University of Petroleum & Energy Studies School of Business, Dehradun

Tackling environmental concerns central to Airport planning in India
UNIVERSITY OF PETROLEUM & ENERGY STUDIES

School of Business, Dehradun
Dissertation
On
Tackling environmental concerns central to Airport planning in

India
Program
BBA Aviation Operations
2019-2022
Submitted to:
Prof. Soumya Jain
Submitted By:
Jalaj Handa
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STUDENT DECLARATION
I hereby declare that this submission is my own work and that, to the
best of my knowledge and belief, it contains no materials previously
published or written by another person nor material which has been
accepted for the award of any other degree or diploma of the
university or another institute of higher learning, except where due
acknowledgment has been made in the text.
Jalaj Handa
SAP ID – 500077239
Enrolment No. – R460219065
BBA Aviation Operations
2019-2022
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ACKNOWLEDGEMENT
It is always a pleasure to remember the time people spent on us in

making our work successful.
I would like to express my sincere gratitude towards my mentor and

guide Mrs. Soumya Jain for her constant support and guidance from
day one of the research when the idea of the topic was sprouted in
mind itself till now.
I would also like to extend my heartfelt thank you to my course

coordinator Mr. Mohit Rishi for his invaluable advice and
contribution in this coursework.
I owe a debt of gratitude to all my seniors who took their time out of
their busy schedule to guide me and share their industry experience
relevant to the research.
Lastly, I convey my thanking note to my friends and family who have

constantly encouraged me to complete this significant research work.
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TABLE OF CONTENTS
Serial Topic Page no.

No.
1. Working Title 7
2. Overview 7
Introduction 8
Background 10
Social Sustainability 11
Economic Sustainability 12
Environmental Sustainability 12
Purpose of the Study 12
3. Literature Review 13
4. Sustainable Airports: Concept 16
5. Objectives of the Study 20
6. Methodology 21
Research Questions 21
Research Design 21
Data Collection 21
Research Gap 22
7. Eco Airport Tool-kit by ICAO Environment 22
The eco design of airport buildings 22
Environment management system for airports 27
Climate Resilient Airports 32
Air Quality Management at Airports 36
Water Management at Airports 41
A focus on production of renewable source at airport site 45
Waste Management at Airports 52
8. India’s Approach towards Sustainability 55
Regulatory Measures 57
9. Limitations 60
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10. Conclusion 61
11. References 63
FIGURES AND TABLES
Serial Element Page no.

No.
1. Figure.1 Landside and Airside sustainability opportunities for airports 17
2. Figure.2 Sustainable development goals of UN correlation with airport 20

operations
3. Figure.3 Components of climate change adaptation process 35
4. Figure.4 Waste hierarchy from United Nations environment programme 54

(UNEP)
5. Figure 5.Kochi Airport 12 MWp Solar panel system 60
6. Table.1 Elements of Eco deign airport buildings 25,26
7. Table.2 ISO standard application at airport requirements 29
8. Table.3 EMS at airports 31
9. Table.4 Structured description of measures by ICAO 54
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List of Abbreviations
DGCA Directorate General of Civil aviation
MOCA Ministry of civil aviation
MoEF&CC Ministry of forest and climate change
IPCC Intergovernmental Panel on Climate Change
GHG Greenhouse gases
FAA Federal aviation Administration
CORSIA Carbon Offsetting and Reduction Scheme for International
Aviation
ICAO International Civil Aviation Organization
IATA International Air transport Association
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1.1 WORKING TITLE

Tackling environmental concerns central to airport planning in India.
2. OVERVIEW
Sustainable Aviation
Developement measures
Studying ICAO's Eco

Toolkit
Analysis of India's Position

in Aviation sustainability
2.2 Introduction
The aviation sector contributes significantly to the global economy. Air transport has
risen at a greater rate than most other industries in the past fifteen years. The basic
goal of air travel is to allow people and products to move more quickly across
topographical boundaries. Furthermore, the aviation sector employs a large number of
people and offers communication between distant locations. In terms of urbanization
and construction industry, airports, today, can be regarded as places or small cities
that never sleep. Connected by public transportation, aviation has become a dynamic
and competitive industry, and airports are the center of domestic and international
transportation. The reports on the busiest airports indicate a continuous and
considerable increase in the passenger traffic (1). Air travel is also the safest way of
transportation in comparison. Airports play an important part in the aviation industry's
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socioeconomic elements. Airports enabled the passage of 4.3 billion passengers and
58 tonnes of cargo (about 48,500 routes) in 2018, generating over 65 million jobs and
$2.7 trillion in GDP. Expansion and reconfiguration initiatives for post-COVID-19
passenger processing are underway around the world. Airports are more than just
transportation hubs. With the emergence of 'airport cities,' this vital infrastructure has
become a driver of economic, logistical, and social development. In recent years,
India's civil aviation industry has emerged as one of the country's fastest expanding
industries. India has surpassed the United Kingdom to become the world's third
largest domestic aviation market, with the UK predicted to overtake India as the
world's third largest air passenger economy by 2024. The underlying drivers of air
passenger demand, such as population and demographics, as well as rising earnings,
are all favourable and supportive of long-term expansion. The International Air
Transport Association (IATA) forecasts an average annual growth rate of 6.1 percent
for the next 20 years. Over this time period, the number of annual air passenger
journeys is expected to climb by more than 350 million, reaching about 520 million in
2037. In 2018, domestic airline demand grew by 18.6%, more than three times the
worldwide RPK increase of 6.5 percent, according to figures from the previous year.
Airports are increasingly being held to account for their energy use, emissions and
effects on the environment, and many are introducing efficiency measures in the
context of planning (2). The aviation industry is responsible for about 2% of
worldwide GHG emissions. In 2019, the total quantity of carbon emitted by all flights
around the world is anticipated to reach 915 million tonnes. Carbon emissions from
commercial aircraft grew by 32% between 2013 and 2018, according to a report by
the International Council on Clean Transportation (ICCT). Domestic flights now
account for a major portion of aviation emissions, thanks to the expansion of low-cost
carriers. In the future years, the number of harmful emissions from the aviation
industry is predicted to increase. As a result, organisations' long-term survival is
becoming increasingly reliant on their ability to recognise and respond to societal and
technological change. Businesses are under growing pressure to design and
implement more environmentally sensitive strategies, as well as to operate in a more
sustainable manner. Climate change is one of the most serious challenges to the
aviation industry's capacity to grow and operate in the future, particularly the airport
business. A considerable amount of electricity is consumed to meet the energy
requirement of airport infrastructures such as terminal buildings, aprons, and ground
operations. Significant volumes of waste are generated during the operation of the
airport. The energy consumption and waste removal of busy airports resembles that of
major cities. Besides, the noise emissions from airport operations can significantly
affect the well-being of the local community. The ecosystem is also affected during
the construction activities of the airport (3). India continues to face the challenges of
sustaining its rapid economic growth while dealing with the global threat of climate
change. This threat emanates from accumulated GHG emissions in the atmosphere,
anthropogenically generated through long-term and intensive industrial growth.
Climate change may alter the distribution and quality of India’s natural resources and
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adversely affect the livelihood of its people. With an economic closely coupled with
its natural resources and climate sensitive sectors such as agriculture, water and
forestry, India may face a major threat because of the projected changes in climate in
the years to come (4).The electric energy that is being used at Indian airports is
presently supplied from the electricity grid. Grid gets power from fossil fuel-based
power plants, nuclear power plants, hydroelectric power plants and renewable sources
based power plants. So a large amount of CO2 is released in the generation process of
this electricity (5).
Since the airport operation affects the environment and the local community, the
airport community has a moral responsibility to take remedial measures. But these
aspects are often compromised on economic grounds (6). Airport infrastructure plays
a significant role in generating positive environmental and human health outcomes,
according to the aviation and airport communities. Today, there is still a great
opportunity for improving airport energy efficiency, which can be given by
comprehensive techniques that have a significant potential for reducing energy usage
on a scale of 20% to 50%. Green practices resulted in a 35 percent energy potential in
Greek airports in terms of thermal loads, a 93 percent improvement in Hong Kong
airport, and an 18 percent reduction in energy usage at Adelaide airport. Despite the
fact that energy conservation measures can benefit the aviation sector and airports,
they are often difficult to execute. Other important challenges include ensuring system
security and stability during transition processes, funding and/or providing resources,
and managing landside operations and services. To address the contribution of
aviation sector towards GHG emission and climate change, ICAO has been taking
proactive measures over the years. In the past, ICAO Member States have
demonstrated that they are interested in taking action and advancing initiatives on
environmental protection (8). India has been at the forefront of addressing climate
change concerns at the national level and have demonstrated a leadership position
globally. In response to ICAO’s call to submit State Action Plan by all the States,
DGCA, India had submitted the initial State Action Plan in 2015. This State Action
Plan is an update of the earlier submission to ICAO. Directorate General Civil
Aviation (DGCA), India has prepared and updated the State Action Plan on Reducing
Carbon Emissions from Civil Aviation as per the guidelines given in ICAO Doc 9888.
(9). To overcome and address the issues, the need for a Green Civil Aviation Policy
has been envisaged with a crystal clear objective of achieving sustainable growth of
Indian civil aviation.
Airport planning and execution processes should reflect the perspectives and demands
of all types of stakeholders, including operators, managers, technicians, and
engineers, as well as the airport's technical, structural, and multidimensional elements.
The expected increase in demand for air travel and the necessary upgrades for airport
infrastructure compound the environmental impacts of airport construction and
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operation. In designing and operating the next generation of airport infrastructure (e.g.
terminal buildings) there must be a systematic way for evaluating the resulting
environmental impacts. Measures that assess the sustainability of the design,
construction, and operation of airport infrastructure offer a potential solution for
airport operators to consider. (7). Environmental considerations can be incorporated
into airport planning, design, building, operation, maintenance, refurbishment, and
destruction in a variety of ways. This report outlines the key aspects that airports
around the world, including those in India, have adopted and that are worth
integrating. It also covers contemporary advancements and initiatives aimed at
promoting a more sustainable and environmentally friendly aviation industry.
2.3. Background
According to the Brundtland Report of the United Nations, sustainability means that
current society must organize and consume resources in such a way that future
society's demands are not jeopardised. Sustainable development is becoming more
socially and politically relevant among airports, airlines, and governments, who see
the importance of addressing this massive public issue. In today's society, we all face
the challenge of achieving a fair balance between economic growth, social progress,
and environmental stewardship — the three pillars of sustainability. The aviation
business is an excellent example of an industry that offers a substantial and distinct
contribution to the long-term sustainability of our global civilization. It consists of
efficient and low-cost market access that enhances living standards and supports
economic growth, alleviating poverty and resulting in less environmental degradation
and a more sustainable society.
According to sustainable development guidelines, airports must function and expand

in ways that "...meet the demands of the present without sacrificing future generations'
ability to satisfy their own needs." This means that, for example, airport capacity
cannot be set solely on the basis of technical considerations; it must also take into
account the need for environmental and societal acceptance of airport infrastructure
and operating decisions. Rather than pursuing unrestricted capacity expansion,
airports must now plan for the future and examine their long-term development
opportunities and challenges.
The aviation industry's definition of airport sustainability includes the 'triple bottom
line' notion, with a fourth pillar focusing on operational efficiency. This approach to
sustainability is known as EONS by the Airport Council International (ACI).
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2.3.1. Social Sustainability
• Recognizes direct impacts on daily quality of life: Air transportation is a significant

part of many people's quality of life; as a result, air transportation regulations have a
direct impact on people and must take into account the characteristics of various
towns and places.
• Promotes greater access and choice: Air transportation should provide people with a
reasonable means of access to other places, goods, and services — this means
promoting improved and diversified air services, such as increased frequencies and
routes, improved services, and more diverse air carriers, among other
things.Airports contribute to social networks through creating jobs for local residents
and families, as well as making purchases that benefit local companies.Airports benefi
t in exchange from efforts that promote effective social interaction both within the air
port and with the surrounding community. Many social practices, such as providing
volunteers for local charities, allowing employees to have a better worklife balance (e.
g., flexible hours), and offering airport facilities for community activities, can be done
for little or no money or as part of standard effective human resource management.
2.3.2. Economic Sustainability
• Recognizes the importance of an efficient air transportation industry in supporting

the national economy — this means airport policies, programmes, and practises
should be innovative in order to help the economy and industry become more efficient
and competitive.
• Recognizes the importance of a cost-effective air transportation industry for people

and goods movement — this means that airport policies, programmes, and practises
should seek innovative financing and implement cost-effective solutions to ensure that
airport facilities and services are affordable.
• Recognizes the necessity for an air transportation industry whose prices reflect the
entire costs and benefits of the facilities and services supplied to users and society.
2.3.3. Environment Sustainability
• Recognizes the importance of protecting and conserving natural resources,

implying that airports must follow sound environmental and conservation
practises, as well as that airports must be environmentally conscious.Land,
water, energy, and other natural resources must all be used efficiently for
development, and conserve biodiversity, and repair damage to key natural
ecosystems
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• Recognizes the significance of preventing noise, pollution, and emissions

before they occur.
• The airports should seek to meet the industry's needs in a timely manner that
decreases the total danger to human health by avoiding or minimising
pollutants and waste, the ecology and global warming.
• Recognizes the importance of environmental stewardship and leadership in

airport management, which means airports should consistently improve their
environmental management systems so that internal operational practises
support long-term development. In addition, airports should think about the
environmental implications of new projects and use risk management and due
diligence methods to protect their real estate holdings.
The long-term viability of an airport is determined by its operational performance.

Airport operational performance is measured by demand categories, capacity, service
quality, and integrated multimodal service. The demand indicator, which reflects the
scope of airport operations, is measured by the number of air transport movements
(atm), the number of passengers, and the volume of freight shipments. The ability of
an airport to "accommodate a specified amount of demand under given
circumstances."
2.4. Purpose of the study
Airport operations typically bring economic and social benefits to both airport
operators and the local community and society. These advantages rise in tandem with
the expansion of airports. However, the increased environmental responsibilities
associated with airport expansion remain a problem that must be addressed. Limiting
airport growth by environmental limitations and quotas, on the other hand, may result
in less benefit to communities and society. When such competing interests develop,
the choice to build or expand airports is clearly a trade-off between the beneficial and
bad consequences of such decisions for local communities and society at large. A
balance is required between economic, operational, social and environmental factors.
This study aims to define the concept of sustainability and ways of tackling
sustainability concerns for airports through the usage of ICAO’s Eco toolkit. The
government's role and initiatives in effectively addressing sustainability issues are
also highlighted in this study.
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3. Literature review
Maha Mousavi Sameh & Juliana Scavuzzi in their research paper entitled
“Environmental Sustainability Measures for Airports” explores the socio-
economic benefits and environmental costs of airports and most importantly how
governments can achieve a balance between the economic and environmental
considerations involving the operation of airports.
Shri Indranil Chakraborty, DGCA in the publication entitled “Managing the

Carbon Footprint of India’s Civil Aviation” addresses the contribution of aviation
sector towards GHG emission and climate change and to arrange and align human,
technical and financial resources to tackle the challenge of reducing the carbon
emissions.
Fiona Greer, Jasenka Rakas and Arpad Horvath in their research paper entitled
“Airports and environmental sustainability: a comprehensive review” synthesizes
the current state of environmental sustainability metrics and methods (e.g., life-cycle
assessment, Scope GHG emissions) for airports as identified in 108 peer-reviewed
journal articles and technical reports and reviewing the application of sustainability
indicators developed for the construction of terminals and other airport facilities at a
case study airport (San Francisco International Airport also known as SFO).
Glenn Baxter, Roberto Sabatini, and Graham Wild in their research paper
entitled “SUSTAINABLE AIRPORT ENERGY MANAGEMENT: A CASE
STUDY OF COPENHAGEN AIRPORT” examines the sustainable and strategic
aspects of airport energy management in the context of Copenhagen Airport,
Scandinavia’s major air traffic hub. The study of sustainable airport energy
management and its contributions to climate change is an emergent area of study.
Kanika Malik in her research paper entitled “Assessment of Energy

Consumption Pattern and Energy Conservation Potential at Indian Airports”
presents the problem of high energy consumption in the aviation sector by analysing
the energy consumption data of three Indian airports in the composite climatic zone of
India and the imperative need to design energy efficient airports. This study will help
to analyse which areas in a terminal building consume maximum energy and thereby
have scope for improvement.
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Alec Simpson, Sheila Sankey, Shannon Gardiner in their publication entitled

“AIRPORT PLANNING MANUAL PART 2 – LAND USE AND
ENVIRONMENTAL MANAGEMENT” provides effective practices at an airport
to reduce the potential environmental effects caused by the airport and its operations
and reflect new and emerging knowledge in the area of environmental management
and land-use planning.
Tushar Bose and Bhargav Adhvaryu in their research paper entitled “Airport
noise and urban planning: a Case Study of Ahmedabad, India” noise pollution is
estimated using Noise Model (Noise Exposure Forecasting Software) for Ahmedabad
airport. The model uses the air traffic and operational data recorded by the airport for
2015-16 and suggest exploring new approaches such as demarcating sensitive zones
with special development control regulation combined with urban design measures for
noise abatement instead of relying on blanket buffers.
Ministry of Civil Aviation in their paper entitled “White Paper on National

Green Aviation Policy” overcomes the various problems associated with waste
management, infrastructure development, land use etc., and addresses the need for a
Green Civil Aviation Policy which has been envisaged with a clear objective of
achieving sustainable growth of the civil aviation.
ICAO in their publication entitled “Waste Management at Airports” general

principles and approaches will be addressed. It will provide the basics of waste
management at the airport site, including in particular environmentally friendly
practices, and the new concept of circular economy, which can also minimize waste.
ICAO in their publication entitled “The Eco Design of Airport Buildings”

includes the overall process of airport planning, design, construction, operation,
maintenance, refurbishment, and demolition. Since the airport is a complex hub for
various facilities (shops, food outlets, air carrier operations) eco-design of airport
buildings therefore entail complex collaboration among airport stakeholders, with an
overall aim to minimize impact to the natural environment and human health.
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ICAO in their publication entitled “A Focus on the production of renewable

energy at the Airport site” support the planning and implementation of airport
infrastructure projects that envisage significant environmental benefits.
ICAO in their publication entitled “An Environmental Management System for

Airports” provides a methodology and framework to systemically identify and cost-
effectively manage significant environmental aspects of aviation organizations’
operations and have proven effective across a wide range of organizations, including
airports, air carriers, manufacturers and government agencies.
ICAO in their publication entitled “Water Management at Airports” addresses

how airports need to consider water in three primary ways. The first is supply, the
water entering the airport facility and whether there are ways that the airport can
reduce its demand for water. Secondly, handling capacity, airports experience water
events such as flooding, drainage issues, erosion and other impacts. Thirdly, disposal,
airports need to ensure water leaving the airport facility is clean and is safe for the
surrounding environment.
ICAO in their publication entitled “Climate Resilient Airports” provides a high-

level overview of the issues climate change may bring for airports, as well as some
strategies on how to anticipate and prepare for contingencies. This paper is not
intended to capture every single aspect regarding climate change and aviation, but
will instead stay focused on airport resilience.
ICAO in their publication entitled “Air Quality Management at Airports”

provides information on types of emissions and their sources at an airport, methods
for measuring ambient pollutant concentration and modelling emission dispersion,
and it offers some methods for mitigating emissions.
IATA in their publication entitled “IATA Airport Development Reference

Manual 9th Edition” is the industry's most important guide for airlines, airports,
government authorities, architects and engineering consultants who are either
planning new or extending existing airport facilities. The ADRM's information is an
invaluable consolidation of best industry practice with respect to the development of
world class airports through better design.
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Glenn Baxter, Graham Wild and Panarat Srisaeng in their research paper
entitled “Environmentally Sustainable Airport Energy Management Using Solar
Power Technology: The Case of Adelaide Airport, Australia” examines the
environmental benefits arising from the use of the system for Adelaide Airport and
the solar photovoltaic (PV) ownership model adopted by Adelaide Airports Limited,
the airport operator. The study found that the solar photovoltaic (PV) system installed
at Adelaide Airport has delivered tangible environmental benefits.
S. Sreenath, K. Sudhakar, and AF Yusop in their research paper entitled

“Sustainability at airports: Technologies and best practices from ASEAN
countries” aims to identify the dimensions of sustainability and evaluate sustainable
practices in airports of selected ASEAN countries. The various dimensions associated
with the environmental aspect are energy management, emissions management, water
and effluents management, solid waste management. It was understood that noise
management, employee development, and community investment belong to the social
dimension.
4. Sustainable Airports: Concept
In both corporate and academic research, environmental impacts are usually

disaggregated according to the airside and landside components of the airport system
border. It's worth mentioning that energy is a consideration. Generation,
water/wastewater (WW) treatment, and Infrastructure for garbage collection and
disposal can be found within the confines of the airport's grounds (i.e. decentralized).
Alternatively, can be found in close proximity to the airport (i.e. centralized). Airports
are increasingly being held accountable for their energy consumption, emissions, and
environmental impact, and many are implementing efficiency measures as part of
their planning.
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Figure.1 Landside and Airside sustainability opportunities for airports
 The following are environmental considerations to consider while developing

a new airport or an environmental management plan:
• The design of an airport is crucial since each airport and its accompanying
infrastructure are intended for specific passenger or aircraft traffic capacity.
Following that, capacity is regulated by regulation and airport slot allocation.
The options for environmental improvement are determined by the physical
setting of an airport's terminal and airport buildings, facilities, taxiways,
runways, and associated infrastructure.
• High-speed aeroplane departures, for example, minimise taxiing time and thus
aid to avoid ground congestion, while fixed electrical ground power (FEGP)
and ground power units (GPUs) at gates and maintenance areas help to reduce
noise and pollution. Rail connections to airports can help remove cars from the
road, reducing local emissions and benefitting the environment.
• Greenbelt regions, which contribute to the ecology and natural habitat, are
typically located near airports. As a result, they have a role to play in
preserving and enhancing their environment's biodiversity. Natural ecosystems
are being preserved and restored, as well as new ones being established where
they have been lost or damaged. This could include, for example, enlisting
local schools in a tree-planting project, or boosting the community's efforts of
local governments
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• Controlling local emissions needs both technological and operational changes,

with the majority of the work involving road traffic and aircraft activity at and
near the airport.
• Reducing traffic congestion at the airport by modifying road access or creating

dedicated public transportation routes are two options.
• Building parking lots in remote or central locations to discourage private

vehicle use. Among other things, encouraging the use of public transit and
providing electric vehicle charging stations.
• Energy consumption: There are a variety of strategies for reducing energy

consumption in airports, including technical enhancements and environmental
programmes that raise employee and business partner awareness. Examples of
the former include removing outdated, inefficient equipment from buildings
and replacing it with new energy-efficient technology. Also, keeping track of
how much electricity is used by baggage handling systems, passenger
conveyor belts, escalators, air conditioning systems, and lighting, to name a
few.
• Global climate change: Airports can aim to minimise CO2 and other climate-
changing emissions by reducing energy and ground fleet fuel usage. Airports
can also impact energy and fuel sources and types, design for reduced
consumption, and restrict ozone-depleting pollutant use and storage. At
airports, for example, all CFC equipment can be removed and replaced with
more modern technology.
• Noise is a major concern for airports, and managing and resolving aircraft and
ground noise is a high priority. To reduce aeroplane noise, collaboration with
airlines, air traffic control, aircraft and engine manufacturers, national
governments, international organisations, and the local population is critical.
Ground noise reduction needs technological breakthroughs. This could include
supplying fixed repair equipment to reduce the use of aircraft auxiliary power
units and ground power units, as well as management instructions and controls
to ensure correct equipment use and that construction operations are not too
noisy. It can also include the construction of noise suppression equipment,'
that are used for engine ground running and engine testing, and the
development of sound walls, which are used to reduce noise nuisance in the
surrounding region.
• Noise avoidance or insulation programmes, land use planning and zoning, and
land acquisition can all help to maximise the benefits of quieter flights while
also avoiding residential growth from encroaching into noise-sensitive airport
districts.
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• Land use planning and management: The primary cause of noise disturbance
from overflight, take-off, and landing is a lack of adequate land-use planning
and management in and near airports. In many countries, national, regional,
and local governments are responsible for land-use planning and zoning.
Because each airport has its own geographical, political, economic, and
historical characteristics, there is no single land-use planning and management
method. Noise is reduced and traffic growth is protected through land-use
planning and management that is consistent with airports.
• Landscaping may improve the quality of the environment for those who work
at, travel to, or reside near an airport. It can also help to integrate the airport
into the surrounding community if partnerships are made with neighbouring
communities, local governments, environmental charities, and landowners.
• Hazardous waste and chemicals, for example, must be managed and handled
with considerable caution. Wherever possible, toxic chemicals, heavy metals,
and other harmful items should be substituted with more ecologically friendly
alternatives.
• Building water-efficient infrastructure (e.g., replacing old sanitary equipment)

and establishing strategies to encourage or provide incentives to airport renters
and other airport customers to reduce their fluid use can help reduce water
consumption at an airport. Consumption of water Another option is to use
rainwater or re-circulate/recycle water.
• Water quality: Keeping water clean and avoiding pollution can be difficult.
This can be done in a number of different ways. It is possible to construct big
projects that will protect local populations.
• Flooding and contamination of waterways It is impossible to overestimate the

importance of staff awareness and training programmes. Negligent conduct
and mishaps can be avoided with clear instructions and controls. Potential
contaminants are adequately disposed of and drainage systems are used
effectively.
• Because many airports handle waste on behalf of airlines, retailers, and

tenants, waste management solutions must usually involve the airport's
business partners. These partners must be urged to reduce waste and recycle as
much as feasible and practical in terms of functionality. The waste is disposed
of after collection, as well as specialised training and awareness programes.
Fuel, chemical waste, and dangerous chemicals are less likely to pollute the
air, ground, water, oil leaks, as well as other materials.
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Figure.2 Sustainable development goals of UN correlation with airport operations
5. Objectives of the study
- To identify the major sustainability opportunities that are environmental,

operational, economic, and socially viable.
- Exploring regulatory measures taken by organisations and governments for
sustainable airport planning.
- Understanding India’s position and limitations.
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6. Methodology
The researcher employed a qualitative explanatory study method to solve the study's
two research questions. The definition of sustainability for airports has been
established with the usage of secondary data obtained from airport manuals and
publications by ICAO and IATA. Usage of state plans and scholarly journals has also
been done to obtain secondary data to gain insights about technological advancements
in the aviation industry and India’s actions towards a safer and greener aviation
concept.
6.1. Research questions
(1) What are the present understandings of airport sustainability among worldwide
and Indian airports, and what would be a synthesized concept of environmental
sustainability for airports?
(2) What steps India has taken for sustainable airport planning and what are the key
performance measures required for airport sustainability in India?
6.2. Research Design
The qualitative research method was chosen above the quantitative. Quantitative
research methods are used to test hypotheses, whereas qualitative research methods
are used to study, explain, or interpret theories in a specific context. This study
evaluates the existing sustainability definitions, understandings, and performance
metrics used by international and Indian airports, and then proposes an airport
sustainability theory (definition) and performance measures for assessing
environmental sustainability.
6.3. Data Collection
All data has been collected from secondary sources. The data from manuals is heavily
utilized in this study. Sustainable master plans, sustainable management plans, and
sustainability reports for Indian airports, airport sustainability plans, journal articles
about airport sustainability and associated performance measures are examples that
were also used to extract the information.
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6.4. RESEARCH GAP
The aviation sector/ airports have a downside in interacting with the environment, as
well as the community in which it is located. However, there are some parts of the
aviation industry that are less positive and demand immediate adjustment. In the
context of airports, some researchers have highlighted sustainability issues. This
research, on the other hand, concentrated on the environmental aspects of airport
sustainability.
In the literature, the social and economic components of sustainability, the
relationship between SDGs and sustainable practises, and innovative airport
technology are rarely covered. Furthermore, past research has favoured
environmentally friendly measures in European and North American airports.
Exclusive studies on sustainability concerns and efforts from poor nations are in short
supply. The ASEAN countries must concentrate for two reasons.
To begin with, there hasn't been much written articles and journals about the
sustainable practices of airports in this region. Second, in recent years, the aviation
industry in ASEAN countries has seen tremendous growth.
7. Eco airport Toolkit by ICAO Environment
The purpose of the Eco-Airport Toolkit e-goal collection is to provide valuable,

ready-to-use content to help with the construction of airport infrastructure projects.
Themes for the publications are chosen based on the present operational needs of the
states. Each topic is dedicated to a distinct aspect of airport environmental planning.
The International Civil Aviation Organisation (ICAO) intends to equip countries with
practical knowledge on important aspects of airport planning and design, as well as
real-world solutions that they may use. The " Eco-Airport Toolkit e-collection " is a
new instrument that states can utilise to fund new airport infrastructure projects and
environmental management improvement programmes.
7.1. The eco design of airport buildings (ICAO)
Eco-design of airport buildings refers to green building considerations as well as the

environmentally and resource-efficient management and administration of the airport
facility from a life-cycle perspective. This includes all aspects of an airport's
development, design, building, operation, maintenance, rehabilitation, and demolition.
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Because the airport serves as a multi-service hub (stores, restaurants, and air carrier
operations), ecodesign of airport buildings demands substantial collaboration among
airport stakeholders, with the overarching goal of decreasing environmental and
human health consequences. Passenger and flight estimates should be considered
while planning and creating a present or new airport facility because these structures
are intended to last for decades and should support planned development. Recently, as
a result of climate change, another important factor to consider is future climate
conditions and the airport structures' long-term durability.
The safety and operational features of airport buildings are the most important
concerns when locating and designing them. This article focuses on the environmental
elements of airport building design, planning, and construction. Other issues are
covered by specialised standards and guidance material developed by the International
Civil Aviation Organization (ICAO), which should be consulted as needed.
Additionally, the general functionality of the airport system must be considered while
designing airport buildings.
The overall operation of the airport is reliant on aircraft connectivity and system
redundancy. The shape and architecture of the terminal should be designed to allow
aircraft access and enable their access to taxiways and runways. However, various
environmental and sustainability factors must be taken into account while designing
airport constructions. Airport sustainability considers economic, environmental, and
social factors in planning, design, building, operations, and maintenance. The EONS
plan takes into account economic reasons, operational efficiency, natural resource
issues, and social responsibility.
Buildings at Airports
From passenger terminals to aircraft hangars to administrative offices, airport

buildings come in a range of designs and sizes. Each of them has the potential to have
an impact on the environment, both in terms of development and operation. There are
numerous environmental considerations when it comes to building design and
construction. To improve an airport's overall environmental performance, a variety of
operational aspects can be planned and managed.
The design and use of buildings like rental car facilities and hangars are influenced by
specific functional challenges such as aeroplane maintenance. They aren't built for
human living as much as they are for specific processes. Airport passenger terminals,
for example, are primarily for public use, but they also have a practical purpose. The
objective of a terminal is to transport passengers to their gates and onto planes, but it
must also accommodate ticketing/check-in, security, and baggage management.
Restaurants and stores are available in most passenger terminals. These structures
have some design and layout flexibility, but they must fulfill the needs of travellers
and factors like accommodating long stopover times for high passenger demand.
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An airport's design and utilisation of space is both an art and a science. Every airport
is unique, and there is no "one-size-fits-all" approach for airport construction eco-
design. Furthermore, the layout and utilisation of space are two principles that are
linked. It's just as vital to seek for 'eco-design' aspects in the general airport plan as it
is to concentrate on the structures themselves.
Terminals
The first phase in terminal planning and design is usually identifying the limitations
of the existing terminal and establishing goals for the new terminal project. Predicted
passenger volumes, tenant and concession needs, and other considerations that may
influence the design or refurbishment of a facility will all be answered by a thorough
evaluation. Environmental goals should also be considered during the planning phase.
The terminal is usually the airport's largest and most intricate structure, as well as the
one that consumes the most energy. Airport planners and environmental analysts
should identify environmental issues for the proposed terminal project so that they can
be incorporated in the project scope and budget. Similarly new structures may sort of
necessitate environments management studies.
Other Facilities
Other than the terminals, airports have other areas where eco-design concepts could
be incorporated. Sustainability may be considered in buildings on the airport's
landside, such as cargo facilities and parking lots. On the other hand, for certain
facilities, such as those on the airside of the airport, there are safety and operational
standards that the design should adhere to, such as a stable electricity supply to air
navigation equipment. In those cases, such regulations may not offer much room for
environmental review. Other airport facilities, on the other hand, can benefit from the
same ideas.
Cargo terminal buildings and warehouses are examples of constructions where eco-
design could be used to improve environmental performance during both construction
and operation.
• There are two types of air traffic control towers: primary air traffic control
towers and backup air traffic control centers.
• There are hangars and repair facilities on hand.
• Parking garages, office buildings, and fuel farms are all examples of
commercial structures.
• Fire stations and fire training areas.
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Elements to consider when planning eco-design of airport buildings
Integrated system ➔ Combination of numerous systems such as lighting,

temperature control, and waste management
➔ Should be safe and efficient.
➔ Must meet any national airport design standards.
Sitting and Access ➔ Infrastructure to facilitate passenger movement between

areas.
➔ Minimise fuel consumption, emissions and congestion for
airport and tenant vehicles,motor vehicle transport to and
from the terminal, reduction in fuel consumption,
emissions, and traffic impacts.
➔ Efficient mass transit options that are convenient to the
local community
Building design and ➔ Plan to incorporate local characteristics and environment

Characteristics into the building design
➔ Orient the building to take advantage of natural light and
ventilation
➔ Minimize energy needed to heat, cool, and light the
structure
➔ Create a structure that is flexible, and can be outfitted for
different purposes at a later date.
Power Sources and Energy ➔ Insulation and low-energy appliances, the design of spaces
Conservation with regard to ventilation needs.
➔ ‘green roof’ concept
➔ developing onsite renewable energy through solar and
other technologies which can be integrated into structural
design
➔ Increases energy security in the event of storms or other
types of events that may affect the reliability of electricity
supply for renewables technology and use of tools such as
‘sub metering’ and ‘smart building technologies’ with
sensors.
Heating, Ventilation and Air ➔ Maintaining a suitable and uniform thermal environment in
Conditioning (HVAC) the terminal buildings
➔ Choice of an appropriate temperature set point, maximum
utilisation of natural ventilation opportunities, usage of
heating/cooling strategies, proper thermal insulation of the
terminal building, and HVAC management systems based
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on a periodic planning
➔ Advanced modelsing and simulation for predictive control
Aircraft Ground Energy ➔ Replace the use of the aircraft’s auxiliary power units
System (AGES) (APUs) with (AGES)
➔ Fixed pre-conditioned air (PCA) units to supply
heated/cooled air to parked aircraft.
➔ Provide power to aircraft for internal lighting and to ensure
continuous power for the navigation systems
Emissions ➔ Use of recycled materials usually reduces the overall

carbon footprint of building materials.
➔ Design terminals with PCA and ground power
Waste management ➔ Planning for efficient waste management, through

recycling
➔ Should have a goal to maximise recycling, reuse, and waste
reduction in both their terminal construction as well as its
operation.
Water Management and ➔ Availability of potable water for use within the facility
Conversation ➔ Effective management of surface stormwater runoff,
containment ponds, and other infrastructure designed to
mitigate impacts of the airport on local water resources.
➔ Coastal airport will have different considerations for
managing surface water than an inland one
➔ Restrooms can be designed with low-flow fixtures to
conserve water use, and sensors that automatically shut-off
water faucets when not in use.
➔ Using ‘gray water’ or water reclaimed from other uses such
as rainwater runoff.
Circular economy ➔ Holistic approach on developing new economic business

Considerations for models
Terminals ➔ Involves all stages of a terminal development (design,
construction, and operation)
➔ Airport operators should have a goal to minimise use of
virgin materials and increase the opportunities for value
creation in both their terminal construction as well as its
operation.
Table.1
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7.2. Environment management system for Airports
"An Environmental Management System (EMS) is a methodology and framework for

systematically identifying and cost-effectively managing significant environmental
aspects of aviation organisations' operations that has been proven effective across a
wide range of organisations, including airports, airlines, manufacturers, and
government agencies." EMS is one of the methods available for controlling
environmental concerns at an airport, including sustainability plans, certifications like
Envision, and other processes.
EMS BASICS
An Environmental Management System (EMS) is a collection of management

concepts aimed at identifying, evaluating, monitoring, and reducing a company's
negative environmental consequences. It benefits a company by providing a
systematic strategy to analysing and controlling ongoing activities, raising
environmental awareness, and adhering to applicable rules. An EMS provides a
variety of instruments for recognising, understanding, and managing those aspects in
its activities, products, and services that have the potential to have an environmental
impact. EMS is defined by the International Organization for Standardization (ISO) as
a component of a management system that is used to manage environmental elements,
comply with regulatory requirements, and address both risks and opportunities.
Objectives
The primary purpose of an EMS is to employ a systematic management strategy to

effectively decrease an organization's environmental impacts. A firm, for example,
must plan ahead of time, develop a corporate environmental strategy, and implement a
number of measures in order to lessen its environmental effect. Every step of the
process, the EMS wishes to assist the operators.
ISO 14001: 2015 Standard
ISO 14001:2015 is a standard for environmental management.

This international standard lays out the best practices for putting an EMS in place.
This sort of EMS can be used in a wide range of organisational settings. ISO
14001:2015 is part of the ISO 14000 "series of standards," which focuses on an
organisation's environmental responsibility regardless of the type of activity it
engages in. ISO 14001:2015, in particular, focuses on establishing environmental
systems to meet its objectives, whereas other standards in the family concentrate on
specific solutions such as audits, communications, labelling, and life cycle analysis, as
well as environmental challenges such as climate change.
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ISO 14001:2015 illustrates how an environmental management system (EMS) can

assist top management in achieving long-term performance while also contributing to
long-term sustainability:
• Improving environmental performance; regulating or influencing the product life

cycle of the firm; generating financial and operational benefits; and sharing
environmental data.
ISO Requirements
1. Identifying external and internal themes that are relevant to accomplishing the
management system's intended results, such as environmental effects, interested
stakeholders, their expectations, and legally enforceable requirements.
2. An environmental policy backed by top executives.
3. Resources, roles, responsibilities, and authority for environmental management are

clearly defined.
4. Identifying risks and opportunities, as well as any potential environmental implications,

as well as all legally required requirements (legal and others).
5. The development of goals and objectives, as well as environmental management plans.
6. Procedures for developing resources, expertise, training, and awareness are all in the
works.
7. Communication from the EMS to all stakeholders and interested parties
8. Information development that is documented, including the records management

procedure.
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9. The construction of an operational control procedure.
10. Disaster preparedness and response procedures are being built.
11. The development of methods for monitoring and measuring operations with significant
environmental consequences.
12. Establishing methods for determining whether or not legally binding requirements are
being met.
13. A method for conducting internal EMS audits.
14. The establishment of systems for senior management evaluation.
15. Non-conformance management, corrective actions, and continuous improvement

procedures.
Table.2 ISO standard application at airport requirements
EMS principles
Top management commitment is stated in the EMS policy statement.

An organization's top management must commit and express leadership in relation to
an EMS by (at a minimum) establishing, implementing, and maintaining an
environmental policy that provides a framework for defining environmental goals and
a commitment to protect the environment in accordance with the organization's
activities.
The ISO 14001:2015 standard requires additional leadership obligations, such as12:
• Providing conditions for the environmental policy to be executed, including securing

appropriate resources, support, and internal coordination; and
• Being accountable for the EMS' effectiveness.
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Planning
An EMS-using organisation should identify the processes and practises needed to

address environmental challenges and compliance obligations, as well as risks and
opportunities. To deal with risks and opportunities, a thorough planning process is
needed to comprehend the organisation and its context, as well as the needs and
expectations of interested parties, and to determine the scope of the EMS.
Management and Implementation
The operational procedures that are required should be defined, and the controls that
are required should be planned. The organisation can also control and influence
outsourced activities, as well as monitor and influence the implementation of planned
improvements or enhancements to operational procedures. Considerations of
emergency readiness and response, as well as consistency with life cycle perspectives,
can all be included in this method.
Checking
The organisation must monitor and analyse its environmental performance on a

regular basis. In this regard, it necessitates the application of specialised methodology,
acceptable criteria, and relevant indicators, all of which must be determined ahead of
time. Internal auditing and management reviews might also be included in the
prescribed quality assurance procedures.
Management Evaluation
The EMS must be evaluated at predetermined intervals by the organization's top

management to guarantee its continued suitability, adequacy, and effectiveness. These
reviews should address the status of previous reviews' actions, as well as any changes
that should be considered, as well as evaluating which environmental objectives have
been accomplished, analysing overall environmental performance, resource adequacy,
and potential for continued improvement.
Continual Improvement
Through monitoring and assessment, the organisation is able to identify opportunities

for improvement and achievement of the stated environmental goals. This prospect
should include the discovery of faults and the decision to take corrective action in
order to assure continuous progress.
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Plan, carry through, and act (PDCA)
The PDCA principle is a continuous strategy that may be used on an entire EMS as
well as its individual components. In this way, it's a mix of the specific ideas
described above
• Plan: In accordance with the organization's environmental policy, define

environmental objectives in advance, as well as the processes and practices required
to fulfil those objectives.
• Execute: the defined Plan for putting the set of processes and activities into action.
• Monitor and evaluate procedures and activities in respect to environmental policy on

a continuous basis. The results of this evaluation must be documented.
• Take action: on a regular basis, take actions to better your circumstances.
Table.3 EMS at airports
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7.3. Climate Resilient Airports
Introduction
A climate-resilient airport is one that has taken steps to prepare for the challenges that
climate change and heavy rainfall may bring. Airport planning is done for a variety of
purposes, one of which is to assess the risks and consequences of climate change, as
well as future climate-related policies.
The ninth Sustainable Development Goal (SDG 9) 'Build resilient infrastructure,
promote equitable and sustainable industrialization, and support innovation' evaluates
progress in developing, maintaining, and renovating resilient infrastructure, which
includes airports.
Airports face a number of climate-related issues that could affect their operations,
infrastructure, and staff and Operational continuity. This report provides a high-level
summary of the challenges that climate change may provide for airports, as well as
some strategies for anticipating and preparing for unanticipated events. Instead of
attempting to cover every aspect of climate change and aviation, this report will focus
on airport resilience.
Additional references may be added to the text at a later date, taking into account
current ICAO and international organisations such as the Airports Council
International adaptation work (ACI).
Environmental Effects of Aviation
The ICAO Airport Planning Manual, Part II, and Climatic Change Synthesis5 papers
have highlighted nine main climate impacts, including but not limited to:
Rising flood risk; seawater damage or inundation of airport infrastructure; risk of

permanent inundation in some regions; damage caused by rising ground water tables
Infrastructure; greater risk of storm surge inundation due to increasing sea levels;
higher risk of ground transportation linkages being swamped.
Storm surge damages airport infrastructure and structures, as well as causing aircraft
disruptions.
Limited land and air access to the airport; activities or a temporary airport closure
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The risk of contamination rises as a result of transportation.
Storm strength has increased, inflicting infrastructure and construction damage at

airports.
Airport buildings and infrastructure, such as runways, are rapidly deteriorating;

airport structures and infrastructure are being destroyed.
Changes in average and extreme temperatures: exceeding design standards, resulting

in heat damage to airport surfaces; take-off weight restrictions, potentially
necessitating longer runways or schedule changes; changes in heating and cooling
requirements, resulting in increased energy consumption and associated
environmental and financial costs; overheating of equipment or degradation of
performance; impact on the amount, location, and temporal distribution of traffic
demand; Ground instability caused by permafrost thawing may cause damage to
aircraft movement areas (holes and buckling) as well as infrastructure integrity and
stability; impact on fuel handling and storage due to maximum temperature
constraints.
Changing precipitation (intensity and type): unusual precipitation amounts or

locations; need for increased airport surface drainage capacity (runway, taxiway,
ramp, and apron); risk of flash flooding or infrastructure inundation; potential risks to
ground transport links; expansion of existing, or emergence of new, drought regions,
resulting in restricted access to water supply; impacts on operations due to increasing
precipitation.
Changes in icing conditions: increased use of deicers on highways; limited airport

capacity; increased use of de-icing and anti-icing on planes.
Changing wind: increased risk of aircraft operations due to high and varied winds;
shifts in primary wind direction; potential damage to ground equipment; limits on
aircraft loading and unloading; elevated, impeding aircraft movements on the ground
due to strong high winds, offloading; limited airport capacity due to extreme high
winds as a result of the shutdown of air traffic control towers.
Desertification increases the risk of soil erosion along runways, taxiways, and aprons;
water shortages
Sand storms can be disruptive, and there's a chance that sand dunes will encroach on
airport facilities.The effects of sand on aeroplane operations; the effects of sand on
airframes and engines
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Changes in the local biodiversity, as well as an increase in animal risk ;migratory

patterns of animals; changes in biodiversity (wildlife and ecosystems)
These climate factors will affect airport infrastructure and operations, and because
aviation networks are interconnected, the affects of one airport may spread to others.
In order to improve resilience, airports must identify possible climate hazards and
take efforts to mitigate their effects.
Airport operators may also want to think about how climate change consequences
could spread throughout the local, national, and global aviation networks.
Exposure to Risk
Airports may perform climate change risk assessments to identify potential climate
change threats and opportunities.
Climate change risks are frequently visually depicted on a risk matrix, as shown in
Figure below, and can be expressed as a function of the probability of an event
occurring and the severity of the impacts' repercussions. The outcome is known as
risk exposure, and it is a gauge of the threat that climate change poses to the airport.
Because risks and exposure are generally reliant on a limited timeframe, hazards and
exposure may increase if a longer term is used.
Recommendations from the Industry
Airports should take four major activities in their adaptation strategy, according to
ACI's resolution11 and policy paper on resilience and adaptation to climate change.
1) When establishing Master Plans, consider the potential impact of climate change;
2) Assess the risk of aircraft operations and infrastructure in light of possible climate
change.
3) Develop and incorporate early-stage actions based on risk assessments, in

accordance with overall business and emergency plans; and
4) Establish effective communication channels with all airport stakeholders and local
emergency management officials.
Creating a Resilience Plan
Airports want to be prepared for potential risks, and Master Plans are one way to do
so by incorporating climate impacts into overall airport growth planning. A'stand-
alone' corporate strategy for climate change risk assessment and adaptation planning
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could be developed as an alternative. Airports presently employ a range of planning

methods, including asset management plans, irregular operations plans, and corporate
risk management systems, all of which can aid in climate change adaptation.
Potential steps in the process might include the following:
Figure.3 Components of climate change adaptation process
Additionally, airports may choose to re-evaluate climate prediction data every five to
ten years to verify that the plan and its priorities remain consistent with expected
future climatic conditions and airport goals.
Reporting and communication
The aviation community and stakeholders can better grasp the challenges of resilience
planning and appreciate the airport's efforts to address those problems by
communicating airport adaptation actions. Airports that have well-thought-out climate
adaptation plans can do so by publicising their efforts to the public. For example,
Heathrow Airport (LHR) publishes reports on its adaptation efforts on its website.
This form of communication also makes it easier for airports to share ideas and best
practises. Emergency communication systems are common in airports, and they often
contain an Emergency Operations Center (EOC) that is used in the event of a crisis. In
addition to the airlines, these communication systems are frequently extended to
tenants and other important parties. To ensure effective communication, it is vital to
maintain an accurate and up-to-date contact list. The EOC's existing emergency plans
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and standard operating procedures should cover storm surge, flooding, and other
storm-related events. Airport visitors can prepare for potential incidents with the help
of timely and accurate information. The Hong Kong Airport has a well-developed
communication plan that was effectively implemented during Typhoon Hato in
August 2017.The plan was implemented by deploying digital displays in the
terminals, public announcements in the local media, the airport website, mobile app,
and media briefings to notify the public.
Stakeholder Involvement
Collaboration with a variety of stakeholders both inside and outside the aviation
industry is required to prepare for more severe weather occurrences on a more
frequent basis. Collecting information in advance from meteorological authorities and
coordinating with the municipality and other aviation stakeholders to ensure business
continuity and efficient treatment of limited passengers is crucial before, during, and
after an event, for example. In order to improve action efficiency, several airports
work closely with important stakeholders. For example, critical utilities for airport
operations could be negotiated with service suppliers.
7.4. Air Quality management at Airports
Pollution in the Air
The International Civil Aviation Organization's (ICAO) Airport Planning Manual

acknowledges that air pollution is a concern in many nations, particularly in urban
areas.
The following is a list of the most common contaminants found in airport air (but is
not exhaustive)
• Carbon monoxide is a poisonous gas (CO)
• Nitrogen oxides are a type of nitrogen compound that occurs naturally in the
environment (NOx)
• Hydrocarbons Volatile organic compounds (VOC) (HC)
• Non-volatile particulate matter (nvPM), which includes ultrafine particles, is a

type of non-volatile particulate matter.
• Sulphur oxides are a type of gas that is produced when sulphur is present in
the atmosphere (SOx)
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• Ozone is a gas that exists in the atmosphere (O3)
• Pollutants in the air that are harmful (HAPs)

The most major source of these pollutants is aircraft engine emissions. However,
emissions from fuel burning may also be produced by motor vehicles on the premises
and ground transportation in the surrounding region at the airport. The main gaseous
exhaust pollutants from jet and diesel engines are hydrocarbons (HC), nitrogen oxides
(NOx), and carbon monoxide (CO) (CO). NOx refers to the pollutants nitric oxide
(NO), nitrogen dioxide (NO2), and the nitrate radical (NO3). Jet and diesel engines
also produce fine particulate particles. Non-volatile Particulate Matter (nvPM) mass
and number limits for aircraft engines were recently approved by the International
Civil Aviation Organization (ICAO).
This completes the ICAO's core environmental Standards for aircraft and engine
certification, including NOx, HC, CO, and nvPM, resulting in improved airport air
quality in the coming years. CO2 is emitted by all aircraft, which is a global problem
due to its effects on climate change. Ground support vehicles, in addition to aircraft
engines, contribute to air quality problems at airports. Airports may use fossil-fuel
driven engines to power lighting, heating, and cooling systems in some cases. Tire
and brake wear, as well as fuel handling and storage, airport development, and other
sources, can all contribute to particle pollution on airports.
 Reduction measures by emission sources
Efficient Aircraft and Engines
With the increase in the global fleet, fuel demands

have also risen from 1.9 to 2.6 per year. For every dollar spent by an airline,
21 cents accounts for fuel. Reducing the weight of an aircraft can result in a
drop in fuel consumption. It was found that 53,000 litres of fuel per year can
be saved if 0.45 kg of weight is eliminated from every plane of an airline's
fleet. Boeing uses Lithium-ion batteries for the electric components, removing
heavy mechanical components from the aircraft. American carrier United has also
saved 30,000 USD by reducing the weight of inflight magazines by just 28 grams.
Scientists developed composite materials with ceramic fiber for improving the
malleability of the aircraft resulting in a reduced weight of its components.
The manufacturing companies spend around 10 million a year on research to make
their aircraft more environmentally friendly. Aerodynamic force called drag
makes the aircraft burn more fuel and produce greater emissions. The plane's
weight plays a significant role in decreasing the force of drag, thus improving
fuel efficiency. New generation aircraft like A350 and B737-Max have a 30-50%
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less noise footprint than the other airfares in operation.

The most crucial role in an airplane's fuel efficiency is of
the engine. Jet fuel is one of the highest cost items for an airline, and with
the increasingly volatile price of oil, it has become a necessity for the
industry to make fuel-efficient engines (Sarkar, 2012). CFM International has
built an engine called LEAP 1-B, a lightweight carbon fan helping it be 15%
more fuel-efficient than the previous model.
Technological Advancements in Airspace
Advanced Global navigation satellite systems (GNSS) can

provide the most fuel-efficient routes by using advanced route planning and
live tracking techniques. This technology helps the aircraft to navigate
complicated routes. Developments like aircraft to aircraft communication and
satellite navigation help the planes fly closer together by reducing the proximity
between them, increasing the rates of arrival and departure. Advancements have
been taking place in weather forecasting systems to design the most
fuel-efficient route. FAA has started a program called Metroplex that indulges 21
metropolitan areas like California airport in reducing air traffic delays.
Eco-Friendly Fuels
Commercial airlines consumed 95 billion gallons of fuel

in 2018 and around 100 billion gallons in 2019. The 21st century has been
witnessing many changes to decrease fuel consumption. In 2009 MoU was signed
between 14 major airlines of Mexico, the USA, Germany, and Canada, which was
led by Alt fuels and (ATA) to purchase 750 million gallons of renewal aviation
fuel and diesel each year. Since then, efforts to develop Synthetic biofuel, liquid
natural gas, and ethanol have been carried out. Biofuels are needed to decrease
fossil fuel burning and the amount of Co2 in the atmosphere. These fuels are
considered environmentally friendly because they can be absorbed by plants and
are not taken out from earth but derived from plant matter. NASA has also been
researching to decrease particle emissions by 50 to 70 % in a jet engine. It
was found that Sugar cane and Camellia seed oil can be used to make compounds
that can be used as aviation fuel, and usage of it can result in a cut of 80%
in GHG emissions. There is a massive potential in the usage of jet kerosene or
synthetic kerosene in the aviation industry, and exploratory research has been
taking place to understand the capability of other energy sources for flying aircraft.
In March 2014, Airbus completed its electric aircraft's first public test flight, which
uses 120 lithium cells to fly for 45 minutes. Recently Airbus launched the prototype
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of its aircraft called ZEROe, which will run on hydrogen compounds, making it a
carbon-neutral aircraft. Huge money has been invested in developing solar-powered
aircraft. After the successful operation of Solar Impulse 2, the largest
electric aircraft, which uses 17248 photovoltaic cells, continuously flew
around the world without even landing once it proved that solar energy could
determine the future of aviation.
Regulations and Collaborations
Sustainable and environmentally friendly aviation

requires a contribution from all major stakeholders as the goal is inclusive
and will benefit all if proper steps are taken. The theory of shared value by
Micheal E. Porter and Mark R. Kramer states that the corporation's purpose is
to create, share values through collaboration and not just focus on economic
profits. The global scheme for carbon offsetting (CORSIA) subsidiary of ICAO
stated that from Jan 2019 onwards, it is required for all carriers to report
their Co2 emissions annually under its pilot program. CORSIA plans to help
reduce 2.5 billion ton of Co2 and also generate over 40 million USD under
climate investment till 2035. The committee on climate change has introduced an
ambitious goal to end contributions to global warming by reducing GHG emissions
to zero by 2050. Emissions from nonvolatile particulate matter from aircraft
engines have also been planned to minimize under the policy of ICAO's committee of
environmental protection.
Air Quality Management Plans
In general, airports must assess and regulate their emissions. Local governments may
mandate reporting on air quality measures in order to understand ground-level
dangers, as previously indicated. It is frequently important to evaluate how emissions
would change as a result of new developments, such as a runway expansion. Several
airports also work to reduce their environmental impact by reducing emissions and
improving air quality in the surrounding area. All of these operations, from strategic
management goals to new development planning, pose air quality concerns at some
level.
Air quality control is planned using a variety of ways at airports. An airport may have
its own Air Quality Management Plan that controls how they handle these challenges.
It is a distinct document that provides data on emissions as well as reduction
recommendations. Other airport activities, such as a Master Plan, an Environmental
Management System, or standard operating procedures, as well as employee training
courses, can all benefit from air quality management plans. Regardless of the
approach, the goal of air quality planning is to improve efficiency and effectiveness in
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airport operations as well as how personnel manages processes and adheres to

regulations and reporting requirements. Airfield operations, equipment procurement,
reporting and regulatory compliance, and sustainability goals are only a few of the
aspects of airport operations that are linked to emissions and air quality. These
numerous components can be evaluated and aligned in a well-organized fashion to
ensure successful implementation with a systematic approach for addressing air
quality issues.
Emissions Inventory
It is critical to collect data on emissions in order to analyse the impact of airport

operations on air quality. An inventory of emission sources, types, and amounts is an
important first step in gathering data. For proposed development projects, reporting
on local air quality indicators to local authorities, or satisfying sustainability targets,
an inventory like this may be required. A busy urban airport will almost probably
need to do all of the above, and a comprehensive emissions inventory that analyses all
possible emissions sources at the airport and links them to an air quality management
plan will be extremely useful. The ALECA emissions calculator can also be used by
airports. An inventory can be used as a management tool. When an airport has a
thorough inventory of pollutants, it is easier to plan how to reduce and mitigate
emissions.
Some airports' efforts to reduce emissions demand more specific data and pollutant
projections, which can be complicated and technical. Local governments or
organisations in charge of air quality data collection and modelling may be able to
assist airports. Pollutants are microscopic particles or gases that float in the air and
disperse over time and space. Stationary equipment can assess ambient air quality at a
certain point in time, which helps to provide a better picture of the entire condition.In
many cases, such as when evaluating options for expanding airport capacity, an
airport would want to estimate or model the projected emissions before making a
decision or taking action. Modeling potential emission scenarios is a scientific process
that needs the use of specialised equipment. The procedure becomes significantly
more sophisticated when aircraft activities must be modelled and measured. All of
this is made worse by the fact that air pollutants change over time. Pollutant emissions
pose health concerns based on their concentration, and modelling emissions
dispersion at the airport demands factoring in climatological factors like wind and
precipitation. Specialized models are employed to analyse emission dispersion and
predict when air quality issues may arise. An overall airport emissions inventory does
not have to cover all of these variables. An emissions inventory, which indicates the
sources, types, and quantities of pollutants, will disclose which airport equipment and
procedures are the most polluting. This information can be used by the airport
operator to make environmentally sound decisions at the airport, such as avoiding,
minimising, or lowering emissions.
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Land-use Planning
Management of Air Quality Plans can also be used to inform the public on the use of
airport land (ref. Doc 9889). Depending on the location, airport air quality can have
an impact on the land use possibilities that become available near an airport, and
appropriate planning can reduce the harmful impacts of emissions on human health.
Engine run-ups, for example, are performed in approved areas where local air quality
(and noise) is monitored at some airports. These zones are normally positioned away
from dwellings to prevent additional exposure to local inhabitants around the airport.
The obtained data is shared with local communities, municipalities, and/or states to
ensure openness.
7.5. Water management at Airports
Water conversation and green infrastructure
In some regions of the world, water is a limited resource, thus how it is used must be
carefully considered. While planning and developing new airport structures, it is vital
to consider the area's water resources. When water concerns are addressed early in the
planning and development of an airfield, water management becomes much easier.
Avoiding impacts on geographic water features such as subsurface aquifers and
avoiding flood-prone locations are recommended practices. Changing flood
frequencies, rising sea levels, and ensuring that the facility's development has no
negative impact on the nearby watershed are all aspects to consider during the
planning and design phase. Furthermore, several activities can be performed to reduce
potable water usage at a facility, such as installing low-flow toilets or collecting
rainwater from roofs. Graywater from the airport could be used for a variety of
purposes, including landscaping irrigation. Water conservation methods like this help
the region's water resources last longer and minimise demand on local water utilities.
Drains, culverts, and catch basins, for example, should be designed for enough
capacity and kept clear and functional. Some airports include water flow monitoring
devices that emit alarms when a pipe is stopped or when peak capacity is reached.
Airports with a high water sensitivity
Airports are important hubs for connectivity and trade, and they contribute
significantly to economic growth. Extreme water levels, which have been increasing
as a result of climate change, can put huge airports at risk. Particularly for airports
located in densely populated areas near rivers, deltas, or coastal areas, resilience
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planning is critical. Stormwater management strategies that are implemented early can
help with future climate resilience. Rising sea levels and/or increased storm and
precipitation frequency should be taken into account when designing and building
facilities. New developments should consider how to combine ecologically
appropriate water management with resilience features.
Efforts to Operate Aircraft in a Safe Manner
Many stormwater management alternatives could become animal attractants if no

controls are put in place, posing a risk to aviation. Birds, mammals, and reptiles are
drawn to open water features and waste processing plants. Stormwater quantity
control methods that do not jeopardise aeroplane safety must be evaluated by airports.
Most airports produce wildlife management plans that outline methods for dealing
with water, animals, and maintaining aircraft operational safety. The installation of
green lasers, the placement of ropes and/or netting across ditches and canals, and the
floating of hopper balls in them are all part of the bird control operations at
Amsterdam Schiphol Airport. The FAA recommends a separation distance of 10,000
feet between any rainwater or wastewater features and the airport's aviation operating
area in the United States (for airports serving turbine-powered aircraft). Balancing
Airport Stormwater and Bird Hazard Management examines applicable rules and
guidance papers, as well as airport stormwater management solutions and potential
wildlife threats, particularly from waterfowl. Using a traditional Safety Management
System framework, the tool mentioned in that study allows users to analyse risks
connected with stormwater management choices. The FAA advises that stormwater
detention ponds be designed, developed, built, and maintained to hold stormwater for
a maximum of 48 hours following a storm and to be entirely dry between storms. The
48-hour detention period makes ponds less appealing, making it easier to control
dangerous species.
Water Quality Aspects
Stormwater runoff from airport runways, taxiways, and aprons picks up contaminants
from planes. As a result of their operations, these compounds have the potential to
contaminate surrounding water supplies.
 Examples of water contaminants identified at airports and their sources are as

follows:
— de-icing/anti-icing ethylene or propylene glycols from aeroplanes;
—- De-icing/anti-icing urea, acetates, and formats from the runway, apron, and
taxiway;
— when refuelling, gasoline spills and leaks from pipes or tanks;
— chemicals and foams used in firefighting drills to put out fires;
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— paved-surface dust, dirt, and hydrocarbons, as well as herbicides and pesticides;
— herbicides and pesticides.
Because water flows into and out of the airport as a result of consumption and rainfall
run-off, facilities must ensure that airport activities do not have a negative impact on
surface and groundwater quality. The facility's use and conservation of potable water
is also a source of worry in some communities. Many airports have created water
management strategies and procedures to ensure compliance with local water
restrictions, the containment of spills and other possible contaminants, and the
efficient execution of normal duties. When examining the water management
activities that an airport requires, the type and nature of airport operations, as well as
the overall availability of water, will be key considerations.
Water Pollution
Common operations at a commercial service airport can have an impact on the quality
of surface and ground water. Chemical spills from airports, for example, can
contaminate local water supplies and harm water quality. One of the most serious
consequences of environmental contamination is the toxic effects on aquatic life. At
quantities as low as 1 part per million, substances including ethylene glycol, jet fuel,
heavy metals, and ammonia can be lethal to sensitive plants, fish, and amphibians,
creating ecosystem disruption. Eutrophication can be aided by the breakdown of
chemicals in de-icing solutions (the profuse development of algae or plants caused by
an excess of the nutrients nitrates, phosphates, and organic carbon).Another major
concern that may arise when glycols and hydrocarbons degrade in water is oxygen
loss.
Water retention and isolation basins, which are well-designed, can help to keep
pollution at airports under control. Airports can run treatment facilities that integrate
grey water infrastructure and nature-based alternatives to limit discharges into the
environment. To increase rainwater purification and give other environmental
benefits, the Paris-Orly Airport constructed a 6,500-square-meter filtering marsh.
Water Policies
Airport Council International (ACI) has a water treatment policy statement :

Airports should utilise as little potable water as possible, manage wastewater (de-icing
and sewage) as effectively as possible, reuse treated water, and manage the quantity
and quality of storm water run-off as much as possible. All national, regional, and
municipal water quality and drinking water requirements must be followed by
airports. Guidelines and testing/reporting will address total suspended particles in the
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water, as well as pollutants like as lubricants and engine degreasers. Additional water
monitoring is conducted to track levels of Biochemical Oxygen Demand (BOD) and
Chemical Oxygen Demand (COD), as certain compounds often used at airports, such
as de-icing chemicals, can diminish the level of dissolved oxygen in waters, resulting
in aquatic toxicity. Additional water monitoring is conducted to track levels of
Biochemical Oxygen Demand (BOD) and Chemical Oxygen Demand (COD), as
certain compounds often used at airports, such as de-icing chemicals, can diminish the
level of dissolved oxygen in waters, resulting in aquatic toxicity. Airports test for
these in retention ponds and discharge sources, and they're often compelled to submit
the results to a state regulatory agency. Depending on state law, noncompliance with
water quality rules may result in penalties and other sanctions.
Water Quality management Plans
At airports, a good water quality monitoring programme is essential. One example is

collecting a variety of samples at various locations for distinct parameters. The
Airport's example programme illustrates its dedication to environmental protection
and attentiveness. The frequency of sampling, sampling locations, and sampled
metrics should all be defined in the plan. Sampling both the airside and landside sides
of the airport is crucial for calculating the pollution caused on the property. To ensure
the validity of monitoring results, special attention should be paid to the airport
boundaries and end of pipe sites (where water enters and departs airport property and
meets rivers/streams). Sampling should be done at all pipe ends and other high-risk
locations in general. Multiple sample locations may be necessary for a given airport,
and these sites should be accessible in all weather conditions (e.g., vegetation or snow
clearing may be required). Aprons, fueling facilities, runways and taxiways, hangars,
oil separators, and parking lots, among other things, should feed both subsurface and
aboveground channels. Regulations may mandate the type and frequency of sampling
operations, and different constraints for particular metrics may exist, which may alter
based on the season, depending on the location of the airport or regulatory purposes.
Identifying and rating significant drainage basins should be used to estimate the
likelihood of pollution release. The amount of pollutants emitted, the amount of
runoff, and the time it takes for a drainage basin to create runoff should all be
considered (percent impervious surface). Stormwater runoff can harm a range of
receptors, with natural water basins with low flow being the most sensitive (streams,
lakes, ponds, sloughs, and, to a lesser extent, rivers). Here's an example of a
recommended ordering strategy for sample locations, starting with the highest priority
location:
1. At the property line, at discharge locations from pipes draining high-use operational
areas, right into a water body (both airside and landside).
2. Where open channels from high-use operational areas flow directly into a body of
water.
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3. At the property line, pipes flow directly from high-use operational areas into
municipal storm sewer pipes.
4. Where pipes from high-traffic operational zones lead to site ditches.
5. Where retention or treatment facilities have open ditches that run off-site.
6. Where non-operational or rarely-used areas drain into open ditches or pipes.
7. Where water from ditches or pipes enters the property.
This list should be customised to match the needs of airport operators, environmental
agencies, and local residents.
When contamination is identified in a sample, it's vital to figure out where the
contamination came from. Upstream of the Airport property, if necessary, sampling
can be done to detect if contamination is entering the airport from adjacent properties.
Airports should consider stormwater retention systems, which collect water from a
number of airport zones. These firms can have the water tested for compliance before
releasing it into public water bodies. Facilities can use automatic samplers, composite
sampling systems, and oil water separators. High-activity regions should be prioritised
if facilities cannot be built at all end-of-pipe locations. In addition to surface runoff
samples, groundwater sampling should be done at strategic places. This will aid the
airport in gaining a better grasp of local water quality issues as well as detecting any
contamination. Boreholes can be sunk at regular intervals, and groundwater samples
taken.
7.6. A focus on production of Renewable energy at Airport the site
Airports are increasingly being held to account for their energy use, emissions and
effects on the environment, and many are introducing efficiency measures in the
context of planning. An environmental management plan is the first step for airports
seeking to implement environmental improvements, as it provides the framework for
an airport's environmental management activities.They use a significant amount of
energy. The large buildings (both passenger terminals and non-passengers' sectors)
with heating and air-conditioning systems, as well as the high-power needs for
lighting and electric equipment, as well as the energy demands of the many facilities
located inside the airport precinct, all contribute to this. The energy consumed by air
conditioning systems accounts for a large portion of the energy consumed by airports.
Over 70% of the energy consumed in airport terminal buildings is used for air
conditioning, cooling, and heating. This rate may be higher in places with a cold
climate.The whole energy consumption of air transportation activities produces CO2,
NOx (Nitrogen Oxides), SO2 (Sulphur Dioxide), H2O (Water Vapour), and other
greenhouse gases.The total volumes of greenhouse gases produced at airports
correspond to traffic-related activities on the airside, landside, and traffic-supporting
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activities, and can be determined independently. The most common sources of

greenhouse gases in the landside sector of the airport are emissions from servicing
passengers and air cargo at the separate terminals, as well as the provision of heating,
cooling, and lighting these and other airport buildings. Electrical energy use emits
emissions that are considered indirect from the sources of production.
According to the research, energy conservation and efficiency activities are crucial in
airport energy management, and an energy audit of the various airport buildings can
aid in the identification of effective energy reduction strategies. Popular energy-
saving initiatives include installing energy-efficient electric motors in baggage claim
areas, obtaining building certification, reducing taxing time, upgrading energy-
efficient chillers, modernizing existing elevators, and enhancing the cooling
efficiencies of terminal buildings. In recent years, there has been a growing interest in
incorporating energy efficiency considerations into the design and construction of
new terminal buildings. Renewable energy has become an increasingly cost-effective
business option for airports because of technological advancement, market maturity
and public-sector investment (Barrett, 2015).These energy-saving efforts also help
the airport achieve LEED, CEEQUAL, and Envision certifications. These credentials
will highlight the airport's environmental commitment to customers and clients.
An energy audit can help an airport operator better understand their energy
consumption and make strategic investments in energy-saving equipment. For Eg. If
the boilers that heat the water at an airport are a substantial source of energy use,
replacing them with a geothermal or solar water heating system could be a high
priority for cutting operational costs. An airport operator, on the other hand, would
wish to create a list of energy conservation projects it wants to pursue (to save money
or reduce emissions), and make sure that airport employees and management are
working toward and supporting those goals. Renewable energy projects may be
considered as a viable option after an airport operator understands its energy usage
and where the best and most cost-effective opportunities for improvement exist.
Renewable energy projects have been shown to have many benefits for an individual
airport, as well as environmental benefits that extend beyond the airport site.
Renewable energy initiatives may provide the following advantages:
Reliability of operations and risk mitigation
Depending on the project design and ownership structure, operational reliability may
be improved as a result of more consistent energy flows, reducing the likelihood of
shortages and negative effects on operational performance. If the airport owns or
controls the renewable energy plant, and the energy generated stays on-site (rather
than relying on an external electric grid), it provides a risk mitigation strategy for the
airport and its many users who rely on a consistent supply of energy.
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Renewable energy projects that are built and developed with future climate change
impacts in mind can improve an airport's adaptability. A number of variables should
be addressed while developing the airport's energy strategy and infrastructure,
including:
• The possibility for changing temperatures to affect airport infrastructure or future

energy needs.
• Extra extreme weather, such as higher precipitation levels or larger storm surges,
may be an issue for airports in many regions of the world, necessitating more cooling
or heating of airport buildings, which must be incorporated into airport energy
planning.
Price volatility in vital commodities like energy can be aggravating for airport
operators, particularly when they have limited ability to predict or influence energy
costs. On the other hand, renewable energy generated on-airport is under the airport's
control and can be more reliable in terms of supply and cost.
Compliance with regulatory and legislative requirements
On-site renewable energy installations may be able to meet or satisfy legislative and
regulatory compliance requirements in some states. By investing in renewable energy
and remaining at the forefront of the operating environment, an airport may manage
laws, rules, and other compliance components proactively. Some states may offer
renewable energy regulatory incentives, such as subsidies and tax breaks, which
airport operators should investigate.
Reduction goals for greenhouse gas (GHG) emissions
Many airports throughout the world have set goals to reduce GHG emissions. Direct
emissions are not produced by solar or wind energy, for example. By replacing all or
a portion of the fossil fuels it uses, an airport can make significant progress toward its
GHG emission reduction goals.
Communication with stakeholders and reporting on corporate social

responsibility (CSR)
Pledges to use renewable energy will improve CSR reporting and stakeholder
messaging about the airport's environmental footprint and broader community
engagement. These pledges can demonstrate environmental leadership and be
accompanied by tangible and practical measures.
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Additional revenue-generating opportunities
In exceptional circumstances, an airport may be able to produce cash by producing

renewable energy in excess of its own demands. Airports could sell clean surplus
energy output to the surrounding community if enough energy can be generated. This
is especially beneficial if adjacent towns have distinct consumption patterns than the
airport, such as daytime versus nighttime usage. Additionally, airports may choose to
lease land or make other arrangements to allow third companies to generate energy on
their site.
Which renewables? Where?
Investments in renewable energy should be evaluated in the context of larger

environmental management. Renewable energy, combined with a number of energy-
efficiency measures, can help to create a solid foundation of initiatives aimed at
cutting operating costs and reducing the airport's environmental impact. As a result,
thinking about renewable energy in the framework of established standards like ISO
14001 for environmental management systems and ISO 50001 for energy
management, which are already widely utilised in the airport community, is a smart
idea. Even while installing a renewable energy plant can reduce an airport's GHG
emissions, it is usually not the most convenient, rapid, or cost-effective option. For an
airport, energy conservation techniques are frequently more convenient and cost-
effective.
These measures can be done quickly, and reduce its energy demand. Some examples
of energy conservation measures can be found in the list below:
• Short-term operational changes

» Night-time shut down
» Demand response
• Long-term infrastructure improvements

» Replacing conventional lighting systems with LEDs
» HVAC upgrades » Building insulation/sealing
After considering energy-saving strategies, the next step is to evaluate the feasibility
of developing and deploying alternative energy sources. There are various renewable
energy options for airports, including:
- The wind
- Solar power
- Biomass
- Hydroelectricity
- Geothermal
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To begin, the above energy options, as well as their actual applicability to a specific
airport, are dependent on the airport's fundamental physical conditions (e.g.,
geography, geology, and climate), as well as operational and economic realities.
Solar
One of the more common and widely applicable renewable energy projects at airports
is photovoltaic (PV) systems, which turn sunlight into power. PV systems have been
installed at over 100 airports across the world, and they are well-suited for many
current airport designs due to the huge horizontal surfaces on which they may be
mounted. They can be put atop terminal buildings or erected on underutilised or
otherwise unproductive airport property. Solar energy has even been utilised to power
ground vehicles at some airports, and electric car charging stations have been installed
in parking lots. The Clean Development Mechanism (CDM) framework has also
approved PV systems that provide power for at-gate activities. PV projects in low-
income countries can apply for CDM eligibility and, if granted, receive marketable
Certified Emission Reduction (CER) credits. These are worthy of consideration as
prospective sources of funding for eligible states to invest in solar energy
installations. Many airports can increase the proportion of renewable energy in their
electricity supply by installing PV systems, which are both cost-effective and
technically feasible. PV systems, on the other hand, may produce glare concerns in
some situations, thus the airport must consider the operational safety implications for
their specific location and proposed project.
Wind
Wind energy is another alternative for airports, but it is still a relatively new use due
to a variety of technical challenges relating to aviation operations safety. Wind
turbines, which convert the kinetic energy of the wind into electricity, can supply a
significant amount of electricity. Turbine installation and operation necessitate
extensive safety assessments, as they may be considered (along with other tall
objects) capable of penetrating navigable airspace in close proximity to airports,
causing interference with safety-critical communication, navigation, and surveillance
infrastructure. Alternative design solutions may be considered in light of this (e.g.
wind turbines with vertical axes).
Hydro-power
Hydropower is also a possible source of renewable energy at airports. The electricity

is generated by putting a turbine under a lot of water pressure and forcing it to spin.
To fulfil the airport's needs, the water flow and electrical production can be changed.
This procedure would demand a location near a water source.
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Geothermal
Finally, geothermal energy systems can heat and cool airport buildings and have a
wide range of energy extraction methods and end uses. Airports can pump low-
temperature water from subsurface water tables for circulation in onsite air heating
and cooling systems for terminal heating and cooling. If the water reservoir is
extremely heated (typically very deep underground), the steam can be caught and
used to power a turbine. These choices, however, are extremely dependent on the
geological characteristics of the airport.
Although the majority of these systems are underground and so do not interfere with
aviation operations (assuming that the facility above ground does not obscure visual
and navigational aids), they can be difficult to construct. As a result, geothermal
energy projects at airports are usually best executed in conjunction with the
construction of new facilities or a large restoration of existing airport structures.
Accessing renewable energies
The intricacy, cost practicality, and benefits to specific airports of the many types of
potential renewable energy projects covered in this report will vary. A quick look at
these options reveals that starting a renewable energy plant is a demanding task.
Renewable energy projects could have a negative influence on basic aviation
operations, or they could be financially and technically difficult to implement. As a
result, the airport should consider all of these considerations before making changes
to energy production and consumption inside airport boundaries.
If it is not financially or operationally feasible to build a renewable energy project

on-site, an airport can purchase alternative energy from off-site producers or their
utility provider through a power purchase agreement or the purchase of renewable
energy credits, such as district heating from biomass or electricity from a nearby wind
farm. The degree to which various forms of energy storage are accessible also
contributes to these difficulties. As a result, employing several energy sources and
taking a portfolio-based strategy to satisfy the airport's energy needs may be useful.
These judgments are frequently influenced by the regulatory environment at the
airport.
Planning a renewable energy project
Before beginning a renewable energy project at an airport, there are many aspects to
consider. First and foremost, any decision-making process must place a high priority
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on safety concerns. The costs, benefits, and risks of any project should be thoroughly
evaluated, and alternate design options may need to be examined. Project
management is required while starting a renewable energy project at an airport. It
necessitates rigorous planning and defined objectives right from the outset. Because
airports are complex self-contained communities with a wide range of stakeholders
and operators, each project should clearly identify each agent's role and
responsibilities, as well as the actions that must be completed. During this operation,
it is critical that airports understand and adhere to their regulatory standards.
The environmental advantages that the project is intended to provide should be

accounted for as accurately as feasible and weighted against the economic costs
involved in order to assess the cost-effectiveness of the chosen measure (s). It's vital
to look at the project as a whole to see whether there are any negative effects that
could arise as a result of the measure. Finally, the project should take into account
practical considerations such as a realistic timetable and deadlines.
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Table.4 Structured description of measures by ICAO
7.7. Waste management at Airports
Airport garbage refers to the waste generated by an airport's operations. Passengers,

airfield operations and maintenance, as well as construction and demolition debris, all
contribute to this form of waste. The less waste generated by airports over a certain
time period, the better and more efficient their waste management actions were.
Some airport activities, such as aircraft and airfield deicing and anti-icing, fuel storage
and refuelling, aircraft and vehicle cleaning and maintenance, and development, are
bound to result in the discharge of pollutants into neighbouring water bodies, posing a
threat to aquatic life and human health. The volume of waste in many developed
countries has increased considerably in recent years, accompanied by an increase in
the volume of environmentally harmful objects. Airlines and airports are prioritising
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better waste management as a result of these improvements.Toxins do not dissolve

naturally in the environment, thus they must be treated before being released to ensure
that no harmful particles remain. Toxicology should be addressed according to
national guidelines. In order to comply with national and best practise legislation,
aircraft fuel spills are an example of a category waste that must be chemically
synthesized before being discharged into the atmosphere.
Types of waste
Municipal Solid Waste (MSW); Construction and Demolition Debris (CDD); garbage
from aircraft flights (deplaned waste); biodegradable waste; hazardous and industrial
waste; and lavatory waste are among the waste categories encountered by airport
operations. Airports have options for managing MSW and CDD collection, treatment,
storage, and disposal. When these options are carefully evaluated and implemented,
they can help improve airport operations while reducing environmental consequences.
Municipal Solid Waste (MSW)
This is the waste kind for which airports have the most options. MSW is made up of
materials such as aluminium and steel cans, glass bottles and containers, plastic
bottles and containers, packaging bags, paper products, and cardboard that are used
and discarded on a daily basis. The following are the four principal sources of airport
MSW:
2. Tenant trash – from terminal shops and concessions;
3. Airline waste – from aeroplanes and airline offices; and
4. Cargo waste – from cargo operations
Construction and Demolition debris (CDD)
Construction and Demolition Debris is another sort of debris seen at airports (CDD).
CDD can be caused by land clearance, excavation, or – as the acronym implies –
airport construction and demolition. Concrete, wood, metals, soil, bricks and masonry
materials, asphalt, rock, stone, gravel, and sand, roofing materials, drywall, carpet,
plastic, pipe, and other materials may be included in CDD.
Waste for Aircraft Flights (Deplaned Flights)
Deplaned waste (aeroplane waste) is a type of MSW that is discarded after passenger
flights have landed. Deplaned garbage accounts for more than 20% of an airport's
total MSW after flights.
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"Galley waste," which includes compactor boxes, garbage carts (bags), food carts, and
bonded carts, and is collected by airline caterers as part of the de-catering process,
may be subject to more severe disposal methods.
International Waste
Special concern must be given to international waste. This mainly refers to trash from
international aircraft, although it can also apply to trash from international airports.
When rubbish is brought in from countries with different laws and standards, there is
a risk of introducing plant pests, illnesses, and other toxins. Because of these
considerations, this trash is sometimes referred to as confined waste (QW). Although
international garbage is generally of the same material type as MSW, airports
normally handle and process it separately from other waste types. International
garbage is frequently either burned on-site or packed and delivered to the airport for
disposal.
Compostable and biodegradable waste
Biodegradable garbage is generated at airports. Food waste from terminals includes

food that has been discarded or waste made during the preparation of food. Green
trash is generated by airport landscaping activities, which includes trees, bushes, and
grass clippings, leaves, and other plants. These organic wastes can be composted, but
airports are now looking for new ways to dispose of them. These wastes can also be
classified as MSW, however their treatment choices are generally different from
MSW's.
Hazardous and Industrial waste
These types of waste products include oils, solvents, and other chemical waste from
aircraft and ground vehicle washing and cleaning, fueling operations, aircraft
maintenance and repair including painting and metalwork, engine test cell operations,
de/anti-icing operations, ground vehicle maintenance, and abandoned aircraft. This
work does not address the management of hazardous and industrial wastes since they
are typically regulated by state legislation and require special treatment, storage, and
disposal.
Lavatory waste
Toilet waste is a unique sort of waste that contains chemicals and possible enteric
pathogens, posing a concern to the environment and human health if not properly
treated. To avoid the emission of lavatory waste, extreme caution must be exercised.
"Airports should foster the culture of reducing solid waste generation and, where
possible, extracting value from leftover garbage, with the ultimate goal of sending
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zero waste to landfills," according to the Airport Council International's (ACI) Policy
and Recommended Practices Handbook.
Figure.4 Waste hierarchy from United Nations environment programme (UNEP)
8. India’s approach towards Sustainability
Climate change is a global problem with local consequences. In dealing with the
effects of climate change, India has more trouble than most other countries. The
Indian government's climate change policy is based on two key documents produced
by the country. One example is the National Action Plan on Climate Change
(NAPCC), which was passed in 2008. The other is India's 2015 Nationally
Determined Contributions (NDC) to the UN Framework Convention on Climate
Change (UNFCCC). India's objective for ecologically sustainable development, as
well as many implementation techniques, are outlined in the NAPCC. It is based on
the concept that action on Climate Change must be coordinated with a variety of other
interconnected environmental and social sustainability concerns.After several years,
the United Nations recognised the importance of interrelated policies and coordinated
action in the development of the 17 Sustainable Development Goals (SDG).
India is actively engaged in international climate change negotiations and debates
with the goal of building an effective, cooperative, and equitable global approach
based on the principle of Common but Differentiated Responsibilities (CBDR) and
each state's own capabilities. India has chosen a proactive, ambitious, and forward-
looking response to climate change as a result of global agreements. This is reflected
in India's National Development Plan (NDC), which relates the country's commitment
to ecologically sustainable development to its long-standing civilizational ideals of
respect for nature, intergenerational equality, and shared humanity.
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National Action Plan for CO2 Reduction
Implementation of mitigation measures in the aviation environment system for

international aviation through the identification, assessment, and implementation of
priority areas
For a developing country, India's voluntary pledges to targets are remarkable. The
objectives are to:
1. promote and propagate a healthy and sustainable way of life based on

traditions and principles of conservation and moderation.
2. To travel a more environmentally friendly and cleaner path than those who
have travelled the same path at the same level of economic development in the
past.
3. By 2030, reduce the emissions intensity of its GDP by 33 to 35 percent from

2005 levels.
4. With the help of technology transfer and low-cost foreign investment,

including from the Green Climate Fund, non-fossil fuel based energy
resources will account for roughly 40% of total installed capacity by 2030.
(GCF).
5. Increase forest and tree cover by 2.5 to 3 billion tonnes of CO2 equivalent by
2030, resulting in a 2.5 to 3 billion tonnes of CO2 equivalent additional carbon
sink.
6. Increase investments in climate-vulnerable sectors such as agriculture, water

resources, the Himalayan region, coastal regions, health, and disaster
management to improve climate change adaptation.
7. Mobilize domestic and new and extra money from developed countries to
pursue the following mitigation and adaptation efforts, taking into account the
resources required and the resource gap.
8. To develop capacities, establish local and international frameworks for the

rapid dissemination of cutting-edge climate technology in India, as well as
cooperative collaborative R&D for such future technologies.
56
8.1. Regulatory Measures
India's rapidly expanding aviation industry has begun to take proactive measures to
address environmental concerns. The DGCA monitors the CO2 emissions of Indian
aviation on a regular basis, as part of India's commitment to environmental
improvements. In order to address climate change and local air quality challenges in
Indian aviation, the DGCA released Civil Aviation Requirements (CAR), Section 10 -
Aviation Environmental Protection Series 'B' Part I, Issue I, 5th August 2015. Various
stakeholders have taken a number of initiatives to address their impact on climate
change, following the direction and advice of the DGCA. Stakeholders are on the
right track to minimise carbon emissions from aviation with ongoing environmental
training sessions, modern aircraft fleets, airport participation in the Airport Carbon
Accreditation programme, solar power, improved air traffic flow management, and so
on.
The Ministry of Civil Aviation in India is in charge of developing national policies

and programmes for the country's civil aviation sector's growth and regulation. The
Government of India's Ministry of Civil Aviation is committed to the country's civil
aviation sector's inclusive and sustainable growth while minimising negative
environmental consequences. The National Civil Aviation Policy 2016 (NCAP) was
announced by the Ministry of Civil Aviation (MoCA) in June 2016 to boost India's
civil aviation sector. The policy's major purpose is to make flying more accessible to
the general population, increase regional air connectivity, and address concerns
related to long-term aviation sustainability.
In 2019, the Ministry of Civil Aviation also released a White Paper on National Green
Aviation Policy, in addition to the NCAP. The White Paper lays forth a strategic
framework for addressing the aviation industry's significant environmental concerns,
such as GHG emissions. It enumerates the most important initiatives that all aviation
stakeholders should do. The following are the major policy areas:
NATIONAL CIVIL AVIATION POLICY & WHITE PAPER ON GREEN

AVIATION POLICY BY MINISTRY OF CIVIL AVIATION
Environment Management System (EMS) Airport Master Planning
 Green Infrastructures
 Noise Greenhouse Gas Emissions and Climate Change
 Local Air Quality
 Energy & Resources
57
 Solar and other renewable energy
 Waste water
 Land, soil, habitat and biodiversity
 Spills, releases and other incidents
 Competency & Skill developments
 Simplified Regulatory Regime
DGCA’S Civil Aviation requirements
The Directorate General of Civil Aviation (DGCA) has published a number of

environmental standards for its stakeholders, including those concerning aircraft
emissions. Stakeholders have been asked to form an Environment Cell in their
organisations and to reduce their carbon footprint in order to have a sustainable
aviation business. Retrofitting existing aircraft, adopting aggressive fuel efficiency
methods, exploring the possibility of using biofuels, repairing winglets and riblets,
minimising dead weights on board, improving load factors, adhering to maintenance
schedules, selecting the appropriate aircraft for a particular route, and improving
taxing and parking procedures are among the recommendations made to airlines.
The Civil Aviation Rules (CAR) have also been developed by the DGCA, which
outline the general requirements, processes, and practises that must be followed by all
stakeholders/organisations involved in activities that directly or indirectly affect
climate change. The goal of this CAR is to reduce the negative impact of aviation
activities on the environment, allowing the industry to grow sustainably.
The CAR, “Climate Change Initiatives and Local Air Quality Monitoring in Civil
Aviation”
The CAR, “Carbon Offsetting and Reduction Scheme for International Aviation
(CORSIA)”
58
AIRPORT CARBON ACCREDITATION PROGRAM by Airport council

International (ACI)
Airport Carbon Accreditation is the industry's global standard for carbon

management. Its goal is to encourage and allow airports and its stakeholders to
implement best practises in GHG management and reduce emissions.
The Airport Carbon Accreditation programme of ACI was launched in 2009. Initially,
the Program had 4 Levels- “Level 1: Mapping”, “Level 2: Reduction”, “Level 3:
Optimisation” and “Level 3+ Neutrality”. Delhi Airport reached “Level 3+,
Neutrality” in 2016, as the first Carbon Neutral Airport in Asia Pacific region. After
this Hyderabad, Mumbai and Bangalore Airport also achieved Level 3+ accreditation
and became carbon neutral airports.
Levels of the programme were changed in 2020, and two new levels, Level 4
(Transformation) and Level 4+, were added (Transition). These two Levels were
created to align the program's goals with the Paris Agreement, limiting global average
temperature rise to 2°C over pre-industrial levels and aiming for no more than 1.5°C.
This is also in accordance with the IPCC's guidelines and the ICAO's mitigation goals
for aviation climate change. Level 4+ encourages airports to minimise emissions in
accordance with the most recent scientific findings and to meet stakeholder
expectations. Under the ACI's Airport Carbon programme, Delhi International Airport
Limited has been Asia Pacific's first Level 4+ (Transition) approved airport. At this
time, Delhi Airport is only the second airport in the world to receive Level 4+
certification. Delhi Airport is similarly striving to be a zero-emission airport by 2030.
Some of the emission reduction measures adopted by airports in India are- Green
infrastructures concepts
• Renewable/Green Energy Generations

• Airport Collaborative Decision Making (A-CDM)
• Energy Efficiency Measures for Terminal Buildings
• Integrated Building Management System (IBMS) for energy efficiency
• LEDs at Buildings & Airport Ground Lightings networks
• UPS system for Airport Ground Lightings networks
• Bridge Mounted Equipment’s (BMEs): FEGP & PCAs Supply
• Fuel Hydrant systems
• CNG Vehicle Operation & Fuelling Station
• Electrical Tugs & Buggies Multimodal Connectivity (Road & Metro)
• Environment Management System (ISO 14001)
• Green House Gas Reporting System (ISO 14064)
• Energy Management System (ISO 50001) Landscaping & Tree Plantations
59
Several Indian airports have received LEED (Leadership in Energy and

Environmental Design) certifications and have implemented other steps such as using
energy efficient equipment and running environmentally friendly cars. Airports have
implemented renewable energy development and use, energy efficient systems and
equipment, water efficiency measures, water recycling and reuse, rain water
harvesting, water resource mapping, waste minimization, and waste to wealth
measures, among other things, to comply with green building requirements.
Indian airports have been proactive in implementing renewable energy systems such
as solar power systems. On-site renewable energy decreases grid dependency,
improves land utilisation, lowers total GHG emissions, and lowers overall energy
costs for the airport.
Many Indian airports, including Delhi International Airport Limited (DIAL),
Hyderabad International Airport Limited (HIAL), Bangalore International Airport
Limited (BIAL), Cochin International Airport Limited (CIAL), and Mumbai
International Airport Limited (MIAL), have installed solar panels on their premises,
and some are also utilising offsite renewable energy via open access. A number of
Airport Authority of India-run airports have also taken the initiative in using onsite
and offsite renewable energy sources to power their facilities.
Figure 5.Kochi Airport 12 MWp Solar panel system
9. Limitations
-There are inherent restrictions to what can be done in the aviation sector and its vital
infrastructure until there are bigger solutions for aircraft emissions.
- The current global pandemic, previous terrorism attacks, and global recession have
slowed down the transition of sustainable development of the aviation industry.
60
-The airport's growth plans must include the infrastructure that will be required to
make sustainable aviation fuel the primary source of aviation energy.
- In India, life cycle evaluations, rebound effects screening, and lock-in are not
effectively integrated into the sustainability process.
- Indian airports are witnessing a slow transition towards carbon neutrality due to lack
of technologies in the operational and environmental front.
10. Conclusion
The documents and periodicals on sustainability were gathered. The definitions and
descriptions of airport sustainability were investigated and evaluated in order to better
understand the sustainable categories, goals, activities, and metrics that pertain to
airport operations, as well as the definitions and descriptions of airport sustainability.
Airport operational sustainability, in the context of EONS, refers to the ability to
operate and maintain facilities and infrastructure efficiently and sustainably, develop
and promote assets and employees, and improve the economic position and
competitive advantages in order to support the airport's long-term growth and
resiliency while maintaining a safe environment for airport users and nearby
communities. It's difficult to translate sustainability concepts into quantitative
decision-making and monitoring tools for airport operations. This is a particularly
difficult issue for Asean airports, as they lack the same experience and resources as
North America and Europe when it comes to establishing and implementing
sustainability programmes. The performance measures can help airport operators
better understand and assess airport planning and operational sustainability.
Airports that are committed to improving their sustainability progress should track
and measure their progress toward their objectives. Converting sustainability concepts
into quantifiable measuring instruments, on the other hand, is difficult. A quantitative
assessment approach as a decision-making tool would assist airports in evaluating
their ongoing sustainability performance, identifying gaps, setting sustainability goals,
and selecting the best practises for enhancing eco airport design.
61
11. References
Shri Indranil Chakraborty. (2021). Managing the Carbon Footprint of the Civil
Aviation. Retrieved from https://www.icao.int/environmental-
protection/Lists/ActionPlan/Attachments/97/DGCA%20India%20SAP%202021
%20(revised%20version).pdf
Postorino, M. N., & Mantecchini, L. (2014). A transport carbon footprint

methodology to assess airport carbon emissions. Journal of Air Transport
Management, 37, 76-86. Retrieved from
https://www.sciencedirect.com/science/article/abs/pii/S0969699714000234
Uysal, M. P., & Sogut, M. Z. (2017). An integrated research for architecture-

based energy management in sustainable airports. Energy, 140, 1387-
1397.Retrieved from
https://www.sciencedirect.com/science/article/abs/pii/S0360544217310174
International Air Transport Association. (2004). Airport Development

Reference Manual
9th Edition. Retrieved from
https://www.academia.edu/41493205/IATA_Airport_Development_Reference
_Manual_9th_Edition
Sreenath, S., Sudhakar, K., & Yusop, A. F. (2021). Sustainability at airports:

Technologies and best practices from ASEAN countries. Journal of
environmental management, 299, 113639. Retrieved from
https://www.sciencedirect.com/science/article/pii/S0301479721017011
Greer, F., Rakas, J., & Horvath, A. (2020). Airports and environmental
sustainability: a comprehensive review. Environmental Research Letters,
15(10), 103007. Retrieved from
https://iopscience.iop.org/article/10.1088/1748-9326/abb42a/pdf
Yim, S. H., Stettler, M. E., & Barrett, S. R. (2013). Air quality and public health
impacts of UK airports. Part II: Impacts and policy assessment. Atmospheric
environment, 67, 184-192. Retrieved from
https://www.researchgate.net/publication/257522425_Air_quality_and_public_
health_impacts_of_UK_airports_Part_II_Impacts_and_policy_assessment
62

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Tackling environmental concerns central to Airport planning in India

UNIVERSITY OF PETROLEUM & ENERGY STUDIES

Tackling environmental concerns central to Airport planning in

Prof. Soumya Jain

Enrolment No. – R460219065

BBA Aviation Operations

It is always a pleasure to remember the time people spent on us in

I would like to express my sincere gratitude towards my mentor and

I would also like to extend my heartfelt thank you to my course

Lastly, I convey my thanking note to my friends and family who have

Serial Topic Page no.

4. Sustainable Airports: Concept 16

5. Objectives of the Study 20

FIGURES AND TABLES

Serial Element Page no.

1. Figure.1 Landside and Airside sustainability opportunities for airports 17

2. Figure.2 Sustainable development goals of UN correlation with airport 20

3. Figure.3 Components of climate change adaptation process 35

4. Figure.4 Waste hierarchy from United Nations environment programme 54

5. Figure 5.Kochi Airport 12 MWp Solar panel system 60

6. Table.1 Elements of Eco deign airport buildings 25,26

7. Table.2 ISO standard application at airport requirements 29

8. Table.3 EMS at airports 31

9. Table.4 Structured description of measures by ICAO 54

DGCA Directorate General of Civil aviation

MOCA Ministry of civil aviation

MoEF&CC Ministry of forest and climate change

IPCC Intergovernmental Panel on Climate Change

GHG Greenhouse gases

FAA Federal aviation Administration

CORSIA Carbon Offsetting and Reduction Scheme for International

ICAO International Civil Aviation Organization

IATA International Air transport Association

1.1 WORKING TITLE

Studying ICAO's Eco

Analysis of India's Position

According to sustainable development guidelines, airports must function and expand

2.3.1. Social Sustainability

• Recognizes direct impacts on daily quality of life: Air transportation is a significant

2.3.2. Economic Sustainability

• Recognizes the importance of an efficient air transportation industry in supporting

• Recognizes the importance of a cost-effective air transportation industry for people

2.3.3. Environment Sustainability

• Recognizes the importance of protecting and conserving natural resources,

• Recognizes the significance of preventing noise, pollution, and emissions

• Recognizes the importance of environmental stewardship and leadership in

The long-term viability of an airport is determined by its operational performance.

2.4. Purpose of the study

Shri Indranil Chakraborty, DGCA in the publication entitled “Managing the

Kanika Malik in her research paper entitled “Assessment of Energy

Alec Simpson, Sheila Sankey, Shannon Gardiner in their publication entitled

Ministry of Civil Aviation in their paper entitled “White Paper on National

ICAO in their publication entitled “Waste Management at Airports” general

ICAO in their publication entitled “The Eco Design of Airport Buildings”

ICAO in their publication entitled “A Focus on the production of renewable

ICAO in their publication entitled “An Environmental Management System for

ICAO in their publication entitled “Water Management at Airports” addresses

ICAO in their publication entitled “Climate Resilient Airports” provides a high-

ICAO in their publication entitled “Air Quality Management at Airports”

IATA in their publication entitled “IATA Airport Development Reference

S. Sreenath, K. Sudhakar, and AF Yusop in their research paper entitled

4. Sustainable Airports: Concept