Agglomeration Authority Regional Implementation Plan

Transcription

1 Agglomeration Authority Regional Implementation Plan 1

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3 FOREWORD Reducing CO2 emissions in airport regions is a crucial issue involving a large number of stakeholders with wide-ranging responsibilities, including the airport operator, companies operating in the airport hub, neighbouring municipalities and intermunicipal authorities, public transport authorities, transport companies and residents associations. The Terres de France Agglomeration Authority has come together around this issue to seek answers to the following question: What are the best methods for reducing CO2 emissions in an airport region? The European dair project has been looking into this issue for two years. Together with 13 European partners, Terres de France has been contemplating various ways to reduce the impact of airport operations and surface access to and from the airport by participating in discussions and visiting a number of airport regions. During the same period, Terres de France has shown its commitment by taking part in efforts organised by the Sustainable Airport Association and Airport Regions Conference and by adopting a Regional Climate and Energy Plan in December 2013, which advocates and organizes dialogue with airport hub stakeholders. I am pleased to introduce this report which, based on the experience we have acquired through the dair project, reviews the situation, the carbon reduction targets and the means for achieving them in our region. In many aspects, this region has been one of the pioneers or frontrunners among its European partners. Local players have been marshalling their resources in recent years to reduce their carbon footprint and engage in cooperative efforts to achieve that goal. The Terres de France Agglomeration Authority wants to continue working closely with all stakeholders. Acting alone makes no sense! Our complementary skills and approaches can only lead to generating effective synergies. Enjoy your reading and I hope this report provides you with food for thought. Marc Gentilhomme CEO Terres de France Community 3

4 DAIR PROJECT For two years, Terres de France held discussions with 13 European partners on airport regions best practices for reducing CO2 emissions. Cutting carbon dioxide emissions is a major objective for airports. Airport zones have a large carbon footprint due to air traffic, ground operations and transport. The resulting environmental impact harms airports image with local residents and public authorities, who have shown increasing opposition to their expansion. As a result, only a strong commitment to reducing emissions will lead to a more favourable opinion on the part of local communities who, in return, will acknowledge the essential role that airports play in the development of the regional and national economy. The dair project, a European Union INTERREG initiative, contributes to this approach. dair involves sharing best practices for cutting CO2 emissions from airport operations and surface access to the airport. Through reports, study visits and stakeholder forums, 14 European partners with varying responsibilities (airport, airport region, municipalities, public transport authority) work together to identify appropriate measures. The dair project mainly focuses on airport operations and surface access which, on average, represent nearly half of carbon emissions and are important tools for reducing emissions. Surface access In the dair project, the term surface access refers to modes of transport that passengers and airport region employees use to get to the airport. They are the second largest source of airport emissions after air traffic. 1 The dair project explores measures that will increase the use of public transport as well as other alternatives that are more eco-friendly than private vehicles. Airport operations Airport operations Surface access Air traffic Airport operations refer to all ground activities, such as baggage handling, heating and cooling systems, power generation and ventilation. In many European airports, these systems use an enormous amount of fossil fuels, thus emitting large quantities of carbon dioxide into the atmosphere. The dair project pays close attention to more environmentally sound alternatives, such as the use of electric vehicles, on-demand control of electricity, heating, ventilation and lighting, and alternative fuels for maintenance vehicles. Air traffic is a secondary topic in the dair project. When it is addressed, it generally concerns takeoff, landing and taxiing to the extent that these procedures can be considered airport operations. 1 ARC study, 15 ways to reduce the carbon footprint in airport regions,

5 TERRES DE FRANCE AGGLOMERATION AUTHORITY The Communauté d agglomération Terres de France (Terres de France Agglomeration Authority) is a public intermunicipal cooperation body comprising the towns of Sevran, Tremblay-en-France and Villepinte. It was officially created by the three municipal councils in January This area hosts the vital Terres de France- CDG economic development hub, located in the southern part of Paris-Charles de Gaulle airport zone (sixth largest airport in the world, second largest in Europe). This strategic, internationally oriented hub is situated in the heart of the Roissypole business district (180,000 jobs, representing over 4% of the Paris-area workforce) and includes the Paris Nord II business park and Villepinte convention centre. The Terres de France Agglomeration Authority plays an active role in developing its region, providing support to a wide range of major, forward-looking projects, with an eye for coherence and sustainable economic development. In particular, Terres de France supports the following projects: Aerolians Paris, Colisée and expansion of the Paris Nord Villepinte convention centre and Paris Nord II business park. Terres de France in figures: 40 sq. km. 122,414 inhabitants 47,379 workers 49,537 private-sector jobs 5,808 students in 11 secondary state schools 42,621 homes, including 12,996 social housing units The Terres de France Agglomeration Authority marshals its resources for the sustainable development of its region, particularly as part of the European dair project. 5

6 CHARLES DE GAULLES AIRPORT Paris-Charles de Gaulle Airport is partly located in the area governed by the Terres de France Agglomeration Authority. Owned and operated by the private company Aéroports de Paris, it is the busiest airport in France as well as a leading economic development hub and a major source of jobs in the Paris region. Paris-Charles de Gaulle Airport in figures: Opened in th busiest airport by passenger traffic worldwide (61 M in 2011) & 2nd busiest worldwide by international passenger traffic, after London / 2nd busiest European airport by passenger traffic 9th busiest airport worldwide by cargo traffic (2.4 Mt)/2 nd busiest European airport by cargo freight 3,257 hectares - 23 km north-east of Paris 4 runways - 9 terminals (T1 T2A to T2G T3) Air France hub (connecting passengers: 31%) Air traffic: domestic, 8% - European Union, 50% - International, 42% Capacity: 78 M passengers 114 movements/hr (120 by 2015) 300 aircraft stands, including 130 connected to jet ways 27,000 parking spaces, including 17,000 close to terminals 86,000 jobs 700 companies Mainly international passenger traffic (international customers, high connection rate) 62% of trips for personal reasons vs. 38% for business 22 km from the centre of Paris as a bird flies 6

7 ABSTRACT The dair project provided a good opportunity to take a hard look at the area surrounding the Paris- Charles de Gaulle Airport. For Terres de France, a local authority made up of three municipalities, the key issue is surface access to and from the airport zone. The Agglomeration Authority has direct responsibility for a portion of this area and is involved in cooperative programmes with local partners. However, airport operations, a dair area of focus, fall within the remit of Aéroports de Paris (ADP). Terres de France has set itself three new short- and long-term objectives in terms of surface access (see p. 28): a phased modal shift objective; more extensive cooperation based on the Regional Development Contract Implementation Agreement with ADP; and the commitment to encourage airport hub employees to use alternatives to private cars. These objectives are then broken down into 31 measures (28 concerning surface access while three involve airport operations, see pages 29-34). To reduce CO2 emissions from transport to and from the airport, these measures address several issues: increased cooperation, expansion of public transport infrastructure and services, more attractive and less CO2-emitting public transport, support for green modes of transport, changes in traveller and employee behaviour, more eco-friendly use of cars, and residential development near public transport facilities. Because the airport region is highly interconnected, with many different stakeholders and distinctive powers, Terres de France is emphatic about the need to cooperate in order to pool efforts and generate synergies. 7

8 CONTENTS I. Introduction... 9 a. Background and objectives of Terres de France Regional Implementation Plan... 9 b. Laws and regulations governing efforts to reduce CO2 emissions i. Airports ii. Public transport II. Current Objectives and Measures a. Airport operations: current objectives and measures b. Surface access to the airport: current objectives and measures c. Current air traffic objectives and measures d. Other measures III. Current CO2 Emissions a. Comparison of emissions from all activities b. Emissions from airport activities c. Emissions associated with ground access d. Emissions in the area covered by Terres de France IV. Forecasts a. Traffic growth at Paris-Charles de Gaulle Airport in recent years b. Medium and long-term growth forecasts for air traffic c. Growth forecasts for transport requirements V. Assessment and future objectives a. Introduction b. Assessment and position of airport activities c. Assessment and future objectives of airport access i. Analysis of the situation ii. Objectives of Terres de France VI. Future Measures a. Airport activities b. Ground access i. Greater cooperation ii. Extension of infrastructure and public transport services iii. Greater efficiency and attraction of public transport iv. Public transport services which are more eco-friendly v. Development of soft (low-impact) modes of transport vi. Influencing the travel behaviour of employees and passengers vii. Control of road traffic and a more eco-friendly use of the motor car viii. Residential development and public transport VII. Implementation a. Framework of the CDT Cœur Economique Roissy Terres de France b. Framework of the Regional Energy/Climate Plan (Plan Climat Energie Territorial) c. Consultations outside the framework of existing laws and regulations

9 I. INTRODUCTION a. Background and objectives of Terres de France Regional Implementation Plan Overview of Regional Implementation Plan: The Regional Implementation Plan is the last document required of each partner as part of the dair project. It must be based on the reports written during the project (initial situation report and study visit report) and the results of discussions among partners. Drawing on an analysis of the current situation, the report must propose steps for further reducing CO2 emissions. Objectives of the Regional Implementation Plan: As concerns Terres de France, the Regional Implementation Plan aims to: 1. Conduct a comprehensive assessment of CO2 emissions at Paris-CDG airport, not only relating to airport operations but also regarding travel to and from the airport. 2. Review targets and measures for reducing CO2 emissions in recent years relating to activities in the Paris-CDG airport region. 3. Propose measures or topics for discussion and implementation in partnership with regional stakeholders by 2020 or Create a tool for strengthening cooperation among the airport region s stakeholders. The challenge for an airport region the size of Paris-CDG is to improve cooperation among stakeholders since multiple entities are generally responsible for activities that generate CO2. Specific nature of Terres de France Regional Implementation Plan: Terres de France has a specific characteristic that sets it apart from its dair project partners: it is a public intermunicipal cooperation body comprising three towns. Terre de France s tools for reducing CO2 emissions focus on transport for travelling to the airport. As a result, dialogue with its regional partners plays a central role. Furthermore, Terres de France must take into account long-term projects, such as CDG Express and Grand Paris Express, as well as uncertainties concerning the governance of the region due to announced reforms and future regional elections. Scope of the study: airport operations and surface access As a dair project deliverable, the regional plan will stay within its scope, namely the CO2 emissions study on airport operations and surface access. Air traffic (mainly the take-off and landing phases) will be addressed as a secondary issue in this report. 9

10 b. Laws and regulations governing efforts to reduce CO2 emissions Targets and measures for reducing CO2 emissions must take into account current laws and regulations governing airports and public transport. i. Airports European regulations on aviation and CO2 emissions Since the beginning of 2012, aviation has been incorporated into the EU Emissions Trading System. Like other industries, airlines receive negotiable authorisations permitting a certain level of CO2 emissions for their flights every year. Concerning the airport plan more specifically, the 2011 White Paper on Transport calls for internalising external costs for local pollution and noise at airports between 2016 and French regulations and aviation sector s joint commitments Following the 2008 Grenelle Environment Forum, an agreement on commitments made by the aviation industry was signed by the State and aviation/airport companies, including Aéroports de Paris (link). This agreement focused on reducing carbon gas (CO2) emissions and their impact on climate change, reducing nitrous oxide (NOX) emissions and their impact on local air quality as well as combating noise pollution. In addition to commitments on noise and air traffic (50% reduction in emissions from new aircraft by 2020 and continued fleet upgrades), the agreement also addressed airports as a whole, seeking improvement in the environmental performance of airports and aviation companies. In this agreement, Aéroports de Paris undertook to implement a number of measures (see section II.a. on measures implemented). Moreover, the revision of the Ile-de-France atmosphere protection plan approved on 25 March 2013 (link) includes a joint air transport commitment in line with the aviation industry s agreement. The plan includes efforts to limit airport emissions (regulation limiting the use of auxiliary power units during aircraft parking). ii. Public transport The fight against climate change is one of the priority objectives of the Grenelle 1 Environment Act, which was adopted on 3 August 2009, and the Grenelle 2 Environment Act, adopted on 12 July These laws make the reduction of greenhouse gas emissions a strategic priority. In the transport sector, they call for a 20% reduction in emissions by 2020, with the aim of returning to the level recorded in These laws also require communities of more than 50,000 residents to develop a Regional Climate and Energy Plan (PCET, article L of the Environment Code). Such a plan has two objectives: reducing greenhouse gas emissions and adapting to climate change. The plan must set numerical targets for cutting greenhouse gas emissions and include a regional strategy for adapting to climate change. 10

11 On 16 December 2013, the Terres de France community council adopted its own PCET following extensive community outreach. 11

12 II. CURRENT OBJECTIVES AND MEASURES Stakeholders operating in the Paris-CDG airport hub have been actively engaged in curbing CO2 emissions over the past few years. They have already taken a large number of measures after setting emission reduction objectives, both in terms of airport operations and access to the airport. a. Airport operations: current objectives and measures Airport operations are the responsibility of Aéroports de Paris (ADP). ADP owns and operates the three main airports in the Paris region Paris-Charles de Gaulle, Paris-Orly and Paris-Le Bourget. It is a private company, with the State holding a 50.6% interest and the remaining capital being held by various investors Schiphol Group, Vinci, Predica, employees, and institutional and individual investors. ADP has implemented a number of sustainability measures, particularly for reducing CO2 emissions. The Airport Carbon Accreditation (ACA) programme, initiated in Europe before expanding worldwide, recognised these efforts by awarding Paris-Charles de Gaulle Airport level 3 certification in July The following steps were required to receive level 3 certification: mapping and managing direct CO2 emissions, with the aim of cutting these emissions (ACA levels 1 and 2) detecting indirect (third party) emissions, a requirement of ACA level 3 ADP objectives: As part of its social responsibility programme, ADP has set the following objectives: SUBJECT 2015 OBJECTIVES STATUS AIRPORT OPERATIONS CO2 emissions Energy 25% reduction in internal CO2 emissions compared to 2009 (all ADP airports combined) 12.5% reduction in internal primary energy consumption per square metre (2009 baseline) (all ADP airports combined), requiring a 2.2% yearly improvement in energy efficiency 15% renewable energy as a proportion of final energy consumption (all ADP airports combined) Down 29.9% from (all ADP airports combined) In progress In progress 14% renewable energy in 2013 (all ADP airports combined) Airport vehicles 10% reduction in CO2 emissions by the fleet of light utility vehicles (2010 baseline) (all ADP airports combined) 10.2% reduction from (all ADP airports combined) 12

13 ACA accreditation system Renew Airport Carbon Accreditation certifications for the three ADP airports, including Paris-Charles de Gaulle CDG level-3 accreditation renewed in September 2013 Measures implemented by ADP: To achieve these objectives, ADP implemented a variety of measures designed to identify and reduce CO2 emissions. These measures are outlined below: 2 MEASURE ENTITY DESCRIPTION OF THE MEASURE REDUCTION IN CO2 IDENTIFICATION OF CO2 EMISSION SOURCES ACA accreditation - ACA levels 1, 2 then 3 ADP (since 2010) ENERGY PRODUCTION AND PURCHASES Biomass power plant (2012) ADP - Two wood-burning boilers installed in the trigeneration (combined cooling, heat and power) plant, producing 78,000 MWh, i.e. 25% of the heat consumed in the airport. Wood supplied by forests located less than 50 km from the airport 18,000 tonnes of CO2 per year avoided (2012) by replacing gas-fired boilers Solar power plant (2013) Energy purchasing policy (2012) ADP ADP - The 4,000 sq.m. 190 kwp solar power plant will eventually generate 167,530 MWh per year. - Electricity supply contract with GDF Suez: 30% of power from renewable energy (hydroelectric dams, wind farms or solar arrays) and French sources. Guaranteed by third-party statements and certifications. ENERGY EFFICIENCY MEASURES HQE -certified (high environmental quality) building (2011 & 2012) ADP - Altaï building: 13,250 sq.m of HQE certified and BBC-Effinergie -labelled offices (high energy-performance equipment: breathable, bay windows with ventilated triple glazing, individual heat pumps, centralised management of energy consumption, solar panels) 2 Sources: ADP 2012 and 2013 corporate social responsibility reports, 2012 Aéroports de Paris SA 2012 report on greenhouse gas emissions, and information provided as part of the dair project 13

14 - Satellite 4: 100,000 sq.m and HQE -certified. Energy-efficient shell and innovative systems for heating (heating-cooling pump, highefficiency heating & cooling system) and airconditioning (45 air treatment plants with energy recovery wheels or that use free cooling technology) Installation of a green wall - GB3 cargo terminal (14,000 sq.m of warehouse space and 4,000 sq.m of offices. Certified HQE, with BBC offices (lowenergy building label) - Works council building, ADP s first fully HQE -certified commercial structure (2011) Annual reductions: 1,600 tonnes of CO2; 10,000 MWh of gas for heat production, 10,000 cu.m. of water, 1,000 MWh of building energy use (energy demand 30% lower on average compared to existing terminals) - Energy management policy based on the ISO standard, following an assessment conducted by Afnor in September 2012 Energy management policy (2012) ADP - Gedeon system, which monitors consumption, optimises energy purchasing, detects anomalies and determines possible savings for energy-efficiency projects (energy performance management module) - Audits conducted on the buildings energy performance by Property Management in 2012 (385,000 square metres since 2012), leading to targeted efforts Efforts have led to a 5-10% reduction in the energy bill Optimisation of air-conditioning system in a room containing network servers and equipment; tests for remotely turning off display screens. Green IT for more efficient use of equipment. Low-energy lighting ADP - Lighting system for certain Paris-Charles de Gaulle aircraft parking areas, equipped with a highly efficient light source (LED). The installed power is 38% lower while providing the same amount of lighting. 59% reduction in electricity use by LEDs tested compared to highpressure sodium lamps GETTING AROUND THE AIRPORT CDGVAL (2007) ADP, Keolis - Free automated people mover shuttling passengers around the airport. Two lines in service since 2007, one of which operates 24/7. On average, 25,000 passengers take this shuttle every day. Savings of 750 tonnes of diesel oil 15 tonne reduction in nitrous oxide and 2,000 tonne reduction in CO2 14

15 Electric vehicles (2012) ADP orders for electric vehicles by end-2015 (two received in 2012) - Charging stations for the electric fleet (first two stations in 2012) One-third reduction in emissions from light vehicle fleet COOPERATION Environmental Partners Clubs ADP - Environmental Partners Clubs (CPE). Membership is open and free. COMMUNICATIONS AND AWARENESS-RAISING Raising awareness about environmental issues (2011) ADP - Environmentally focused technical training programme for employees, with a new energy management module - Environment and Sustainable Development Home b. Surface access to the airport: current objectives and measures Surface accessibility is a complex issue because the airport brings together a large number of players. The major one is the Syndicat des transports d Ile de France (STIF), the Paris region s transport authority. STIF determines the range and quality of public transport services, sets the prices and general operating conditions, and coordinates upgrades to the Paris-region public transport system while defining the guiding principles for major public investments, particularly large infrastructure projects. In the specific regional context, Paris-region agglomeration authorities have limited responsibility for transport. The Terres de France Agglomeration Authority plays a role in local transport by: funding infrastructures (redevelopment of transport hubs), diversifying transport services (development of innovative transport solutions such as Filéo, expansion of key local bus lines, etc.) participating in major investment projects (Aerofret station, Grand Paris automated metro system, high-quality public transport on dedicated lanes) While STIF and Terres de France have set general objectives for reducing CO2, they have not set specific targets for access to the airport. STIF objectives: These objectives were set in compliance with those set by the Grenelle Environment Act and the Paris-region Urban Travel Plan. They concern the Paris region as a whole. SUBJECT OBJECTIVES STATUS Fine particles Reduce fine particle emissions from the bus fleet by 50% in two years (mid-2016) Provide a fleet of buses that are fully electric or run on natural biogas by In progress (set in December 2013) 15

16 Terres de France objectives: There objectives were set as part of the: - Regional Climate and Energy Plan (PCET) - Regional Development Contract (CDT) for the Roissy Terres de France Economic Heartland They are compatible with: - the objectives of the Regional Climate, Air and Energy Scheme (SRCAE) - the Paris region s Urban Travel Plan (PDU) They apply, in particular, to the Terres de France area. SUBJECT OBJECTIVES BY 2020 STATUS Greenhouse gas emissions Share of public transport use 20% reduction in greenhouse gas emissions compared to 2011, i.e. a decline of 138,000 tco2eq (source: PCET) Reach an average of 40% use of public transport (source: CDT Cœur Economique Roissy Terres de France) In progress (set in December 2013) In progress (set in 2013) In addition to numerical targets, the Agglomeration Authority is taking measures to: Facilitate daily commuting and travel, Increase the share of public transport relative to total travel in support of sustainability, Make public transport more attractive for passengers by improving the quality of services. Surface access measures: STIF, the Agglomeration Authority and other airport hub stakeholders have already taken a certain number of measures: 3 MEASURE ENTITY DESCRIPTION REDUCTION IN CO2 STUDIES AND MAPPING Study objectives: - suggest projects for surface transport links to meet current and future travel needs and foster Travel needs study Roissypôle economic development, in addition to for Roissy area STIF public transport plan already on the drawing ( ) board - determine whether creating dedicated lanes for these key links is feasible and worthwhile EXPANSION OF PUBLIC TRANSPORT 3 Source: 2012 and 2013 ADP social responsibility reports, information provided as part of the dair project 16

17 - Buses and coaches: four RATP bus lines (including Roissybus and a line for airport employees), two Noctilien night-time lines, around 20 coach lines owned by private firms belonging to the Optimal network, 7 private coach lines, 3 new national and international coach lines, with the recent arrival of IdBUS Incentives to reduce the use of private cars Alternatives to the use of private cars (over 10 years) Multiple - Train: a) RER B regional express train b) High-speed trains (TGV) stopping at the TGV station in terminal 2 - Taxis: Bleu and G7 taxis, including a green service and new types of services (shared taxis, motorcycle taxis, airport shuttles as an alternative to taxis) Expansion of public transport ( ) Multiple - RER B Nord+ project: began September 2013 (1 train every 6 minutes in the peak direction but not the off-peak direction that serves CDG) - Analysis of bike lanes in the airport region in summer 2012, with the aim of connecting the different areas (Roissy, international exhibition centre, PNE, etc.) Incentives to reduce the use of private cars MEASURES TARGETING AIRPORT EMPLOYEES - ADP s Company and Inter-company Travel Plan: measures to reduce employee travel needs (ondemand workspaces, videoconferencing rooms, webcams on computers) Company and Inter-company Travel Plans ( ) 6 Cos. - Air France Corporate Travel Plan, called Compass : measures limiting the use of private cars and encouraging a modal shift (full reimbursement for the Navigo travel pass, contribution to improving services, employee ecodriving training, car-pooling phone service, promotion of information systems for planning road travel, etc.) 17

18 - Paris-Charles de Gaulle Inter-company Travel Plan (PDIE), called R Pro mobilité Charter, signed in 2011 and jointly implemented by six companies (Air France, CIF Keolis, FedEx, GSF Concorde, La Poste et ADP), with five objectives: 1) Pool resources 2) Make public transport more attractive 3) Reduce non-essential travel 4) Increase opportunities for using non-motorised forms of transport 5) Find more efficient ways to use cars and twowheeled vehicles -Another joint initiative by companies: Environmental Partners Clubs; website: ecoairport.fr Incentives to reduce the use of private cars FILEO on-demand bus service ( ) Multiple (incl. Terres de France) On-demand bus service for employees working in the airport zone outside normal service hours, but on the same lines at the same price (employer pays 50% of the cost for a regional Navigo travel pass). Service can be booked 24/7 by phone or online. - December 2013 figures: 500,000 bookings, 9 lines, 12 municipalities served, 35 buses, ridership of 17,000, overall satisfaction rate of 90.4% in January Virtuous circle: incentives to reduce the use of private cars, employees main mode of transport; meet with companies; share best practices; pool operations; communicate with employees; share information; lower costs for businesses; and reduce work accidents, employee contributions, parking spaces, stress, etc. - Three-year plan: replace vehicle fleet, reduce CO2 emissions (recycle metal cans and plastic caps), increase number of passengers, lower energy costs, etc. 10,000 tonne reduction in CO2 (Source of figure: 37,825 more tonnes emitted if Filéo didn t exist minus 27,590 tonnes of Filéo emissions from buildings, employee travel, consumables, buses and coaches) Loans of cleaner vehicles Papa Charlie: loans of vehicles to 300 people without access to public or private transport at a modest cost for a short period. Out of 160 vehicles, 50% will be replaced in 2014 by vehicles with low CO2 emissions. 18

19 c. Current air traffic objectives and measures Air traffic is a secondary topic in the dair project. When it is addressed, it concerns take-off, landing and taxiing. ADP objectives: SUBJET OBJECTIVES BY 2015 STATUS Taxiing time 10% reduction in aircraft taxiing time (2007 baseline) In progress APU Help limit the use of aircraft auxiliary power units (APU) In progress Measures implemented by ADP: MEASURE ENTITY DESCRIPTION REDUCTION IN CO2 Taxiing time (2012) Aircraft fuelling ADP ADP Optimise aircraft s average taxiing time to reduce by 10% (2007 baseline) Measure implemented largely due to Collaborative Decision Making (CDM), a computer communication tool for local departure management Reduce the use of aircraft auxiliary power units (APU) and increase the number of 400 Hz power outlets at aircraft stands. All gates connected to terminal 2 are equipped with them by Nearly 17,000 tonnes in annual CO2 reduction d. Other measures The municipalities belonging to Terres de France have also given thought to landscaping the area near the airport hub. In the late 1990s, the town of Tremblay carried out design studies of the southern part of the hub, including key landscaping features such as an eco-friendly boulevard and a wooded boundary to protect areas with single-family homes. 19

20 III. CURRENT CO2 EMISSIONS According to the Regional Climate Plan for Paris Region, air transport accounts for only 3% of in-flight emissions over the area, calculated by the cadastral method limiting emissions to the landing/takeoff cycle and to aircraft flying over the region. However, if a broader approach is adopted using the carbon footprint assessment, which takes account of journeys from point of departure to the airport as well as emissions within airports, and then the impact on the greenhouse effect is much greater. In 2012, activities at Paris-Charles de Gaulle Airport as a whole generated around 1,483,421 tonnes of CO2 equivalent. a. Comparison of emissions from all activities Air traffic is the main source of CO2 emissions (59%). For each segment of a landing/take-off (LTO) cycle (consisting of approach, taxiing, take-off and climbing), aircraft emit large quantities of CO2 contributing massively to an airport s carbon footprint. Another significant source of emissions is access by passengers and staff to the airport hub (30%). Finally airport activities are the third largest source of emissions within an airport. Passenger and staff access Ground support vehicles 2% 4% Auxillary power units (APU) 30% 4% 1% Waste and others 59% Aircraft Internal emissions Breakdown of CO2 emissions - Paris-CDG Airport (2012) Total: 1,483,421 tco2 Studies carried out by Airparif in and in the vicinity of Paris-Charles de Gaulle and Bourget airports showed that their activities had a measurable impact on air quality over several kilometres around the airports. Emissions of pollution from the Paris urban area, the main road arteries and airport activities have a cumulative effect. b. Emissions from airport activities Emissions associated with airport activities are made up of internal emissions within the airport (generation and purchase of electricity and production of heating/air conditioning for buildings) and emissions caused by ground operations (ground support vehicles). Thermal power plants are the principal source of emissions from airport activities. Ground support vehicles Purchase of electricity 30% 29% 39% 2% Thermal power plants Service vehicles Emissions related with airport activities - Paris-CDG Airport (2012) Total: 77,755 tco2 20

21 c. Emissions associated with ground access Emissions produced by airport staff travelling to and from their place of work exceed those caused by passengers travelling to and from the airport. Journeys by staff are almost entirely by private car mainly because of staggered working hours, but also because of a public transport system inadequate for the demand and insufficient car parking. Employees 53% 47% Passengers Emissions related with airport access - Paris-CDG Airport (2012) Total: 442,402 tco2 Studies by Airparif in 2007 and 2008 showed the influence of the main road arteries (A1, A3, A104, RN2 ) on nitrogen dioxide levels, especially in the south-west of the zone where the road arteries are most densely concentrated. d. Emissions in the area covered by Terres de France Terres de France has also analysed CO2 emissions in its area, under the Regional Energy/Climate Plan (Plan Climat Energie Territorial) adopted in December This analysis shows that journeys made by people make up the second largest source, with 25% of total emissions (6% for goods transport). Future waste production 2% End-of-life waste 1% Construction and road works 6% Food 23% Movement of people 25% Industrial processes 5% Tertiary sector 6% Residential 26% Goods transport 6% Breakdown of emissions (in t CO2 eq) TDF area These emissions associated with the movement of people are distributed as follows: 64% is due to car journeys by residents 47% is due to car journeys to and from work 34% is due to local journeys in public transport 6% is due to local journeys made by soft (low-impact) means of transport Air travel by residents 16% Visitors by car 7% Travel by residents in public transport 11% Visitors by public transport 2% Car journeys by residents 64% Emissions due to the movement of people according to mode of transport (in t CO2 eq) TDF area

22 IV. FORECASTS a. Traffic trends at Paris-Charles de Gaulle Airport in recent years In 2012, 61.6 million passengers passed through Paris-Charles de Gaulle Airport, an increase of 1.1% from Between 2004 and 2012, passenger traffic grew by 19.84%. This growth was driven mainly by international traffic outside Europe, particularly to and from the Asia-Pacific region. CHANGES IN PASSENGER TRAFFIC AT PARIS (PARIS-CHARLES-DE-GAULLE AND PARIS-ORLY) FROM 2004 TO 2012 In millions of passengers Source: Paris Office de Tourisme et Congrés / PARISINFO.com: Tourism in Paris, key figures 2012 b. Medium and long-term growth forecasts for air traffic With traffic amounting to 62 million passengers and 472,206 aircraft movements in 2013, Paris airports operator ADP predicts growth at Paris-Charles de Gaulle will continue up to 2020 to reach 82.7 million passengers and 645,000 aircraft movements. These forecasts take account of a number of factors: 0pportunities Overcapacity at the airport in the medium term, which will allow it to cope with the growth in traffic. This situation is different from other European airports such as London Heathrow, and contrasts with a capacity crisis predicted in Europe by 2025/2030 despite the slow pace of growth in traffic. This will require the maintenance of sufficient environmental capacity and acceptability at CDG. Risks France losing popularity as a tourist destination (growth in international arrivals between 2000 and 2011 of only 5.4% in France against 49.5% in Germany, 26.3% in the United Kingdom, 22.5% in the United States, 22.2% in Spain and 11.9% in Italy) Rebalancing of flows between major world regions, with increased competition among companies and airports (new hubs in the Middle-East) 22

23 c. Growth forecasts in terms of travel needs Several studies of future trends show that demand for travel will rise sharply in the next 10 to 20 years because of developments in housing and employment. A study for the Paris public transport authority (STIF) on travel requirements in the Roissy sector estimates that more than 70,000 new inhabitants will move into the sector and that 45,000 jobs will be created between 2007 and These figures rise to 100,000 new inhabitants and 110,000 to 150,000 new jobs between 2007 and 2030 inside or in the immediate proximity of the airport hub. Besides these estimates, the local authorities have, for their part, set a target of creating 40,000 new jobs by 2020 (job figures arising from projects already established or already scoped) and 65,000 new jobs by 2030 through the Regional Development Contract Roissy/Terres de France Economic Heartland (Contrat de Développement Territorial CDT Cœur économique Roissy Terres de France ). Additional difficulties of access by staff to the airport hub can therefore be expected on main road arteries and also on public transport links. Some have already been identified in the study by Paris public transport authority STIF. Changes in population and jobs between 2007 and 2030 Roissy Sector High-end scenario 23

24 V. ASSESSMENT AND FUTURE OBJECTIVES a. Introduction The Paris-Charles de Gaulle airport hub is a major contributor to regional and national economic performance, as well as to the expansion of employment in Paris Region. It is a key asset for the international standing of the city of Paris and its attraction as an economic and tourist centre. The capacity of its infrastructures is considered sufficient for the medium term, and will allow it to cope with the growth in air traffic forecast for the next few years. The airport s development nevertheless depends on several factors. Its acceptability and its performance must be boosted and its image must be improved in the face of growing world competition. Efforts to reduce its ecological footprint must continue, as emissions resulting from the future increase in traffic and saturation of the airport s access infrastructures will degrade the airport s carbon assessment. Measures to this effect have already been taken (see above), but improvements are still possible, especially in ground access: Good progress is being made in reducing CO2 emissions related with airport activities as a result of targets being set and measures being taken by Aéroports de Paris. The question of ground access is more complex. In the area around the airport there are a large number of stakeholders implementing a range of measures, against a background of governance is in a state of flux. Several projects are planned, some with a very long timescale (Greater Paris, CDG Express). On an international comparison, the use of public transport to get to the airport is very good, but there are still areas for improvement in transport. b. Assessment and position of airport activities The current situation regarding airport activities is as follows: A strong commitment to reducing CO2: According to the national targets set by the Grenelle de l environnement, ADP has committed to cutting its CO2 emissions by 25% between 2009 and 2015 (see above). To hit this target, ADP has prepared an ambitious strategic plan for Level 3 of the Airport Accreditation Scheme (ACA) obtained: Following the measures taken (see above), level 3 of the ACA (Airport Accreditation Scheme) was reached in July 2012 and again in September The ACA scheme has the advantage of being an established programme allowing emission reductions to be gradually scaled up. ADP has already achieved a high standard on the environmental front. INTENTIONS OF TERRES DE FRANCE REGARDING AIRPORT ACTIVITIES: The Terres de France Agglomeration Authority commends the aims of ADP to cut CO2 emissions at Paris-Charles de Gaulle Airport. It perceives a shared interest in seeing the airport achieve the highest international standards in this regard. 24

25 Infrastructures: c. Assessment and future objectives for airport access i. Analysis of the situation In terms of road infrastructure, the airport enjoys good regional and national access, especially from the north of France, but the infrastructures are at saturation point in the central zone and the area immediately around the airport. This is especially so during rush hours and large exhibitions of the PEIX, the result being reduced traffic flow and fewer taxi journeys to and from the airports. Bus and coach companies also provide transport to the airport but they do not have reserved lanes, a factor which increases saturation on the main road arteries. Regional access by rail is limited to Paris and the municipalities served by the RER B line, which limits the use of public transport, especially for employees. The absence of a direct dedicated rail link with the city centre puts the airport at a disadvantage environmentally and in terms of its image 4. However, national rail access provided by the TGV is good although somewhat less robust than at other European airports. Finally, soft transport methods are seriously underdeveloped in the airport hub due to a lack of infrastructure and interconnections between existing infrastructures. The modal choice of passengers and staff of the airport hub: Although the road infrastructures are reaching saturation point at peak hours, passengers from the airport mainly (52% in 2013) choose individual transport modes such as taxis (26.7%) in spite of the cost and longer average journey time. The modal share of public transport is as good as any in Europe, but is still in the minority with 48% in 2013, with a 30% share for the RER B rail line. It is notable however that the use of public transport is rising steadily. 4 In a study by PricewaterhouseCoopers (2014) entitled Cities of Opportunity, Paris is ranked 11 th for access between its main airport and the city centre. This is due mainly to the absence of a direct rail link and inadequate correlation between flight arrivals and ground connctions. From the study, towns with direct rail access from the airport to the city centre are preferred to those with an express bus service. Moreover, towns with rail links needing fewer changes are ranked higher. 25

26 Modal choice of passengers from Paris-Charles de Gaulle Airport (ADP) Mode of access to CDG Change between 2000 and 2009 Mode of access to CDG 2009 and 2013 RER B+ TGV Roissybus Car Air France Taxi Voiture Autres modes IdF shuttles Navette province 0.00% 5.00% 10.00% 15.00% 20.00% 25.00% 30.00% 35.00% A survey ordered in 2011 by the Secretary of State for Tourism 5 showed that the level of satisfaction of tourists staying in France and travelling through airports in Paris Region for the most part is: high for access to public transport, acceptable for access to the airport, the convenience of public transport and the road infrastructure, low for friendliness and fares on public transport, very poor for the quality of taxi services. So there seems to be room for improvement in access to the airport and also in terms of accommodating people and steering them towards public transport. In comparison with other European airports, the share of public transport for access to Paris Charlesde-Gaulle Airport (48%) is among the best of all the partners of the dair project. Paris is only behind Malta, the airport with the largest share of public transport (bus), and Stockholm which in 2013 broke through the 50% threshold of passengers using a mode of public transport mainly as a result of the opening of a new high speed rail service (Arlanda Express). Conversely, the share of public transport used by the employees of companies located within the airport hub is extremely low and in decline (7% in 2013, a drop from the 12.3% seen in 2009). 5 Ministry of Crafts, Commerce and Tourism (2011), Quality of the welcome in France: a shared ambition 26

27 Modal choices of the personnel of the airport hub The proportion of employees from the airport hub using public transport fell from 12.3% in 2009 to 9.4% in 2011, while the proportion of employees living in adjacent counties ( départements ) rose in the same period from 60.8% in 2009 to 62.3% in The main reason appears to be the low appeal of public transport in terms of average journey times compared with the car (15 minutes by car against 30 to 60 minutes in public transport). It is also due to the fact that 80% of employees work shifts. The question of the improvement and optimisation of public transport services for employees is therefore still a major challenge in light of the particular nature of the employment situation. Residence and use of public transport by employees in the CDG hub by county (ADP 2011) 20% 15% 10% 5% 0% 17.5% 13.9% 14.3% 5.5% 2.4% 2.6% 1.8% 2.8% 17.2% 15.4% 13.5% 7.9% 4.4% 4.8% 4.9% 5.2% 3.1% 2.3% 6.3% 11.5% Proportion of CDG personnel residing in the county( département ) Proportion of CDG personnel residing in the county and using public transport The dissatisfaction of users, particularly the employees of the hub, with public transport and especially with the RER B is regularly in the headlines. The main reasons are: the way in which services are operated, the limited number of direct journeys possible, the irregularity of services, operational incidents, saturation at peak hours, the low level of service, fares considered too high, insufficient intermodal connections with some terminals (T2 A, B, G), an image of a lack of security conveyed by certain media outlets and by some operators. These reasons for dissatisfaction together with the inadequacy of services and even the absence of a direct rail line are what drives passengers and employees at the airport hub to use private modes of transport (car or taxi), which emit much more CO2 than public transport. Improvement projects for achieving a modal shift to public transport are planned, but with very long time frames, notably the dedicated link between CDG Express and the Métro du Grand Paris Express. The modus operandi for getting these projects under way is still under discussion. 27

28 Governance challenges Governance is a central issue and a sensitive one for the development of future projects on airport access. There are many stakeholders and many challenges to be overcome: An airport which extends into eight municipalities and three counties (Seine-Saint-Denis, Vald Oise and Seine-et-Marne); A heartland managed by a private company (ADP); A complex institutional framework and many stakeholders (State, Region, Counties, federations of municipalities, STIF, Société du Grand Paris, EPA Plaine de France, ADP) A number of stakeholders in the Paris Region (Institut d Aménagement et d Urbanisme, Conseil économique, social et environnemental regional etc.) are critical of the lack of coherence among the projects studied and developed, or of competition between projects. An effort to bring the stakeholders closer together was initiated in 2008 in the Grand Roissy ( Greater Roissy ) sector in collaboration with the Planning and Development Authority of Plaine de France, a region of which Terre de France forms part. This led to the creation of the Association of Local Authorities of Grand Roissy. As an institution for dialogue, this association helps to organise local governance with a view to developing a more coherent framework for sustainable regional development. These actions should result in the creation of an integrated strategy or area master plan (Schéma de Cohérence Territorial SCOT) for Grand Roissy. So far, the principal framework initiatives for Grand Roissy are the following: A roadmap for sustainable planning and development is in preparation and will set out the main commitments to joint action covering Grand Roissy. In particular it will determine how the development model will evolve towards sustainable mobility. Deployment of actions through four Regional Development Contracts (CDT), two of which concern member municipalities of Terres de France: Cœur Economique Roissy Terres de France (CERTF) (Tremblay-en-France, Villepinte) and Est Seine-Saint-Denis (Sevran). Regional Development Contracts are instruments designed to prepare and implement development projects over the long term, on a contractual and partnership basis, in the strategic zones of Greater Paris. Although more and more initiatives are being created to bring coherence to the development of public transport, there is a risk of governance evolving in coming years in line with the creation of the Greater Paris Metropolis and national territorial reform related with the regions and counties. The Terres de France Agglomeration Authority is therefore dependant on these issues of governance in the creation of new measures to improve access to the airport. However, it wishes to act in this regard by supporting new projects undertaken by ADP, STIF or other entities. 28