects in Prague. The other projects are similar EU-funded projects operated in the Prague area. The main stakeholders of all projects were present as well as general manager and PR manager of the Vaclav Havel Prague Airport. The exhibition was open to public at the University premises, afterward was moved to the Prague City hall where it was also open to public until the end of the year 2012. More information on the dair website: resources/joint-event-of-3-interreg-iv-c-ongoing-projects-in-praguedair-epta-involve/

The event allowed speakers from ticketing industry, from Regulator’s perspective, from planning authorities, from aviation world to explore and debate in all frankness the issue of decarbonisation. A dozen of policy proposals were put on the table, and will be further explored through the dAIR project: from tradeoff thresholds to using the local conditions to maximize the efficiency of reduction actions.


Hans Brattström

CO2 Impact Calculator for Surface Access This software will be presented at the next dAIR study visit by Mr. Hans Brattström, Senior Regional Planner, Stockholm County Council.

What exactly does the CO2 Impact Calculator do? The CO2 impact calculator is a tool which is able to calculate the effects on CO2 emissions by surface access to airports through changes of some of the most important factors for the amount of CO2 emissions – public transport market share, fuel modes for buses, market share for taxi, kiss&fly or own car (parked at the airport).

a simplified tool for simulating effects of policies and measures for reducing CO2 emissions. It is built on the methodology used in the study and the results of the study. How can it help the partners in the framework of the dAIR project? A main conclusion in the “15 Ways to reduce the Carbon footprint in airport regions” study is that there is not a single quick fix but you need to work with a number of measures and do it together with a number of relevant stakeholders. The CO2 Impact Calculator is intended to be a tool for starting a regional dialogue process on which measures that would be cost efficient. What are the future plans for this program?

Why was it developed? The Airport Regions Conference (which is the European organisation of regions with airports in Europe, also the dAIR communication leader), through the Surface Access and Climate Change interest group, has worked since 2007 with the airport related climate change impact on regional level. An initial study showed that a significant share of the total CO2 emission within airport regions is caused by land transport to and from the airport. ARC then carried out a study on airport related CO2 emissions in ten of its member regions. The result was published in 2010 in the ARC report “15 Ways to reduce the Carbon footprint in airport regions”. In this study all significant factors for CO2 emission related to aviation within the LTO cycle, activities at the airport and surface access to and from the airport were identified and calculated. In the study the effect of a 10 % reduction of each of the 15 identified and studied factors were calculated. Gathering data and making calculations was complicated and to make this approach usable for other ARC members we developed the CO2 Impact Calculator as

We hope that dAIR partners will use it in the dAIR project and that some more ARC members are interested in gathering relevant data for their regions to be put in the extended model for further validation of the model and results. Where do you see this program in 10 years and who would use it? In 10 years’ time more factors would be included in the CO2 Impact Calculator and it would be frequently used by dAIR partners and ARC members.

IN Issue 4 • May 2013

The newsletter of the Decarbonated Airport Regions project

Charles de Gaulle - on the road to less carbon The dAIR project is aimed at removing carbon emissions from surface access and airport operations. The largest French airport is a great case for looking at good and best practices in this instance. The project study visit that took place April 22-23 looked at identifying some of them.


ow do you limit carbon emissions from surface access and airport operations in one of the world’s largest hubs? That is the question that project partners, experts and speakers had to answer in the latest study visit of the project. One of the challenges of the CDG region is the sheer number of administration bodies that are in charge of

the various aspects relating to the airport. A key point is being able to unite and integrate transport and airport operations, through adequate governance methods. The development of the regions has to be connected to the airport. “The key to managing such a large infrastructure and resulting flows to us is the creation of territorial dynamics” says Marc Gentilhomme, director of Terres de France, a set of municipalities nearby Charles de Gaulle, and host of the visit. One of the notions put forth at the event by Professor Callum Thomas of the Centre for Aviation Transport and the Environment of Manchester Metropolitan University was that every single action taken at an airport will have carbon implications, be it waste management or baggage handling. The Paris Charles de Gaulle region already has an innovative system of public transportation in place, called Fileo (more on that on page 4) as well as an eco-friendly automated people mover, used inside the terminal and airport called CDGVAL. The CDG area has the advantage that a high number of passengers already use public transport to get to the airport (44%), but through the dAIR project, the municipalities around the airport wish to not only optimise their services and increase ridership, but also look at sustainable ways of doing it. At the moment ridership on mass transit from nearby villages is much lower compared to the one from central Paris.

www. dairproject .eu

“The partners in dAIR including all the experts are not only dealing with the technical side of solutions, but as important is the “philosophic” approach, how can we influence the behaviour of the people that are using the modes of transport, including their awareness of the environmental aspects, especially on the long term; that must feed the finding of solutions”, says Maarten van den Nieuwenhof, dAIR project manager.

Fourth study visit in pictures social dAIR LinkedIn: Twitter: @DAIRtwit Facebook:

Etienne Berthon

A behind-the-scenes look at the at the CDGVAL

Partners City of Eindhoven Eindhoven Airport N.V Airport Regions Conference Agglomerations Community Lands of France Stockholm Public Transport Authority Stockholm-Arlanda Airport / Swedavia

A visit to the Maison de l’Environnement

City of Leipzig Mitteldeutsche Flughafen AG City of Vienna

The control centre of CDGVAL

Province of Bologna City of El Prat de Llobregat Transport Malta Mazovia Voivodship

Discussions amongst partners have been fruitful throughout the event

Prague Airport Region Prof. Callum Thomas

dAIR partners and experts gathered to listen to presentations in Villepinte

CDGVAL tunnel under CDG airport

photos by Marius Nicolescu

NEWS The dAIR project brings more than just an interesting experience from European airport regions

sustainable transport and can, by its informal influence, contribute to the implementation of long expected and prepared investments and system measures in transport. All in all we value our involvement in dAIR and wish to achieve great results through it. You can find out more about Prague Airport Region on their website at

Next stop - Sweden Vladimir Vytyska, PAR

Prague Airport Region (PAR) gathers together different municipalities - surrounding towns and villages and Prague districts - on the basis of a common interest related to the operation of Airport Prague.


e are now approaching the half time of the dAIR project, which is very important as well as demanding and innovative for the Prague Airport Region, by its scope and involvement of a number of European regions.

The next dAIR meeting will be held in Stockholm. This is a particularly interesting airport region for the dAIR project partners and experts alike since it is one of the most environmentally friendly airports in Europe. Stockholm Arlanda was the first airport to achieve carbon neutrality status in the industry accreditation scheme Airport Carbon Accreditation (ACA), a programme goverened by ACI (Airports Council International).

The study trip to Eindhoven was interesting due to comprehensive approach, investigation for optimal and high tech solutions to problems and the option of planned enhancement of the airport operation in all aspects and with appropriate advance and public involvement. The approach to the resolution of the development project is well characterised by its name – Brainport. The visit to CDG airport in Paris presented an excellent opportunity for our experts to familiarise themselves with the multimodal combination of ground transport servicing the airport as well as its surroundings. Reports of our colleagues regarding the current situation in close airport regions – Vienna, Frankfurt or Warsaw – are also important and represent great contributions for us.

From 2005 to 2008, Stockholm Arlanda reduced its emissions by around 50% through increased efficiency measures and a switch to renewable fuels. With dAIR, the visit to the airport and its surroundings, together with project partners SLL (Stockholm Local Transport) and Swedavia (the airport operator) will be a gold mine of good practices that can be applied elsewhere in Europe as well.

Equally important to the exchange of experience is the foundation of the North west Transport Forum. This is an informal platform for interdisciplinary horizontal exchange of information and opinions of experts working in state, regional as well as municipal institutions, which are interested in the development of transport in airport regions and can influence it. The Forum brings a comprehensive and current view of the development of

Amongst the surface access ideas already implemented at Arlanda is a dispatch system for taxis that gives priority to ‘eco taxis’ – vehicles that emit less than 120 gram of CO2 per kilometre – in the airport’s taxi lanes. The fewer emissions a taxi produces, the shorter the waiting time will be for being dispatched to the taxi lane in front of the terminal. The study visit will take place from the 18 to 19 June 2013. For more information please visit

On-demand bus cuts carbon emissions at Charles de Gaulle Airport

Filéo is a unique service. Last year it saved 10.000 tons of CO2 from the Paris – Charles de Gaulle airport area.


t is one of the first fully-functioning and successful on-demand bus systems developed in an airport region. Partners and experts present at the dAIR study visit in Terres de France in April 2013 have been able to see the small buses running around the neighbouring villages of Charles de Gaulle Airport. We talked to Delphine Piquemal Lenglet, who is responsible for this project and she shared some interesting information about this very useful service. Filéo was initially created in 1998 under the name Allobus. It was rebranded and optimised in 2010. The idea was born from the fact that there is a sizeable number of people working around the airport, whose shifts begin or end outside of normal public transportation schedules.

making it equally attractive to employees. Passengers have to call a reservation system and ask for the bus stop and time they want to be picked up. After that they receive on their phone a confirmation of their ride, as well as another one just one hour before the bus is due to arrive. Yet, if nobody needs it then it does not run, saving CO2 that would be created by an otherwise 24 hour system. The people living around the airport were virtually obliged to use their own cars in order to go to work at the airport, thus contributing to an increasing CO2 footprint in the airport region. Therefore, Filéo was created, a bus on demand system, which complements (but clearly does not substitute) the regular bus system. According to Ms. Piquemal Lenglet, 75% of airport employees work after 11 p.m. and before 5 a.m. and during the week end. This means there was a clear need for more public transport in those off-hours. Beyond that, almost half of the current users of Filéo have no driver’s licence, making this also a social project – which helps people that otherwise may not have been able to work at the airport or buy a car. The system currently consists of 32 buses, each with a maximum capacity of 29 passengers. So far in 2013, Filéo had 13.000 customers. There are currently 8 lines, serving 19 villages around Charles de Gaulle, with one or two more lines planned this year. According to Ms. Piquemal Lenglet, people are satisfied with the system; in a recent survey, 88% of passengers were happy with Filéo.

How does the system work? Essentially, Filéo comes alive when the rest of the public transport system goes to sleep. Passengers that need a ride have to call a reservation telephone number and ask for the Filéo bus at their closest bus station. The system is not a taxi. It is not a door-todoor service. It runs on public transport lines. The price of Filéo is the same as the public transportation,

Because of the system 10.000 tons of CO2 have not been released into the atmosphere. This is a very interesting system in terms of removing CO2 from the air around airports and a similar system is being investigated in the vicinity of Barcelona El Prat airport. Of course, there are more steps to be taken, such as making the buses less polluting and increasing the coverage area. However, this is an important step forward and a good precursor to a host of new dynamic public transportation options in airport regions.

IN Issue 5 • July 2013 The newsletter of the Decarbonated Airport Regions project


y r o t s s oc s kho ’s succe lm

In the capital of Sweden, the main international airport has been getting a lot of attention. The group that operates it, Swedavia, is the first carbon neutral airport operator in Europe and the world, across their entire Swedish portfolio.

Arlanda strikes as an airport that has become carbon neutral in record time and yet still continues its plight toward even more sustainability. The promise is that by 2020 the airport operations will release zero carbon emissions in the atmosphere. This is not an easy task to achieve, but the Swede’s plans have been very successful so far. In the dAIR project, we have looked at a number of airports searching for best practices in reducing carbon emissions from airport operations and surface access to the airport. Stockholm provided the partners in the project with a good deal of new ideas. What does strike in Arlanda is a business model, which beyond being modelled to reach the customer’s expectation, is also highly connected to sustainability. Every action that is taken by the airport takes into account the sustainability factor – how will this measure affect the environment and what can be done for that impact to be minimised. As Elisabeth Celsing, Head of Environmental Department at Stockholm Arlanda airport explained to

the experts and partners from the 10 regions present at the study visit in Stockholm.

year “Last we celebrated a very important mark, we have surpassed 50% in percentage of passengers using public transport to get to the airport,” said Frederik Jaresved, Head of Public Affairs at Swedavia.

This is a very large number compared to other airports in Europe and has been achieved through offering varied options “Arlanda Airport has created a business of access to the airport, not only from the culture that revolves around sustainability, city center but also from regions where and that may be the way for other airports employees of the airport live in. as well,” Ms. Celsing said. Beyond all, the success of these Success is a key word for this region, airports measures came from the especially in terms of how it deals with staff’s commitment to environmental environmental issues, and the factors for sustainability. it have been its many years of strategic focus – “Arlanda is subject to some “It is possible to achieve both carbon of the most stringent environmental neutrality, but also a high rate of public standards in the world, through Swedish transport usage. It is important to us to legislation, yet this hasn’t stopped them look to export more of this model into the rest of Europe, since it is clearly a from exceeding these standards.” successful one,” said Vladimir Vystiska Their energy saving projects, including Mayor of Únětice – Prague Airport an impressive heating and cooling unit Region, one of the partenrs in the dAIR called the ‘Aquifer’ and their increased project. reliability on renewable fuels have been paramount to the success of the carbon dAIR will continue to identify problems reduction measures. In effect, Arlanda and solutions in airport areas over a relies almost fully on renewable resources three year period, helping both public authorities and airport operators to for heating, cooling and electricity. understand the larger framework that is Through the Eco-taxi project (read surrounding air quality at airports. more on page 4) the airport has also been able to engage stakeholders with their measures. All taxis picking up passengers at Arlanda emit less than 120 In this article carbon refers to the carbon grams of CO2 per kilometre, qualifying emissions resulting from the use of fossile fuels them as eco-cars.

Fifth study visit in pictures social dAIR LinkedIn: Twitter: @DAIRtwit Facebook:

Partners City of Eindhoven Eindhoven Airport N.V Airport Regions Conference Agglomerations Community Lands of France Stockholm Public Transport Authority Stockholm-Arlanda Airport / Swedavia City of Leipzig Mitteldeutsche Flughafen AG From top (left to right): Elisabeth Celsing and Alex Postema; members exploring the future of public transport in Stockholm at SLL; water draining facilites at Stockholm Airport; Regina Wialla Zimm from the City of Vienna; Dan Wolf, Eurotran, drawing the conclusions of the Study Visit; airport operation machinery that will soon become carbon neutral ; partners and stakeholders listening to the presentation of Ă…sa Sahlqvist, Swedavia; Daniela Florea, Eurotran.

City of Vienna Province of Bologna City of El Prat de Llobregat Transport Malta Mazovia Voivodship Prague Airport Region

Photos by Marius Nicolescu

NEWS Transport Malta organises stakeholder forum

• •

Transport Malta organised its first Stakeholders’ Forum on 4th June 2013 at the Malta International Airport.

Reducing the use of private cars among employees of the airport by encouraging car sharing or introducing a shuttle bus service from a specific region of the country to the airport – and thus reducing a number of cars from the road network; The relationship between water and electricity bills and the airport; The use of Photo Voltaic panels;

Getting dAIR - Save the date


p to 50% of carbon emissions of an airport area are produced at ground level: by the surface access, by the airport operations.

The Airports Regions Conference on behalf of the dAIR projects partners Together with the hosts City of Leipzig and Mitteldeutsche Airport Holding are extremely happy to invite you to attend the workshop on Decarbonising the AIRport regions In Leipzig OLD EXCHANGE at Naschmarkt On 5th September2013 13:30 to 17:00 A dinner will follow.


he purpose of this meeting was to provide stakeholders with detailed information relating to the dAIR Project and to open up a general discussion on carbon emissions, its causes and effects. The main issues discussed during the forum were the aims and expected results of the project, the status of the project and work completed so far and the next steps. An emphasis has been made to select the right stakeholders to participate in this project along with transport Malta; to contribute to the discussion, raise concerns and suggest possible measures that can be implemented to encourage energy efficiency within the airport region for the benefit of all. In view of the wide-ranging causes and effects of carbon emissions, the Study Area encompasses the airport and its operations, such as ground handling operations, transport of employees to and from the airport etc. (aviation-related activities fall outside the scope of this project); this creates a wider area of influence within which it is envisaged that the cumulative reduction in cabon-generating activities will have an overall benefit for all concerned parties. The forum also incorporated a Question & Answer session. The main issues discussed included: • •

The movement of employees to and from the airport; Possible solutions to reduce traffic jams in the road network;

Europe is committed to reduce its carbon emissions by 20% by 2020. Reducing the carbon emissions at and nearby the airports is a contribution to this ambitious goal. After 18 months of reflexion on the subject, 10 municipalities and airports are willing to brainstorm with you on the subject. The workshop will address the issues of surface access to and from the airport, the reduction of the carbon emissions of the airport itself as well as innovation means. Who should attend? Delegates from local or regional authorities, of organisations involved in public transport, rail, and cleaner transport modes. Research centres aiming to develop innovative solutions. Intermodality supporters, environmental or transport NGOs. Industry stakeholders. This will be the opportunity to understand better what is currently done, and what will be done in the next future on the subject. For registration please visist

The best cars to the front of the queue!

Thomas Kreij is the Manager for Ground Transportation at Stockholm Arlanda Airport. He helped develop a unique system in the world which regulates the inflow of taxis to pick up points around the airport, based on their environmental efficiency. This helps reduce carbon emissions significantly from taxi operations at the airport. This is just one of the many ideas presented to dAIR partners and experts present at the Stockholm Study Visit in June 2013. The idea came up if we could, in some way, influence the taxi companies to change to better cause. At that time they were driving on petrol. I was discussing with the people doing the handling of taxies at Arlanda airport and we were wondering if we could do something with the system. We took the decision in 2009 that in two years’ time – 1 July 2011 you can’t pick up passengers at Arlanda airport if you don’t drive an eco taxi. An eco-taxi is a vehicle that does not emit more than 120 g/km of CO2. These are not our rules, these are defined in legislation in Sweden. Protests from the taxi companies closed the airport twice. It was a tight struggle to get this through. We changed the way of setting up the taxis. Previously we had two queues, now there are seven, so drivers have to have their cars looking clean in order to attract customers. We do environmental reviews, twice a year, where we audit the taxis and see whether they buy the fuel they say they are using. That was the problem with ethanol; some people were trying to cheat the system. Now we have the audit, where they give us receipts to show us what type of fuel they are using. The system is a technically advanced one. You get a transponder in the car, when you arrive at the airport you get a number of points, that put you up or down of the queue, based on some specific requirements, such as whether you arrived with a passenger to Arlanda, so you didn’t waste fuel for only arriving at the airport. The taxis wait at a area of sorting before being allowed to enter the pick-up area. The system calculates points for each car based on emissions, passengers. If you have an electric car you would get bumped right to the front of the queue, since it does not emit

any carbon. There was a test for an electrical car, a small one with a range of 45 kilometers, we hope for more in the future. Momentarily there are no electrical taxis at Arlanda airport. Biogas and hybrid cars tend to get in front of the queue as well, as their emissions are reduced as well. The taxi owners changed their fleets, this means our system works. There are 3500 vehicles registered to pick up at Arlanda airport, all of them are eco taxis. The system is offset economically by the tax that the airport charges the taxi companies for every single pick up they make. There have been obstacles in the way of the system – the taxi companies took us to court serveral times, but we won every time. We will continue to develop the system, since it is an unique one. We have developed it here at Arlanda airport, we started it in 2009 and it has been getting better and better. Now we are investing money to build a seamless system that we want to make commercial in order to be able to sell it. And it wouldn’t be applicable only to taxis; it could be used for buses as well. The good thing with this is that if there is a new car on the market which is environmentally efficient, the taxi companies will buy that one. Normally a car is on the market for three years, then they change it. At Arlanda that tends to be lower, since the companies want to buy the most efficient cars in order to get in front of the queue and make more money to and from the airport. In 2012 the requirement for eco-taxis has been introduced in Gothernburg and Malmo will be 100% eco by 2015. They are all at 100% already. We are developing a scalable system for other airports to use, no matter the size.


Issue 6 • September 2013 The newsletter of the Decarbonated Airport Regions project

Leipzig A irpo rt g

etti ng

development model,” says Markus Kopp, the CEO of Mitteldeutsche Flughafen AG. He mentions the serious responsibility that the airport has taken in terms of environmental and noise protection. “We have invested some € 135 million in noise protection programs for our airports,” he added in relation to the noise abatement program for about 10.000 houses delivered by the consortium.

Leipzig/ Halle is a colossal airport but during daylight it seems almost like a ghost town. A few passenger flights during daytime grace the two parallel runways. But it is after the sun sets that the magic begins. The largest DHL Express hub in the world is based on the airfield. Almost 900.000 tons of freight is being handled by the airport each year, making it the fourth largest European cargo airport, and the 25th largest in the world. The airport is a subsidiary of Mitteldeutsche Flughafen AG and is part of the dAIR project. “Ecology and Sustainability are core objectives of our business

Leipzig/Halle is in the incipient phases of a widespread decarbonisation phase, admitting that more and more of their shareholders demand ecological behaviour as part of their political strategies. Thus the airport executive staff has identified environmental issues as key for further development. The airport has developed environmental guidelines which are mandatory for all employees, and involve looking at the consequences on the environment before taking a decision and also increase their awareness to the CO2 emissions of the airport area. The DHL Express effect DHL Express moved its hub operations from Brussels to Leipzig in 2005, taking advantage of a virtually uncongetsed airport with a compre-

hensive infrastructure.


DHL brought thousands of workers on the platform, all of which need to travel to and from the airport on a nightly basis. For them, and also the day time workers, the airport, in collaboration with he local public transport operator and Deutsche Bahn is offering reduced rates through a program called Job Ticket (read more about that on page 4). Towards this move, dAIR has been mentioned as a driver of action. Other very interesting projects are happening at Leipzig, including a car sharing system offered by TeilAuto. The airport is also in the beginning phases of having an energy management system that is previsioned to remove significant amounts of CO2 from the operations. Read more about Leipzig / Halle airport and the dAIR study visit in this issue of our newsletter and visit our website for in-depth coverage.

Fifth study visit in pictures social dAIR LinkedIn: Twitter: @DAIRtwit Facebook:

Partners City of Eindhoven Eindhoven Airport N.V Airport Regions Conference Agglomerations Community Lands of France Stockholm Public Transport Authority Stockholm-Arlanda Airport / Swedavia City of Leipzig Mitteldeutsche Airport Holding City of Vienna Province of Bologna City of El Prat de Llobregat Transport Malta Mazovia Voivodship From top (left to right): Markus Kopp The CEO of Mittledeutche Airport Holding; project partners and experts at Leipzig Airport; Gaby Mols - Environmental Manager at Eindhoven Airport; Vladimir Vytiska, representing Prague Airport Region; discussions during the mid-term event; participants at Leipzig City Hall; the speakers of the mid-term event at Leipzig old stock exchange; a presentation of the new underground transport in Leipzig;

Photos by Marius Nicolescu

Prague Airport Region

NEWS quarter of the estimated 1.7 billion euros needed for the project. The decision to go ahead with this plan could be taken in the next few weeks. The project is not new, with the plan for the CDG Express conceived in 2000, but troubled by the financial crisis. The project is being led by airport operator Aeroports de Paris and three French state-owned public transport groups. dAIR NEWS

Other NEWS

See you in Poland

GSA Final Seminar

The next study visit is going to take place in Mazovia, Poland.

Please join the GSA Final Seminar in Drenthe, The Netherlands, on 13th November 2013.

Project partners and experts from the 10 European regions involved in the project will be able to fully explore Poland’s newest airport - Warsaw Modlin. Modlin is a disused military airfield, which opened in July 2012, intended for low-cost carriers serving the Warsaw, Poland market. On 8 February 2010, the airport was registered officially as a civil airport by the Polish Aviation Authority. It is located 35 km north of Warsaw’s city centre in Modlin, which is a district of the town of Nowy Dwór Mazowiecki. The organisers will emphasise Mazovia’s role in protecting the environment and improving the accessibility of the region’s transport as well as looking at Investment plans and ideas for airport development, surface access and development of innovative airport city. Of interest for many participants will be to look at the Master-Plan of Warsaw-Modlin Airport concerning CO2 reduction and surface access improvement together with the plans for a railway connection to the newly built airport. The study visit will take place between 1-3 October 2013 in various locations across Warsaw as well as on location at Modlin Airport.

Express rail service funded from taxes on airline tickets New taxes on airline tickets may fund a new express rail service from Paris Charles de Gaulle Airport (CDG) to the city, according to France’s transport minister, cited by Le Figaro newspaper. The tax would not fund the entire project but about a

At this event focus will not only be on the partnerships’ cooperative quest for sustainable solutions in and around regional airports, but also on the latest news regarding aviation research and policy. The varied programme, including presentations, films and interviews, also offers ample opportunity for discussion and networking. A detailed programme will follow shortly but you can register online now. We look forward to meeting you (9.30 – 16.30) on 13th November. Should you have any further queries in the meantime, please do not hesitate to contact us. Please click on the invitation or the following link to register for the GSA Final Seminar: registrationGSA Final Seminar.

Half Way Through dAIR - the story so far

About a year and a half ago began the story of dAIR – a European project with some great ambitions – looking at how decarbonisation in airport regions can be achieved. It started with an application, an approval, and the willingness of 14 groups of partners from ten EU regions, as far west as Warsaw, Poland and as far South as Malta to work together and find great ideas for the future.

Great ideas – Good practices

The exchange has begun already

An important issue arises, as with every project – what is the scope, the final goal that it tries to achieve? What is the value that it brings? For dAIR, the project partners have been able to recognize these values and already look very focused at the goals from early on. Together they are exploring and identifying ideas, practices in each other’s regions and airports that they can apply to their own.

In the beginning of the project, many have expected the results of the project to come gradually, after its end, when all these practices would have been identified and detailed. However, this has not been the case. Because of dAIR now two regions are doing something more.

In the end, a series of transnational documents will be produced – encompassing all the ideas that are truly valuable, all based on a specific methodology that looks at a number of factors, including how innovative a project is, costs, CO2 reduction, ease of implementation and more.

Just a couple of examples of practices identified so far: Triple Helix cooperation , which is a collaboration between municipalities, universities and businesses towards achieving a particular goal or product. Triple Helix goes beyond cooperation. It allows for ownership of a territorial strategy by providing a framework for this strategy. The impact on CO2 of this measure would be that this cooperation supports sustainable projects that aim to reduce CO2 emissions and, at the same time, allow an airport to grow. Bus on demand, which is a bus system used by employees working for the companies in/around the airport. It is already used in the Charles de Gaulle Airport area. Its inception resulted from the fact that 75 % of CDG employees have staggered working hours. The bus on demand system fulfils the needs of workers who do not have cars and work late-night shifts. Users can call the dispatch centre an hour and half before they need a ride, and a bus will come at their usual bus stop at all times of day and night. In terms of CO2 reduction it decreases the use of private cars and allow for annual savings of 30.000 tonnes of CO2.

In El Prat, the municipality where Barcelona Airport is situated, the municipality is looking at a bus on demand system, like the one in Paris, that would ease access to some hard to reach areas on the airport platform. Officials from El Prat have met with the providers of the Paris system.

Because of dAIR regions are starting initiatives on reducing CO2

During the last study visit, Eindhoven Airport announced that, after seeing what Swedavia has accomplished in Stockholm Arlanda and all of the airports in its portfolio, Eindhoven Airport would like to follow through. The plan is thus for Eindhoven Airport to look towards Zero Emission. This also applies to surface access to the same airport. They are commissioning a trainee from a technical university to see how that will be possible and what measure the airport has to take to reach that goal. These are but some examples of what this project is aiming for just half way during its natural life. The way it looks right now, the project is bound to be a success and take a big step towards a cleaner environment. For more information on the dAIR project, as well as all our newsletters, press releases and articles please see our website at


zov ia

Issue 7 • November 2013 The newsletter of the Decarbonated Airport Regions project

’s N ewe st C

When the dAIR partners came to Modlin Airport for the first time, it had been reopened for one day. The newest Polish airport has been through a lot lately, including missing out on almost of year of operations due to problems to the runway.

Since it is a new airport, carbon emissions from airport operations and surface access are still an issue that will develop when the airport will be thriving, but for now the airport is focusing also on their environmental footprint. The airport is surrounded by national parks and very close to protected animal areas, thus their environmental department is focusing on issues of noise and environmental protection. Yet, when it comes to decarbonisation there are some possible projects in the pipeline for Modlin airport. Rail For now the airport is not directly connected to the Polish capital of Warsaw by train, through there is a hybrid trainbus possibility. This means you can take a train from Warsaw until Modlin station,n which is six kilometeres away from the airport, at which point a bus picks you up and takes yopu to the terminal. Plans are to extend the existing line all the way to the airport where it will have an underground station. This means an additional six kilometres of rail that will need to be built. There would also be a train connection between Warsaw Chopin airport and Modlin, facilitating airport to airport transfers. This would be a possibility to reduce CO2, but it depends significantly also on Polish national policies on electricity production. For now, 90% of Polish electricity is produced using coal.


Electric vehicles at airport Modlin airport has purchased a number of electric vehicles . They are used inside the airport for transporting light cargo necessary for operations as well as staff around the hangars and the main terminal building. These vehicles are able reduce the use of fuel, replacing it with electricity, therefore reduction in CO2. Bike accessibility to the airport Many workers around Modlin airport reside in a city five kilometres away from the airport. Dedicated bike lanes (which are though of, not planned or existing) would facilitate transport of employees to the airport. Another idea is the creation of short time bike rental stations in and around the airport for employees and passengers to take. There are a number of organisations who are considering this possibility and through the dAIR study visit the airport officials are now aware of this possibility. All in all, Modlin Airport is in the very beginning. In a country like Poland; where, unfortunately CO2 reduction is not high on the agenda, just the participation in a European project such as dAIR shows a commitment to changing the current situation. The challenge for Mazovia will be to be able to differentiate itself from the others with a policy that is geared towards carbon emission reduction and hopefully neutrality.

Mazovia Study Visit in pictures social dAIR LinkedIn: Twitter: @DAIRtwit Facebook:

Partners City of Eindhoven Eindhoven Airport N.V Airport Regions Conference Agglomerations Community Lands of France Stockholm Public Transport Authority Stockholm-Arlanda Airport / Swedavia City of Leipzig Mitteldeutsche Airport Holding City of Vienna Province of Bologna City of El Prat de Llobregat Transport Malta From top (left to right): dAIR door sign at the Mazovian Office for Regional Planning; Jacques Grange, Terres de France; Franz Joechlinger, Vienna, testing an electric vehicle; partners in the baggage handling area of Modlin airport: the entire group present in Modlin; Asa Sahlqvist interviewed by Polish national TV; electric vehicles at the airport; ground handling (push back) of one of the first flights returning to Modlin Airport:

Photos by Marius Nicolescu

Mazovia Voivodship Prague Airport Region

NEWS TLD Group to develop a semi-robotic, pilot-controlled vehicle called TaxiBot that is designed to transport airplanes from airport gate to runway. The Airport eMove initiative aims to implement electromobility projects of the future to make aircraft towing and surface-bound traffic as environmentally-friendly as possible, says Lufthansa. More info here:


See you in Bologna The next study visit is going to take place in Bologna, Italy. Project partners and experts from the 10 European regions involved in the project will be able to fully explore Bologna Guglielmo Marconi Airport in Italy. With 5,958,648 passengers handled in 2012, the airport is now the seventh busiest in Italy. For the period 2011-2013, Bologna airport will grow in size, from the current total surface of 31,100 m2 to the total surface of 36,100 m2. The number of gates will increase from 20 to 24. Moreover, a new baggage handling system will be installed in the new single check-in area. The participants will be able to find out what Bologna is doing in terms of decarbonising the surface access to the airport as well as the on-site airport operations through presentations from airport and region officials. The study visit will take place between 13-15 January 2014. Other NEWS

Lufthansa looks at replacing diesel tow tractors with electric ones Lufthansa Technik’s ground handling subsidiary Lufthansa LEOS has signed a contract with Sweden’s Kalmar Motor to join in developing an electrically-powered hybrid towbarless tractor capable of towing aircraft as large as the Airbus A380 for distances up to seven kilometres. If it proves successful, the electric tractor would be the first of its kind in this widebody performance category and the aim is to eventually replace the dieselpowered tow tractors currently in use. The tractor, called the eSchlepper, will be part of Lufthansa’s Airport eMove project that is developing a number of green ground handling initiatives at Frankfurt Airport in conjunction with the airport’s operator Fraport and government. Lufthansa LEOS is also working with Israel’s IAI, Airbus and

GSA Final Seminar Please join the GSA Final Seminar in Drenthe, The Netherlands, on 13th November 2013. At this event focus will not only be on the partnerships’ cooperative quest for sustainable solutions in and around regional airports, but also on the latest news regarding aviation research and policy. The varied programme, including presentations, films and interviews, also offers ample opportunity for discussion and networking. A detailed programme will follow shortly but you can register online now. We look forward to meeting you (9.30 – 16.30) on 13th November. Should you have any further queries in the meantime, please do not hesitate to contact us. Please click on the invitation or the following link to register for the GSA Final Seminar: registrationGSA Final Seminar.

Making power out of thin air in Eindhoven

Eindhoven Airport is embarking on a very interesting project, where they are the key factor in researching a very innovative method of electricity generation at the airport, wind turbines which use the wind produced by plane engines at the end of the runway as they depart. It is an idea that may bring them even closer to their goal of decarbonising the airport area. Below, Ismael Bena from Free Stream Energy explains where this project is so far and gives the technical details on what they are doing exactly. Driven by curiosity and out-of-the-box thinking, Free Stream Energy (“FSE”), a Joint Venture initiative by Mr. I. Bena – Founder of Attaj Climate & Energy Solutions Ltd. and Mr. E. Schënker CEO of ZDIB BV, have encouraged the ambition to develop wind driven energy solutions on Airports.

oversee the planned field tests. Their support was pivotal to reach the status of our research today (See figure 2).

When we say Airport we actually mean as close as possible to the runways! Being familiar with the constrains of high rising objects near airports in support to the very high safety standards applicable near runways, we knew our objective would be rigorously challenged by airport operators and a like’s. Therefore we initiated various theoretical studies and simulations to challenge the feasibility of the concept, in which we analysed the wind speeds, turbulence and jet stream distribution of various plane engines (see figure 1).

Figure 1: CFM56-7B engine [Boeing 737-800] at full thrust results into the following velocity distributions in m/s behind the jet engines. Based on the positive results of our desk studies, we entered discussions with Dutch based Eindhoven Airport (“EHEH”) to consider field-testing at their site to achieve proof of concept. EHEH welcomed this initiative because of their increased focus on sustainability in their operations and around the airport. EHEH quickly recognized that this concept could have the ability to create a big impact on their sustainability goals, in addition to their catering of innovative projects related to Airports. Over various months FSE together with EHEH assembled a Key stakeholders group involving the Royal Dutch Air Force and Air Traffic Control to prepare and

Figure 2: measuring Jetstream distribution and wind speeds at various distances between ILS system at EHEH

As the concept initially was created to use the exhaust jet stream from in- and outbound flights to drive special designed wind turbines to generate electricity, our field studies have advanced our concept in various ways not anticipated beforehand.

We will be able to create benefits for airport operators ranging from electricity generation to increased operational efficiency and overall carbon reduction. We believe that our upcoming phase of field research and subsequently our product design will be able to create multiple benefits for airport operators ranging from electricity generation to increased operational efficiency and overall carbon reduction. With the aim to create innovative, safe and highly efficient energy generation equipment for the aviation industry, FSE is working closely with technical universities and aerodynamic engineer firms. Moreover, we are continuously exploring potential collaborations and synergies with industry peers and supporters to assist us in meeting our goal for commercial system rollout in 2015.

The newsletter of the Decarbonated Airport Regions project

IN Issue 8 • April 2014

In Prague, environment responsibility begins early on


ccess to Prague airport is suffocating. Every month, some two million cars make their way to the main Czech airport. While infrastructure in the area has been improving in the last decades, the airport is not yet within environmentally friendly reach from the city and the neighbouring areas. Beyond that, a number of municipalities around the airport, formed themselves into an organisation called Prague Airport Region. They have been active partners of the dAIR project. Reducing the carbon footprint of the airport when it comes to surface access and operations airport is bound to improve their residents’ lives as well.

The airport is handling close to 11 million passengers a year and is growing, with Prague being a bustling cultural destination at the heart of central Europe. But not only surface access is an issue, CO2 emissions from airport operations are a big factor in the pollution in the area. Taxiing aircraft, heating and cooling of the terminal play a pivotal role in the origin of CO2 emissions. Prague Airport Region and the airport administration are looking at best practices from around Europe through the dAIR project to understand and solve the situation. “Since we are nearing the end of the project, I think we have gathered a number of good ideas that we can share with our airport partners as well as with the people who live in our area. We have brought the stakeholders of the airport at the table as well, and organised a couple of stakeholder forums to see how we can adjust to the needs of everyone involved,” says Vladimir Vytiska, of Prague Airport Region and Mayor of Unetice, a municipality located just outside the airport. The Prague airport dAIR study visit took place between the 25 and 27 March and included a range of speakers who brought more light to the issue. They have highlighted possible solutions to the challenges which Prague Airport is facing as well as show what has already been done in the area.

Airport Operations The airport has already joined the Airport Carbon Accreditation

program and is planning to further reduce its carbon output by 9% until 2017, compared to 2009 levels. ACA is a program that has been mentioned positively throughout the dAIR project, with many of the airports in the partnership being part of it. Prague is looking at implementing currently a number of CO2 saving activities, which include LED lighting in the terminals, electric vehicles on the ground. Beyond that, it is in the process of replacing inefficient cooling units and boilers, expecting significant CO2 savings on that.

Surface Access In terms of surface access the region is interested in developing better infrastructure to the airport, as well as efficient and upgraded public transport. There is a plan for a railway to the airport, since at the moment the only public transport mean to the airport is the bus. Upgrades to buses are also pending, including electric buses with charging points at passenger stops. These have been presented during the study visit.

Environment Education One of the unique aspects of the study visit was the introduction of the projects that the airport has with local schools in the area. Environmental education is tackled with pupils of fourth and fifth grades who learn facts about airport operations and the neighboring environment – noise, emissions, water cleaning and protection. The program is conducted using, video and audio recordings, interactive games and visualisations, allowing the children to learn about various adverse effects on the environment and acquire basic information about its protection. Through this, the airport and the region are looking also at the future of environmental protection and are fully aware that in order to have an area with clean air and low carbon emissions they must involve and convince the future generations of its importance.

Prague Study Visit in pictures social dAIR LinkedIn: Twitter: @DAIRtwit Facebook:

Partners City of Eindhoven Eindhoven Airport N.V Airport Regions Conference Agglomerations Community Lands of France Stockholm Public Transport Authority Stockholm-Arlanda Airport / Swedavia City of Leipzig Mitteldeutsche Airport Holding City of Vienna

From top (left to right): Prague Airport bus used for the study visit, Vladimir Vytiska, mayor of Unetice; the train used to explore the plans for a railway to the airport; Vladimir Vytiska interviewed by aCzech news team; Elisabeth Celsing of Swedavia, the electric and heating center at Vaclav Havel Airport Prague, Jiří Kraus Member of the Board of Directors and Senior Executive Director of the Properties Management and Development Prague Airport.

Province of Bologna City of El Prat de Llobregat Transport Malta Mazovia Voivodship Prague Airport Region

Photos by Marius Nicolescu

NEWS The speakers of the event included Richard Tuffs, the director of ERRIN who spoke about buzz innovation and assessing efficiency of measures in decarbonisation. Elisabeth Celsing from Swedavia spoke about all the actions Stockholm Arlanda airport is currently taking in terms of better environment in the airport area. This included practices identified through the dAIR projects, such as eco taxis, aquifer usage as well as intelligent lighting. dAIR NEWS

See you in Vienna The next study visit is going to take place in Vienna, Austria. Project partners and experts from the 10 European regions involved in the project will be able to fully explore Vienna International Airport in the capital of Austria. With 22.000.000 passengers handled in 2013, the airport is the countrie’s biggest and busiest airport and serves as a hub for Austrian Airlines. Vienna Airport has numerous options for surface access but one of the most interesting is certainly the CAT (City Airport Train), which takes a bit more than a quarter of an hour to reach the airport and also offers in town check in for passengers of a number of airlines. The participants will be able to find out what Vienna is doing in terms of decarbonising the surface access to the airport as well as the on-site airport operations through presentations from airport and region officials. The study visit will take place between 19 - 21 May 2014.

dAIR opens policy debate in Brussels Removing carbon emission from the atmosphere around airports is a key factor of success for regions and airports. Europe is committed to reduce its carbon emissions by 20% by 2020. Reducing the carbon emissions at and nearby the airports is a contribution to this ambitious goal. After two years of reflexion on the subject, 10 regions and airports got together to discuss with about the policy recommendations they will put forward to EU Institutions and other stakeholders. On March 6 in Brussels the Getting dAIR policy event attracted regional representatives, industry professionals and politicians from airports and regions to discuss decarbonisation around airport areas. The event addressed the issues of surface access to and from the airport, the reduction of the carbon emissions of the airport itself as well as innovation means.

Amongst other discussed subjects there were marketing public transport, in particular trains to the airport as well as surface access issues in smaller airports. In terms of policy recommendations, the participants agreed that more communication is needed in terms of making public transport attractive to airport passengers as well as incentivising cheap parking for electric cars or eco cars. Brussels will also host the dAIR final event, which will take place on 13 October. There the best practices identified in three years of project development will be presented, together with the documents which will result from the project.

In Bologna, inovation and CO2 reduction go hand in hand

The Province of Bologna and Bologna Guglielmo Marconi Airport hosted between 13 and 15 January the eighth study visit of the Decarbonized Airport Regions project (dAIR). Regional planners, environmental specialists and experts from nine other regions came to explore the actions that the region and airport are taking at the moment to curb the impact of fossil fuels in relation to their airport.


he Province of Bologna already invested in a number of projects that are looking at decarbonizing the region and the airport area.

A people mover monorail project which would connect the airport to the central railway station in Bologna has been presented at the meeting. This project complements a comprehensive strategy for mobility, which include upgrades to the metropolitan railway service, public transport harmonization and integration, cycling mobility (the construction of bicycle lanes, both for workers and tourists is in progress) and the construction of motorways. The dAIR project partners tested a range of electric innovative vehicles: a solar-powered motor scooter, an electric public bus, a lightweight electrically assisted bicycle created by Ducatti, as well as a small electric car. They come as a demonstration of the innovation capacity of the region, since all of them were developed in the Bologna area. “At the airport, we are always very keen to exchange knowledge and experience with other airports and regions. We appreciate learning from our colleagues in Europe and contributing to the knowledge building. I can say it is part of our DNA, of our way of working,” said Nazareno Ventola, Managing Director, Aeroporto G. Marconi di Bologna SpA. “Managing and mastering the environmental agenda is a competitive issue for us. By doing so, we address real business problems, because I believe sustainability is another facet of the business,” Mr. Vendola added.

“Knowledge exchange is part of our DNA” The project will continue to identify problems and solutions in airport areas and will culminate with a series of documents outlining the best practices identified. This helps public authorities and airport operators to understand the larger framework that is surrounding air quality at airports.


The newsletter of the Decarbonated Airport Regions project

Issue 9 • June 2014

Three years later dAIR began almost three years ago as an idea to exchange best practices on fossil fuel reduction and decarbonisation of airport regions. Over the course of ten study visits, three policy events and many emails and phone calls exchanged between the partners, the project is nearing the end. The dAIR final event will take place on 13 October 2014 in Brussels, and will reunite all the project partners, as well as a number of exhibitors of good practices in a special exhibition section. The ten study visits have made all the partner discover new, exciting ideas which can be applied in their regions. After each study visit we have issued a newsletter as well, summarising some of the ideas and events from those study visits. Now, as this is the last newsletter of the project, turn to the next set of pages to see those previous newsletters stitched together. Like the entire dAIR project, all is linked, and no study visit would be worth as much without the exchange and ideas from the other nine. We thank everyone who made all the study visits and the good practices behind them possible and we are sure that the results and ideas of this project will last long and bring positive changes to the environment in every dAIR region.

Vienna Study Visit in pictures social dAIR LinkedIn: Twitter: @DAIRtwit Facebook:

Partners City of Eindhoven Eindhoven Airport N.V Airport Regions Conference Agglomerations Community Lands of France Stockholm Public Transport Authority Stockholm-Arlanda Airport / Swedavia City of Leipzig Mitteldeutsche Airport Holding City of Vienna

From top (left to right): Julian Jager, CEO of Vienna Airport, Regina Wialla Zimm and Wolfgang Khutterfrom the City of Vienna, wind mill nearby Vienna Airport, an TAROM airplane parked at the gate at VIE, Franz Jรถchlinger from Vienna Airport, parking at Vienna Airport, Uli Koehler, Regina Wialla Zimm and Delia Mitcan of the dAIR project.

Province of Bologna City of El Prat de Llobregat Transport Malta Mazovia Voivodship Prague Airport Region

Photos by Marius Nicolescu

NEWS increased numbers of kiss and fly rides, which involve high carbon emissions from empty trips of people who do not actually fly, little or incoherent information on public transport or the lack of public transport.


Last stop: Brussels The final event of the project will take place in Brussels on 13 October 2014 This will be the dAIR project’s final event, a one day conference in Brussels, discussing the implications of the three year work of more than 10 partners from Europe on decarbonising airport regions. Removing carbon emission from the atmosphere around airports is a key factor of success for regions and airports. Europe is committed to reduce its carbon emissions by 20% by 2020. Reducing the carbon emissions at and nearby the airports is a contribution to this ambitious goal. After more than two years months of reflexion on the subject, 10 municipalities and airports are willing to brainstorm with you on the subject as well as present the findings of the project.

Most major airports in Europe attract large volumes of traffic, which beyond producing significant carbon emissions also produce traffic jams. Buses are good alternatives to this, but still produce emissions and get caught in the same traffic jams. The train solution A logical solution to emission reduction as well as traffic jam stoppage is a train link to the centre of the city the airport servers. In the dAIR partnerships all the airports involved either have a form of a train connection or are thinking about building one. In Warsaw Modlin, Poland’s newest airport a train takes passengers near the airport, where a connection bus picks them up and delivers them to the terminal. In Stockholm and Vienna passengers can chose between local train services and express trains which also offer the option of in town check in.

The event will address, amongst others, the issues of surface access to and from the airport, the reduction of the carbon emissions of the airport itself as well as innovation means.

In any of the cases, the train is a green and efficient alternative to any other form of transport to the airport, but bears an enormous initial investment, which sometimes makes policy makers doubt the success of this infrastructure.

dAIR featured in Air Rail Magazine

Marketing and promoting non-car travel from the airport.

Airport areas produce a significant carbon footprint. Common knowledge links these emissions almost exclusively with aviation emissions, yet studies conducted at a number of European airports by the Airport Regions Conference show a different reality. Half of the emissions linked to an airport come from surface access to the airport and airport ground operations. Air Rail intermodality can also play an important role in reducing CO2 from surface access.

A good train connection can be a very unsuccessful business if it is also not marketed accordingly. People have to have the latest information about their connections.

A European project

Future plans

For the past two years 14 partners from 10 European regions have been working to begin solving this issue in a project called dAIR (Decarbonised Airport Regions). They have been exchanging best practices in terms of surface access and airport operations and some pilot projects have already been implemented in a couple of regions.

The dAIR project officially ends in late 2014. As a result of its actions and exchange of good practices a number of pilot projects have been implemented. In Barcelona, in the municipality of El Prat a bus on demand system has been installed, which will facilitate the transport of airport employees at odd hours to and from the airport. In Leipzig a system called Job Ticket is now available to most airport employees and it offers free train tickets out and into the airport.

Main Issues When looking at surface access, there are a number of problems surrounding these airport areas, ranging from

Information systems in terminals and city centres are essential for an efficient operation of train connections to the airport. This is in addition to frequencies that allow for any passenger to be able to take the train.

Vienna Study visit Last but definitely not least

In Vienna, the city and the airport have a long tradition of working together. The region is a frontrunner in terms of dialogue and mediation between the airport stakeholders and neighbours. A mediation centre has been running for the past decade, and through it the airport has been able to secure development, including a new runway, with the consent of the neighbours. When it comes to decarbonisation, the airport and the city have also been working together, aided by the fact that the city owns an important number of shares in the airport as well. Beyond that the airport is interested in and highly active in maintaining a decarbonised surface access as well as airport operations.

rive to the airport by bike. This is complemented by a number of bike sharing schemes in and around the airport, which also include electrically-assisted bikes.

“100% carbon neutral train runs between Vienna city and airport” The airport is constantly concerned about the environment, and “5 to 6 million euros are put into an environmental fund by Vienna Airport every year. This environmental fund is used by the communities nearby the airport, “said Franz Jöchlinger of Vienna Airport.

“The share of public transport to the airport in Vienna is rising significantly,” said Julian Jäger, Vienna Airport CEO, at the opening of the Vienna dAIR Study visit, emphasising the importance of the many options the airport and city offer in relation to the public transport connection between the two. One of the most innovative and interesting transport solutions the partners saw in Vienna is the City Airport Train (CAT). This is a 16 minute express service between the city centre and airport, which also offers the opportunity to check in luggage at the train station, up to 24 hours in advance. The train is also 100% carbon neutral, with the sources of energy coming from hydro and solar power. Beyond that, the airport is cooperating with Austrian Railways for long distance trains from the airport to other locations in Austria, Mr. Jäger added. The airport also has introduced bike lanes, thus allowing employees from the surrounding areas to ar-

Additionally, the airport is using and developing Airport Collaborative Decision Management on site, which is a system through which all the parties that are in any way involved with the landing, taxi, and take off of an aircraft are connected to each other through an informatics system and are able to more efficiently guide aircraft through this cycle. “Airport Collaborative Decision Management reduces taxi times at airports, thus CO2 emissions,” said Manuela Knotek of Vienna Airport.

All in all, Vienna is committed to decarbonising the airport and the region, through a variety of measures. More of them will be presented in the “Best-of documents” which will be the final results of the dAIR project and which will detail all the good practices identified in the three years of dAIR.

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