D-AIR project REGIONAL IMPLEMENTATION PLAN PRAGUE (CZECH REPUBLIC)

PAR – association of villages and municipalities around the Vaclav Havel Airport Prague

NDCon s.r.o.

June 2014

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Content 1.

Introduction............................................................................................................... 4 1.1

Objectives of the Regional Implementation Plan.................................................................... 4

1.2

Strategy to reduce CO2 emissions ........................................................................................... 4

1.2.1 1.2.2

1.3

2.

2.1.1 2.1.2 2.1.3 2.1.4 2.1.5 2.1.6

2.2 2.2.1 2.2.2

2.3

5.

Emissions from surface transport from / to airport ................................................................ 7 Input unit values ................................................................................................................................ 7 Traffic volume ................................................................................................................................... 8 Origins/destination relations of trips ................................................................................................ 9 Traffic output of surface transport to/from airport ........................................................................ 11 Emission production from surface transport to and from the airport ............................................ 11 Emissions from surface transportation in the airside ..................................................................... 12

Emission from airport operation ........................................................................................... 12 Emissions from aircraft movements at the airport ......................................................................... 12 Other emission by airport operation............................................................................................... 13

Total CO2 emission................................................................................................................. 14

Forecast of airport development .............................................................................. 15 3.1

4.

Legislation................................................................................................................................ 6

Identified emissions ................................................................................................... 7 2.1

3.

European Strategies .......................................................................................................................... 4 National strategies ............................................................................................................................ 5

Emission development in zero option ................................................................................... 16

The target areas of the Regional Implementation Plan ............................................. 17 4.1

Surface transport ................................................................................................................... 17

4.2

Airport operation................................................................................................................... 17

Regional Implementation Plan measures.................................................................. 18 5.1

Measures to reduce emissions from surface transport ........................................................ 18

5.1.1 Railway connections Prague, Vaclav Havel Airport in Prague and Kladno linked to long-distance trains 18 5.1.2 Integration PID (Prague Integrated Transport) and SID (Central Bohemian Integrated Transport) 20 5.1.3 A higher standard bus connections of the Prague city centre and the airport ............................... 20 5.1.4 Prague Airport employers and organizer of Metropolitan Integrated System (MID) cooperation. 21 5.1.5 Creating a system of Metropolitan Integrated System (MID) transfer terminals ........................... 22 5.1.6 Adjustment of conditions of taxi services for the use of communication technologies and the benefits of environmentally friendly vehicles .............................................................................................. 22 5.1.7 Parking management ...................................................................................................................... 23 5.1.8 Charging stations for electric cars in Vaclav Havel Airport parking................................................. 23 5.1.9 Accessibility of cyclists and pedestrians, bicycle storage ................................................................ 23 5.1.10 Promotion and improving of the awareness on public transport to the airport ........................ 24

5.2 5.2.1 5.2.2 5.2.3

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Measures to reduce emissions from airport operations ....................................................... 24 Involvement in the framework of Airport Carbon Accreditation (ACA) .......................................... 24 Operation of HVAC unit ................................................................................................................... 25 Collaborative Decision Making (CDM)............................................................................................. 25

5.2.4 5.2.5 5.2.6 5.2.7 5.2.8 5.2.9 5.2.10

Compressor cooling unit ................................................................................................................. 26 Annual energy savings by new energy efficient boilers .................................................................. 26 New lighting system between pier A and B .................................................................................... 27 Environmental education ................................................................................................................ 27 Proposed measures ......................................................................................................................... 27 WheelTug ........................................................................................................................................ 28 Operative control of lighting ....................................................................................................... 28

6.

Targets of the Regional Implementation Plan ........................................................... 29

7.

Measures to achieve the targets of the Regional Implementation Plan ..................... 30

8.

Delivery Strategy...................................................................................................... 32

9.

Coordination with other stakeholders ...................................................................... 35

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1. Introduction Regional Implementation Plan is the main output of the dAIR project. The objective of the Regional Implementation Plan is to reduce CO2 emissions from surface transport to / from the airport and from airport operations by implementing a set of measures according to the instructions of the Regional Implementation Plan. The procurer of the implementation plan is an interest association of villages and municipalities affected by the operations of Vaclav Havel Airport in Prague, also known as the Association of Prague Airport Region, which has no formal power to implement or require implementation of the proposed measures. Implementation Plan was prepared in cooperation with the operator of Prague Airport Letiště Praha, a.s. , City of Prague, represented by the Institute for Planning and Development and ROPID (Prague Integrated Transport Organiser), and the Central Bohemian Region and includes only those actions that may lead to the implementation by the commissioning partners. It is generally accepted principle that there must be a measure that will have a positive impact on reducing carbon emissions, but will not increase the operating costs, will be cost effective and will not have a negative impact on a state budget.

1.1 Objectives of the Regional Implementation Plan The Implementation Plan is targeted to two main problem areas, Prague airport surface access from Prague, surrounding region and the Czech Republic as a whole and area of airport operations containing all ground operations. It will also contain the assessment of the possible use of new technologies with the preference of the best practices collected during the study visits. Generally said the implementation plan will focus to the improvement of public transport and all at once cutback of individual cars, and better use of energy and alternative drive.

1.2 Strategy to reduce CO2 emissions The Regional Implementation Plan follows the European and national targets set out in the following strategic documents.

1.2.1 European Strategies Europe 2020: A European Strategy for Smart, Sustainable, and Inclusive Growth, COM(2010) 2020 final Europa 2020 – A European Strategy for Smart, Sustainable, and Inclusive Growth contains five main objectives defining, what should the EU achieve till by 2020. One of these objectives relates to climate and energy. Member States are committed to reduce the greenhouse gas emissions by 20 %, increase the share of renewable sources in the EU energy mix to 20 % and will reach the 20% energy efficiency improvement by 2020. A Roadmap for moving to a competitive low carbon economy in 2050, COM(2011) 112 final In order to keep climate change below 2 °C, the European Council reaffirmed the EU objective, which is to reduce greenhouse gas emissions till 2050 by 80-95 % compared to 1990 in February 2011 as a part of the necessary restrictions, which are according to the opinion of the Intergovernmental Panel for Climate Change to be achieved by developed countries as a whole.

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WHITE PAPER: Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system, COM(2011) 144 final Common transport policy of the European Union is defined and enshrined in Catch V of the Treaty on establishment of the European Community. Considerable emphasis is focused on minimizing of the impact of transport to the environment in the transport policy. Europe's dependence on imported oil should dramatically decrease and the carbon emissions in transport should decrease by 60 % by 2050 in the context of growing transport and the support of mobility. Following objectives of the ten targets for competitive and resource-efficient transport system relate to dAIR project:  The development and use of new and sustainable fuels and propulsion systems  Decrease the use of “conventionally-fuelled” cars in city transport by 2030 to one half; phase them out in cities by 2050; by 2030 achieved the introduction of urban logistics essentially free of CO2 in large cities .  The use of sustainable low carbon fuels in aviation should reach 40 % by 2050.  Optimisation of the performance of multimodal logistic chains, including greater use of more energy-efficient modes of transport  Link all core network airports to the rail network, preferably high speed, till 2050.

1.2.2 National strategies Strategic Framework for Sustainable Development (2010) The Czech Republic is a party to international agreements on global climate change, which show a commitment to reduce greenhouse gas emissions by 20 % by 2020. Greenhouse gas emissions per capita are falling slowly, while emissions per unit of GDP since 2000 have decreased by more than one quarter. As problematic when considering current technologies, policies and measures appears the outlook till 2050, when the national emissions of greenhouse gases should move well below 50% of the level in year 1990. Within the priority - Support of the dynamics of the national economy and the strengthening of competitiveness is one of the objectives - to improve and increase the efficiency of the transport services and increase its safety. This objective shall aim to increase energy efficiency and economic efficiency of transport, to reduce risk emissions from transport and to prepare the society for peak oil among others. It is necessary to promote public transport and multimodal transport terminals network, including multimodal public logistics centres based primarily on the rail transport. State environmental policy 2012 -2020 Relatively high specific greenhouse gas emissions per capita remain the problem of the Czech Republic and other new EU Member States. The second sub-objective of state environmental policy in reducing of greenhouse gas emissions is therefore to reduce per capita emissions by 2020 at least to the average EU-27 in 2005, which amounted to 10.5 tons CO2eq. When the amount of specific emissions was 12.7 tons CO2eqv. per capita of the Czech Republic in 2009, the target reduction of specific emissions per capita is to be about by 17% in 2020. In the thematic area - Climate protection and improvement of air quality and its priority - Efficient and environmentally friendly use of renewable energy sources, is pursued the objective Provision of 10% share of renewable energy in transport by 2020 while reducing emissions of NOx, VOC and PM2,5 from traffic. As one measure of this objective, it is proposed to ensure replacement of fossil fuels with renewable energy sources in transport to reduce CO2 emissions by at least 2% by 31/12/2014, at least 4 % until 31/12/2017 and at least 6 % by 31/12/2020.

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Transport Policy of the Czech Republic for 2014 - 2020 with outlook to 2050 Transport policy is a top strategic document of the Czech government in the transport sector; the Ministry of Transport is the institution responsible for its implementation. The document identifies the main problems of the sector and proposes the measures to address them. Transport policy sets out what the state and its executives in the transport sector must make (international relations, contracts), wants to do (security, sustainable development, economy, environment, public health) and can make (financial and spatial aspects). Transport Strategies Document Transport Sector Strategies is one of the twelve strategic documents coming from the Transport Policy of the Czech Republic for the period 2014 - 2020 with an outlook to 2050. There are defined the main priorities, objectives and transport policy measures relating to the development and maintenance of transport infrastructure and multimodal approach. Among the construction activities on the TEN-T proposed for the implementation of the Operational Programme Transport 2 and of national budget in the period 2014-2020 (2023) the project Modernization of Prague – Kladno railway with the connection to the Václav Havel Airport - Stage I – 1. Section Prague Veleslavín - Václav Havel Airport is included. Planned construction is from 2019 to 2022. Among the alternative structures for the implementation of the Operational Programme Transport II and of the national budget in the period 2014-2020 (2023) is listed the structure Modernization of Prague - Kladno connected to the Václav Havel Airport - II. Stage. Delivery is possible from 2018. Operational Programme Transport 2014 - 2020 Operational program Transport (OPT 2) is a tool for the strategic investment needs and addressing key issues in the transport sector in the Czech Republic in the framework of the implementation of economic, social and territorial cohesion of the EU for the period 2014-2020. The list of major projects included the construction of OPT Modernization of railway Prague - Kladno connected to the airport and implementation is expected in 2018 - 2022. In the wider area of Airport is also relevant building relocation of the road I/16 Slaný - Velvary planned for the period 2016-2019. Medium-term Air Protection Strategy to 2020 The Strategy will be completed by July 2014. Then it will be discussed and approved by the government. Subsequently by the Ministry of Environment will be accepted the Provision of General Character of air quality protection which will be obligatory for the regions. The principle of this document will be the preference of such measures which will reduce both mechanical air pollution and CO2 emissions. Examples include reducing energy consumption and improving traffic flow and therefore supporting of public transport particularly railway transport.

1.3 Legislation Directive 2008/1/EC of the European Parliament and of the Council of 15 January 2008 concerning integrated pollution prevention and control The European Union (EU) defines the obligations with which industrial and agricultural activities with a high pollution potential must comply. It establishes a procedure for authorising these activities and sets minimum requirements to be included in all permits, particularly in terms of pollutants released. The aim is to prevent or reduce pollution of the atmosphere, water and soil, as well as the quantities of waste arising from industrial and agricultural installations, to ensure a high level of environmental protection.

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2. Identified emissions In this section, the calculation of emissions from surface transport to the airport from Prague, surrounding areas and throughout the Czech Republic and operation of the airport, which includes all ground operations at the airport.

2.1 Emissions from surface transport from / to airport To determine the current state of transportation in Prague Airport Region and for comparison with the results of previous surveys was carried out a comprehensive traffic survey in the public area of the Prague Airport in 2012 by CZECH Consult s.r.o. (hereinafter referred to as Comprehensive transport survey). The survey included all kinds of transport at public part of Prague Airport including parking. Data were obtained mainly by direct questionnaire survey. They were then supplemented by statistical data on the number of air passengers and employees at the airport area, etc. for comprehensive assessment. The origin/destination relation questionnaire survey was executed too. The resulting data was then used for a comprehensive assessment of the current state of the transport service of Prague Airport.

2.1.1 Input unit values Average CO2 emissions related to fuel consumption of 1 litre and 1 vehicle kilometre, which is considered during the calculations, is shown in the following table. Specific CO2 emissions per kilometre driven by the combustion of gasoline = 8,788 / 3.7584 * specific consumption [l/100 km] / 100 = specific consumption * 23.38 [g CO2/km]. Specific CO2 emissions per kilometre driven by the combustion of diesel = 10,084 / 3.7584 * specific consumption [l/100 km] / 100 = specific consumption * 26.83 [g CO2/km]. It is considered the average consumption of 7 l/km. Tab 1. CO2 emissions for the consumption of 1 litre of fuel from the operation of passenger car and one vehicle kilometre Type of engine Gas Diesel LPG

CO2/l (kg) 2,3 2,6 1,6

CO2/vehkm (g) 170 190 170

Tab 2. The ratio of the engines of passenger cars in the Czech Republic1 Type of engine Gas Diesel LPG

Ratio 55% 41% 4%

Tab 3. CO2 emissions for the consumption of 1 litre of fuel from the operation of the bus Type of engine Diesel

1 2

CO2/l (kg) 2,6

http://www.uamk.cz/ Calculation from average bus consumption, considered 30l/100km

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CO2/vehkm (kg) 0,782

2.1.2 Traffic volume While calculating the production of CO2 emission from the journeys to/from the airport the observed volumes during the Comprehensive transport survey are being used. When calculating CO2 emissions from journeys to / from the airport is based on the observed volumes during the Comprehensive transport survey. The result of the census in 2009 is shown for a comparison. The volume in the profile K Letišti has increased by 15% in the profile Aviatická decreased by 9%. Tab 4. Road vehicles - traffic volume - data from automatic traffic counters - the average of the weekly variation (11-17.6.2012) (veh/day) Profile: Aviatická 0-24h Direction Year Number of vehicles Profile: K Letišti 0-24h Direction Year Number of vehicles

Airport 2009

14 056

Prague Circle Road 2009 2012 15 542 14 126

2 680

Prague Circle Road 2009 2012 2 349 2 690

2012 15 410

Airport 2009

2012 2 315

Tab 5. Input traffic volume for the calculation of the traffic output from the trips to/from the airport (veh/day) Profile Aviatická + K Letišti Traffic volume 0-24h

Veh/den 33 552

Modal split of traffic flow in the following table is calculated from the daily variation - Thursday, 16/06/2012 6-22h profiles K Letišti and Aviatická.

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Tab 6. Modal split of traffic flow (%) Mean of transport Cars Yellow cabs Other Taxi Vans Light lorries Heavy lorries Camions Minibuses GO PARKING City PT bus Regional PT bus Other bus Motorbikes Bicycles Special airport vehicle Total

Modal split 66,35% 9,77% 5,17% 5,11% 1,54% 0,22% 0,43% 6,09% 0,84% 1,88% 1,05% 1,12% 0,23% 0,20% 0,00% 100%

Veh/day 22 260 3 279 1 736 1 715 518 74 144 2 042 283 632 351 374 78 66 0 33 552

The trips of air passengers and employees are monitored within passenger transport. According to a comprehensive survey daily cross the border of the area 15,300 employees, 52 % of employees used to travel to/from airport area car. These input data shows that daily cross the border in the area approximately 6630 employees’ cars/day. Tab 7. The ratio of car traffic volumes of air passengers and employees Cars -

Air passengers Employees

22 262 veh/den - 30 % - 70 %

2.1.3 Origins/destination relations of trips Origins/destinations of trips to/from the airport were detected from questionnaire O/D survey. Origins and destinations of trips, transport means and travel time to the airport were monitored among other data. The trips of air passengers and employees are stated. Tab 8. The ratio of the purpose of travel of persons crossing the border of the area Type of person Air travellers Accompaniment Drivers (contractual transport, taxi, lorries) Employees Other

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The ratio 44 % 16 % 13 % 22 % 4%

Tab 9. Area of origin/destination of air passengers and accompanying persons Area of trip origin/destination Prague Other area of the Czech Republic - Prague - West district - Kladno district Foreign countries

% of air passengers 65 % 34 % 2% 1% 1%

Tab 10. Area of origin/destination of employees Area of trip origin/destination Prague Kladno district Prague-West district Other area of Central Bohemian Region Other ČR

% of employees 46 % 35 % 8% 7% 4%

Tab 11. Area of trip origin/destination and used mean of transport of air passengers Area of trip origin/destination Prague Other CR Foreign

Modal split – air passengers – both directions (%) Cars 35 % 70 % 58 %

City PT 22 % 14 % 5%

Regional PT 2% 2%

Total

Taxi 42 % 13 % 35 %

100 % 100 % 100 %

In order to handle the forecast impact of individual actions that lead to a change in the modal split, it is necessary to analyse the journeys to/from the airport and the possible conversion of persons from cars to city PT and regional PT. Tab 12. Number of persons crossing the border of the airport area by means of transport (6-22h) Mean of transport Cars Lorries City PT Regional PT TAXI – travellers TAXI – drivers Others (bicycle, by walk) Total

10

Both directions Number of persons 29 741 2 404 13 654 2 282 13 485 6 894 471 68 931

Ratio 43 % 3% 20 % 3% 20 % 10 % 1% 100 %

Tab 13. Number of persons crossing border of the airport area by purpose of the trip (6-22h) Both directions Number of person 30292 11341 15300 9298 2700 68931

Type of person Air travellers Accompaniment Employees Drivers (taxi, contractual transport, lorries) Others Total

Ratio 44 % 16 % 22 % 13 % 4% 100 %

Tab 14. Average occupancy on the border of the airport area Average occupancy 1,45 22 2,2

Cars City PT TAXI

2.1.4 Traffic output of surface transport to/from airport To calculate the traffic performance has been calculated average travel distance of individual transport modes according to the region source/destination to/from the airport. Values are calculated based on the results of opinion surveys of directional Comprehensive transport survey. Tab 15. Average trip length Average trip lengthy (km) Area of trip origin/destination Prague Other CR Foreign

Cars 23 148 335

City PT 15 -

Regional PT 30 -

Taxi 23 148 335

Traffic outputs per day are derived from daily traffic volumes, average travel time, modal split used and the ratio of origins /destinations. Daily traffic intensities are annualized in the following table. Tab 16. Traffic output per year of trips to and from the airport Area of trip origin/destination Prague Other CR Foreign Total

Mil. vehkm/day Cars

City PT 123 409 27 559

2 2

Regional PT 1 1

Taxi

Total 27 92 6 126

153 503 33 689

2.1.5 Emission production from surface transport to and from the airport The calculation of emissions that are produced by surface transport to and from the airport was done using data from the previous calculations. The values are derived from the annual traffic output data

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year and the unit values of production of CO2. The proportion of vehicle engine types is considered too. Tab 17. Annual CO2 emissions from surface transport to and from the airport Area of trip origin/destination Prague Other CR Foreign

Cars

Total

22 73 4

CO2/year (kt) City PT Regional PT 1 1 -

100

1

1

Taxi

Total 5 16 1

29 91 6

22

126

2.1.6 Emissions from surface transportation in the airside Vehicles (cars, vans, trucks, buses, mobile mechanical equipment), which move only in the airside and therefore their trips are not recorded in the traffic survey, refuel at the airport gas station NORTH. From the fuel consumption the following mass of emissions from surface transport vehicles in the airside results. Tab 18. Annual production of CO2 from the operation of vehicles in the airside Vehicle type Cars and vans Lorries Buses Mobile mechanical equipment Total

CO2 (t) 300 200 2600 300 3 400

Ratio 10 % 7% 75 % 8% 100 %

2.2 Emission from airport operation CO2 emissions from the operation of airports is based on company documents of Letiště Praha, a.s., which were processed in 2012 in relation to its membership in the initiative Airport Carbon Accreditation (ACA) associated with reducing of carbon footprint. Membership in ACA initiative, whose main goal is to support the operators of airports in their efforts to maximise the reduction of greenhouse gas emissions resulting from various airport activities, gained Prague Airport in 2010. The initiative now comprises of 84 European airports, which annually map their carbon footprint and implement procedures to reduce it. Carbon footprint is the amount of emitted greenhouse gases converted to carbon dioxide (CO2).

2.2.1 Emissions from aircraft movements at the airport For the purpose of setting of the emission limits and consequently the characteristic specific emissions (emission factors) for different types and versions of the aircraft (see seq. Chapter.) simplified distribution of phases of movements in the airport and outside expressed by the LTO cycle is used. The cycle consists of 4 phases of the flight - landing, taxi, take-off and climb below the flight level 915 meters (3,000 feet) above the surface of the airport. The level of 915 m (3000 feet) represents a layer of the atmosphere below in which emitted pollutants may significantly affect air quality in the country according to ICAO. CO2 emissions of LTO cycle in 2012 at the airport Václav Havel were estimated at 105 thousand tons.

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Estimated percentage distribution of emissions for each phase of LTO is derived from the duration of the phase and engines power needed. See the following table. Tab 19. Standardized durations of LTO cycle3 phases and the ration of CO2 emission productivity LTO cycle phase Landing Taxi and idle Take-off Climb Total

Phase duration (min)

Engines power (%)

4 26 0,7 2,2

30 % 7% 100 % 85 %

Ratio of CO2 emission production 21 % 33 % 13 % 33 % 100 %

2.2.2 Other emission by airport operation Among the other emissions from the operation of the airport are included emissions from stationary sources (heat source, UPS) from operations technologies (WWTP, refrigerant emissions), emissions from the fire drill and indirect emissions (purchased electricity). The following table summarizes the CO2 emissions from the operation of the airport. Tab 20. CO2 emission by airport operation Emission source LTO cycle Stationary sources Operation of technology Indirect CO2 emissions Total

3

CO2 emission (kt) 107 17 0,4 33 158

Ratio 68 % 11 % 0% 21 % 100 %

Model evaluation of air quality in the capital Prague, Determination of emissions from air transport, ATEM, May 2010

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2.3 Total CO2 emission Emission source Surface transport Airport operation

CO2 /year (t) Transport to and from the airport Airside transport LTO cycle Other airport operation

126 3 107 51 288 181

Total Total without LTO cycle Graph 1.

Ratio 44 % 1% 37 % 18 % 100%

Ratio of airport CO2 emission sources

CO2 / year (t) Transport to and from the airport Airside transport LTO cycle Other airport operation

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3. Forecast of airport development The estimated forecast of the development of the airport was provided by Letiště Praha, a.s. In the short term till 2020 it is expected the increase of the number of passengers by 48 % and aircraft movements by 38 %, in the period up to 2030 it is expected the increase of the number of passengers by 129 %, the number of aircraft movements by 112 %. See the following tables and graphs. The increase has been calculated since 2012, the year which all necessary input data for the calculation of the current state are available. Tab 21. Estimate of numbers of passengers and movements – short term horizon Year Passengers % Movements %

20124

10 807 890 100% 131 564 100% Graph 2.

Graph 3.

4

20135

10 974 196 102% 128 633 98%

2014

11 152 171 103% 128 353 98%

2020

15 954 365 148% 181 611 138%

2030

24 756 121 229% 279 226 212%

Estimate of passenger flow development

Estimate of aircraft movement development

Data concerning 2012 from http://www.prg.aero/cs/o-letisti-praha/tiskove-centrum/tiskove-zpravy/zajemcestujicich-o-prahu-trva-potvrzuji-to-prepravni-vysledky-letiste-vaclava-havla-praha-za-rok-2012/ 5 Data concerning 2013 from http://www.prg.aero/cs/o-letisti-praha/tiskove-centrum/tiskove-zpravy/prahalaka-stale-vice-cestujicich-vyplyva-to-z-prepravnich-vysledku-letiste-vaclava-havla-praha-za-rok-2013/

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3.1 Emission development in zero option In this chapter we focus on the so-called zero option, which is the case when will not be implemented any new measures in surface transportation and airport operations. The increase of surface transport to/from the airport is estimated only in the range of air passengers, the accompanying persons and the drivers. The growth of the number of trips of employees, which makes 22 % of access trips, is not expected. Increasing emissions from airport operations (stationary sources of emissions, traffic technology, etc.) are considered in the amount of 1.8 % per year, which corresponds to growth in 2030 a total of 35 %6. In the future, we can expect a significant reduction in average CO2 emissions for 1 vehkm. Vehicle fleet is gradually restored, and as already mentioned in Chapter 1.2.1; since 2020 new cars must produce CO2 emissions of up to 95 g/km (restrictions will affect 95 % of new cars). The entire fleet of newly registered passenger cars in the EU27 in 2012 produced an average of 132.2 g CO2/km. To calculate the current state is calculated with the average emissions 170 g CO2/km. In calculating the development of emissions is considered that the fleet will produce on average in 2020, CO2 emissions 140 g/km in 2030 to 100 g/km. Likewise, the airline will gradually modify aircraft fleet. For example, the model of Boeing 787 Dreamliner state that is 20 % more efficient than a comparable model Boeing 767. Airbus claims that the A350 model will be by further 8 % more efficient than mentioned Dreamliner. Rough estimate of the development of the total emissions in Prague Airport is in the following table. Tab 22. Estimate of the emission production for zero option Emission source Surface transport

Transport to and from the airport Airside transport Airport LTO cycle operation Other airport operation Total %

2012 CO2 (kt) 126 3 107 51 288 100 %

2020 CO2 (kt) 131 4 131 59 326 113 %

2030 CO2 (kt) 135 4 167 69 377 131 %

From the above it follows that given the expected renewal of the vehicle and aircraft fleet does not occur in the future a significant increase in CO2 emissions despite the expected more than double number of passengers and aircraft movements in 2030. A rough estimate provides that in 2020 will increase CO2 emissions by 13 % and in 2030 by 31 % compared to 2012.

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Expert estimation of Prague Airport

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4. The target areas of the Regional Implementation Plan Before determining the measures and target values of the Regional Implementation Plan it is necessary to identify the sources CO2 emissions, which can be eliminated by measures within the Regional Implementation Plan.

4.1 Surface transport Of the total production of CO2 emissions relating to airport surface transport consists of 44%. Trips from/to the airport of air passengers Modal split of trips/from the airport of air passengers is not satisfactory. Trips from/to Prague are made by public transport (MHD) in only 22 % of passengers, from/to other parts of the Czech Republic only 16% of passengers including the use of public line transport (VLD). For the trips from/to Prague is the most used taxi 42 % of passengers. Trips from/to airport of employees The highest number of employees carried journey from Prague (46 %) and the district of Kladno (35 %). Journeys from Prague are made of 66 % by public transport and 29 % by passenger car, but the way from the Kladno district are made only of 30% by public transport and public line transport and of 69 % by cars. From the other area is also clear choice of cars (about 75 %). The survey results also found that just access to airport by public transport leads to a higher number of employees residing in Prague and Kladno in comparison with other settlements of the Central Bohemian Region, from which the airport by public transport is accessible only with difficulty. Surface transport in the airport area Surface transport in the airport area causes only 3 % of the total emissions from surface transport. The largest source of CO2 emissions of surface transport in the airport area are bus travels (75 %). Other cars and trucks routes and mobile mechanization are proportionally about the same around 8 % of the total CO2 emissions from surface transport in the airport complex.

4.2 Airport operation Out of the total CO2 emissions relating to airports, emissions from the airport operation account for 18 %, LTO cycle consist of 37 % of the total emissions. LTO cycle LTO cycle produces 68 % of the total CO2 emissions from the airport operation. Taxiing and idling has the longest of the LTO cycle duration (average 26 minutes) and at 7 % in power, this phase produces about 33% of total CO2 of LTO cycle. Reduction of CO2 emissions of other phases of LTO cycle (arrival, departure and climb) is not possible within the Regional Implementation Plan since it is not related to operation of the airport, but airlines. Other airport operations From the other airport operations creates the most CO2 heating (11 % of total CO2 emissions from the airport operation) and purchase of electricity, the so-called indirect emissions (21 % of total CO2 emissions from the operation of the airport).

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5. Regional Implementation Plan measures This chapter sets out the measures proposed to implement in order to reduce CO2 emissions, including estimates of expected emissions reductions. Analysis of possible measures for each target area of the Regional Implementation Plan describes the subject of action, target participants and deals with plan for their implementation. The measures are always for the target area in order: general measures, individual measures already implemented, ongoing, approved, planned and proposed measures. The proposed measures must be subject to further investigation of their feasibility in terms of technical, operational, economic, overall impact on the environment and so on. All of the following measures must meet the condition of economic efficiency to be realized, in other words, responsible entity, which is responsible for measures, can implement the measures only on condition that it is shown, that the use of funds to implement measures will be in accordance with principles of good economist.

5.1 Measures to reduce emissions from surface transport In this chapter we deal with the possibility of reducing CO2 emissions from surface transport to/from the airport. The main source of emissions is car traffic and the strongest measure is to increase the modal split in favour of public transport. Since the early 90s of the last century the constructions of a railway to the city centre is being prepared in relation to modernizing and increasing the capacity of the airport. None of the proposed solutions has come into realization, since there was no consensus among the political representation of the state, Prague, Prague 6 Districted and Prague 7 District. Today there is offered a very strong opportunity for implementation in the coming years, the railway to the airport has become a national priority and lead to the necessary negotiations with the participation of European Commission, Ministry of Transport, the City of Prague and the affected boroughs. The cooperation between public transport organizer in the capital city (ROPID) and Central Bohemian Region (Department of Transport) and also with Letiště Praha, a.s. was not on necessary level in the past. The communication with Letiště Praha, a.s. is at better level and there are seen some improvements. Letiště Praha, a.s. should continue to actively seek to improve the offer of public transport for air passengers and employees. It has been signed a memorandum of cooperation and the integration of PID (Prague Integrated Transport) and SID (Central Bohemian Integrated Transport) is in preparation. These activities can be seen as a major opportunity for further reducing carbon emissions.

5.1.1 Railway connections Prague, Vaclav Havel Airport in Prague and Kladno linked to long-distance trains Approved measures at the strategic level, responsibility of Railway Infrastructure Administration (SŽDC), City of Prague, Central Bohemian Region The dynamic development of the airport in the past twenty years sharply contrasts with the unchanged state of its transport connections. The airport is served by buses, taxis and cars currently. An essential prerequisite for changing the modal split of trips to/from the airport is the construction of the railway connection Prague, Vaclav Havel Airport in Prague and Kladno. This project is approved by City of Prague and state at the strategic level. There is a feasibility study, which is now under discussion, but there has not been designed yet the cost effective option. This creates the risk of missing the deadline for the financing from the Operational Programme Transport 2. The outputs of the project are:  Connection between the airport and Prague centre by suburban rail  Connection between Kladno, Prague and the airport

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 Providing links between airports and long distance and suburban rail transport The main objective of the railway connection construction is changing the modal split of trips from/to airport to/from Prague especially of airline passengers, but also employees by reducing the use of cars, taxi and bus. The forecast of the impact of railway connections Prague, Vaclav Havel Airport in Prague and Kladno In 2012 it has been started a new feasibility study of railway connection. In June 2014 the results of the feasibility study are not available. Authors of the Feasibility Study provided for the Regional Implementation Plan model results of the modal split of variant of the two-track connection to the airport from the Masarykovo station through station at Dlouhá Míle. Tab 23. Model results of modal split Mean of transport

20127

2020

2043

Cars Bus Train Total

72 % 28 % 100 %

63 % 10 % 26 % 100 %

64 % 8% 28 % 100 %

Based on these assumptions were recalculated traffic volumes. Calculating of the impacts of the change of traffic volume is not performed by a comprehensive model. All the traffic performance of individual means of transport was reduced proportionally to the change of the modal split and the resulting reduction of traffic intensity on the border of the airport area. Tab 24. Vehicles per day at the airport border without and with project of railway connection Profile Aviatická + K Letišti Volume 0-24h Volume 0-24h with the implementation of railway connection Prague – Airport – Kladno

Vehicles/day 34 thous. 29 thous.

Tab 25. Annual traffic volume of trips to the airport with the implementation of railway connection Area of trip origin/destination Prague Other CR Foreign Total

7

Mil. vehkm/year Cars

City PT 107 357 24 488

1 1

Regional PT 1 1

Taxi

Total 24 80 5 110

133 438 29 600

Calculation from the Comprehensive survey, in the calculation of the modal split are not included the persons in the trucks, bicycles, and taxi drivers.

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Tab 26. Annual CO2 emissions from surface transport to and from the airport with the implementation of railway connection Area of trip origin/destination Prague Other CR Foreign Total

Cars 19 64 4 87

CO2/year (kt) City PT Regional PT 0,6 0,3 0,6

0,3

Taxi

Total 4 14 1

24 79 5

19

108

A rough estimate of the reduction of transport services and the consequent reduction in CO2 emissions from surface transport from/to the airport with the implementation of a railway connection Prague, Airport and Kladno is in the amount of 13 %. (Current status is shown in Tab 16 and in Tab 17).

5.1.2 Integration PID (Prague Integrated Transport) and SID (Central Bohemian Integrated Transport) Approved measures, responsibility of City of Prague, Central Bohemian Region Public transport connections in Prague and Central Bohemian Region will be integrated into one common Metropolitan Integrated Transport System. Integration removes duplicate transportation, improves the functionality of public transport in delays and exceptionalities and by the introduction of modern technology will improve passenger information - especially during transfers and will ensure single clearance (one ticketing system). Only united Integrated Transport System will encourage the greatest number of residents to the use of fast, convenient and attractive public transport.

5.1.3 A higher standard bus connections of the Prague city centre and the airport Proposed measure, responsibility of City of Prague in cooperation with Letiště Praha, a.s. Currently there is no direct transport connection from the city centre to the airport in public transport tariff. Fast connection by bus line 100 is connected to the terminal metro station of line B where it is necessary to travel via subway 20 min. and has a relatively long interval 15-30 min., by which is the attractiveness of the fast connection reduced. Faster bus line 119 from terminal metro station of line A is highly used in some periods at the expense of passenger comfort. Bus line 119 transports 3 groups of passengers - passengers to the airport to aircrafts, passengers to the airport for work or school and the residents of housing estate Dědina. These three groups complement each other and very effectively fulfil line 119 all the time in both directions. According to the organiser of the Prague Integrated Transport (ROPID) removing one group of passengers would cause inefficiency service, empty connections, a complex system of multiple lines with different range of operation, etc. The only possible solution according ROPID to improve service to the airport is already mentioned the construction of railway link that ensure all required elements of comfort. Since the end of 2013, was designed in cooperation with Letiště Praha, a.s. and ROPID 3seasonal bus line operation 119. From June 2014 bus line 119 launched seasonal summer timetable, which means strengthening a week-long operation. Proposal for improvement A proposal for improving the connection is a direct and more comfortable bus line with luggage area between the Airport Vaclav Havel - Station Veleslavin (such as alternative transport for non-existing

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express train). Substitute bus service for non-existent railway is suitable in April 2015 after completion of construction of the extension of the metro line - directness, speed, comfort, environment, marketing for the new railway. The higher standard will not be introduced at the expense of the City of Prague and cannot be operated without the financial participation of Letiště Praha, a.s., whose customers are the main beneficiaries of this service. Another option would be to improve the partial release of the bus line AE for other passengers in public transport tariff at least from one stop in the centre (e.g. in Masarykovo station surroundings). Currently it is only possible get on the Main train station and on the terminal metro station of line A. Picture 1.

Scheme of the current bus connections 8

5.1.4 Prague Airport employers and organizer of Metropolitan Integrated System (MID) cooperation Proposed measure, responsibility of City of Prague, Central Bohemian Region, organizer of MID in cooperation with Prague Airport and other employers in airport area The planned integration of PID and SID to give a MID (Metropolitan Integrated System) is an opportunity for Letiště Praha, a.s. and other employers in the airport area to be actively involved in the transport service planning of their employees and reduce the proportion of car using. 8

http://www.prg.aero/cs/parkovani-a-doprava/doprava-na-letiste/autobusy-mhd/

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The first option is to plan timetables according to the actual needs of employees, their trip origin/destination and operations (shifts). It can result gradually to other forms of cooperation such as transportation on order of passengers, which is a principle, which can the MID test at first on the outskirts of the Central Bohemian Region. The inspiration for the management of surface transportation is project FILEO. It is a bus system on order in the vicinity of Charles de Gaulle airport in Paris. The system was originally developed for airport employees who need to get to work at night or in other parts of the day with a low frequency of scheduled transport services. The system is operated by minibuses, which are available on call or mail for dispatch. It is necessary to call in advance; there is a standard tariff as for regular transport. The system is still growing and has a very good economic balance. It is flexible and allows establishing a regular line where ordering system shows a stable large number of passengers and vice versa. Currently there is around the airport within the FILEO 8 lines in operation, which have in common a central point - bus terminal Roissypole. Such a project in case of quality organization may particularly affect modal split of employees from Prague-West, district of Kladno and other districts of the western part of the Central Bohemian Region. The project can be gradually extended to air travellers from less accessible destinations, as well as in Paris. This trend buses on order which has more examples in Europe should be taken into account in the future during transport planning. Every day about 8,000 people cross the airport area border by car. A rough estimate, the reduction of travels by car from Prague-West, district Kladno and other western part of Central Bohemian Region (about 4500 cars/day at the border of the airport area) by 20 % and the use of minibuses would reduce CO2 emissions by approximately 500 tons per year.

5.1.5 Creating a system of Metropolitan Integrated System (MID) transfer terminals Proposed measure, responsibility of City of Prague In the north-western segment of Prague and its surroundings there are missing opportunities to transfer from bus to rail transport common in other parts of the metropolitan region. Railway lines are low capacity and slow further opportunities for building of the rail terminal is a minimum and a metro line terminates not far from the centre in Vítězné náměstí (central square Prague 6 District), which is quite inappropriately turned in the Prague's biggest bus station. By the extension of the subway in 2015 a new well located but non capacitive terminals Station Veleslavin and Bořislavka will be available. Around station Dejvická and Hradčanská will be thus probably partly used even after 2015. Therefore there are an interesting new ways to use the new railway station Prague Airport, Dlouhá Míle/Hostivice and Ruzyně. For the region around Prague Airport would be a welcome benefit regional line to railway station at the airport in order to improve access to the airport which resulted in better availability of jobs. This measure will be part of the solution rather for transportation of employees to the airport area (see Section 5.1.4). Because of the uncertainty about the future development of terminals and line development the specific benefits for carbon emission reductions for this measure cannot be quantified.

5.1.6 Adjustment of conditions of taxi services for the use of communication technologies and the benefits of environmentally friendly vehicles Proposed measure, opportunity for private entities As already mentioned in the analysis of surface transport, approximately 18 % of traffic volumes of trips from/to airport perform taxis (about 350,000 vehkm/day). Currently the airport is served by under the contracted taxi companies whose cars are at the taxi stand right outside the airport arrival halls. Vehicles of taxi services of other companies do not have the right to pick up passengers at these checkpoints causing them to be used only towards the airport. Likewise, contractual cars are

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not always busy on the way back to the airport (partial solution is the offer of discount to the airport via voucher). In connection with the development of communication technologies new forms of use of taxi services occur (e.g. currently much discussed project Uber or further said Liftago). The existence of these new trends should be taken into account in future contracts. Letiště Praha, a.s. is open to the use of taxi vehicles with lower CO2 emissions. Environmentally friendly vehicles are vehicles with low fuel consumption, production of greenhouse gases and other pollutants. The inspiration for this measure is the project Ecotaxi in Stockholm, where the airport since 2011 serves 100 % of the total taxi cars environmentally friendly vehicles. In the case of operation of environmentally friendly taxi vehicles in Prague it would reduce the taxi car CO2 emissions by approx. 4 thousand tons/year. Letiště Praha, a.s. does not expect the introduction of environmental limits for contractual taxi. There is, however, the space for future establishment of some form of incentives available which would further favour the environmentally friendly vehicles such as creating a separate space for standing/waiting of these eco vehicles so the customer can choose between the standard service and the service with a reduced production of carbon emissions. Project Liftago To streamline the taxi services there is the service Liftago on the market. Liftago is free for the customer aggregator of licensed taxi drivers. With the mobile application each traveller has the opportunity to choose from a selection of taxis that are the closest to them. The one way taxi vehicle saves about 2 vehkm. Towards the airport there are approximately 2,500 trips/day by taxi vehicle. This is resulting annual savings of around 300 tonnes of CO2 per year.

5.1.7 Parking management Proposed measure, opportunity for private entities The measure to reduce the amount of trips of Kiss and ride type (the driver will take the airport passenger to the airport and then the driver returns back by himself, in the case of passenger pick-up also upon arrival there are two journeys by car in addition) could be an information system about parking capacities of individual operators around the airport. Joint information and booking web portal, operated by independent provider could inform about all the possibilities, enabling reservations and persuade the car owner that the alternative to environmentally unfriendly Kiss and ride trips to the airport from a great distance is parking close to the airport, depending on the availability and cost of services. Applications for mobile phones with the latest offering would also be a suitable addition to services.

5.1.8 Charging stations for electric cars in Vaclav Havel Airport parking Proposed measure, responsibility of Letiště Praha, a.s. To support the drive of cars with lower CO2 emissions would be appropriate at the airport to support the implementation of charging points for electric vehicles, as well as opportunities to pump CNG. Appropriate actions would also be hiring electric vehicles for visitors who do not need a large action radius. This service would be particularly appropriate if the city of Prague offer convenient options for these vehicles such as parking in the city, eventually even with charging. Finally, it is an interesting way of promoting electromobility. Increasing of the number of charging stations will be implemented according to demand.

5.1.9 Accessibility of cyclists and pedestrians, bicycle storage Proposed measure, responsibility of Letiště Praha, a.s. The popularity of cycling is growing. The measures in this case are especially important for employees’ accessibility, otherwise it will always be rather exceptional case. However, there should

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be proposed the participation in the system of shared bicycles and options of long-term bicycles hiring. The gradual improvement of infrastructure for cyclists and pedestrians in the area of the Prague Airport would be welcomed for its better accessibility and permeability.

5.1.10 Promotion and improving of the awareness on public transport to the airport Proposed measure, responsibility of Letiště Praha, a.s. and City of Prague There should be primarily displayed the transport options by public transport with clear indications of fare system, map of boarding stops, etc. in the airport arrival terminal as well as on the airport website. Currently has the priority transport by car and taxi service in the information systems. In the arrival terminals there is a needed a ticket machine with the option of paying with coins, bills and credit cards. There should be clearly placed links to the information about public transport in world languages, including links to timetables of the lines serving the airport on the airport and Prague websites. Furthermore, here should be offered a free application for mobile phones in the world's languages to search the service by public transport on the airport web. A higher form of promotion of public transport is the option to purchase fares on-line directly by the mobile phone which requires the active cooperation of the airport with transport organizer and transport companies (Prague tariff system does not have this possibility yet).

5.2 Measures to reduce emissions from airport operations In this chapter we deal with the possibility of reducing CO2 emissions from the airport operation.

5.2.1 Involvement in the framework of Airport Carbon Accreditation (ACA) As part of its participation in Airport Carbon Accreditation, Prague Airport attained a new level of certification in its fight to reduce its carbon footprint in 2012. Since joining the initiative, the airport has been able to reduce its carbon footprint by 3,72% total. Prague Airport has designated a 9% reduction in its carbon footprint as its target for 2017 (based on its carbon footprint in 2009). Both meeting this goal and active management of energy allowed Prague Airport has now succeeded and as a result, has just become Airport Carbon Accredited for ‘Reduction’, the second level of the programme. Prague Airport was first certified by Airport Carbon Accreditation in 2010. The programme’s chief goal is to support airport operators in their attempts to maximally reduce greenhouse gas emissions from various airport-related activities. 84 European airports are now Airport Carbon Accredited, each at one of the 4 available levels of accreditation. Not every airport is equally active in its attempts to lower CO2, however. For this reason, the Airport Carbon Accreditation is divided into four levels, stretching from the simple mapping of the carbon footprint to reducing it or eliminating it entirely. Prague Airport has now become Airport Carbon Accredited at the ‘Reduction’ level, one of 24 airports to do so, including: Athens International Airport, Bologna Guglielmo Marconi Airport, Hamburg Airport GmbH, and Madrid-Barajas. Prague Airport’s success in becoming Airport Carbon Accredited at the ‘Reduction’ level of the programme certainly will not be the final chapter in our efforts. The final goal of Airport Carbon Accreditation is to reach a carbon footprint of zero, something Prague Airport will also endeavour to achieve in the future. The following individual measures already implemented or prepared in the target area of airport operations are part of the measures under ACA. All measures relating to reducing emissions from airport operations.

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5.2.2 Operation of HVAC unit Ongoing measure Within ACA was carried out optimization of night-time operation of air handling units (HVAC units) in selected parts of Terminal 1 and Terminal 2. Tab 27. Annual energy savings by operation of HVAC unit Annual energy savings 5 567 GJ (thermal energy) + 1 480 MWh (electrical energy)

Carbon savings (t CO2)

Carbon savings (%)

1 076,48

2

5.2.3 Collaborative Decision Making (CDM) Ongoing measure As the name implies, Airport CDM is about partners working together and making decisions based on more accurate and higher quality information that has the exact same meaning for every partner involved. An opportunity for better use of resources, improved punctuality and predictability is the result. CDM are modern procedures for the management of aircraft operations at airports and are based on the timely exchange of accurate and complete information about the flights between all major actors of air traffic (airports, airlines, air traffic CR and handling). Handling companies operating forwarded to the central database of the expected completion times of each aircraft clearance for departure, which then specify. Airport control tower then according to these data calculates the optimal times to start the engines so that the plane taxied to the runway in an optimal sequence and, if possible, without delay to the holding point. The operation of aircraft is therefore more fluent, better organized, and increases the airports operation safety. Thanks to the European agency EUROCONTROL, CDM is gradually evolving at European airports. Prague Airport launched the CDM in 2011.

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Picture 2.

Collaborative Decision Making scheme (CDM) 9

5.2.4 Compressor cooling unit Ongoing measure Replacing inefficient absorption cooling units (2x1,6 MW) by compressor cooling unit (1x2,2 MW). The project is in realization. The project was completed in March 2014. Tab 28. Annual energy savings by compressor cooling unit Annual energy savings Saving in consumption: 1 200 000 m3 (natural gas) Increase in consumption: 878 MWh (electrical energy) Total

Carbon savings (t CO2)

Carbon savings (%)

2 282,14

4,24

- 441,36

- 0,82

1 840,78

3,42

5.2.5 Annual energy savings by new energy efficient boilers Approved measure In Prague Airport there will be installed the new energy efficient boilers in the central heating plant – the main source of heat for North area. Two inefficient boilers (both 8MW) will be replaced of by more efficient boilers (1x7 MW a 1x3MW). To be realized by 2015.

9

http://www.euro-cdm.org/concept_introduction.php

26

Tab 29. Annual energy savings by new energy efficient boilers Annual energy savings 289 000 m3 (natural gas)

Carbon savings (t CO2) 500,56

Carbon savings (%) 0,93

5.2.6 New lighting system between pier A and B Approved measure Prague Airport manages long-term seeking for energy savings. Lighting systems provide the large area for energy savings. Prague airport implements energy efficient lighting projects both indoors (parking house, administration building, passengers’ area, terminal area, passengers information system) and outdoors (street lighting, passengers information system). The largest percentage of savings is realized by LED light sources. New lighting system between Pier A and B is one of the energy savings projects. Lighting is the indirect source of emissions that occur by purchasing of electricity. Previous: 154 downlights: 2x26W – fluorescent light source Current: 132 downlights: 26W LED light sources There will be fewer downlights but same or better photometric parameters. Tab 30. Annual energy savings by new lighting system Annual energy savings 50 MWh (electrical energy)

Carbon savings (t CO2) 269,12

Carbon savings (%) 0,5

5.2.7 Environmental education Outside the framework Airport Carbon Accreditation is carried out environmental education at the Vaclav Havel Airport Prague. Ongoing measure Prague Airport has officially concluded in 2012 environmental education for children from elementary schools located in the airport’s neighbourhood. The program was launched early this year. Pupils of fourth and fifth grades have learned interesting facts about water- and air protection, noise issues or waste management. Environmental education consists of four separate lessons. They mainly deal with environmental issues related to airport operation and the neighbouring environment – noise, emissions, water cleaning and protection. In cooperation with the company EKO-KOM, an extra lecture was added on waste and recycling. The series of lectures was conducted in an entertaining and informative way. Using tools, video- and audio recordings, interactive games and visualizations, the children have learned about various adverse effects on the environment and acquired basic information about its protection. Pupils were taken through the individual lectures by the mascot of the program – Mr. Bee – appearing in several variations, always in line with the topic. The kids are to meet Mr. Bee again in the next school year, as the successful program will continue and address new schools in the neighbourhood of the airport.

5.2.8 Proposed measures Within the framework of the Regional Implementation Plan are proposes further measures relating to reducing emissions from airport operations. As already mentioned, the proposed measures shall be subjected to further investigation of their feasibility in terms of technical, operational, economic and environmental. Measures that could be implemented must meet the condition of economic efficiency.

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5.2.9 WheelTug Proposed measure, responsibility of airlines, Letiště Praha, a.s. Prague Airport has become the world's first airport to support development of a new technology enabling aircraft to use on-board electric motors to taxi between terminal gates and runways. The new WheelTug® system is expected to reduce aircraft emissions, fuel consumption, and noise at airports, and to improve safety, airlines' schedule reliability, and both airline and customer convenience at airports. WheelTug is a unique concept in aircraft ground operations. This patented electric drive system incorporates high performance electric motors installed in the nosewheels of aircraft, providing full mobility on the ground without the use of the aircraft engines or tugs for gate pushback and taxi operations. WheelTug enables aircraft to be driven without using their engines from the terminal gate to the runway, and from runway exit to the gate, upon landing. The resulting improvements in efficiency, flexibility, fuel savings, reduced engine damage and CO2 emissions yield projected savings of more than $500,000 per aircraft per year. WheelTug will provide several operational benefits for airports, airlines and passengers. Because aircraft jet engines won't operate during taxiing, aircraft noise will be significantly reduced. Aircraft can move more rapidly and safely between terminal gates and runways. This will reduce flight turnaround times and speed airport operations. In terms of operational safety, WheelTug removes the danger of aircraft engines ingesting debris and eliminates Jet blast, which will bring safer working environment for airport ground personnel. Airports will be allowed to reduce safety distances behind engines and use taxiways efficiently. Within D-AIR project it is not possible to count the reduction of CO2 emission which is provided by airlines. Therefore the WheelTug is not suitable for D-AIR project. However, the airports need to adapt their operations to be able to serve aircraft with such a system. On the airports side also incur savings, as it will not require push-back tractor. The WheelTug system is projected to reduce aircraft taxi-mode fuel consumption and CO2 emissions both by 66 %, and to reduce hydrocarbon emissions by 75% per flight cycle. The amount of emission reduction is different at every airport and it is mainly airlines savings. Picture 3.

Instead of a traditional push-back the aircraft is equipped with an electric motor on the nose wheel and can manoeuvre on its own

5.2.10 Operative control of lighting Proposed measure, responsibility of Letiště Praha, a.s. Airport interior lighting consumes a significant proportion of electrical power. Significant savings is in the transition to the new indoor lighting based on LED technology where it is possible. In the case, where are used energy-intensive light sources, it has to be find out on site the need of lighting during 24 hours and if possible implement operative control of lighting whether based on photo sensor, intensity of natural lighting or motion sensors. The proposal is necessary to evaluate by economic analysis. 28

6. Targets of the Regional Implementation Plan Tab 31. Targets of Regional Implementation Plan Surface Access TARGETS

T1:

T2:

By 2020 at least 40% of passengers using public transport to get to the airport (the condition is the construction of a railway connection in 2020).

By 2020 at least 60% of employees using public transport to get to the airport (the condition is the construction of a railway connection in 2020). Airport operation

TARGETS

T1:

T2:

Continuous increase of energy efficiency.

Reduction of extern purchased energy consumption

Target values of the Regional Implementation Plan can be established only on the basis of a feasibility study possibly CBA analysis of the proposed measures. Within the Airport Carbon Accreditation is a target value for the year 2017, when it should be the reduction in carbon footprint compared to the original 2009 by 9%.

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7. Measures to achieve the targets of the Regional Implementation Plan In the following table there is a summary of planned and proposed measures to reduce the emissions from surface transport and airport operations to achieve the targets. Tab 32. Summary of planned and proposed measures Measure

Comments

Estimated CO2 reduction

Estimated costs

Year

Plan to complete construction in 2020

Surface Access Railway connection of Prague, Vaclav Havel Airport and Kladno PID (Prague Integrated Transport System) and SID (Central Bohemian Integrated Transport System) integration High standard of bus connection of Prague centre and airport Cooperation employers and MID organizer

Straightness, speed, comfort, environmental friendliness

25 kt/year

1. stage 355 mil. EUR

One common Metropolitan integrated transport system (MID)

A complex system, cannot perform a simple estimation

With no claim to public budgets

2015

Comfortable direct bus

5 kt/year

370 thous. EUR/year

2016

Planning of transport service for employees

500 t/year

With no claim to public budgets

2015

1,5 mil EUR

Draft plan in 2015

With no claim to public budgets

2016

A complex system, cannot perform a simple estimation Liftago – 300 t/year Eco taxi 500 t/year

System of transfer terminals

Draft plan of MID terminals.

Modification of taxi service conditions

- Liftago - parking for environmentally friendly taxi vehicles

Management of parking capacity near airport

Reducing the number of Kiss and Ride journeys.

Estimation not available

Charging stations for electric cars Accessibility for cyclists and pedestrians, bicycle storage Promotion and improving awareness of public transport to the airport

Proposal of 2 stands for comfort parking C

Estimation not available

To be paid by operators from the booking system 7 thous. EUR/1 station

Supporting of cycling

Estimation not available

75 thous. EUR/year

2016

In the arrival terminals and airport website

Estimation not available

Estimation not available

2015

30

2016 2017

Airport operation

WheelTug

Operative control of lighting

31

Airport service for aircraft with WheelTug

Photosensors etc.

Depending on the number of aircraft equipped with WheelTug

Without cost to the airport

Not approved measure

Estimation not available

Estimation not available

Not approved measure, feasibility studies into 2017

8. Delivery Strategy Strategy of implementation is different for the approved and proposed measures. Approved measures (e.g. rail link, the integration of PID and SID), which are not newly designed in the Implementation Plan, but are listed because of their need in the whole system of reduction CO2 emissions, will be within the framework of the implementation plan actively supported (lobbying, risk reduction of the preparations, popularization of the projects) to their completion and they will be evaluated ex-post. Implementation of the approved measures can be divided into the following phases: 1) Support for the implementation of approved measures 2) Impact assessment (ex-post evaluation) The proposed measures will be promoted to their coordinators, so in the near future they will become approved projects. Most of the measures within the Regional Implementation Plan are paid from public budget. A necessary condition for the implementation of the proposed measures is to prove economic efficiency. In the next step the measures goes through the approval procedure. The economic specification of the project is crucial information for further decision-making process. After approval of the measure responsible party, if it is a public body, proceeds in accordance with the Public Procurement Act for the award of a public contract for the preparation and implementation of the measures. A private entity may proceed with the implementation itself or with contractors, but it will do so only on the basis of efficiency. Partners (City of Prague, Central Bohemian Region and Letiště Praha, a.s.) can play a role in addressing potential procurers, who after obtaining of information evaluate the profitability of such investments. Ex-post evaluation will go on after the award of the contracts and implementation. The use of recourses, the effectiveness and efficiency of the meeting the targets and effects of its contribution to reducing CO2 emissions will be the object of evaluation The implementation of the proposed measures by a public body can be divided into the following phases: 1) The phase of the feasibility study respectively economic analysis - Call for tenders for public contracts feasibility/economic analysis - Tender and award of contract - Feasibility study/economic analysis - Approval procedure 2) The implementation phase - Call for tenders - Tender and award of contracts - Implementation 3) Evaluation phase (ex-post evaluation) A private entity can reasonably simplify the process. The most important of all the measures is to provide the railway connection to the city centre. This measure alone can reduce the carbon emissions in the extent of 80% of the quantifiable benefits. The total quantifiable benefits can be estimated at 30 thousand tons per year or about 17% of total CO2 emissions without LTO cycle. The D-Air strategy also includes the monitoring of the Medium-term Air Protection Strategy to 2020 (see Chapter 1.2.2). This Strategy is temporally and thematically in line with our project and it is a tool to support the implementation of our proposed regional measures. The following graph shows the milestones of the Regional Implementation Plan.

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Graph 4. 2014

2015

Milestones of the Regional Implementation Plan

2016

2017

2018

2019

2020

Surface Access Support of approved measures Railway connection of Prague, Václav Havel Airport and Kladno PID and SID integration Feasibility study

Implementation of proposed measures Cooperation employers and MID PT organizer Higher standard of bus connection of Prague centre and airport Draft plan of system of PT terminals

Implementation of PT terminals Modification of taxi service conditions Management of parking capacity near airport

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2014

2015

2016

2017

2018

2019

Charging stations for electric cars

Accessibility for cyclists and pedestrians Promotion and improving of awareness on public transport Airport operation Feasibility study

Implementation Operative control of lighting

34

2020

9. Coordination with other stakeholders Stakeholders of Regional Implementation Plan are as follows: - The main stakeholders 1) Letiště Praha a.s. (operator of Prague Airport) 2) Hl. m. Praha (City of Prague) 3) Středočeský kraj (Central Bohemian Region) - Other stakeholders 1) Ministry of Environment 2) Transport operators 3) Transport companies 4) Prague Institute of Planning and City Development 5) Municipalities and urban parts of the Prague Airport region 6) Private business entities 7) Citizens Implementation of measures reducing CO2 emissions from the airport operation is only the Prague Airport responsibility. Within the design and implementation of measures in surface transport is required the cooperation and dialogue between all the major as well as other stakeholders. We intend to promote regional policies and instruments concerning to CO2 emission reduction. It is regarding particularly to Air Protection Strategy for Central Bohemian Region. Prague Airport is a state-owned company. In accordance with its essential function considering responsibility towards the owner, the company focuses on the development of air transport and ensuring its safety and quality standards under the conditions of economic efficiency of operation of the entire airport complex. To achieve the ambitious CO2 reduction targets around the airport, provided by European directives and subsequent by some partners airport regions, would likely be needed to achieve a much more active cooperation and regions influence - Prague and Central Bohemian Region - in the management and development of the airport, particularly in issues of environmental protection and transport. This is at our partners regions achieved either through direct regional involvement in the management and development of the airport as co-owners (Vienna), or by a regional organization, when deciding on the issues of the airport operation effects is the responsibility of a regional entity, mostly the metropolitan area (Mazovia region, Stockholm County, Ille de France). Regions (as well as municipalities and districts), which have in principle closer insight to the issue of sustainable development around the airport, should actively cooperate with Prague Airport to in the following areas: - Letiště Praha, a.s. should together with City of Prague, Central Bohemian Region and ROPID support improvements in public transport of airline passengers, employees and other passengers by providing necessary space, or by their participation in the necessary construction activities and the promotion of comprehensive public transport preferences. - In accordance with the position of the airport as a hi-tech institution (alt. institution using hitech principles) to support the implementation, application and test operation of innovative measures to reduce negative impacts on the environment. - Transport planning to and from the airport should become a routine part of the Prague transport organizer ROPID and the Central Bohemian Region transport organizer (in the future MID). Letiště Praha, a.s. should be an active participant in planning and should be under the control of the transport departments and Prague and the Central Bohemian Region Councils.

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-

Public Transport Department of Ministry of Transport should also cooperate with Letiště Praha, a.s. and City of Prague to ensure connection of Prague railway junction and airport (timetables and compensation). - Regions should be far more proactive in setting targets to reduce CO2 emissions and promote this trend not only in the vicinity of the airport. - In advance there should be jointly processed mobility plans taking into account all the specificities of the airport region including logistics terminals. In this context, we welcome Letiště Praha, a.s. and City of Prague plans on the use of area in the airport boundary for the purpose of developing the administrative and business functions, but also the creative industries and recreational zones. Such direction of development of the airport complex would certainly strengthen the emphasis on the above mentioned aspects including the support for convenient, fast and affordable public transport for both airport and its surroundings. Together with our partners, who also participated in the preparation of this plan, we will pursue in the coming years for the gradual achievement of the objectives set out in this plan.

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