MUNICH AIRPORT | ENVIRONMENT
“Our politicians have changed their fuel source from nuclear to renewables as a result of the Fukushima nuclear disaster in Japan. This policy development will influence Munich Airport”
efficiency in order to meet the targets,” said Wühle. One of the most effective measures has been the introduction of the Airport Collaborative Decision Making (A-CDM) process in 2009. Munich was the European pioneer in introducing the A-CDM system, which has reduced annual emissions by 8,000 tons. Frankfurt and Schiphol Amster- dam airports were impressed with Munich’s results and have introduced their own A-CDM schemes. Wühle said: “A-CDM brings together all the processes from airside and landside in one common process. With better communication lines, aircraft can be pushed back onto the runway at the last moment and take off without running engines needlessly. We avoid both traffic jams on the taxiways and wasteful emissions as engines are only turned on when needed.”
known as Scopes. Scope 1 emissions are caused by self-produced energy. Scope 2 emissions are caused indirectly by energy purchased to cover the airport’s requirements. Finally, Scope 3 emissions come from airlines and public transport in the airport’s vicinity. The latter is easily the big- gest category.
Munich is battling to reduce its emissions in all three Scopes, but achieving carbon-neutral growth by 2020 is a severe challenge because of the airport’s rapid rate of growth. In 2009, there were 32,681,067 pas- sengers, then numbers rose by 6.2% to 34,721,605 in 2010. The additional two million passengers in 2010 inevitably led to great- er energy consumption. But in spite of this challenge, the airport re- duced its total Scope 1 and Scope 2 carbon output by 3,200 tons. This is an impressive result when one considers that 2010 was a particularly cold year which saw a 10% rise in heating requirements over 2009. Munich Airport’s carbon challenge became even stiffer last year when there were more steep increases in passenger numbers. Between January and September, the 28.6 million passengers represented a 10% increase on the same period for 2010. “Our CEO Dr Michael Kerkloh says the 2020 target will be our licence to grow, so we do a lot in both airside and landside to improve energy
In 2010, Munich made an important step forward with energy effi- ciency improvements to Terminal 2, which reduced power consumption by 5.6%. The cuts amount to a saving of 3.8 gigawatt hours of electricity and 2,200 tons of carbon emissions. Various means were used, including better control of ventilation systems in the baggage transportation and claim areas and the use of environmental lighting in the concourse and outdoor areas.
Since Munich began implementing measures such as these in 2008, it has seen carbon savings of more than 16,000 tons in its airport buildings and installations, and has cut output by around 10,000 tons. Its aim is to remove a further 44,000 tons of carbon emissions through improve- ments to buildings by 2014.
The airport has an ongoing programme to analyse buildings and in- stallations in detail to find new improvements. The analysis is helped by Munich’s Airport’s membership of the Sustainable Building Council (DGNB), a non-Government body which gives expert advice on green building practice. In collaboration with other airports, Munich Airport’s operating company, FMG, has developed a system called “Terminal,” which enables detailed assessment of terminal buildings’ sustainability. The sophisticated approach takes into account everything from environ- mental and economic performance to socio-cultural and functional as- pects, as well as technology. Munich hopes to use the “Terminal” system to ensure the large new satellite extension to Terminal 2 has 40% lower CO2 emissions per unit of floor space than Munich’s two existing terminals. The satellite building will have an innovative ventilation system and a special facade
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