Saudi Arabia, like other countries in the region, is rethinking its future as an economy less dependent on its main natural resource, oil, of which it is a world leader in production and export. Consequently, starting in 2016, the Government has been implementing social and economic reforms such as those contained in the National Transformation Plan and in ‘Vision 2030’, a national strategy in which sustainable development, understood in the broader sense –to include social, economic and environmental development– is one of the pillars. This is the context of the Sustainability Plan for the country’s third airport, King Fahd of Dammam, which Ineco developed in 2019 for the Dammam Airports Company (DACO).

The work consisted of carrying out an environmental assessment, identifying the objectives and proposing the actions and measures to achieve them, in addition to monitoring implementation and supervising the actions. This is Ineco’s second project for Dammam airport, following the Master Plan completed at the end of 2018, and it is currently working on an automated baggage-management system. Ineco has extensive experience gained over more than 15 years working in Spanish airports.

In order to develop the Sustainability Plan, Ineco’s team’s first step was to gather information, which included visits to the facilities and meetings with both airport staff and other stakeholders involved: airlines, handling companies, cleaning and service companies, etc.

The information collected was used to draw up an assessment of the environmental situation at the airport and to define the key aspects to be studied and the level of risk presented by each one: water and energy consumption, soil contamination, noise and air quality, impact on cultural heritage and the landscape, waste management, biodiversity, etc.

Once all of these elements had been analysed, the five key topics were outlined and the sustainability objectives to be achieved for each of them were defined, with a time horizon of 2030, the same target year as the national strategy ‘Vision 2030’. After the objectives of the plan had been defined, the most appropriate actions to achieve them were proposed and planned.

Lastly, the implementation, tracking and monitoring of the plan, which is vital to its success, were planned. The proposed tools to achieve this include a website developed by Ineco and hosted on DACO’s systems, which covers the different monitoring indicators of each of the actions, and the creation of several monitoring groups, made up of both technical and management staff.

Environmental analysis of King Fahd Airport

The following elements, ranked in decreasing order of environmental risk, were analysed:

1. Key points: soil, waste and water 

• Soil

  Goal: to preserve soil resources and prevent pollution and degradation of the subsoil and groundwater.
  Situation and proposed actions: the King Fahd airport is constructed on ground that is made up of sandy limestone, marl, gypsum and beachrock (a type of sedimentary rock), porous materials that allow pollutants to pass through in the event of a spill. It is therefore recommended that all fuel storage tanks be checked and monitored to prevent any leaks or potential spills.

• waste

  Goal: to reduce waste generation and improve management.
  Situation and proposed actions: for solid waste, increasing the efficiency of storage, collection and separation is recommended, in addition to encouraging waste reduction and recycling. With regard to hazardous waste, the execution of an appropriate inventory of the type, storage, flow and quantity of waste is recommended in order to control and improve the disposal process.

• water

  Goal: to improve water management and control to reduce consumption.
  Situation and proposed actions: the airport is supplied by five wells, each with a capacity of 8,200 m3 per day, one of which is used exclusively for irrigation, drawing directly from the groundwater. The water from the four main wells passes through the Water Treatment Plant (WTP) and is then distributed to all of the facilities via the central pumping station (UBB). According to data provided by DACO, the total consumption of the airport in 2018 was 4.3 million m3, of which almost 3 million m3 was previously treated. With regard to the wastewater, the airport manages this very well through its sewage net which ends at a Sewage Treatment Plant (STP) to treat wastewater for subsequent reuse for irrigation.
  One of the airport facilities with the highest water consumption is a large plant nursery covering more than 215,000 m2, where all of the plants used for the landscaping of the airport are grown. This nursery is supplied mainly from the STP.
  management of groundwater in arid countries is an important factor in sustainable development and, to this end, recommends monitoring consumption as much divided as possible to control over the use of this resource. DACO is currently working on a new water meter installation project for each facility (phase one has already been completed and phase two is planned and underway).

2. Medium risk: air quality, fauna, energy, climate change and mobility

• air quality

  Goal: to comply with the air quality limits established in air-pollution legislation.
  Situation and proposed actions: the main sources of emissions at the airport are aircraft, auxiliary power units (APUs), followed by ground support vehicles, as well as private cars for employees and passengers. All of these emissions are generated by third parties. Activities carried out by DACO that generate emissions are mainly the emergency power units (which run on fossil fuels), the vehicles used by its staff, and fire training activities. The readings collected by the monitoring stations are verified for the air quality assessment. In the case of King Fahd airport the closest stations are more than 30 kilometres away, so the Plan proposes an air quality monitoring station located closer that would make it possible to collect information that is more representative of the airport.

• Fauna

  Goal: to minimise the impact on natural areas and protected species.
  Situation and proposed actions: due to its location in a desert area, the main terrestrial species that live around the airport are camels, birds, reptiles, snakes and lizards. The most recent records provided by DACO, from 2018, regarding the presence of animals within the airport premises include cats and foxes. Since there is a wetland within the airport limits that attracts animals, including migratory birds, the Plan recommends the implementation of a wildlife control service to avoid potential incidents with aircrafts.

• energy

  Goal: to increase energy savings and efficiency.
  Situation and proposed actions: the approximate electricity consumption of the airport in recent years is 230,000 MWh/year, according to DACO data, with 30% attributed to the cost of the air-conditioning plant. In terms of fuel, the main consumers are the vehicles owned by DACO, power units and fire exercises. The main recommendation of the Sustainability Plan is metering and controlling energy consumption with the installation of individual meters, at least for the largest consumers.

• Climate change

  Goal: to monitor and reduce greenhouse gas emissions.
  Situation and proposed actions: in order to combat climate change, it is essential to reduce the greenhouse gas (GHG) emissions generated by the airport’s installations and activities. The Plan recommends measuring energy consumption and monitoring possible refrigerant leaks in air conditioning systems.

• Transport and mobility

  Goal: expand the mobility options to connect the airport to the city.
  Situation and proposed actions: since King Fahd airport can only be reached by private transport or private vehicles, the implementation of some form of collective transport system is recommended, providing significant advantages for passengers and airport staff, as well as generating environmental benefits in terms of air quality and climate change.

3. Low-impact: noise, biodiversity, land use, landscape and cultural heritage

• Noise, flora and protected areas

  Goal: to prevent and reduce damage to human health and ecosystems caused by noise pollution and to preserve flora and protected areas.
  Situation and proposed actions: in all three aspects, the environmental risk is considered low since there are no residential areas around the airport; the natural vegetation cover is less than 10% of the surface area and the nearest protected areas (the Jubail marine area and the Bay of Kalij) are located 35 and 96 kilometres away, respectively.

• Land use

  Goal: to ensure the compatibility of the airport development with urban planning.
  Situation and proposed actions: all of the land belonging to the airport is classified as an airport/sea port, so no environmental improvement measures are required.

• landscape

  Goal: to minimise the impact on the landscape.
  Situation and proposed actions: the airport buildings and facilities are well integrated into the environment.

• Cultural heritage

  Goal: to ensure the preservation of cultural heritage.
  Situation and proposed actions: there are no places of cultural interest near the airport, so the airport activity is therefore considered to have no effect on such places. The closest UNESCO cultural heritage property is the Al-Ahsa Oasis, which is located 124 kilometres far from the airport.

Every activity, both individual and collective, regardless of whether it is the manufacture of a product, the provision of a service or the operation of an organisation, generates a measurable impact on the environment due to its greenhouse gas (GHG) emissions: this is what is known as the ‘carbon footprint’. Specifically, GHG emissions are the cause of global warming and, therefore, of climate change, which is why the 13th objective of the United Nations Sustainable Development Agenda 2030 is Climate Action. The first step is to measure these emissions and, from there, to define and implement the necessary actions to reduce or offset the emissions, all in accordance with the methodologies established by international organisations.

According to 2019 data from the Ministry for Ecological Transition, the transport sector is responsible for 26% of greenhouse gas emissions in Spain, with 3.5% of those emissions attributed to aviation. In the current situation, and despite the inevitable impact of the pandemic on the air sector and tourism, the need for connectivity still remains. Airports are planning to begin the recovery gradually and will have to adapt to the new demand, without losing sight of environmental factors in airport management.

At the 29th Annual Congress and General Assembly of the Airports Council International Europe (ACI Europe), held in June 2019 in Cyprus, most European airport operators formally committed to the goal of zero carbon emissions by 2050 and to work towards accelerating the decarbonisation of the aviation sector. Aena, Spain’s airport operator and one of the largest in the world, also joined this initiative, called NetZero2050. This agreement marks a significant milestone in the actions that airports are taking to combat climate change, and requires the aviation sector to set ambitious targets for emission reduction. These targets, in line with the ones established in the Paris Agreement, must support the EU’s climate change strategy, which is aiming for carbon neutrality by 2050.

ACI Europe issues the only existing certification in the airport field dedicated to the recognition of voluntary efforts to reduce CO₂ emissions, the Airport Carbon Accreditation (ACA), created in 2008 and with a total of 297 airports around the world currently accredited. Ineco is carrying out the carbon footprint calculation and verification work for Aena in order to obtain this accreditation, which to date covers eight Spanish airports, including the two with the largest number of passengers: Adolfo Suárez Madrid-Barajas (for which only the verification is being carried out) and Josep Tarradellas Barcelona-El Prat.

Four levels of accreditation have been established within the ACA programme, from the lowest to the highest level of action on an airport’s emissions: level 1 ‘inventory’; level 2 ‘reduction’; level 3 ‘optimisation’ and level 3+ ‘neutralisation’.

Currently, the airports in Alicante, Menorca and Santiago de Compostela have renewed their level 1 ‘inventory’ certification; and Madrid, Barcelona, Lanzarote and Palma de Mallorca have renewed their level 2 ‘reduction’ certification.

Level 2 accredited airports have implemented a Carbon Management Plan with measures to reduce their CO₂ emissions, which in turn forms part of the framework of Aena’s Climate Change Strategy. These measures include the Photovoltaic Plan, which will make it possible to generate 70% of the energy for self-consumption by the network starting in 2026. According to Aena, the percentage will avoid the emission of 167,000 tons of CO₂ into the atmosphere each year.

The purchase of energy from renewable sources and other actions to improve energy efficiency, together with the offsetting of the remaining emissions, will make the main Spanish airports, Adolfo Suárez Madrid-Barajas and Josep Tarradellas Barcelona-El Prat, carbon neutral by 2030, giving them level 3+ accreditation, the highest level of the ACA. Ineco is collaborating with Aena on the preliminary studies to achieve this objective.

In practice, this accreditation indicates that the airport that has obtained it has managed to neutralise its carbon footprint, both by reducing its emissions as much as possible and by offsetting any remaining emissions. This requires investment in carbon sequestration or reduction projects.

How the carbon footprint is calculated

The carbon footprint must be calculated according to international standards. In order to obtain the ACA accreditation, emissions must be calculated using the GHG Protocol (Greenhouse Gas Protocol) methodology developed jointly in 1998 by the World Business Council for Sustainable Development (WBCSD) and the World Resources Institute (WRI), together with companies, governments, and environmental groups around the world. This methodology complies with the requirements of the UNE EN ISO 14064-1 standard, for the quantification and declaration of greenhouse gas emissions and reductions.

Emissions accounting is performed on the activities included within the organisational boundaries based on the criteria of the GHG Protocol. In the case of Aena’s airports, this refers to the activities over which it has authority to introduce and implement its operational policies.

Aena aims to make the Madrid and Barcelona airports carbon neutral by 2030, giving them the highest level accreditation: 3+

Three scopes are defined based on the limits of the organisation, the operations it carries out, and its influence on those limits.

Scope 1 includes direct emissions such as stationary combustion, mobile combustion and process emissions such as leakage of refrigerant gases from air conditioning equipment.

In this approach, direct emission sources include those for which the airport management is responsible: stationary combustion, which includes generators, portable generators, boilers and fire extinguishing service (FES) drills; mobile combustion, which includes both light and heavy vehicles belonging to the airport itself; and lastly, processes, which include emissions from possible leakage of refrigerant gases from air conditioning equipment and emissions from water treatment.

Scope 2 comprises emissions deriving from the generation of the electricity acquired and consumed by Aena at each airport.

Scope 3 includes emissions that correspond to third parties, or in other words, the remaining indirect emissions. These include, among others, the emissions produced by airline aircraft operating at the airport during the LTO cycle (landing and take-off cycle); vehicles and machinery providing handling or assistance services to passengers and aircraft; energy consumption by concessionaires, ground access and employee work travel, among others.

Once the calculations have been completed, a final carbon footprint report is generated, containing all the results, factors used, activity data, etc. According to the GHG Protocol, all data provided must be documented and calculations must be made in accordance with recognised methodologies. The report must be certified by an external entity and include proposals for improvement.

Some key questions

CARBON-FREE HORIZON: 2050. Image of the 29th Annual Congress of ACI Europe,
held in 2019 in Cyprus. / PHOTO_ACI EUROPA

• What is the carbon footprint? The carbon footprint of an organisation measures the total direct and indirect emissions of GHG (represented in carbon dioxide equivalent, CO₂e) generated by the organisation’s business activity.
• What is it for? The carbon footprint is used to measure the impact of human activities on the environment. Once an organisation’s carbon footprint has been determined, it provides data that can be used to plan steps to reduce it, making it a useful method to quantify, reduce and neutralise carbon dioxide (CO₂) emissions and contribute to the mitigation of climate change.
• What are GHGs (greenhouse gases)? According to the Kyoto Protocol, greenhouse gases are: carbon dioxide (CO₂), methane (CH₄), which comes in 61% from agriculture and livestock, about 31% from waste and about 8% from fuel combustion; nitrous oxide (N₂O), which comes in 74% from agriculture, 16% from fossil fuel combustion and 4% from the chemical industry and wastewater management; hydrofluorocarbons (HFCs), which are generated entirely by refrigeration, air conditioning and fire extinguishing equipment; perfluorocarbons (PFCs), which originate 100% from the production of aluminium and fire extinguishers; sulphur hexafluoride (SF₆), which is produced by electrical equipment; and nitrogen trifluoride (NF₃), which is generated during the manufacture of semiconductors, LCDs and photovoltaic cells. Of these, the most important is CO₂, because its contribution to the greenhouse effect is greater than that of other gases emitted directly by human activity. The tonne of CO₂-equivalent is the universal unit of measurement that takes into account the global warming potential or GWP of each of these gases.
• How are the calculations made? After the activities to be studied have been selected, and the data has been compiled and the period of time for the analysis defined –usually the calendar year immediately prior to the year being calculated– the data for each activity (for example, electricity consumption) is multiplied by its corresponding emission factor (adjusted periodically in official sources). This factor indicates the amount of CO₂ produced by the activity. The result of this formula is a certain amount (usually tonnes) of carbon dioxide equivalent (CO₂e).

Sources: Guide for calculating the carbon footprint and for drafting of improvement plans organisations (Ministry for Ecological Transition of Spain); Aena.