Guidebook of Practices for Improving Environmental Performance at Small Airports (2010)

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113 A P P E N D I X A Proactive Environmental Stewardship Practices

The proactive environmental stewardship practices identified in this Appendix are applicable to small airports and are grouped by the following common topics (with the practice identifiers listed in parenthesis). • Mobile Air Emissions Source Practices (Mobile Air) • Stationary Air Emissions Source Practices (Stationary Air) • Construction Air Emissions Practices (Construction Air) • Air Emissions Evaluation and Reporting Practices (Air Evaluation) • Indoor Air Quality Practices (Indoor Air) • Spill Prevention, Response and Notification Practices (Spill) • Chemical/Hazardous Material Storage Practices (CHM) • Pesticide Application, Certification, and Disposal Practices (Pesticides) • Underground Storage Tank Practices (UST) • Noise Practices (Noise) • Planning Practices (Planning) • Public Relations Practices (PR) • Vegetation and Wildlife Management Practices (Wildlife) • Property Transfer Practices (Property) • Waste Minimization Practices (Waste) • Hazardous/Universal Wastes, Polychlorinated Biphenyls and Used Oil Practices (Haz Waste) • Deicer Runoff Management Practices (Deicer) • Water Conservation Practices (Water Conservation) • Construction Storm Water Discharge Practices (Construction SW) • Industrial Storm Water Discharge Practices (Industrial SW) • Storm Water Management Practices (SW Quantity) • Storm Water Quality Protection Practices (SW Quality) • Energy Efficiency and Renewable Energy Practices (Energy) • Administration and Policy Practices (Admin and Policy) Proactive Environmental Stewardship Practices Adjacent to each practice description is a graphical summary of implementation considerations indicating anticipated level of staff and costs, including: • Staff effort, • Staff knowledge, • Suggested frequency of practice implementation/review, • Relative capital cost, • Relative operational cost, and • Potential for long-term cost savings. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually APPENDIX A 114 Guidebook of Practices for Improving Environmental Performance at Small Airports

The following are descriptions of the symbols used in the practice implementation consideration summaries. Level of Staff Effort = 1 staff person with part-time environmental responsibilities = 1 staff person with full-time environmental responsibilities Staff Knowledge = minimal environmental regulatory knowledge = moderate environmental regulatory knowledge = detailed environmental regulatory knowledge Suggested Frequency Daily = Completed on an approximate daily basis Weekly = Completed approximately once per week Monthly = Completed approximately once per month Annually = Completed on an approximate annual basis Once = One time installation As Needed = Completed when needed Project Planning = Completed as part of planning for development projects Seasonal = Completed during specific seasons Deicing Season = Completed during winter events or throughout the deicing season Costs NC = No Cost = <$10,000 = $10,001 - $100,000 = >$100,000 Cost Savings = No anticipated cost savings and/or payback = Anticipated cost savings and/or payback Appendix A 115

APPENDIX A-1 Mobile Air Emissions Source Practices Practices discussed in this section aim to reduce air emissions from mobile sources commonly in operation at a small airport. Mobile sources of air emissions typically comprise aircraft, APU, GSE, and ground access vehicles. Overall, the common theme between all of these practices involves limiting the amount and duration of mobile source engine usage or fueling the vehicles with more environmentally friendly fuels. These objectives can be accomplished in one of the following three ways: (1) defraying the total vehicle miles travelled or otherwise limiting the hours of engine operation, including idling; (2) reducing overall fuel usage, or using fuel more efficiently; and (3) encouraging the usage of low-emitting or alternatively fueled vehicles. The following mobile air emissions source practices will help reduce mobile air emissions at airport: Schedule Deliveries Efficiently Encourage Airport Use of Environmentally Friendly Vehicles Implement Terminal Area Congestion Reduction and Anti-idling Measures Provide Commercial Vehicle Holding Area Install Quick Charge Electric Charging Stations Reduce Shuttle Bus Trips Encourage Rental Car Facility Use of “Ready and Return” Systems Use Aircraft Tugs or Tractors to Move Aircraft on Airside Use a Single Engine During Aircraft Taxi Conduct Routine Maintenance of Equipment and Facilities Encourage Airlines and Pilots to De-rate Aircraft Take-offs Implement Parking Facility Emission Reduction Measures Consolidate Rental Car and Hotel Shuttle Bus Fleets Limit Power-back and/or Reverse Thrust During Flight Procedures Convert Airport Fleet Vehicles and Ground Service Equipment to Alternative Fuel and/or Clean Technology Institute Trip Reduction Measures Optimize Roadway Network Reduce Auxiliary Power Units Use Direct Aircraft Exhaust Away from Surrounding Sensitive Areas Applicable Federal Regulatory Programs • Clean Air Act Title I and III—General Conformity, Transportation Conformity and State Implementation Plans (Chapter 3) • Clean Air Act Title II—Emissions Standards and Testing Procedures (Chapter 3) 116 Guidebook of Practices for Improving Environmental Performance at Small Airports

Mobile Air-1: Schedule Deliveries Efficiently Making deliveries to airport facilities more efficient is an easy way to defray delivery truck vehicle miles travelled and reduce engine usage on airport property, thus reducing overall motor vehicle air emissions. Namely, airport owners and tenants can establish volume restrictions with delivery couriers such that the courier shall only make a delivery to the airport if the amount to be delivered is above a certain quantity. Doing so eliminates unnecessary courier trips (e.g., a trip simply to deliver one box to one tenant). Benefits • Cost effective • Easy to implement • Relieves congestion on airport roadways Mobile Air-2: Encourage Airport Use of Environmentally Friendly Vehicles By encouraging the use of alternatively fueled or low- emitting vehicles, airport operators reduce the frequency by which traditionally fueled or high-emitting vehicles access the airport, ultimately reducing air emissions from this source. Elements of this practice can be adjusted to match the available budget and specific needs of the facility. For instance, at a minimum, airport operators can provide preferred parking for those employees who own and drive their own low-emitting or fuel-efficient vehicle. If funding is available, the airport could purchase such vehicles for at least one airport employee for use in commuting to work or accessing the airport’s roadways. The preferred parking program benefits can also be realized by rental car facilities or companies choosing to provide environmentally friendly vehicles. Stocking their rental fleet with environmentally friendly vehicles can reduce emissions related to parking queues and check-out/return procedures because these vehicles emit fewer pollutants. Additionally, absent budget constraints, rental companies with the lowest average fleet emissions could be granted operational concessions or discounts (i.e., reduced rent) for operating a cleaner fleet. Providing fiscal incentives might also encourage continued participation. Finally, the largest emissions reductions could be attained if the preferred parking program is applied airport-wide, so that private passenger vehicles (often the largest motor vehicle emissions source at an airport) would be eligible. Examples of this program implemented at existing airports include dedicated or “priority” parking areas, or an airport-wide discounted parking rate. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Benefits • Preferred parking program reduces air emissions • Engages tenants in environmentally sustainable activity and provides fiscal incentives Appendix A 117

Additional Resources • St. Augustine Airport http://www.staugustineairport.com/ • Airports Council International-North America Small Airports Conference: “Improving Airport Environmental Performance” http://www.aci-na.org/static/entransit/Small%20Airports%20Conference%20Cavender2.pdf Mobile Air-3: Implement Terminal Area Congestion Reduction and Anti-idling Measures Mobile source air emissions are of particular concern in areas of the airport where high traffic volumes and prolonged vehicle idle times intersect. This often occurs at terminal curbsides, accessed by vehicles of all types (i.e., passenger auto, taxi, and shuttle) to pick-up or drop-off arriving or departing passengers. During peak hours of airport activity conditions can become excessively congested, increasing the vehicle dwell times and the overall level of air emissions. Because the terminal area is one of the most frequented public-use areas, moving the passenger exchange hub to a more remote location helps to keep the level of air pollution occurring around the terminal area from becoming as concentrated. During implementation, airport staff must be careful to not create a situation where motor vehicle activity increases as a result of moving the passenger exchange area. This might occur if the area is too remote, or if shuttle activity increases to move patrons more frequently from the remote location to the terminal. Motor vehicle volumes on airport roadways surrounding the terminal can be reduced by providing patrons the opportunity and incentive to share taxi-cabs. Airport operators can make arrangements with taxi services to provide fare discounts on shared-ride trips. In addition, a “priority” service where shared- ride participants would wait less time to board a taxi would encourage program use. If taxi ridership was further prioritized to direct passengers into alternatively fueled vehicles, the emissions savings benefits would be substantially increased. Lastly, implementing anti-dwell and anti-idling measures at the curb would help keep traffic moving along. Examples of such measures would include posting signs with the idling limits and staffing the terminal curbs with traffic controllers to enforce dwell limits. Providing an incentive to users who elect to turn off their vehicle engines while dropping off or picking up passengers may also encourage compliance with idling restrictions. Benefits • Relieves surface traffic congestion • Easy to implement • Relieves congestion and idling around the terminal area Additional Resources Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once • Massport http://www.massport.com/default.aspx • Airports Council International-North America Small Airports Conference titled “Improving Airport Environmental Performance” http://www.aci-na.org/static/entransit/Small%20Airports%20Conference%20Cavender2.pdf 118 Guidebook of Practices for Improving Environmental Performance at Small Airports

Mobile Air-4: Provide Commercial Vehicle Holding Area Creating a holding area where commercial vehicles can park and turn off their engines while waiting for a drop-off (rather than leave engines idling while inside delivering, waiting for a signature, etc) or pick-up can help other traffic move more freely on the airport roadways. Additionally, this practice would limit the time and frequency that commercial vehicles remain parked and idling in areas of frequent public use. Together with measure Mobile Air-1, mobile source emissions occurring due to courier activity on the airport property can be significantly controlled with little overhead. Benefits • Cost effective • Easy to implement • Relieves congestion around terminal area • Discourages vehicle idling in public use areas Mobile Air-5: Install Quick Charge Electric Charging Stations Patrons and employees willing to utilize electrically powered vehicles and equipment would be less willing to do so if powering them is cumbersome or requires additional effort. To encourage use of electric vehicles or equipment and reap the maximum benefit, airport operators should install and maintain a series of electric charging stations to help facilitate the activity. However, operators should be careful when considering implementation to acknowledge increased electricity usage that would be needed to provide this service. Benefits • Reduces conventionally fueled equipment and vehicle use Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly (Inspection and Maintenance) Mobile Air-6: Reduce Shuttle Bus Trips Shuttle services on the airside are often critical in moving patrons between spatially remote locations (i.e., parking facilities, rental facilities, connecting terminals). Where feasible, airport operators should consider reducing the number of these shuttle bus trips. Possible options include providing larger capacity vehicles that will handle more passengers per trip (i.e., articulated buses), and installing automated walkways. Benefits • Relieves congestion and idling around the terminal area and on airport roadways Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Appendix A 119

Mobile Air-7: Encourage Rental Car Facility Use of “Ready and Return” Systems This practice mainly involves the installation of a dedicated area within rental car facilities for customers to pick up vehicles that are ready to be rented, or park vehicles that they are in the process of returning. Having a dedicated area relieves congestion in the rental car area and eliminates unnecessary vehicle idling. In addition, rental agencies can install wireless communication devices in their fleet vehicles. The devices typically record odometer readings, fuel levels, and other information that is collected at the time of vehicle rental and return such that employees spend less time on each transaction and process vehicles more quickly, thereby streamlining the process. Benefits • A “ready and return” system minimizes vehicle idling and increases the time efficiency of rental car returns. Mobile Air-8: Use Aircraft Tugs or Tractors to Move Aircraft on Airside Conventionally, aircraft use engine power to access/egress the gate area and taxi to and from the runway ends. Air emissions resulting from this process can be reduced by using another piece of equipment, either an aircraft tug or tractor, to move the aircraft during this component of its operation. The savings can be maximized if the devices used to move the aircraft in lieu of its engines are electrically powered or run on alternative fuel. Technology has emerged, and is becoming increasingly available, whereby a small independently motorized device can be mounted directly to the landing gear. This device Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing (where feasible) Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly (Inspection and Maintenance) moves the wheels independently of aircraft engine power, and receives the energy needed to operate either from a charging station at the gate, or from the aircraft engines while in flight. Benefits • Reduces aircraft taxi emissions • Reduces aircraft fuel burn Additional Resources • Redding Municipal Airport, CA http://ci.redding.ca.us/transeng/airports/index.htm 120 Guidebook of Practices for Improving Environmental Performance at Small Airports

Mobile Air-9: Use a Single Engine During Aircraft Taxi Where safety allows, and with cooperation from airlines, Mobile Air-10: Conduct Routine Maintenance of Equipment and Facilities airport operators can request that aircraft use a reduced number of engines while moving across the airfield. This process is called “single-engine taxiing.” It minimizes the aircraft’s engine usage during this mode of operation, lowering overall fuel burn and reducing air emissions. This practice is ultimately up to the pilot’s discretion because runway conditions and airframe parameters might preclude its use. Benefits • Reduces aircraft taxi emissions • Reduces aircraft fuel burn Additional Resources • International Civil Aviation Organization Circular 303 AN/176: “Operational Opportunities to Minimize Fuel Use and Reduce Emissions” Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing (where feasible) (Also applies to: Stationary Air Emissions Sources, Construction Emissions Sources, and Indoor Air Quality) Routine maintenance of airport vehicles, equipment, and facilities aids in their efficient use and helps reduce emissions. Cleaning aircraft, routinely inspecting the fuselage, and ensuring proper engine function reduces air emissions by helping the aircraft operate using less energy and fuel. Cleaning and inspecting the fuselage reduces aerodynamic drag in flight, allowing the craft to use less fuel to propel itself. A well maintained engine operates with much less burden, improving fuel efficiency and reducing emissions. The same can be said about many other airport sources of air emissions, including GSE, APU, and airport-owned motor vehicles. As noted, this practice is also applicable to stationary sources on airport property, construction equipment operating during airport improvements, and is relevant to improving indoor air quality as well. Benefits • Increases longevity of airport vehicles and other holdings • Ensures efficient operation, creating emissions savings Additional Resources • International Civil Aviation Organization Circular 303 AN/176: “Operational Opportunities to Minimize Fuel Use and Reduce Emissions” Staffing Cost Effort Capital NC Knowledge Operational Frequency Savings Monthly Appendix A 121

Mobile Air-11: Encourage Airlines and Pilots to De-rate Aircraft Take-offs De-rating is the process whereby engine power is only applied to the extent necessary during aircraft take-off, rather than applying maximum thrust throughout the entire process. This practice is effective in minimizing fuel burn while the aircraft is on airport property. In the context of air emissions reduction, a trade-off occurs. Studies have shown that operation at lower engine power might decrease some air pollutant emissions (i.e., NOx), while others may increase (i.e., carbon monoxide). In addition, airports cannot require pilots to de-rate take-offs. Instead, pilots must use discretion to ensure that FAA safety regulations are followed. Considerations specific to the target airport will guide whether this practice is desirable. For instance, if the airport is located in an ozone nonattainment area, the NOx emission reduction made possible by de- rating take-offs would be desirable. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing • Reduces aircraft fuel burn • • Reduces levels of some aircraft air pollutants • Proactive reductions in aviation gasoline usage will help facilitate compliance with forthcoming emissions standards and other lead regulations Additional Resources • International Civil Aviation Organization Circular 303 AN/176: “Operational Opportunities to Minimize Fuel Use and Reduce Emissions” Benefits Cost effective Mobile Air-12: Implement Parking Facility Emission Reduction Measures The benefit in implementing this measure is directly related to reducing the amount of vehicle idling, or “dwell” times, that parking garage patrons would create while waiting to enter the facility, cruising to find a space, or waiting to pay parking fees to the exit cashier. Airports across the country have already implemented a series of programs to reduce parking emissions, some of which have met with considerable success. One such measure is the “pay on foot” program, whereby deplaning passengers with cars parked on the facility can pay their parking fees at a terminal kiosk. Doing this circumvents the need to pay at the garage exit, allowing the patrons to exit the facility without idling in the exit queue as they wait to pay the cashier. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once 122 Guidebook of Practices for Improving Environmental Performance at Small Airports

Other potential practices could involve Mobile Air-4 and Mobile Air-5, which encourage low or zero emitting vehicles and provide the necessary infrastructure to reward or facilitate their use. Refer to descriptions of these individual practices for more details. Benefits • Reduces parking facility congestion • Helps process more passengers faster • Patron use is highly likely (people don’t like to wait); popular program will create larger emissions savings Additional Resources • Airports Council International-North America Small Airports Conference titled “Improving Airport Environmental Performance” http://www.aci-na.org/static/entransit/Small%20Airports%20Conference%20Cavender2.pdf Mobile Air-13: Consolidate Rental Car and Hotel Shuttle Bus Fleets This measure mainly entails the coordination of shuttle bus services to ensure the maximum feasible number of riders per vehicle, thereby reducing overall vehicle miles traveled that would normally be incurred by excessive or unnecessary shuttle trips. Managing shuttle ridership more effectively by reducing the number and frequency of shuttles in operation also relieves congestion on the airport roadways. Benefits • Reduces shuttle vehicle miles traveled and emissions • Alleviates some roadway congestion, potentially reducing emissions from other vehicles using the roadways Additional Resources • Massport http://www.massport.com/default.aspx • Airports Council International-North America Small Airports Conference titled “Improving Airport Environmental Performance” http://www.aci-na.org/static/entransit/Small%20Airports%20Conference%20Cavender2.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once In addition, “smart parking” systems embed transponders in each parking space of a garage which communicate with a centralized information system. The system then feeds the locations of unoccupied parking spaces to parking garage signage, enabling the signs to direct patrons in search of open parking spaces toward the correct areas. Appendix A 123

Mobile Air-14: Limit Power-back and/or Reverse Thrust During Flight Procedures During landing, pilots can opt to use reverse thrust to slow the aircraft down and ensure a safe speed is attained before reaching the end of the runway. Reverse thrust entails engaging the aircraft’s engines, often at their maximum power, to slow forward momentum as the aircraft touches down on the runway at high speed. FAA has issued recommendations on the duration of reverse thrust on a per- landing basis. Similar to the practice of single-engine taxiing, passenger safety is the primary consideration, and as such, this measure is largely at the pilot’s discretion. However, employing this practice whenever possible can lower overall fuel burn, and reduce emissions of air pollutants that are typically high when the engine is operating at full power, such as NOx. Benefits • Conserves fuel • Reduces levels of pollutants commonly emitted at high engine power settings Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing (where feasible) Airport fleet vehicles and GSE commonly contribute significantly to airside emissions. In the case of GSE, this is largely due to most equipment being older model non-road vehicles that do not typically possess the same level of emissions control as newer model on-road vehicles. Accordingly, replacing existing equipment with newer vehicles can significantly reduce emissions. Fueling equipment with cleaner fuel, such as compressed natural gas or clean diesel/biodiesel, can accentuate emissions savings. Finally, although sometimes costly, retrofitting equipment and vehicles with aggressive emissions control devices will help reduce the associated emissions. Benefits • Reduces airside emissions and fuel usage Additional Resources • FAA VALE Program http://www.faa.gov/airports/environmental/vale/ Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Mobile Air-15: Convert Airport Fleet Vehicles and Ground Service Equipment to Alternative Fuel and/or Clean Technology 124 Guidebook of Practices for Improving Environmental Performance at Small Airports

This measure largely involves improving, expanding or re-aligning surface roadways to improve traffic flow, thus eliminating stop-and-go traffic that can contribute significantly to overall levels of motor vehicle emissions. Usually, a detailed traffic analysis is conducted to determine the roadway segments of most frequent use, the times of peak traffic, and whether the network directs patrons to their destinations efficiently. Benefits • Potentially manages peak capacity more effectively • Reduces levels of motor vehicle emissions related to congestion, or stop-and-go traffic Additional Resources • Massport http://www.massport.com/default.aspx Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Mobile Air-17: Optimize Roadway Network Mobile Air-16: Institute Trip Reduction Measures Reducing the overall volume of motor vehicle traffic on airport roadways is an effective way to reduce the associated air emissions. Effective means of doing this may include encouraging carpooling programs and incentives for employees and patrons, rideshare programs and incentives for those already at the airport, and the elimination of unnecessary trips associated with airport operation. Patron-oriented incentives might include fee or fare reductions. Employee-oriented incentives would be geared toward awarding bonuses, credits, or other rewards for participating. Benefits • Reduces landside emissions • Potentially reduces demand on non-airport roadways surrounding the facility Additional Resources • Massport http://www.massport.com/default.aspx Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Appendix A 125

Mobile Air-18: Reduce Auxiliary Power Units Usage Aircraft Auxiliary Power Units (APUs) are commonly operated to provide power and climate control to an aircraft while its main engines are powered down (i.e., when gated at a terminal or taxiing to and from the runway), and often constitute a significant source of operational air emissions. Airports have a few options available to defray the usage of APUs at the gate. Terminal gates can be equipped with a 400 Hz power source and/or pre-conditioned air handlers to replace or supplement the resources that the APUs would normally provide. Reducing APUs usage during taxi operations is not as straightforward as it normally centers on taxi delay, which could involve re-directing airfield traffic or otherwise modifying operational procedures. The ACRP is currently developing a study (ACRP 02-25) on the alternatives available for aircraft ground power, heating, and air conditioning and will involve a detailed analysis of both APU emissions, as well as the effectiveness of each of the alternatives in cost-effectively reducing APU emissions. Benefits • Conserves fuel and reduces emissions Additional Resources • International Civil Aviation Organization Circular 303 AN/176: “Operational Opportunities to Minimize Fuel Use and Reduce Emissions” Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing (where feasible) As aircraft wait to depart on a runway, they often idle at what is known as the runway hold line as they wait for clearance to take off. Depending on the geometry of the airfield, this positioning may expose nearby sensitive areas, such as residential communities, to prolonged idling and takeoff emissions. Depending on the airport, runway hold lines can sometimes be reoriented such that the idling and take off emissions can be redirected onto airport property or moved further away from sensitive areas, potentially defraying exposure of said areas to the emissions burden. Airport operators may consult with FAA and air traffic control personnel to determine if such reorientations are possible without causing runway incursions (instances where aircraft inadvertently cross the hold line and enter the runway or taxiway area without clearance). Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing (where feasible) Mobile Air-19: Direct Aircraft Exhaust Away from Surrounding Sensitive Areas 126 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Can potentially divert aircraft emissions away from nearby sensitive areas • Demonstrates to surrounding communities that the airport is concerned about its potential air quality impacts Additional Resources • FAA Guidance on Airport Marking Aids and Signs http://www.faa.gov/air_traffic/publications/atpubs/aim/Chap2/aim0203.html Appendix A 127

APPENDIX A-2 Stationary Air Emissions Source Practices Stationary emissions occur from fixed sources on airport property and are comprised of point sources (i.e., boiler stacks and fuel storage tanks) and area sources (i.e., solvent use or open burning). Reducing emissions from these sources is largely accomplished by applying control technology or emissions recovery systems, or replacing existing systems entirely with more environmentally friendly alternatives. The following stationary air emission practices will help airports reduce stationary air emissions through implementation of new procedures and installation of new technologies: Prohibit Burning of Landscape Waste Replace High Emitting Heating/Ventilation/Air Conditioning and Other Operating Plant Devices with Environmentally Friendly Alternatives Install Vapor Recovery Technology for Fuel Storage and Transfer Facilities Implement Low-smoke Fire Training Encourage Best Practices for Solvent Use Enhance the Controllability of Systems The following practices related to stationary air emissions are discussed in other sections: Conduct Routine Maintenance of Equipment and Facilities—See Mobile Air Emissions Source Practice Summaries for description Evaluate the Effectiveness of Building Ventilation Systems—See Indoor Air Quality Practices for description Stationary Air-1: Prohibit Burning of Landscape Waste (Also applies to: Construction Air Emissions) Open burning can result in a significant amount of particulate matter, carbon monoxide, and other harmful air emissions, and should be avoided wherever possible. One way airports can accomplish this is to chip and mulch landscape waste (typically the largest constituent of waste disposed of by open burning), instead of disposing of it in burn pits. Benefits • Landscape waste can be reused • Decreases the occurrence of poor visibility conditions • Waste incineration requires a permit; recycling waste does not • Reduces smoke, odor, and air emissions around the airport • Cost effective Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Applicable Federal Regulatory Programs • Clean Air Act Title V—Permits to Operate (Chapter 3) 128 Guidebook of Practices for Improving Environmental Performance at Small Airports

Additional Resources • Naples Airport http://www.flynaples.com/images/docs/general/final%20sustainability%20plan%205-14-09.pdf Stationary Air-2: Replace High Emitting Heating/Ventilation/Air Conditioning and Other Operating Plant Devices with Environmentally Friendly Alternatives Replacing existing heating/ventilation/air conditioning components with newer, lower emitting technology is an effective way to reduce airside operation and maintenance costs. To a lesser degree, retrofitting existing equipment can produce similar overall results. Moreover, this tactic facilitates compliance with Title V of the CAA and other stationary source regulations, because these lower-emitting devices require less control technology, and the required operating permits are normally more easily attained. Airports located in areas where air quality standards are currently violated may be able to “bank” surplus emissions savings associated with these activities, for their own use, or for trade as “emissions reduction credits” with other facilities in need of them. Benefits • Reduces operations and maintenance costs • Facilitates compliance with applicable regulations • May potentially generate income via transactions of “emissions reduction credits” with other facilities Stationary Air-3: Install Vapor Recovery Technology for Fuel Storage and Transfer Facilities During fuel handling processes, hydrocarbon air pollutants can volatilize and escape from fuel storage tanks, nozzles and other components of storage and transfer vessels. This is largely due to the difference in air pressure within the vessel and the air surrounding it. If uncontrolled, this evaporative process can constitute a relatively large portion of airport-related stationary source air emissions. However, a significant level of control technology is available to reduce these emissions from fuel storage and transfer vessels and is often required by state agencies before these sources would be permitted to operate. Thus, to comply with existing environmental regulations and to proactively ensure that excess air pollution is not occurring via fuel storage and transfer practices, aggressive vapor recovery technology is recommended. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Appendix A 129

Benefits • Facilitates compliance with Title V and other federal and state-level requirements • Prevents vapor from escaping and reduces overall fuel loss and lower operational costs Stationary Air-4: Implement Low-smoke Fire Training Conducting fire training for the benefit of airport rescue and firefighting staff can significantly improve emergency preparedness. However, this practice typically involves the open burning of an aircraft fuselage mock-up with fuel commonly in use by aircraft operating at the airport. As such, this practice can result in largely uncontrolled air and smoke emissions to the surrounding area. Lower-emitting fuel alternatives (i.e., Tekflame) possess similar physical and chemical properties to aircraft fuel, and have been developed specifically for live fire training exercises. Using these materials during normal fire training practices will constrain the overall associated level of smoke and air emissions. Propane-fueled facilities are also available for low-smoke and more environmentally friendly live fire training. Benefits • Reduces smoke and air-emissions output • Increases visibility • Improves relations with regulatory agencies and the public Stationary Air-5: Encourage Best Practices for Solvent Use (Also applies to: Construction Air Emissions) Hydrocarbons and other air pollutants can evaporate into the atmosphere as a result of airport maintenance processes, including paint booth operation, metal degreasing, and aircraft de-icing. Although emissions capture and control technologies exist for many of these sources and are considered standard to their operation, an easy proactive means of further reducing these emissions would include the application of alternative solvents/materials that do not evaporate as easily, or release less pollution into the surrounding air during the drying or curing process. Benefits • Cost effective and proactive • Facilitates compliance with solvent management regulations • Reduces water pollution and odors Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing 130 Guidebook of Practices for Improving Environmental Performance at Small Airports

Stationary Air-6: Enhance the Controllability of Systems (Also applies to: Indoor Air Quality, Air Emissions Evaluation, and Reporting) This practice mainly involves ensuring that emissions sources operating at the airport possess the best available emissions control technologies, as well as remaining aware of new technologies that can further reduce the source emissions. Keeping up with technological improvements not only increases the life of airport equipment and facilitates compliance with source permitting programs, but it increases operational efficiency, as well. Benefits • Cost-effective and encourages efficient operation • Encourages compliance with permitting programs Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly (Inspection and Maintenance) Appendix A 131

APPENDIX A-3 Construction Air Emissions Source Practices Construction-related emissions typically represent a vast array of sources and magnitudes, most of which are dictated by project design parameters and duration of the construction schedule. These emissions include exhaust from equipment and vehicle operation; evaporation from solvent use or asphalt placement; and generation of dust from site clearing, preparation, and demolition activities. Construction emissions are normally considered temporary, constrained within the duration over which the construction is expected to occur. Nonetheless, many proactive measures exist to limit their extent and effect on surrounding areas. The following construction air emissions source practices will reduce air emissions from construction activities at airports: Utilize Overland Belt Conveyor System During Construction Provide Alternative Transportation During Construction Use Low-emitting Construction Materials and Equipment Alter Project Construction Schedule to Accommodate Adverse Meteorological Conditions Minimize Fugitive Dust Emissions During Construction The following practices related to construction air emissions are discussed in other sections. Prohibit Burning of Landscape Waste—See Stationary Air Emissions Source Practices for description Conduct Routine Maintenance of Equipment and Facilities—See Mobile Air Emissions Source Practices for description Encourage Best Practices for Solvent Use—See Stationary Air Emissions Source Practices for description Construction Air-1: Utilize Overland Belt Conveyor System During Construction Of all the air emissions sources associated with a typical construction project, the largest contributor often comprises haul truck trips necessary to move materials on and off site. Development and use of an overland conveyor belt system to move these materials, whenever possible, can significantly reduce the vehicle miles travelled of dump trucks and other in-use equipment. Reducing the haul truck vehicle miles travelled greatly diminishes the overall level of exhaust related construction emissions over the life of the project, especially if borrow sites or quarries to which the trucks may travel are very remotely located. Additionally, reducing the haul truck vehicle miles travelled frees up local roadways of construction related congestion, reducing the levels of air emissions associated with stop and go traffic. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Applicable Federal Regulatory Programs • Clean Air Act Title I—General Conformity, Transportation Conformity and State Implementation Plans (Chapter 3) 132 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Fewer haul truck trips means significant fuel and transport cost savings • Lessens impact on surrounding roadways and traffic • Promotes project efficiency Additional Resources • Hartsfield-Jackson Atlanta International Airport http://www.atlanta-airport.com • Fresno Yosemite International Airport http://www.fresno.gov/DiscoverFresno/Airports/default.htm Construction Air-2: Provide Alternative Transportation During Construction Such incentives might include providing preferential parking for employees electing to carpool, fare discounts on public transportation, and consolidated parking facilities with free shuttle service. Bike racks could also easily be incorporated into employee parking or staging areas. Benefits • Relieves some project-related congestion on surrounding roadways Construction Air-3: Use Low-emitting Construction Materials and Equipment The benefits attained by implementing this measure have the most potential to reduce construction-related air emissions because they reduce the emissions at their source. and vehicles with low emitting equivalents drastically reduces the associated operational emissions. However, a trade-off occurs in that these environmentally friendly equivalents are comparatively costly, limiting the benefit to the budget available for equipment replacement. An alternative that may be more attractive to equipment replacement, considering budgetary constraints, is retrofitting Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing (where feasible) existing equipment with technology that produces similar emissions benefits to the replacement option. Operators should use caution when considering the retrofit option, because (1) retrofits must be verified by the EPA or equivalent state agency, and (2) not all equipment is readily and cost-effectively compatible with the available retrofit options. Although the number of vehicles (and vehicle emissions) associated with construction crew trips to and from the work site can be large, especially when considering large projects or accelerated construction schedules, project sponsors can provide or encourage many mass-transportation alternatives that can help greatly reduce this impact. Replacing heavily used, conventionally fueled equipment Appendix A 133

Low-emitting materials can also offer significant emissions savings and tend to be more affordable. For instance, engineers have recently refined a lower temperature asphalt, called warm-mix, for use in paving operations. The material has a comparable cost to traditional asphalt, possesses similar physical and chemical properties, bears similar results, and yet emits far fewer air pollutants during both mixing and placement. Benefits • The source-oriented reduction approach offers the greatest emissions savings, albeit with a potentially higher cost. Construction Air-4: Alter Project Construction Schedule to Accommodate Adverse Meteorological Conditions This measure is effective in constraining air emissions during times when the weather can intensify their negative effects. For instance, to limit the extent of fugitive dust problems, construction may be halted or curtailed on days when the winds are particularly high, thereby reducing the area impacted by the dust emissions. In addition, if the construction project is located within an area with ozone pollution problems, construction would be restricted on days when atmospheric conditions are conducive to ozone formation (i.e., sunny, warm days). Benefits • Reduces the airport’s “construction footprint” on surrounding areas Construction Air-5: Minimize Fugitive Dust Emissions During Construction Fugitive dust refers to the dust and other particulate matter entrained into the air during activities such as site clearing, demolition, materials stock-piling, and the movement of vehicles and equipment across unpaved areas. If not mitigated, these activities can generate a large amount of dust that can decrease the visibility and quality of the outdoor air around the project area. Moreover, this material can become a nuisance to surrounding areas once it settles out of the air and becomes deposited on structures and surfaces. Some construction permits require implementation of dust control measures. Mitigation options are readily available, few of which carry additional costs to the operator. These include: routine watering or application of dust suppressants to unpaved areas; placing aprons at the entrances and exits of the site to prevent track-out; posting vehicle speed limits; creating a “nuisance complaint” hotline; covering stockpiles of raw/waste materials; and re-vegetating cleared areas as expeditiously as possible. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly (Inspection and Maintenance) Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing 134 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Limits the size of the airport’s “construction footprint” on surrounding areas • Improves local air quality and visibility during construction Additional Resources • Fresno Yosemite International Airport http://www.fresno.gov/DiscoverFresno/Airports/default.htm Appendix A 135

APPENDIX A-4 Air Emission Evaluation and Reporting Practices Practices outlined in this appendix largely comprise good faith measures intended to establish rapport with those involved in air quality issues, including environmental regulatory agencies, non-governmental organizations, neighboring communities, and others. By taking a proactive stance on quantifying and reporting emissions associated with airport operation and development, and by establishing voluntary policies to track and manage them, airports can preempt potential air quality problems or issues before they reach the level where they can incite regulatory action or a negative public response. The following air emission evaluation and reporting practices will assist airports with understanding and reducing their air emissions. Prepare an Airport-wide Greenhouse Gas Emissions Inventory Develop an Air Quality Management Plan and Monitoring Program Establish Emissions Limits or Ceilings Coordinate with Air Agencies on Plans and Timelines Affecting the Airport Enhance the Controllability of Systems—See Stationary Air Emissions Source Practices for description Develop an Indoor Air Quality Management Plan—See Indoor Air Quality Practices for description Practices described herein do not yet directly facilitate compliance with any regulatory programs. However, they are good-faith and due diligence measures that can help ease the burden of compliance in the event that reporting rules or emissions limits target small airports in the future. Air Evaluation-1: Prepare an Airport-wide Greenhouse Gas Emissions Inventory In 2009, EPA exercised its authority under Title I of the CAA and declared that GHG endanger the public health and environmental welfare, setting the stage for regulation under the CAA. EPA has several regulatory options available to pursue GHG regulation. Although it is not yet clear how they will choose to regulate GHG, airports should attempt to calculate and assign ownership to airport-related GHG emissions. Support and guidance are available to assist airports in developing airport-wide GHG emissions inventories, Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Recent moves by the EPA have established GHG reporting rules for select industrial sources generating “significant” quantities of GHG, and proposed more aggressive air monitoring campaigns for select pollutants (i.e., lead) near small airports. Thus, it is important for small airports to demonstrate voluntary willingness to comply with these measurement campaigns, such that if regulations are developed based on them, the airports will know what level of action needs to be taken to ensure compliance in the future. would occur due to an airport’s operation. This support and guidance ranges from methods to measure depicting the sum of airport related emissions of the GHG carbon dioxide, methane, and nitrous oxide that The following practices related to air emission evaluation and reporting are discussed in other sections. 136 Guidebook of Practices for Improving Environmental Performance at Small Airports

and calculate the amounts of GHG to helping an airport assign ownership of the emissions between themselves, their tenants and other parties responsible for their generation. The ACRP has recently published a comprehensive guidebook to address many of these issues, and its use is highly recommended if an airport chooses to conduct an inventory of GHG (6). Additionally, many agencies and companies exist to help airports handle the more technical issues of the matter, if necessary. Quantifying GHG emissions for each airport source will help facilitate compliance with existing and forthcoming reporting rules, if applicable, and help determine if forthcoming regulations apply to small airports once issued. Benefits • Makes pertinent information readily available once future regulations, if any, are promulgated (and pertain to small airports) • Addresses the issue proactively, prior to regulation, and promotes environmental stewardship • Helps establish rapport with regulatory agencies, the public, and other interested parties • Provides the airport with foresight and additional time to address problematic issues Additional Resources • Airports Council International-North America Small Airports Conference titled “Improving Airport Environmental Performance” http://www.aci-na.org/static/entransit/Small%20Airports%20Conference%20Cavender2.pdf • ACRP Report 11: Guidebook on Preparing Airport Greenhouse Gas Emissions Inventories http://www.trb.org/Publications/Blurbs/Guidebook_on_Preparing_Airport_Greenhouse_Gas_Emis_1 60829.aspx Air Evaluation-2: Develop an Air Quality Management Plan and Monitoring Program An airport air quality management plan not only documents these emissions, but also summarizes commitments and initiatives developed by the airport operator to reduce emissions from most sources or activities. For example, such commitments might include Memorandums of Agreement with their tenants or state regulators to commit to source-specific emissions reductions (i.e., replacing GSE with electric vehicles). An air quality monitoring program is useful if an airport (or its emissions sources) is targeted by regulatory agencies as contributing significantly to the violation of applicable air quality rules. By Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed install their own monitors to compare readings against nearby state or federal monitors, or help fund and maintain the state/federal monitors, thereby increasing their involvement in the process. monitoring the levels of the associated pollutants in the air around the airport, the airport will be better equipped to gauge its impact and contribution, as well as applicable consequences. Airports can either Although these measures allow airports to make a good faith and due diligence effort to the surrounding area, their primary utility is directed toward airports operating in air quality “nonattainment” areas. See Chapter 3 for additional details about “nonattainment areas.” Airports existing in these areas often have to quantify emissions of EPA-regulated air pollutants, which would occur both from airport operation and development, to be included or accounted in the emissions budgets a state regulatory agency develops to bring the area back into compliance with the air quality rules (i.e., SIPs). Appendix A 137

Benefits • Provides enforceable commitments to air quality improvement • Provides the airport with foresight, tangible options, and concrete timelines with which to address problems • Increased participation in regulatory issues is good public relations, and can assist in conflict resolution Additional Resources • ACRP Synthesis 10: Airport Sustainability Practices http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_010.pdf Air Evaluation-3: Establish Emissions Limits or Ceilings This practice is entirely proactive, encourages improvement of air quality around the airport, and can be an effective regulatory agency and public relations tool. The establishment of an emissions limit, either airport-wide or from a specific source, represents a strong and enforceable Benefits • Improves regulatory agency and general public relations • Effective in constraining future airport environmental impacts • Fiscally-directed penalties against tenants or users for exceeding the limits might generate additional revenue for the airport Additional Resources • Massport Air Quality Initiative http://www.massport.com/default.aspx Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Air Evaluation-4: Coordinate with Air Agencies on Plans and Timelines Affecting the Airport The benefit of this measure is relatively simple and straightforward. Frequent communication with regulatory agencies ensures that the airport is aligned to regulatory agendas or plans that may affect them. Establishing a good rapport with agency staff might also keep the airport more aware of future developments, or refinements of rules, agenda, and strategies, as they occur. Benefits • Keeps the airport current with regulatory agenda • Helps ensure compliance with existing regulations Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed commitment to environmental stewardship. Examples of such limits may include: reducing airport-wide GHG emissions by 50% by 2020, limiting sources to a specific quantity (i.e., tons per year), keeping ozone precursors (i.e., NOx and VOC) below pre-established thresholds, and other similar measures. 138 Guidebook of Practices for Improving Environmental Performance at Small Airports

APPENDIX A-5 Indoor Air Quality Practices Practices discussed in this section mainly involve the elimination of indoor air quality problems before they begin, via inspection and maintenance and the creation of preemptive strategies. If left unchecked, indoor air quality problems (e.g., those associated with mold or asbestos) can affect the airport’s patrons and employees, and create costly remediation for airport operators. The following indoor air quality practices will help airports reduce indoor air pollutants. Prevent Mold and Asbestos Evaluate the Effectiveness of Building Ventilation Systems Install Ductwork Products That Can Be Easily Cleaned, or Those that Protect Against Mold/Fiber Shedding Review Maintenance and Janitorial Programs to Eliminate Toxic Agents in Favor of More Environmentally Friendly Choices Implement Strategies to Limit Tobacco Smoke Exposure Indoors and Adjacent to Entryways Develop an Indoor Air Quality Management Plan Ensure New Building Heating/Ventilation/Air Conditioning Equipment Does Not Use Chlorofluorocarbon or Hydrochlorofluorocarbon Refrigerants The following practice related to indoor air quality is discussed in other sections. Enhance the Controllability of Systems—See Stationary Air Emissions Source Practices for description Importantly, no federal regulatory mechanism or program currently directly regulates indoor air quality issues, although agencies such as EPA, U.S. Department of Energy, OSHA, and National Institute for Occupational Safety and Health have developed committees or other services to address best practices in preventing and remediating them. Of these committees, the Federal Interagency Committee on Indoor Air Quality provides the most comprehensive guidance on addressing indoor air quality concerns. The TSCA regulates asbestos content in building materials and other sources. The General Duty Clause of the Occupational Safety and Health Act requires that employees are protected against known hazards that can cause injury or death. Nonetheless, adhering to the following measures both makes good business sense, and protects the health and safety of people using the airport at the same time. Indoor Air-1: Prevent Mold and Asbestos Once formed, mold can proliferate quickly and efficiently throughout an indoor environment, especially a humid one. Some prevention steps are easy and can be conducted as part of a regular maintenance schedule, while others require the assistance of trained professionals. Easy preventative measures an airport can take on their own include: limiting the occurrence and persistence of excess moisture around pipes, systems, and fixtures; conducting mold testing using commercially available products; and regularly keeping air exchange areas free of dust and debris. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Appendix A 139

It is important to understand that both of these materials, especially mold, can typically persist in an indoor environment unless remediated by a trained professional. Benefits • Prevention saves the airport costly remediation • Provides a better environment for staff and patrons Indoor Air-2: Evaluate the Effectiveness of Building Ventilation Systems (Also applies to: Stationary Air Emissions Sources) Ventilation systems are essential in removing contamination in the indoor environment and should be regularly inspected and maintained. This may include regularly changing air filters, cleaning ducts, removing obstructions, and other maintenance tasks. Inspecting existing ductwork and systems for damage or openings also helps prevent mold intrusion into the air handling systems, and hence into the indoor air. Installing indoor air monitors may help detect ventilation problems early, making them potentially easier to handle. Benefits • Improves system performance • Prevents intrusion of unwanted air pollutants • Provides a better environment for staff and patrons Indoor Air-3: Install Ductwork Products That Can Be Easily Cleaned, or Those that Protect Against Mold/Fiber Shedding Replacing existing ductwork and other ventilation structures with durable, non-porous materials helps minimize mold growth and asbestos dispersal by (1) more easily keeping the areas clean of dust and debris and (2) preventing material fibers and mold spores from shedding off and becoming entrained in the indoor air. In addition, alternative materials exist that have mold and shedding inhibiting agents incorporated into them. Ductwork or materials replacement can be potentially costly, but can produce long-term pay-offs in terms of air quality improvements and the avoidance of future remediation. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly (Inspection and Maintenance) Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Asbestos is a component of some building materials and does not accumulate in the same fashion as a living organism such as mold. Asbestos can commonly become dislodged from materials that contain it when they are disturbed, and subsequently become entrained in the indoor air, causing breathing problems and potentially long-term health effects. As such, the easiest ways to address concerns of asbestos in the indoor air are to keep all airspaces free of dust and debris, and to replace existing asbestos-containing materials with materials that do not contain asbestos. 140 Guidebook of Practices for Improving Environmental Performance at Small Airports

Provides a better environment for staff and patrons Indoor Air-4: Review Maintenance and Janitorial Programs to Eliminate Toxic Agents in Favor of More Environmentally Friendly Choices Many solvents and other cleaning agents contain potentially toxic chemicals that can accumulate in the indoor air. The market availability of more environmentally friendly alternatives is increasing. As part of a routine inspection and maintenance schedule, airport staff should review maintenance and janitorial programs, as well as chemical inventories to see if any of the chemical agents used in building maintenance can be replaced. Benefits • Cost effective • • Provides a better environment for staff (particularly those in direct contact with chemicals) and patrons Indoor Air-5: Implement Strategies to Limit Tobacco Smoke Exposure Indoors and Adjacent to Entryways Second-hand tobacco smoke can infiltrate indoor public use areas via building entrances, exits, and ventilation systems, causing a serious degradation of indoor air quality. Tobacco smoke typically contains excessive amounts of carbon monoxide, arsenic, and other air toxins that can cause or exacerbate respiratory difficulties. If state- or county-level prohibitions on indoor cigarette smoking do not exist, airport owners should develop their own policies to restrict the activity. The facility should restrict smoking indoors, around ventilation systems, and at building entrances and exits. Smoking lounges can still be provided for the convenience of some patrons but should be located remotely from areas of frequent public use, provided independent ventilation, or located in outdoor areas. Benefits • Potentially complies with state- or county-level rules • Provides a better environment for staff and patrons Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed Benefits • Prevention saves the airport costly remediation Appendix A 141

Indoor Air-6: Develop an Indoor Air Quality Management Plan (Also applies to: Air Emissions Evaluation and Reporting) An indoor air quality management plan is effective in identifying and preempting existing and future indoor air quality issues. Many indoor air quality problems are easily remedied if caught early, and doing so prevents the airport from incurring unnecessary costs and damages. Components of an indoor air quality management plan may include: routine mold and asbestos inspections, routine cleaning and maintenance schedules, and policies and strategies that can be preemptively applied to address specific issues as they arise. Benefits • Promotes staff and patron health and safety • Increases longevity and functionality of airport systems and holdings • Reduces maintenance costs in the long run • Provides “hip pocket” strategies to deal with problems as they arise Indoor Air-7: Ensure New Building Heating/Ventilation/Air Conditioning Equipment Does Not Use Chlorofluorocarbon or Hydrochlorofluorocarbon Refrigerants As described in Chapter 3, EPA has taken steps to phase out production and use of CFC and HCFC refrigerants as part of their ozone protection program under Title VI of the CAA. Although EPA still currently allows heating/ ventilation/air conditioning equipment to use these chemicals, airport operators can be proactive in eliminating their use by inventorying equipment that uses them and adopting a replacement schedule to eliminate them. Phasing these chemicals out early ensures that the airport will be in compliance with EPA’s rules once they take full effect. Benefits • Ensures that airports comply with future EPA regulations • Environmentally friendly Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed 142 Guidebook of Practices for Improving Environmental Performance at Small Airports

APPENDIX A-6 Spill Prevention, Response, and Notification Practices Airport operators, fixed-base operators, and tenants may manage large quantities of fuel, oils, and other chemicals. Spills or releases may occur, but airports can help to minimize the potential for occurrences by proper planning and implementation of spill prevention practices. Properly notifying local agencies of hazardous substances, chemicals, and oils stored or used at airports and preparation of appropriate spill response plans will help to protect airport employees, response personnel, and the surrounding environment. The following proactive spill prevention, response and notification practices will help airports reduce the likelihood of and minimize the potential environmental consequences, and facilitate timely notification for spills that may occur. • Planning Activities Develop a Database of Bulk Storage Containers Develop and Implement a Storage Tank Management Plan Develop an Airport Spill Prevention, Control, and Countermeasure Policy Establish a Spill Reduction Training Program Establish Airport-wide Procedures Implement a Leak Detection Inspection Program for Bulk Storage Containers Isolate Oil Storage Areas Maintain Spill Control Kits • Design and Construction Practices Construct Regional Secondary Containment Install Spill Protection in Storm Drains Planning Activities To avoid potentially significant consequences, such as financial penalties, negative press, or follow- up regulatory actions that result from a spill, an airport should conduct planning activities to help prevent spills from occurring. Alternatively, in the event a spill does occur, planning activities can help minimize the negative effects by providing staff with an understanding of timely notifications and efficient response practices. Applicable Federal Regulatory Programs • Emergency Planning and Community Right-to-Know Act (Chapter 4) • Clean Water Act (Chapter 8) • Resource Conservation and Recovery Act (Chapter 4) Appendix A 143

Spill-1: Develop a Database of Bulk Storage Containers Airports typically maintain and/or manage a number of bulk storage containers (defined for the purposes of this guidebook as storage containers with a capacity of 55 gallons or greater). Typical containers might include drums, totes, ASTs, and underground storage tanks. In many instances the containers are located in remote areas of the Developing an airport-wide database for storage containers can be as simple as preparing a spreadsheet that identifies the container, owner, operator, location, contents, and capacity. Additional details worth recording in a database include container construction material (e.g., steel, high-density polyethylene), installation date, overfill prevention measures, type and volume of secondary containment, visual inspection frequency, leak detection methods, testing requirements and frequency, ancillary piping construction material, type of piping secondary containment, piping leak detection methods, and corrosion prevention systems. The database should be reviewed, at minimum, annually and updated as containers are replaced, upgraded, or removed. Benefits • Provides a single information resource location for bulk storage container details • Tracks the installation or removal of bulk storage containers • Facilitates evaluating environmental compliance Additional Resources • SPCC Guidance for Regional Inspectors, Appendix G Spill-2: Develop and Implement a Storage Tank Management Plan Airport operations typically involve the use of many different types of storage containers. Examples include underground and aboveground storage containers for emergency generators or fuel tanks, drums, elevator reservoirs, transformers, or mobile refuelers. Developing and implementing a tank management plan can help facilitate obtaining and maintaining compliance with local, state, SDWA, EPCRA, and SPCC requirements. Components of a tank management plan should include a list of containers at the airport (refer to Spill-1). While a tank database is extremely helpful in specifying the tanks that are present at an airport, a tank management plan expands the list by providing additional tasks to be completed to help ensure compliance. For example, the plan could designate airport employees that are responsible for specific containers, identify when inspections need to be conducted, facilitate information needed during regulatory audits, assist with capital planning efforts, or help determine when containers Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly need to be retrofitted, repaired, or replaced. This type of plan becomes particularly useful when changes to the facility are made, such as the addition or removal of containers. airport, basements, or are rarely used. A bulk storage container database can help facilitate confirmation of regulatory applicability (e.g., SPCC, EPCRA Tier I/II) for containers and manage the associated regulatory requirements. 144 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Establishes responsibilities to ensure containers are in compliance with regulatory requirements • Helps ensure that inspections are performed on a regular schedule • Allows for repairs or retrofits to be made before a spill or discharge occurs • Minimizes the potential for containers to be overlooked during inspections • Increases potential for a spill to be identified • Increases understanding of airport chemical and oil storage capacity Additional Resources • EPA Operating and Maintaining Underground Storage Tank Systems, Practical Help and Checklists http://www.epa.gov/swerust1/pubs/O&M_Manual_Nov07.pdf Spill-3: Develop an Airport Spill Prevention, Control, and Countermeasure Policy It is common at small airports to have multiple owners, tenants, or operators that each has their own SPCC plan. Development of an SPCC plan may be a regulatory requirement for some small airports. The plans are usually very different in terms of response measures, procedures, or potential discharge volumes. Because oil spills that reach surface waters could ultimately become the responsibility of an airport owner, consideration should be given for developing and implementing an airport-wide SPCC policy. Developing an SPCC policy can help establish an airport-wide baseline and minimum acceptable standards for SPCC compliance. Examples of policy components include establishing likely discharge volumes for typical oil transfer operations, required operations (e.g., mobile refuelers, generators, fueling, etc.) to be included in tenant plans, minimum inspection frequencies, minimum reporting measures, clean-up responsibilities, response measures, and minimum amounts of spill response materials that are to be available at any given time. An airport may elect to be solely responsible for the entire facility’s SPCC compliance needs, including preparation and implementation of an airport-wide SPCC Plan. Alternatively, an airport can mandate that its tenants/fixed-base operators be responsible for their own compliance. For example, an airport operator may choose to develop an SPCC plan for the oil storage and handling operations for which it is directly responsible and have tenants/fixed-base operators responsible for SPCC compliance for their operations. An SPCC policy that delineates compliance between airports and tenants helps to minimize the regulatory burden for the airport operator. However, it is important for airport operators to understand tenant operations and how they are associated with SPCC compliance. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Benefits • Promotes tenant understanding of airport planning and response measures to help prevent releases of oil • Establishes procedures and responsibilities in the event of a spill • Minimizes tenant SPCC plan inadequacies • Provides facility-wide baseline for inspections and training • Minimizes the need to coordinate responsibilities for shared facilities or drainage Appendix A 145

Spill-4: Establish a Spill Reduction Training Program Environmental training sessions are critical for new and existing airport staff to learn new skills or reconnect with airport polices for which they are responsible. Specifically, establishing a spill reduction training program helps personnel identify and incorporate methods to reduce or prevent chemical spills during day-to-day operations. There are a multitude of techniques that can be incorporated into an airport’s spill reduction training program. Examples include implementing storage container techniques that minimize discharges, such as limiting the number of containers in use at any one time or utilizing overpack containers for drums during maintenance activities. Training could also include procedures for securing drainage outlets or valves, maintenance of equipment, general facility operations, rules and regulations, posting of response procedures, and identification of contacts in the event of an emergency. Benefits • Reduces spills incidents • Minimizes spills from reaching surface waters • Reduces the number of containers needed • Increases awareness of methods to minimize spills, drips, or leaks Additional Resources • Snohomish County Airport, Paine Field http://www.painefield.com/classes.html • Austin-Bergstrom International Airport http://www.ci.austin.tx.us/austinairport/downloads/appf_spillplan.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Spill-5: Establish Airport-wide Procedures The best time to develop airport-wide spill response and notification procedures is before your airport needs them. While preparing spill response and notification procedures are regulatory requirements for most airports, some do not have formalized procedures in place for spill discovery, notification, response, or cleanup. Additionally, existing procedures prepared by airports, tenants, fixed-base operators, and emergency responders may be inconsistent. Establishing airport-wide spill response and notification procedures increases the likelihood of timely response and appropriate notifications. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Preparing thorough written procedures can be time consuming because it may require frequent coordination between airport staff, tenants, fixed-base operators, and emergency responders. However, this coordination is important so that comprehensive procedures can be developed. Key information needed to help develop procedures generally includes identifying potential spill sources, volumes, and locations; airport drainage patterns and infrastructure; and local/state spill reporting requirements. It 146 Guidebook of Practices for Improving Environmental Performance at Small Airports

should be noted that most states and local municipalities post their spill notification requirements on an internet website. Once the spill response and notification procedures are developed, the airport should communicate the information to the various stakeholders involved so that each is aware of its particular responsibilities. Additionally, ongoing efforts should be conducted to help ensure the procedures are reviewed and updated, as necessary, and that staff and stakeholders are aware of the procedure updates. Benefits • Promotes understanding of spill response and notification responsibilities between the airport, tenants, and response personnel • Preparedness facilitates a timely and appropriate response to help mitigate potential environmental damages Additional Resources • EPA Storm Water Management Fact Sheet, Spill Prevention Planning http://www.epa.gov/OWM/mtb/spillprv.pdf Spill-6: Implement a Leak Detection Inspection Program for Bulk Storage Containers While inspections for aboveground and underground storage containers are regulatory requirements for some airports based on type, capacity, material stored, and end use, most airports storing chemicals or oil in aboveground and underground containers can benefit from the practice of routinely inspecting the containers. Airports may choose to implement a leak detection inspection program to help identify potential issues with storage containers prior to, or at the onset of, a leak rather than after a leak that could result in environmental impacts. Additionally, implementation of a leak detection program may be helpful for airports located in areas with the potential for groundwater interactions or nearby sensitive water resources that could be impacted by a leak. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Visual inspections are typically conducted for aboveground containers, whereas inspections of underground containers usually rely on the use of mechanical leak detection equipment. It is important that inspections are conducted at a regular frequency. For facilities that do not have to perform regular leak detection, it is suggested that the program calls for monthly container inspections. Longer inspection intervals may not capture a leak early enough to prevent a discharge, and shorter intervals may present an operational burden. It is also recommended that the program include a means for recordkeeping. This aspect of the program becomes important as leak detection records can be used for comparison to help detect slow changes in volume over time. Benefits • Detects leaks early before they result in a reportable discharge requiring costly remediation • Identifies when containers need to be replaced or repaired • Requires minimal time to perform inspection Appendix A 147

Additional Resources • EPA Preventing Underground Storage Tank Releases http://www.epa.gov/OUST/fsprevnt.htm Spill-7: Isolate Oil Storage Areas In the event a spill reaches a storm or sewer drain, it may be too late to prevent a discharge of oil offsite. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Benefits • Minimizes spills from leaving the facility • Minimizes containers located in remote locations to be overlooked during inspections • Increases potential for spill identification • Confines spills to a localized area • Minimizes areas requiring cleanup or remediation Additional Resources • EPA BMP Manual http://cfpub.epa.gov/npdes/stormwater/menuofbmps/index.cfm Therefore, isolating oil storage areas from storm and sanitary Spill-8: Maintain Spill Control Kits Airport activities involving chemicals or oil can result in small spills, drips, and leaks. Maintaining spill control kits in readily accessible areas can help minimize or prevent spills from reaching sanitary or storm drains or from migrating outdoors. Spill control kits are usually plastic containers that are filled with spill response materials and can be easily purchased online or from local vendors. Some airports maintain mobile spill control trailers that are equipped with spill response materials and dispatched to an area in the event of a spill. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Storm drains are the primary route where leaks or spills have the greatest potential to reach surface waters. Additionally, leaks or spills that drain to sanitary drains may also impact surface waters. Guidance documents explain that since sanitary sewer systems are typically conveyed to a waste water treatment plant, which ultimately discharges to surface water, spills to the sanitary sewer system are of concern. sewer drains helps minimize the potential for spills and leaks of oil to reach surface waters. This practice can be especially important when fueling operations, maintenance activities, or existing oil storage containers are located within the vicinity of storm or sewer drains. The practice could be implemented by physically locating oil storage containers from drains or constructing barriers to prevent oil discharges from leaving a confined area. Airport operators should determine a reasonable distance that oil storage areas can be from drains. Spills and leaks from oil transfers (e.g., tank filling, emptying) could also be isolated by plugging nearby drains during the operation, and reopening after the operation is complete. 148 Guidebook of Practices for Improving Environmental Performance at Small Airports

Spill control kits should be placed near all oil storage areas and other strategic areas where spills could occur, such as fuel farms and maintenance areas. The kits should also contain enough material to contain a spill from a typical spill source. Spill response materials include clay-type absorbent, kitty litter, or absorbent booms and pads. Kits should be periodically inspected to ensure adequate amounts of response materials are available and restocked as needed. If airport operators are concerned that spill response materials are disappearing, utilizing custody seals on the kits may discourage these occurrences. Benefits • Minimizes spills from reaching surface waters • Minimizes cleanup operations to a localized area • Increases awareness of methods to minimize spills, drips, or leaks Design and Construction Practices Rather than depending on planning activities alone to help prevent and minimize spills, airports may choose to implement design and construction practices. These practices include physical structures or equipment to help prevent or minimize spills or discharges from occurring. Typically, these practices are specially designed or installed based on the airport’s needs. Since these methods are site-specific, design and construction information needs include the airport’s existing chemical or oil storage volumes, spill locations, and drainage features. Implementation of these practices could also result in identifying spills or leaks before they occur and could greatly reduce clean up costs or other regulatory-required actions that result from spill events. Spill-9: Construct Regional Secondary Containment Airport operations may include staff, tenants, or fixed- base operators working in common areas throughout the airport property. Common use areas include terminal aprons, deicing areas, fueling ramps, or chemical/fuel storage areas. Additionally, uncontained spills or leaks at outdoor remote areas may not be detected until long after the spill or leak has occurred and drained offsite to a receiving water. Therefore, airport operators should consider constructing secondary containment for specific areas at the airport. This practice becomes especially important in the event a chemical or oil spill reaches surface waters and become the responsibility of the airport operator, even if it was not directly responsible for the discharge. Secondary containment is a means of preventing accidental discharges from leaving the facility. Airports could choose to provide one or more types of constructed containment for common use areas, which may be used by multiple tenants. For example, some airports provide secondary containment for shared fuel farms through runoff detention basins equipped with oil-skimming capabilities. These detention basins are similar to oil/water separators at fuel farm loading or unloading areas. Alternatively, airports could choose to provide airport- or area-wide secondary containment, such as detention basins equipped with valved outlets that are closed in the event of a spill. Outlets may be equipped with an electronic device that signals the valve to close when oil or hydrocarbons are detected. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Appendix A 149

Benefits • Reduces tenant concerns about the potential inability to effectively provide adequate containment • Reduces potential concerns about the airport’s containment capabilities • Confines spills and discharges to a localized area • Minimizes spills from leaving the facility • Minimizes cleanup and remediation Additional Resources • Airport Business, Storm water Management http://www.airportbusiness.com/print/Airport-Business-Magazine/Stormwater-Management/1$12984 Spill-10: Install Spill Protection in Storm Drains Prevention of discharging polluted runoff into local waterways can be accomplished by installing catch basin inserts in critical storm drains. Typical catch basin inserts are designed to restrict drainage from an area by impeding flow. Catch basin inserts should be installed in areas that are identified as primary conveyance points or near potential spill areas (e.g., fuel farms). During fuel transfer operations, catch basin inserts are closed to restrict drainage and, in the event of a spill, contain the spill to a localized area (refer to Spill-5 and Spill-8). Once operations are complete and no discharges have occurred or spills have been adequately cleaned up, the drain is opened. Another type of catch basin insert includes one that absorbs oil over a period of time, and when at capacity, impedes the flow of water. Inserts of this type should be periodically inspected to help ensure they have adequate absorbing capacity for the area and are replaced in the event of a large spill. Benefits • Confines spills to a localized area • Minimizes spills from reaching surface waters • Minimizes cleanup operations • Considered a storm water BMP • Relatively easy installation or removal within existing drainage system Additional Resources • Safe Drain® http://www.safedrain.com/ • Ab Tech Industries, Inc. http://www.abtechindustries.com/index.asp?mid=80 Staffing Cost Effort Capital Knowledge Operational Frequency Savings Daily 150 Guidebook of Practices for Improving Environmental Performance at Small Airports

APPENDIX A-7 Chemical/Hazardous Material Storage Practices The implementation of hazardous material and chemical management practices at small airports not only reduces the risk of releases of chemicals and hazardous materials to the environment, but can also mitigate the risk for unintentional harmful exposure to personnel. Chemicals and hazardous materials are used in many areas at an airport, including fueling, building construction, landscaping, and maintenance. Management of chemicals and hazardous materials includes proper storage, transport, disposal, documentation, training, and record-keeping. The following chemical/hazardous material storage practices will help prevent spills and leaks from reaching the storm water system at the airport. Develop a Chemical Storage Policy Maintain a Chemicals Database Isolate Chemical/Hazardous Material Storage CHM-1: Develop a Chemical Storage Policy A policy on chemical storage requirements facilitates proper storage of hazardous materials and chemicals. The policy should include requirements for proper labeling, storage, and transport of chemicals. Information about which chemicals should be stored in flammables cabinets, and the proper storage practices for acids, bases, and other incompatible chemicals should be included. Appropriate storage containers that are compatible with the chemicals stored should be indicated. Be sure to consider all types of chemicals used on site in the policy (batteries, fuels, paints, maintenance fluids, cleaners, etc.). All chemicals and hazardous materials, including spent chemicals, used oil, and used paint should be appropriately labeled. Chemicals that will be transported off site need to be stored and labeled according to U.S.DOT requirements. In addition, proper secondary containment measures for drums and other storage containers should be included in the policy and should mimic what is stated in the airport SWPPP for materials stored in areas that could affect storm water. Utilize storage locations that are indoors in areas without floor drains wherever possible. Consider implementing purchasing practices designed to maintain only the amount of chemical that is needed on site. Include proper disposal or recycling practices for used and unused chemicals. The chemical storage policy should be reviewed during annual storm water pollution prevention training. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Applicable Federal Regulatory Programs • Toxic Substances Control Act (Chapter 7) • Hazardous Material Transportation Act (Chapter 7) • Federal Insecticide, Fungicide, and Rodenticide Act (Chapter 4) • Safe Drinking Water Act (Chapter 8) Appendix A 151

Benefits • Increases employee knowledge of chemical storage requirements • Reduces leaks and spills from chemicals stored in inappropriate containers or without secondary containment • Reduces risk of spills reaching the storm water system by storing chemicals indoors away from floor drains, when possible • Reduces amount of chemicals and hazardous materials purchased and stored on site • Reduces the likelihood of inappropriate disposal of chemicals • Reduces the risk of reactions between incompatible chemicals stored in close proximity Additional Resources • National Laboratory Chemical Hygiene and Safety Plan http://www.lbl.gov/ehs/chsp/html/storage.shtml • Pennsylvania Department of Environmental Protection EMS BMPs http://www.dep.state.pa.us/dep/deputate/pollprev/Iso14001/BPManual/manual.htm CHM-2: Maintain a Chemicals Database Maintaining a chemicals database keeps employees informed of the chemicals stored on site, encourages proper storage of chemicals, and provides information for the appropriate response in case of a spill. The database should include information about the storage container type (e.g., drums, totes, bags, etc.), secondary containment requirements, amount of chemical stored, and MSDS. Many companies offer off-the-shelf database software to maintain the appropriate information about chemicals and hazardous materials on site. When considering an on-line database, consider employee access to computers in the areas where the chemicals are used. If chemicals and hazardous materials are stored or used in remote areas, consider keeping a hard copy of the information contained in the database at these remote locations, and update the hard copy whenever the chemicals stored or used in that location change. The information contained in the database should be referenced on a map of the facility indicating the chemical storage locations. The airport SWPPP should also contain information contained in the chemicals database for chemicals and hazardous materials stored in areas where spills or leaks could occur outdoors or in areas that reach storm drains. For each storage location shown on the map, the appropriate response in case of a spill, including use of storm drain covers, booms, or pads, and the pathway for spills to reach the storm system, should be indicated. Benefits • Reduces chance for spilled or leaked chemicals reaching the storm system due to appropriate response to spills • Increases employee knowledge of chemical storage requirements • Reduces risk of injury to employees from proper response to unintentional chemical exposure Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly 152 Guidebook of Practices for Improving Environmental Performance at Small Airports

Additional Resources • OSHA/EPA Occupational Chemical Database http://www.osha.gov/web/dep/chemicaldata/ CHM-3: Isolate Chemical/Hazardous Material Storage Isolating chemical and hazardous material storage areas not only promotes organization of these chemicals, but also facilitates spill response. Use MSDS to determine the appropriate containers for storage of chemicals and hazardous materials to ensure the container is compatible with the chemical stored. Properly label all chemicals and hazardous materials, including used chemicals, and store incompatible chemicals like bleach and ammonia separately. Store chemicals and hazardous materials indoors and away from floor drains when possible. If it is not possible to store materials indoors, ensure storage areas are covered and located away from storm drains. Designate specific chemical and hazardous materials storage areas and ensure the areas are well-marked indicating the type of chemicals stored. Keep spill kits in chemical storage areas, and stock them with spill response materials appropriate for the chemicals stored and the potential spill pathways (i.e., granular absorbent for indoor maintenance areas, booms for outdoor fuel storage areas near storm ditches.). Include descriptions of all chemical and hazardous material storage areas where spills or leaks could affect storm water or surface water in the airport SWPPP and include information about the appropriate storage areas in the annual SWPP training. Provide secondary containment for drum storage areas. Regularly inspect chemical and hazardous materials storage areas and secondary containment for leaking containers, inspect and remove fluids found in secondary containment and dispose of collected materials properly, and replace leaking or compromised containers. Benefits • Reduces likelihood of spills and leaks reaching storm system by storage of materials in areas that are unlikely to affect storm water or surface water • Faster response to spills in materials storage locations by stocking spill kits with appropriate spill response materials based on the chemicals stored • Mitigates risk of leaking drums and storage containers from affecting storm water or surface water by providing secondary containment Additional Resources • National Laboratory Chemical Hygiene and Safety Plan http://www.lbl.gov/ehs/chsp/html/storage.shtml • Pennsylvania Department of Environmental Protection EMS BMPs http://www.dep.state.pa.us/dep/deputate/pollprev/Iso14001/BPManual/manual.htm Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Appendix A 153

APPENDIX A-8 Pesticide Application, Certification, and Disposal Practices The amount of pesticides and herbicides used by small airports and the areas where they are applied may rival larger airports due to the amount of grassy areas at small airports. Implementing smart pesticide and herbicide application practices will increase the effectiveness of the chemicals, reduce the likelihood that the chemicals will be washed into nearby receiving waters during rain events, and reduce the amount of pesticides and herbicides used, saving the airport money. The following pesticide application, certification, and disposal practices will help reduce the amount of pesticides applied at the airport, and provide procedures for proper and efficient pesticide application, certification and disposal. Reduce Herbicide/Pesticide Use Utilize Low-toxicity Pesticides/Herbicides Pesticides-1: Reduce Herbicide/Pesticide Use Reducing the application of herbicides and pesticides reduces the likelihood that these chemicals may infiltrate into groundwater or be washed into receiving streams. To accomplish this, airports should consider utilizing pest resistant landscape materials and native species as these materials are less likely to require frequent herbicide or pesticide application. Conducting a soil test to determine the amount of fertilizer needed for the type of vegetation will help avoid over application. Instead of broad application, spot applications, in areas where needed, will reduce the use of herbicides and pesticides. Mulching or composting grass clippings will further reduce the amount of artificial fertilizer needed. Airport staff or contractors should avoid applying herbicides when a rain event is likely so that the chemical is not immediately washed into nearby receiving waters. Applications in areas prone to flooding or rapid storm water runoff, and near storm water catch basins, ditches, wetlands, lakes, streams, or coastal waterways should be avoided so that the chemicals are less likely to affect these sensitive areas. When applying fertilizer in newly vegetated areas, airport staff or contractors should use erosion control measures to keep fertilizers in place, and incorporate the fertilizer into the soil to reduce the chances it will erode. They should avoid applying fertilizer and herbicides in high wind conditions so that chemicals are only applied where needed. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Applicable Federal Regulatory Programs • Toxic Substances Control Act (Chapter 7) • Hazardous Material Transportation Act (Chapter 7) • Federal Insecticide, Fungicide, and Rodenticide Act (Chapter 4) • Safe Drinking Water Act (Chapter 8) 154 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Reduces the amount of herbicides and pesticides used • Reduces the chance of herbicides and pesticides contaminating surface water and ground water Additional Resources • EPA regulations on pesticides http://www.epa.gov/pesticides/regulating/laws.htm • City of Knoxville BMPs on Pesticides Herbicides and Fertilizers http://www.cityofknoxville.org/engineering/bmp_manual/AM-13.pdf • Michigan Department of Environmental Quality—Pesticide Management for Turfgrass and Ornamentals http://www.michigan.gov/documents/deq/deq-wb-nps-pm_250893_7.pdf Pesticides-2: Utilize Low-toxicity Pesticides/Herbicides Utilizing pesticides and herbicides that have low- toxicity to animals and aquatic life will reduce the unintended effects pesticides and herbicides have on receiving waters and local wildlife. Staff or contractors responsible for grounds maintenance should review the pesticides and herbicides used on site annually to determine if a better low-toxicity product is available. Management must ensure that staff are properly trained and certified to apply the pesticides used at your airport. Switching from restricted-use to general-use pesticides and herbicides will reduce the toxicity of chemicals used that may affect surface water runoff or infiltrate and affect groundwater. Airports should consider the use of organic pesticides that are typically less toxic and present a lower risk of storm water pollution. They should carefully select the type of pesticides and herbicides based on the pest, and choose the chemical that will yield the desired results with the lowest environmental impact. Benefits • Reduces toxicity of runoff reaching receiving waters and ground water Additional Resources • EPA regulations on pesticides http://www.epa.gov/pesticides/regulating/laws.htm • City of Knoxville BMPs on Pesticides Herbicides and Fertilizers http://www.cityofknoxville.org/engineering/bmp_manual/AM-13.pdf • Michigan Department of Environmental Quality—Pesticide Management for Turfgrass and Ornamentals http://www.michigan.gov/documents/deq/deq-wb-nps-pm_250893_7.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Appendix A 155

APPENDIX A-9 Underground Storage Tank Practices Unlike aboveground storage systems (AST) where visual inspections are possible and spills and leaks are easy to identify, underground storage tank (UST) systems are more difficult to manage. Leaks cannot be identified by visual inspection, and releases occur directly to soil or groundwater making them more difficult to clean up than spills from aboveground tanks. Utilizing aboveground storage instead of underground storage, upgrading underground storage systems, and implementing procedures to prevent or quickly detect leaks from underground systems will help mitigate the risk of environmental impacts associated with utilizing underground storage. The following practices will help airports develop procedures to reduce the likelihood of undetected releases of materials from USTs: Utilize Aboveground Storage Tanks in Lieu of Underground Storage Tanks Upgrade Underground Storage Tanks Implement a Leakage Detection System Develop and Implement a Hazardous Material Storage Tank Management Plan UST-1: Utilize Aboveground Storage Tanks in Lieu of Underground Storage Tanks When planning for new chemical or fuel storage, or when replacing USTs, airports should consider using ASTs instead of USTs. Because they can be visibly inspected, it is easier to detect and mitigate leaks from ASTs. Additionally, leaks from ASTs occur on the surface or into secondary containment where they can be captured, and USTs leak directly into the subsurface causing soil or groundwater contamination that can be difficult and costly to remedy. Height and space constraints around aircraft movement and non-movement areas may ultimately affect an airport’s selection of tank type. Replacing USTs with ASTs may result in the need for an SPCC plan. If the total aboveground storage capacity of ASTs storing typical airport petroleum products exceeds 1,320 gallons, an SPCC plan is required. An airport should provide secondary containment for aboveground storage, and regularly inspect, empty, and properly dispose of accumulated fluids collected in secondary containment. Benefits • Facilitates detection of leaks • Reduces potential for leaks to reach soil and groundwater Staffing Cost Effort Capital Knowledge Operational Frequency Savings Project Planning Applicable Federal Regulatory Programs • Clean Water Act (Chapter 4) • Resource Conservation and Recovery Act (Chapter 4) 156 Guidebook of Practices for Improving Environmental Performance at Small Airports

UST-2: Upgrade Underground Storage Tanks Airports should consider upgrading aging single-wall USTs with double-wall USTs accompanied by automated monitoring. This will enable a monthly leak detection monitoring program consisting of monitoring the interstitial space between the inner and outer wall of the tank, automatic gauging of the tank, and reconciliation of tank content inventory. Leak detection is equally important for UST piping. Pressurized piping should be equipped with an automatic shutoff device, flow restrictor, or continuous alarm. Annual line tightness testing or monthly monitoring is also required. Suction piping typically requires monthly monitoring and line tightness testing every 3 years. UST catchment basins keep spills that occur while filling the tank from reaching the environment. Because underground tanks cannot be visually monitored during filling, automatic shutoff devices, overfill alarms, or ball float valves should be used to prevent overfilling of the tank. Corrosion on USTs can lead to cracks and holes in the tank that can eventually leak tank contents into surrounding soil and ground water. Corrosion protection is designed to prevent these cracks and holes from forming. New tanks are constructed of fiberglass reinforced plastic, or steel tanks coated and cathodically protected, or clad with fiberglass reinforced plastic. Existing steel tanks can be lined on the interior and cathodically protected. Benefits • Reduces likelihood of leaks from USTs • Detects leaking USTs sooner and reduces the amount of material released Additional Resources • EPA Office of Underground Storage Tanks http://www.epa.gov/oust/ • Federal Regulations for Underground Storage Tanks http://www.epa.gov/swerust1/fedlaws/40cfr280.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Project Planning UST-3: Implement a Leakage Detection System Fuel hydrant systems simplify operations around an airport ramp or terminal. There is reduced need for refueling trucks to maneuver around aircraft, and the risk of refueling truck-related incidents and spills are greatly reduced. Although efficient, fuel hydrant systems pose a risk for environmental impacts. Underground fuel pipes for hydrant systems often run long distances across the airport from the fuel tanks to the fueling points placing large areas at risk for subsurface leaks. If a leak is detected in a fuel hydrant system, determining the exact location can be very difficult without excavating the line. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Appendix A 157

Fuel hydrant systems constructed of double-wall piping will contain leaks between the inner and outer walls and will not contaminate soil or ground water. Fuel hydrant systems should also undergo annual line tightness testing to determine if there are any cracks or leaks in the piping. While not infallible, line leakage detection systems are designed to facilitate detection of leaks in fuel hydrant systems to minimize the environmental impact and potential cleanup required to remedy leaks. Leak detection systems may include tracer wires installed in the ground around the pipes, or systems that track the change in volume and pressure in the lines with temperature changes to determine if product is leaking from the lines. When selecting a leak detection system, airports should consider the leak detection system accuracy and minimum detectable leak rate, as leaks occurring below this detectable rate may still present a long-term environmental threat. Benefits • Facilitates identification of leaks • Minimizes discharges to soil and groundwater Additional Resources • Federal Regulations for Underground Storage Tanks http://www.epa.gov/swerust1/fedlaws/40cfr280.pdf • EPA Office of Underground Storage Tanks http://www.epa.gov/oust/ UST-4: Develop and Implement a Hazardous Material Storage Tank Management Plan Implementing a hazardous material storage tank management plan will facilitate tracking of UST inspections and monthly monitoring, and can serve to identify tanks that need replacement. The plan can also include ASTs, piping associated with storage tanks, airport hydrant systems, fuel pumps, equipment fuel tanks, refueling vehicles, heating oil tanks, emergency generator tanks, fire pump tanks, oil-filled transformers, and hydraulic lift oil tanks. This plan can draw from an airport’s SPCC plan and include each storage container listed in the SPCC plan. A map should be included that indicates the location of all storage containers and the fuel hydrant system pipelines. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Including the following information about each storage tank will help facilitate tank inspections and identification of tanks for replacement: • Location referenced on the map • Contents • Capacity • Age of tank • Tank construction • Leak detection • Corrosion prevention • Overfill protection • Spill protection • Dates and results of monthly monitoring and annual tightness testing 158 Guidebook of Practices for Improving Environmental Performance at Small Airports

The plan should also include a schedule for conducting monthly monitoring and annual testing, as applicable. Records of monthly monitoring and tank inspections should be kept with the plan, as reviews of past monitoring records can reveal UST system leaks over time. Benefits • Manages monthly monitoring and annual tightness testing • Facilitates review of leak detection monitoring to detect leaks • Maintains an inventory of tanks Additional Resources • EPA Office of Underground Storage Tanks http://www.epa.gov/oust/ Appendix A 159

APPENDIX A-10 Noise Practices Noise is typically a sensitive issue for small airports when it comes to the surrounding local community. Therefore, to maintain valuable airport and community relations, airport operators should have an understanding of the types and levels of noise generated from their airports. Identification of noise characteristics can be accomplished through noise studies. In cases where noise is unavoidable, airport policies or mitigation measures can be implemented to minimize noise. These proactive noise practices are grouped into the following categories: • Planning Activities Conduct an Aircraft Noise Study Conduct a Part 150 Study Conduct a Part 161 Study • Community Involvement Establish a Noise Complaint System Produce a “Fly Quiet” Report Establish a Community Noise “Roundtable” Develop and Maintain a Community Noise Resource Website Track Noise Complaints through a Geographic Information System • Mitigation Measures Construct a Ground Run-up Enclosure Implement a Sound Insulation Program Implement a Preferential Runway Use System Construct Noise Walls Identify Aircraft Engine Run-up Areas Implement a Voluntary Curfew or Voluntary Restraint from Flying Discourage Use of Reverse Thrust Establish Real Estate Disclosures The practices described in the following sections will help develop procedures to understand airport noise characteristics and identify potential solutions to mitigate unavoidable noise issues at the airport. Conducting noise compatibility studies is a voluntary measure for airports (unless the study is a required mitigation measure specified in a NEPA document). Although studies are not normally required, a Part 150 Study is necessary so that federal funding for mitigating aircraft noise impacts to the surrounding community can be authorized by FAA. Planning Activities Airport operators can conduct planning activities to identify aircraft noise characteristics at their airport. Planning activities associated with aircraft noise consist of formal studies to define the aircraft noise environment, identify potential mitigation measures, and/or restrict access to the airport. Applicable Federal Regulatory Programs • Aviation Safety and Noise Abatement Act (Chapter 5) • Airport Noise and Capacity Act (Chapter 5) 160 Guidebook of Practices for Improving Environmental Performance at Small Airports

Noise-1: Conduct an Aircraft Noise Study Aircraft noise studies are voluntarily conducted by airports to define the aircraft noise environment surrounding the airport. An aircraft noise study conducted outside the formal requirements of a Part 150 Study provides an airport some leeway with regard to the scope and detail of the plan. However, since these studies are outside Part 150 requirements, federal funding through FAAs’ AIP planning grants is not available for the study or to fund potential noise mitigation measures (as with a Part 150 Study). Aircraft noise studies performed outside of the Part 150 process can inform area residents of aircraft noise levels and assist in creating a dialogue between the airport and the surrounding community. The study could be tailored to an airport’s and community’s needs, such as the inclusion of noise monitoring and supplemental noise metrics (other than the DNL). Aircraft noise contour updates can be performed on an annual basis to account for changes in aircraft operations and fleet mixes. Benefits • Establishes areas of predicted aircraft noise exposure levels • Allows flexibility in choosing noise metrics that are applicable to the specific location and airport use • Opens communication with residents affected by aircraft noise Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument Noise-2: Conduct a Part 150 Study A Part 150 Study includes Noise Exposure Maps that define the existing and future (at least 5 years from the existing condition) aircraft noise exposure boundaries surrounding the airport. Part 150 Noise studies may be a requirement for some projects. The study also consists of a Noise Compatibility Plan to identify mitigation measures that could correct surrounding non-compatible land uses. Funding to conduct a Part 150 Study may be available through an FAA AIP planning grant. Recommended noise mitigation measures may also be eligible for FAA funding. The basis for determining non-compatible land uses is the comparison of noise contours developed by the Integrated Noise Model and underlying land uses. Residential land uses are typically incompatible with aircraft noise levels of DNL 65 dB or greater. Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings Annually Staffing Cost Effort Capital If not eligible for federal funding Knowledge Operational NC Frequency Savings Project Planning Appendix A 161

• Establishes areas of predicted aircraft noise exposure levels for existing and future conditions • Identifies non-compatible land uses • Federal funding may be available to conduct a Part 150 Study and for implementing FAA-approved mitigation measures Additional Resources • Title 14 CFR Part 150, Noise Control and Compatibility http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&tpl=/ecfrbrowse/Title14/14cfr150_main_02.tpl • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument Noise-3: Conduct a Part 161 Study A Part 161 study must be performed to restrict particular aircraft from operating at an airport based on noise levels. This type of study is typically done after lengthy community opposition to noise surrounding an airport. Smaller airports have a high use by business jet aircraft that are less than 75,000 pounds, and therefore exempt from the phase-out of Stage 2 aircraft as prescribed by the ANCA. Benefits Benefits • Addresses strong community opposition to aircraft noise • Aircraft restrictions can substantially decrease aircraft noise in areas surrounding an airport Additional Resources • Title 14 CFR Part 36, Noise Standards: Aircraft Type and Airworthiness Certification http://ecfr.gpoaccess.gov/cgi/t/text/text- idx?c=ecfr&rgn=div5&view=text&node=14:1.0.1.3.19&idno=14 • Title14 CFR Part 161, Notice and Approval of Airport Noise and Access Restrictions http://ecfr.gpoaccess.gov/cgi/t/text/text- idx?sid=9eea2835dca447270645f9582d872924&c=ecfr&tpl=/ecfrbrowse/Title14/14cfrv3_02.tpl • ACRP Synthesis 16: Compilation of Noise Programs in Areas Outside DNL 65 http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_016.pdf Community Involvement Active community involvement can be effective in addressing concerns regarding aircraft noise at airports. Residents of communities surrounding airports need to feel that they are part of the process and that their voice is being heard, or airports risk the potential for larger scale community opposition. TRB’s ACRP Report 15: Aircraft Noise: A Toolkit for Managing Community Expectations explores ways to improve communications with the public about issues related to aircraft noise exposure. Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings Project Planning 162 Guidebook of Practices for Improving Environmental Performance at Small Airports

problem can exist even at small airports where technically there are no incompatible land uses (according to 14 CFR 150) if area residents are annoyed by aircraft noise and are compelled to complain to the airport operator. The following practices facilitate community involvement to understand aircraft noise issues around airports. Noise-4: Establish a Noise Complaint System Residents of communities surrounding airports need to have a mechanism to register noise complaints. The implementation of a web- or telephone-based system to accept noise complaints lets concerned residents know that the airport is interested in hearing from them. Following up on complaints, either by telephone or e-mail, is also an important part of the process so residents know that their complaints are important. Benefits • Establishes a method for residents to document their noise complaints • Long-term documentation can be analyzed for noise event patterns Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument • ACRP Synthesis 16: Compilation of Noise Programs in Areas Outside DNL 65 http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_016.pdf Noise-5: Produce a "Fly Quiet" Report A Fly Quiet report typically scores and awards aircraft operators and airport tenants for noise abatement and/or minimization efforts. This type of reporting is important to foster an awareness of sensitive noise areas surrounding an airport by its users. A Fly Quiet report also facilitates community understanding of the measures taken by airport users to minimize noise impacts to the community. Benefits • Opens communication with residents affected by aircraft noise • Provides a means for an airport to notify the local public about noise-reduction initiatives Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly It is also important for an airport to understand that aircraft noise does not stop at the airport property boundary or a contour line, and personal annoyance to aircraft noise is subjective. Therefore, a noise Appendix A 163

Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument • ACRP Synthesis 16: Compilation of Noise Programs in Areas Outside DNL 65 http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_016.pdf Noise-6: Establish a Community Noise "Roundtable" A community noise roundtable is an ongoing coordination effort with the community to help respond to noise issues. A roundtable usually consists of community leaders that can disseminate information to residents. The setting should allow for open and honest discussions to provide the community leaders a better understanding of airport activities. It should also provide the airport with a better understanding of the community’s concerns so they can be addressed, if possible. Benefits • Opens communication with residents affected by aircraft noise • Facilitates discussions with a number of different neighborhoods • Provides a means for an airport to notify the local public about noise-reduction initiatives Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument • ACRP Synthesis 16: Compilation of Noise Programs in Areas Outside DNL 65 http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_016.pdf Noise-7: Develop and Maintain a Community Noise Resource Website Establishing and maintaining a website to share information about airport operations and noise mitigation efforts allows residents to better understand airport operations. The transparency of airport and aircraft flight operations can be greatly enhanced by offering web-based flight tracking. With web-based flight tracking residents can identify where aircraft are flying and which aircraft are causing specific noise events. Benefits • Enables residents to identify specific aircraft events that are considered obtrusive • Provides a means for an airport to notify the local public about noise-reduction initiatives • Provides a forum for residents to understand airport operations Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly 164 Guidebook of Practices for Improving Environmental Performance at Small Airports

Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument • ACRP Synthesis 16: Compilation of Noise Programs in Areas Outside DNL 65 http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_016.pdf Noise-8: Track Noise Complaints through a Geographic Information System Through use of a Geographic Information System, an airport may better identify where sensitive noise areas are located around the airport. With known noise complaint locations, an airport can develop effective mitigation strategies to minimize noise impacts. Benefits • Enables an airport to identify specific aircraft noise events reported by residents • More clearly identifies noise sensitive areas Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument • ACRP Synthesis 16: Compilation of Noise Programs in Areas Outside DNL 65 http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_016.pdf Mitigation Measures Effective mitigation measures can be developed after proper planning and sufficient community involvement to define the aircraft noise environment, sensitive land uses, and causes of noise impacts. Each airport serves different aircraft types with different levels of operational demand. Some small airports have a much wider variety of aircraft and types of operations than larger commercial service airports. For example, some small airports have flight training activity consisting of touch-and-go operations during which aircraft continually arrive and depart the runway to practice landings and takeoffs. Small airports also may accommodate helicopter traffic, banner-towing activities, and business jet operations. Each type of operation affects the aircraft noise environment differently and needs to be considered when developing and implementing an effective noise abatement plan. Because many small airports are not required to conduct Part 150 or Part 161 noise studies, land uses surrounding the airport are technically not considered incompatible. The TRB’s ACRP Synthesis 16: Compilation of Noise Programs in Areas Outside DNL 65 explores alternative actions currently used by airports to address noise outside the 65 DNL contour. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Appendix A 165

A ground run-up enclosure can help attenuate noise from engine run-up activity. Engine run-up operations are typically performed after aircraft maintenance is performed. They are conducted on the ground with the engine frequently running at maximum power. Benefits • Reduces ground-based aircraft noise exposure at sensitive areas close to the airport property line Noise-10: Implement a Sound Insulation Program usually recommended in a Part 150 Study and funded by FAA because implementation costs can be high. Benefits • Converts non-compatible land uses to compatible land uses Additional Resources • Title 14 CFR Part 150, Noise Control and Compatibility http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&tpl=/ecfrbrowse/Title14/14cfr150_main_02.tpl • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Noise-9: Construct a Ground Run-up Enclosure Noise-11: Implement a Preferential Runway Use System Noise modeling using the integrated noise model can determine if changes in runway use could affect noise exposure over sensitive areas. If different runway use can safely and effectively reduce noise exposure in certain areas without shifting noise to other sensitive areas, then a voluntary preferential runway use system can be implemented. Preferential runways can only be used when wind conditions allow aircraft operators to choose which runway to use. Coordination with aircraft users and the Airport Traffic Control Tower is necessary to ensure effective participation. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once A sound insulation program can be developed and implemented for residences, schools, and other non- compatible land uses if these buildings are located in areas deemed incompatible with aircraft noise levels (according to 14 CFR Part 150). Sound insulation programs typically involve replacement of windows and doors and installation of central air conditioning and heating systems. Pre-installation and post-installation tests are performed to confirm the effectiveness of the insulation program. Sound-insulated residences and schools are considered compatible with aircraft noise levels greater than DNL 65 dB. These programs are 166 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Shifts aircraft noise from non-compatible land-use areas to areas with compatible land uses Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument • ACRP Synthesis 16: Compilation of Noise Programs in Areas Outside DNL 65 http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_016.pdf Noise-12: Construct Noise Walls Near runway ends where takeoff roll is started and pre- flight engine run-ups occur, install noise walls using fabricated acoustical barriers or engineered earthen berms to mitigate noise for sensitive areas close to the airport property line. Benefits • Reduces ground-based aircraft noise exposure at sensitive areas close to the airport property line Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument Staffing Cost Effort Capital Knowledge Operational M M Frequency Savings Once Noise-13: Identify Aircraft Engine Run-up Areas If the development of a ground run-up enclosure is impractical, then the establishment of specific areas on the airfield for aircraft engine run-up operations related to maintenance and pre-flight engine checks can reduce excessive noise levels in predetermined sensitive areas immediately surrounding an airport. Benefits • Reduces ground-based aircraft noise exposure at sensitive areas close to the airport property line Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument • ACRP Synthesis 16: Compilation of Noise Programs in Areas Outside DNL 65 http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_016.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Appendix A 167

Noise-14: Implement a Voluntary Curfew or Voluntary Restraint from Flying The implementation of a voluntary restraint from flying program to limit loud noise events during late nighttime and/or early morning time can reduce noise exposure and community annoyance. Coordination and communication with aircraft users is necessary to ensure effective participation. Benefits • Reduces noise exposure resulting from night flights • Reduces overall DNL noise exposure due to the nighttime penalty for obtrusiveness Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument • Title14 CFR Part 161, Notice and Approval of Airport Noise and Access Restrictions http://ecfr.gpoaccess.gov/cgi/t/text/text- idx?sid=9eea2835dca447270645f9582d872924&c=ecfr&tpl=/ecfrbrowse/Title14/14cfrv3_02.tpl • ACRP Synthesis 16: Compilation of Noise Programs in Areas Outside DNL 65 http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_016.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Noise-15: Discourage Use of Reverse Thrust If an airport has a full-length taxiway(s), then minimizing the use of reverse thrust after landing can reduce the level of ground noise from aircraft operations close to the airport. Coordination and communication with aircraft users is necessary to ensure effective participation. Benefits • Reduces ground-based aircraft noise exposure at sensitive areas close to the airport property line Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument • ACRP Synthesis 16: Compilation of Noise Programs in Areas Outside DNL 65 http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_016.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing 168 Guidebook of Practices for Improving Environmental Performance at Small Airports

Noise-16: Establish Real Estate Disclosures The addition of language in real estate closing documents that discloses the location of the airport to the home buyer can enhance the understanding of new residents to the area. This type of notification requires a clear definition of the area in which disclosures are required and coordination with the local governments to ensure proper compliance. Benefits • Provides notification to home-buyers in areas potentially affected by aircraft noise and enables home buyers to make an informed decision Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Appendix A 169

APPENDIX A-11 Planning Practices Implementing planning practices can be a challenge for small airports due to limited resources. However, proactive planning practices should be considered to assist with effective airport project implementation. The planning practices identified below may facilitate compliance with the regulatory requirements associated with historic, archaeological, and ethnological resources; NEPA; public relations planning; and sustainability planning, as summarized in this Guidebook. The following proactive practices related to planning and development are applicable to small airports and are grouped by topic. • General Planning Practices Maximize Light-colored or Vegetated Surfaces on Roof and Non-roof Areas Implement Green Buildings Construction and Design/Leadership in Energy and Environmental DesignTM Standards Redevelop Previously Developed Sites Proactively Evaluate Environmental Resource Conditions Establish a Proactive Land Acquisition Program Partner with Municipalities to Develop Compatible Land Uses Consider Smart Growth/Density/Complete Streets for All On-airport Development Local/Regional Transit Coordination/Cooperation Develop a Noise and Land Use Compatibility Policy • Cultural Resources Practices Develop an On-site Cultural Resources Management Plan Develop an On-site Unanticipated Discovery Plan • Public Involvement Planning Practices Develop a Public Involvement Program for Master Planning Develop a Scoping Plan Develop a Plan for Conducting Public Hearings, Workshops, and Meetings Applicable Federal Regulatory Programs • National Environmental Policy Act of 1969, as Amended (Chapter 6) • FAA Order 1050.1E, Change 1 Environmental Impacts: Policies and Procedures (Chapter 6) • FAA Order 5050.4B, National Environmental Policy Act Implementing Instructions for Airport Actions (Chapter 6) • National Historic Preservation Act of 1966 (Chapter 6) • Department of Transportation Act of 1966 (Chapter 6) • Archeological and Historic Preservation Act of 1974, as Amended (Chapter 6) • Archeological Resources Protection Act of 1979, as amended (Chapter 6) • American Indian Religious Freedom Act of 1978 (Chapter 6) • Native American Graves Protection and Repatriation Act of 1990 (Chapter 6) • Executive Order 13007, Indian Sacred Sites (1996) (Chapter 6) • Executive Order 13175, Consultation with Indian Tribal Governments (2000) (Chapter 6) • AC No. 150/5070-7, The Airport System Planning Process (Chapter 6) 170 Guidebook of Practices for Improving Environmental Performance at Small Airports

General Planning Practices Planning-1: Maximize Light-colored or Vegetated Surfaces on Roof and Non-roof Areas Heat islands (thermal gradient differences between developed and undeveloped areas) are caused in large part by materials commonly used in urban areas, such as concrete and asphalt, which due to their unique thermal properties tend to absorb heat instead of reflecting it back into the atmosphere. Heat islands can have an adverse impact on the microclimate and human and wildlife habitat around the airport. It is because of the heat island effect that cities tend to be warmer than surrounding rural areas. Increased temperatures in developed areas can have the following impacts: • Amplification of extreme hot weather events, which can impact public health, especially for vulnerable populations such as the elderly • Increased energy demand for air conditioning in the summertime raises power plant emissions of harmful air pollutants. Higher temperatures also accelerate the chemical reaction that produces ground level ozone, or “smog.” The increased demand for summertime cooling can raise energy consumption. For every 1° F (0.6° C) increase in summertime temperature, peak utility loads in medium and large cities increase by an estimated 1.5 to 2%. To reduce heat island effects, airports should consider maximizing the use of vegetation or light colored pavement for all airport surfaces such as roofs, roadways, parking lots, and sidewalks areas. Increased vegetation and/or lighter roofing or paving materials reflect more sunlight, thereby reducing the heat retained by building materials. This will also reduce cooling loads in the summer. Use caution when implementing reflective materials so as to not affect a pilot’s ability to safely operate the aircraft. Potential strategies include shading constructed surfaces with landscape features, replacing constructed surfaces (i.e., roof, roads, sidewalks, etc.) with vegetated surfaces such as garden roofs and open grid paving or specifying high-albedo materials to reduce the heat absorption. Benefits • Reduces heat island effect • Reduces energy consumption • Reduces emissions of air pollutants associated with power plants • Reduces ozone and smog in the atmosphere Additional Resources • EPA EnergyStar. frequently asked questions about EnergyStar qualified roof products http://www.energystar.gov/index.cfm?c=roof_prods.pr_roof_faqs#s5 • U.S. Green Building Council LEEDTM for New Construction rating system, Heat Island effect http://www.usgbc.org/DisplayPage.aspx?CMSPageID=220 Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once (with new construction) Appendix A 171

Planning-2: Implement Green Buildings Construction and Design/Leadership in Energy and Environmental DesignTM Standards Greening buildings and supporting infrastructure minimizes use of resources, reduces harmful effects on the environment, and creates healthier environments for people. Green buildings are facilities designed, constructed, renovated, and operated in an environmentally responsible and energy-efficient manner, making use of sustainable materials where possible. Due to the increased efficiencies and sensitivity to environmentally friendly products, green building design and construction often make both environmental and economic sense. The LEED Green Building Rating System™ encourages and accelerates global adoption of sustainable green building and development practices through the creation and implementation of universally understood and accepted tools and performance criteria (7). Establish a policy to pursue LEED Certification (or similar standards) for New Construction, Existing Buildings, Commercial Interiors, as applicable. For example, develop a policy that states that new development projects obtain certification under the LEED Green Building Rating System™ and include LEED accredited professionals on the design team. Certification under the LEED Green Building Rating System™ is a way for an airport to be recognized for their commitment to environmental issues. Many airports that have created airport-specific sustainability guidelines using LEED have made their programs available to the public. These documents can be a very helpful tool for airports planning their first sustainability policies and planning to integrate LEED into the process. For related material, see Admin and Policy-10 in Appendix A-24. In construction activities reuse materials, use materials with recycled content, and/or use local/regional suppliers of rapidly renewable resources, certified wood, and salvaged materials. Benefits • Enhances and protects ecosystems and biodiversity • Improves air and water quality • Reduces solid waste • Conserves natural resources • Reduces operating costs • Enhances asset value and profits • Improves employee productivity and satisfaction • Optimizes life-cycle economic performance • Improves air, thermal, and acoustic environments • Enhances occupant comfort and health • Minimizes strain on local infrastructure • Contributes to overall quality of life Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once (with new construction) 172 Guidebook of Practices for Improving Environmental Performance at Small Airports

Additional Resources • Eco-friendly Terminal Opens at Greenville-Spartanburg Airport http://www.modernecohomes.com/blog/eco-friendly/eco-friendly-terminal-opens-at-greenville- spartanburg-airport/ • Information about the LEEDTM Certification process and the various Green Building Rating Systems is available on the U.S. Green Building Council’s website www.usgbc.org Planning-3: Redevelop Previously Developed Sites When developing new facilities, build on a previously developed site or close to existing infrastructure to preserve undeveloped land and minimize impacts to the natural and cultural environments. Locate new buildings to reduce environmental impacts, protect habitat and open space, protect cultural resources (both above and below the surface), and retain productive agricultural lands. Structure locations should consider potential impacts not only from construction, but also from subsequent impacts that would occur during routine operations. In addition, reuse of existing buildings extends the life cycle of existing building stock, conserves resources, retains cultural resources, reduces waste and environmental impacts from materials manufacturing and transport necessary for new buildings. Benefits • Preserves and protects the integrity of natural and cultural resources • Reduces environmental impacts to wildlife habitat and open space • Retains productive agricultural land Additional Resources • PHX Mesa Gateway Airport, Celebrating History, Envisioning the Future http://www.phxmesagateway.org/Content/Marketing/15YrAnniversaryBooklet.pdf • Dane County Regional Airport Earns Green Building Award http://www.countyofdane.com/press/details.aspx?id=869 Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once (with new construction) Planning-4: Proactively Evaluate Environmental Resource Conditions Performing a pre-NEPA analysis of environmental resources during the planning process could help identify potential environmental impacts early on in the process. Identifying environmental issues early on gives planners an opportunity to tailor development to minimizing environmental impacts. Identifying environmental issues early on can also result in reduced time and costs to complete the development project. For example, a pre- NEPA analysis may identify a wetlands or endangered species habitat within the proposed development area. Discovering these resources early on gives airports an opportunity to develop plans that minimize impacts. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Appendix A 173

Incorporating environmental considerations into the planning process reduces the time and cost that would go into minimization or mitigation efforts, were the environmental issues to arise after the project has been developed. If possible, the airport should include the data gathered in a GIS database. When GIS is not available, the airport should archive the data for potential GIS use in the future. If master planning is required, potential on- and off-airport impacts should be documented during the master planning process, as specified in FAA’s AC 150/5070-6B. Benefits • Reduces environmental impact associated with development • Reduces time to evaluate environmental impacts, if they have been identified early on and will be avoided or minimized • Reduces cost to mitigate environmental impacts if impacts are avoided/minimized Additional Resources • FAA AC 150/5070-6B, Airport Master Plans http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/docu mentID/22329 Planning-5: Establish a Proactive Land Acquisition Program Hazards can arise when there is a demand for non- aviation land development in the vicinity of an airport. This can include incompatible residential land use and development of land creating wildlife attractants. By establishing an aggressive land acquisition program that seeks to prevent residential encroachment and preserve wetlands, green spaces, and other natural and cultural resources (in a manner that does not create hazardous wildlife attractants), these threats are mitigated. The benefits of preserving wetlands include flood protection. Green space is shown to enhance employer and passenger well-being. These lands also serve as a natural buffer, providing separation between the airport and businesses/communities. However, preservation of wetlands and development of green space at Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once airports must take into account the potential for the creation of hazardous wildlife attractants. Therefore, careful planning and design is required to avoid interaction of wildlife and aircraft operations to the greatest extent practical. Land acquisition for residential compatibility is addressed in Planning-9 Develop a Noise and Land Use Compatibility Policy, as well as in the noise practices provided in Appendix A-10. Benefits • Improves employee and passenger well-being • Undeveloped land acts as a natural buffer between the airport and neighboring communities • Increases land uses that provide flood protection, noise attenuation, pollution filters, and other positive environmental impacts • Ensures land use compatibility which is more cost effective than retroactively converting land to compatible land uses 174 Guidebook of Practices for Improving Environmental Performance at Small Airports

Additional Resources • ACRP Synthesis 10: Airport Sustainability Practices http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_010.pdf Planning-6: Partner with Municipalities to Develop Compatible Land Uses Airports typically do not have control over land outside the airport boundary. Local zoning and land use policies are typically within the authority of the adjacent jurisdictions. Airports should work with local municipalities to develop properties near the airport with the objective of discouraging the development of incompatible land uses such as residences, schools, and detention facilities. Proactive zoning ordinances can prevent incompatible development. Considerable cost, time, and resource savings can be realized as the airport would not have to consider mitigation measures. It is important for airports to continually partner with the local jurisdictions to help ensure that appropriate ordinances are being developed and/or enforced. Benefits • Minimizes incompatible development around the airport • Prevents construction of new homes within the DNL 65 dB noise contour Additional Resources • Colorado Airport Operators Association, Airport Overlay Zoning http://www.psrc.org/transportation/airtrans/compatible/biblio/ • Airport Compatible Land Use Planning References http://www.psrc.org/transportation/airtrans/compatible/biblio/ Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Planning-7: Consider Smart Growth/Density/Complete Streets for All On-airport Development Airports should consider the density and the ability to walk to commercial office, retail, and hotel zones on airport property. Ensure that sidewalks are present and provide direct and safe access to bus stops and rail stops. Airports should also provide bicycle lanes and paths to/from the airport and encourage transit authorities to operate bicycle- friendly vehicles. For related material, see Energy-1 and Energy-3 in Appendix A-23. Connectivity and transit-oriented, walk-able, and bicycle-friendly development leads to less automobile use and fewer environmental impacts. Airports with complete street design have the ability to improve safety by reducing pedestrian risk. Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings Once Appendix A 175

An airport may want to consider building in a compact space and developing vertically rather than horizontally in order to minimize building footprint(s). Fresno Yosemite International Airport, for example, sited its new consolidated rental car facility adjacent to the baggage pick-up area to eliminate the need for ground transportation to and from the rental car facility. This initiative saved the airport the costs associated with the ground transportation and avoided air and GHG emissions that would have otherwise occurred. Benefits • Decreases automobile congestion • Increases pedestrian safety • Reduces environmental impacts including air and water pollution • Preserves open space Additional Resources • Fresno Yosemite International Airport, Parking and Ground Transportation Initiatives in the following Airport Information Document http://www.fresno.gov/NR/rdonlyres/06865FBE-317F-493D-84FE- 16860C830874/11260/AirportHistory_Oct2008.pdf • EPA Smart Growth website http://www.epa.gov/dced/index.htm • National Complete Streets Coalition http://www.completestreets.org/ Planning-8: Local/Regional Transit Coordination/Cooperation Airports should communicate with local and regional transit authorities to advance transit connection opportunities. Work with local planners and transit agencies to coordinate long term regional and local transportation plans. These entities should be aware of future growth scenarios and redevelopment plans for the airport so they can anticipate the transportation needs of employees and customers. The redevelopment goals of the airport should be presented to state and local agencies and coordinated with any current and future intermodal transportation initiatives to help the airport attain a more prominent status in the regional transportation system. During communications, available data relating to trip origins and destinations for employees and passengers, or projections of future use should be shared among all interested transportation and planning entities to aid in this process. In coordination with local/regional transit agencies and officials, develop and implement a program to promote increased use of public transit by employees and passengers as a means of reducing traffic congestion and parking demand at the airport. The program could include educating employees and the public about the transit options to/from the airport in the form of an annual “Transportation Awareness Day” or similar event to attract public interest. The program would also include providing employees with discounted public transit passes, or reimburses employees for this charge, to encourage the use of public transportation. For related material, see Energy-2 in Appendix A-23. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing 176 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Provides easier access to the airport • Encourages use of public transportation • Reduces traffic around the airport • Improves airport/community relations by working closely with local and regional agencies Additional Resources • Multi-modal Coordination—Transit Schedule Coordination http://www.consystec.com/florida/integrated/web/files/mppdfs/mpSH_452.pdf Planning-9: Develop a Noise and Land Use Compatibility Policy Airports can determine non-compatible land use by comparing airport noise contours with underlying land uses. Residential land and similar land uses are typically incompatible with aircraft noise levels of DNL 65 dB or greater. Some measures, such as operational procedures, can be recommended even without producing noise contours Airports could establish a compatible land use plan in conjunction with local jurisdictions as a preventive measure, to maintain compatible land uses in the vicinity of the airport. Zoning restrictions are the most common way to prevent non-compatible land uses. Zoning is not retroactive. Therefore, the noise and land use compatibility policy may include acquiring land beyond the DNL 65 dB noise contour to prevent residential encroachment and preserve natural systems. Acquisition of land can be costly. However, if local ordinances have established a lower noise limit for compatible land use, federal funding may be available to assist in acquiring non- compatible land through a FAA-approved Part 150 Study. For related material, see Noise-2 in Appendix A-10. Other preventive measures can be included in the noise and land use compatibility policy such as operational procedures and local building codes. These, and other preventive measures, are discussed in more detail in ACRP Synthesis 16, Compilation of Noise Programs in Areas Outside DNL 65 and FAA AC 150/5020, Noise Control and Compatibility Planning for Airports. Benefits • Ensures land use compatibility which is more cost effective than retroactively converting land to compatible land uses • Fosters a positive public perception of the airport’s initiatives • Reduces the possible impacts of future noise Additional Resources • FAA AC 150/5020, Noise Control and Compatibility Planning for Airports http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/F4FAE43A 49D9F2FE86256C720077AD35?OpenDocument • ACRP Synthesis 16: Compilation of Noise Programs in Areas Outside DNL 65 http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_016.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once (with periodic review) Appendix A 177

Cultural Resources Practices Planning-10: Develop an On-site Cultural Resources Management Plan Both development and routine operations at an airport can have an impact on archaeological, historical, and ethnographic sites and places. Of most concern are cultural resources listed or eligible (or potentially eligible) for listing on the NRHP. A Cultural Resources Management Plan is a management guide to the treatment of these resources and to the process of resource identification required in areas not previously surveyed for cultural resources on site. Develop a Cultural Resources Management Plan prior to development as a proactive approach to managing cultural resources at the airport. The plan should be developed in coordination with a preservation planner and should include a process for identifying cultural resources (including a contact person) and determining eligibility on the NRHP. The Cultural Resources Management Plan should comply with applicable archaeological, historical, and ethnographic regulations, as outlined in Chapter 6, including the Antiquities Act of 1906; NHPA; Executive Order 11593, Protection and Enhancement of the Cultural Environment; AHPA; and ARPA. Benefits • Ensures compliance with applicable regulations • Facilitates more efficient and cost effective handling of NRHP eligible/potentially eligible resources by providing a standard approach for resources at the airport • Ensures a consistent approach to management of cultural resources Additional Resources • ACHP, NRHP evaluation criteria http://www.achp.gov/nrcriteria.html • Antiquities Act of 1906 http://www.nps.gov/history/local-law/anti1906.htm • NHPA http://www.achp.gov/nhpa.html • Executive Order 11593, Protection and Enhancement of the Cultural Environment http://www.archives.gov/federal-register/codification/executive-order/11593.html • Archaeological and Historic Preservation Act of 1974, as amended http://www.thecre.com/fedlaw/legal13/archpreserv.htm • ARPA http://archnet.asu.edu/Topical/CRM/usdocs/arpa79.html Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once 178 Guidebook of Practices for Improving Environmental Performance at Small Airports

Planning-11: Develop an On-site Unanticipated Discovery Plan The unanticipated discovery of cultural resources during construction or routine maintenance actions can cause significant construction or schedule delays to a project. An Unanticipated Discovery Plan, which is usually an appendix to the Cultural Resources Management Plan (see Planning- 10), provides the response framework for the environmental manager in the event that unanticipated finds are discovered. Benefits • Ensures compliance with applicable regulations • Facilitates more efficient and cost effective handling of unanticipated cultural resources if a plan is set up prior to identification of such resources • Ensures consistent process for managing unanticipated cultural discoveries Additional Resources • ACHP, NRHP evaluation criteria http://www.achp.gov/nrcriteria.html • Antiquities Act of 1906 http://www.nps.gov/history/local-law/anti1906.htm • NHPA http://www.achp.gov/nhpa.html • Executive Order 11593, Protection and Enhancement of the Cultural Environment http://www.archives.gov/federal-register/codification/executive-order/11593.html • Archaeological and Historic Preservation Act of 1974, as amended http://www.thecre.com/fedlaw/legal13/archpreserv.htm • ARPA http://archnet.asu.edu/Topical/CRM/usdocs/arpa79.html Public Involvement Planning Practices Planning-12: Develop a Public Involvement Program for Master Planning FAA AC 105/5070-6B, Airport Master Plans requires the development of a public involvement program at the beginning of the airport planning process. Per the AC, the public involvement program should be designed to encourage information-sharing and collaboration among the airport sponsor, users and tenants, resource agencies, elected and appointed public officials, residents, travelers, and the general public. The program should also provide stakeholders with an early opportunity to comment, before major decisions are made; provide adequate notice of opportunities for their involvement; and should provide for regular forums throughout the study. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once (with periodic updates) Appendix A 179

To efficiently comply with AC 105/5070-6B, airports should develop a comprehensive public involvement program that can be implemented as needed during the master planning process. The plan should include guides for keeping the public up to date periodically during the master planning process (annually or whatever is most appropriate based on the scale of development) and provide example forums (e.g., meetings, small group discussions, newsletters, etc.). For example, public involvement could be achieved through the publication of annual reports, public open house events, and/or the creation of a website that summarizes the master plan development status, next steps, and future opportunities for public involvement. Master plans should be made available to the public for review and comment, with clear instructions on how and when to provide comments. When appropriate, public meetings with an open house format should be held to answer questions and receive public comments and input. After the program has been implemented, the effectiveness of the process should be evaluated and revised as necessary for future master plans. The master planning public involvement program should be revised to highlight activities that are most effective at attracting public input, incorporate new technologies as they become available, and limit practices that have not been successful in reaching the public. Benefits • Improves community profile by consistently and openly involving the public in the master planning process • Complies with FAA AC 150/5070-6B, Airport Master Plans • Facilitates early and open public input in the master planning process • Facilitates a collaborative approach to master planning Additional Resources • FAA AC 150/5070-6B, Airport Master Plans http://www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.current/documentN umber/150_5070-6 Planning-13: Develop a Scoping Plan Both the NEPA and CEQ regulations require public involvement, including scoping, as part of the planning process when an EIS is required, and is optional for an EA. An EIS is required when development activities are expected to result in significant impacts to environmental, social, and/or cultural resources. Scoping is defined by CEQ as an early and open process for determining the scope of issues to be addressed in an EA or EIS and identifying the significant issues related to a proposed action (40 CFR 1501.7). The purpose of scoping is to identify significant environmental issues to be analyzed in greater depth, identify and eliminate issues that are insignificant or which have been covered by prior environmental review, and set the temporal and geographic boundaries of the EIS. Scoping (with agencies and/or the public) also allows the responsible FAA official to identify available technical information and additional reasonable alternatives. As part of the planning process, airports should develop a scoping plan to be carried out during the early stages of airport planning and development. Even if an EIS (or EA) is not required, public Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once (with periodic updates) 180 Guidebook of Practices for Improving Environmental Performance at Small Airports

involvement in the form of scoping can be a helpful tool for identifying public concerns about the project, addressing questions, identifying potential alternatives, and, as a result, improving public relations. Scoping is designed to facilitate early and open communications between the public and the agency responsible for development (i.e., the airport or FAA). Scoping may also be extended to include the involvement of affected federal, state, and local agencies and tribal representatives (required under NEPA). The public should be involved in the scoping process through public meetings and/or small group discussions, which provide a forum for questions, comments, and feedback. Project information may also be published on a website, including contact information and links to provide comments/concerns and to submit questions. The scoping plan should identify the parties to be included in the scoping process and how the public will be included (i.e., via meetings, website, public mailings, combination of means, etc.). Benefits • Facilitates early and open communication with the public • Identifies the environmental, social, and cultural issues of most concern to the public • Improves community relations by consistently and openly involving the public in the planning process Additional Resources • CEQ Regulations for Implementing NEPA, Section 1501.7—Scoping http://ceq.hss.doe.gov/nepa/regs/ceq/toc_ceq.htm • FAA, Order 1050.1E, Change 1, Environmental Impacts: Policies and Procedures (March 2006), Section 208 – Public Involvement http://www.faa.gov/documentLibrary/media/order/energy_orders/1050-1E.pdf • FAA, Order 5050.4B, NEPA Implementing Instructions for Airport Actions (April 2006),Chapter 5 – Public Participation http://www.faa.gov/airports/resources/publications/orders/environmental_5050_4/media/5050- 4B_complete.pdf Planning-14: Develop a Plan for Conducting Public Hearings, Workshops, and Meetings Both the NEPA and CEQ regulations require public involvement as part of the planning process if an EIS is required. Public participation is an optional part of an EA. CEQ defines a public hearing as a gathering under the direction of a designated hearing officer for the purpose of allowing interested parties to speak and hear about issues of concern. Title 40 CFR 1506.6I states that public hearings should be held whenever appropriate or to meet statutory requirements applicable to an agency. Public involvement can be a beneficial tool for keeping the public up to speed about airport planning and development Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once (with periodic updates) After completing project scoping, the effectiveness of the process should be evaluated and revised, as necessary for future scoping events. The scoping plan should be revised to highlight activities that are most effective at attracting public input, incorporate any new technologies as they become available, and limit practices that have not been successful in reaching the public. Appendix A 181

and/or workshops serve as excellent forums to: • Update the community on project status • Identify issues of concern (and identify issues of concern) • Identify next steps • Ensure the public is aware of any documents available for public review • Discuss other opportunities for public involvement related to the project Although each project will be different, having a plan in place will allow for consistent levels of public involvement during planning activities and can serve as a valuable reference. The plan could include reference information relative to potential means of involvement (i.e., suggested forums), meeting locations, frequency of involvement, interested parties (based on past experience or other area projects), and format of event advertisements. Public meetings, workshops, and/or hearings should be conducted periodically during planning and development at the airport. If the public meetings (or workshop or hearing) are to be conducted in connection with an EA or EIS, the document should be available to the public 30 days prior to the event. The frequency of public involvement will be determined based on the size of a particular project and the potential risk for impacts. For example, a project expected to be completed in six months with no impact to environmental resources would require less public involvement than a project spanning a few years and potentially impacting wetlands and endangered species. The more complex the project, the more beneficial the public involvement is likely to be. Public events related to planning and/or development should be advertised in advance using means such as newsletters, website announcements, community center, or church bulletins, and/or a public notice in local newspapers. Giving attention to all populations, particularly those with environmental justice considerations, will ensure everyone is invited and provided access to the public participation process. After completing the public involvement for a project, an airport should evaluate the effectiveness of the process and revise it, as necessary, to highlight activities that are most effective at attracting public input, incorporate any new technologies as they become available, and limit practices that have not been successful in reaching the public. Benefits • Facilitates open communication with the public projects, identifying public concerns about these projects, and addressing questions. Meetings, hearings, • Improves community relations by consistently and openly involving the public in the planning process • Reduces timeframe of the planning process if impacts/concerns are identified early in the process by the public Additional Resources • CEQ Regulations for Implementing NEPA, Section 1506.6, Public Involvement http://ceq.hss.doe.gov/nepa/regs/ceq/toc_ceq.htm • FAA, Order 1050.1E, Change 1, Environmental Impacts: Policies and Procedures (March 2006), Section 208—Public Hearings, Workshops, and Meetings http://www.faa.gov/documentLibrary/media/order/energy_orders/1050-1E.pdf • FAA, Order 5050.4B, NEPA Implementing Instructions for Airport Actions (April 2006),Chapter 5 – Public Participation http://www.faa.gov/airports/resources/publications/orders/environmental_5050_4/media/5050- 4B_complete.pdf 182 Guidebook of Practices for Improving Environmental Performance at Small Airports

APPENDIX A-12 Public Relations Practices The public relations practices summarized below do not have federal regulatory requirements, but guidance is included in FAA regulatory programs. For example, AC 150/5070-7 provides practical guidelines for involving the community in a variety of aviation planning situations. These practices will assist with public relations outreach that is common with small airport activities. Airports should select those practices in areas of most concern to the airport and the community as a whole. The following proactive practices related to public relations are applicable to small airports. Adopt a Sustainability Communication Plan Establish a Recycling Education Program Showcase Airport Initiatives Report Annual Energy Consumption Make Environmental Monitoring and Reporting Data Available to the Public Construct an Observation Area PR-1: Adopt a Sustainability Communication Plan Airports should consider developing an internal and external communication plan to report on sustainability performance at the airport. Components of this plan could identify the benefits of each measure, focusing on those elements that are most important to the airport and surrounding community. Holding forums or soliciting written public comments is an effective means for identifying which topics related to sustainability are of most interest/concern to the community. Forums should be advertised through various means in order to reach as many people as possible in the community if the airport is seeking feedback. Outreach could include newsletters, website announcements, e-mails, community center or church bulletins, and/or in local newspapers. As part of this effort, an airport should publish an annual sustainability report and make it available to the public. If the airport already has a public outreach plan, it should integrate communication of sustainability plans and practices into the existing public outreach plan. Benefits • Encourages feedback from the local community • Determines information that will be provided to the public Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Applicable Federal Regulatory Programs • FAA AC No. 150/5070-7, The Airport System Planning Process (Chapter 6) • FAA Order 1050.1E, Change 1 Environmental Impacts: Policies and Procedures (Chapter 6) • FAA Order 5050.4B, National Environmental Policy Act Implementing Instructions for Airport Actions (Chapter 6) Appendix A 183

PR-2: Establish a Recycling Education Program Airports can educate airport staff on everyday ways to reduce waste and save energy while at work by distributing informational signs and flyers that contain details on the types of materials that can be recycled at work and providing strategies for saving energy on a daily basis. For example, an energy-savings measure may be as simple as turning off lights when leaving a conference room or office, and turning computers off at night. Benefits • Reduces waste and saves energy Additional Resources • EPA’s How to Start a Recycling Program at Your Airport http://www.epa.gov/osw/conserve/rrr/rogo/documents/airports.htm PR-3: Showcase Airport Initiatives Airports can showcase key airport initiatives to the local community as a demonstration and commercialization launch pad for alternative energy technologies and products. This effort can be achieved through methods such as marketing and press releases. An annual sustainability and/or energy consumption report could serve as a first step in promoting airport initiatives. An airport can engage and educate its customers by creating a display within the terminal(s) or other frequented facilities explaining sustainability in general and publicizing current and/or planned sustainable initiatives at the airport. Benefits • Presents positive information that can be provided to the public Additional Resources • Naples Municipal Airport. Sustainability, Conservation and Social Responsibility Plan http://www.flynaples.com/index.php/naples-airport-authority/sustainability • South Bend Regional Airport Sustainability Initiatives http://www.sbnair.com/ Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once (with annual follow-up) Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once (with annual follow-up) Additional Resources • The State of Sustainability Communication http://www.greenbiz.com/sites/default/files/document/StateOfSustainabilityCommunications.pdf 184 Guidebook of Practices for Improving Environmental Performance at Small Airports

PR-4: Report Annual Energy Consumption After implementing energy reduction strategies at an airport, the public can be informed about annual energy consumption and cost saving through an annual report or brochure. The report/brochure should provide information on existing energy consumption and cost reduction measures and compare energy consumption and costs before and after implementation of energy reduction strategies, as well as project future savings. This serves not only as a marketing mechanism but also provides the airport with an important tool to set and track energy goals and manage strategies. Providing this information to the public will make the airport accountable for carrying through with planned initiatives, increasing the likelihood that reductions will continue. Publicizing an annual energy consumption report will also aid in showcasing airport initiatives. Benefits • Enhances transparency of airport activities • Enhances relationship with the local community and other airport stakeholders PR-5: Make Environmental Monitoring and Reporting Data Available to the Public Airport can use environmental monitoring and reporting data to showcase initiatives. The focus should be on initiatives that reduce costs and promote sustainability. Data that could be incorporated into the public report includes air quality/emissions reductions, noise abatements, energy consumption and costs, recycling measures, airport planning, water quality, and ground transportation options. To maximize public interest in this information, airports should gauge public interests in sustainable initiatives by soliciting public comments on the reports (either written or by holding forums for interested parties) and tailoring subsequent reports accordingly. Benefits • Enhances transparency of airport activities • Enhances relationship with the local community and other airport stakeholders Additional Resources • Global Reporting Initiative’s A Snapshot of Sustainability Reporting in the Airports Sector http://www.globalreporting.org/NR/rdonlyres/2B127FFE-16FC-4F3E-BC7C- 9794F873270A/0/SnapshotAirportsSector.pdf • Massport’s Airport Programs, Environmental http://www.massport.com/logan/airpo_envir.html Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Appendix A 185

PR-6: Construct an Observation Area Constructing an observation area can showcase an airport as a location of interest where the public can come observe airplane departures, landings, and other operations. To attract the public, create a recreational area close enough to the airfield so the public can observe airport operations, but not within any protected airfield surfaces. An additional feature of some observation areas is speakers that are tuned to the frequency of the Airport Traffic Control Tower or the Universal Integrated Communication System frequency to hear Air Traffic Control Tower personnel and pilot communications. When creating a recreational area on airport property, consideration should be given to the implications of Section 4(f) of the U.S.DOT Act of 1966. Section 4(f) of the U.S.DOT Act states that the Secretary of Transportation will not approve any program or project that requires the use of any publicly owned land from a public park, recreation area, or wildlife and waterfowl refuge of national, State, or local significance unless there is no feasible and prudent alternative to the use of such land and such program. Therefore, future airport development may be affected by the development of a public-use recreational facility at an airport. Airport operators should be aware that recreational facilities are only subject to the requirements of Section 4(f) of the U.S.DOT Act if: • A federal, state, or local agency having jurisdiction over the land determines that one of the facilities’ major purposes and functions is for a park or recreation, and • The entire recreation area permits visitation by the general public at any time during the normal operating hours of the facility. Benefits • Provides a recreational area for the public • Engages the public and showcases airport operations in a positive manner • Enhances transparency of airport activities • Enhances relationship with the local community and other airport stakeholders Additional Resources • Raleigh-Durham International Airport, Raleigh Durham International Airport Observation Park http://www.rdu.com/whileatairport/obpark.htm • The Baltimore Washington International Airport Trail http://www.dnr.state.md.us/greenways/bwi_trail.html • Gerald R. Ford International Airport http://www.grr.org/Viewin.php • FAA, Order 1050.1E, Change 1, Environmental Impacts: Policies and Procedures (March 2006), Section 208 – Public Involvement http://www.faa.gov/documentLibrary/media/order/energy_orders/1050-1E.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once 186 Guidebook of Practices for Improving Environmental Performance at Small Airports

APPENDIX A-13 Vegetation and Wildlife Management Practices • Threatened and Endangered Species/Biodiversity Practices Develop an On-site Conservation Area for Species of Concern Establish a Tree Bank • Vegetation and Wildlife Management Practices Develop a Wildlife Hazard Management Plan Choose Non-wildlife Attractant Plants Conduct Long-term Vegetation Management Avoid the Creation of Natural Open Water Features on or Near Airfield Sites that Attract Wildlife Install Perforated Underground Drains or Dry Wells Manage Vegetation to Maintain Rare and Non-hazardous Wildlife Habitat Develop and Implement an Integrated Pest Management Plan Plant Nitrogen-fixing Vegetation • Biodiversity Practices Replace Vegetation with Native Species During Construction or Mitigation Projects Join in Partnerships with Environmental Nonprofit Organizations Threatened and Endangered Species/Biodiversity Practices Wildlife-1: Develop an On-site Conservation Area for Species of Concern Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Applicable Federal Regulatory Programs • Endangered Species Act of 1973 (Chapter 6) • Magnuson-Stevens Act of 1976, as amended (Chapter 6) • Marine Mammals Protection Act of 1972 (Chapter 6) • Migratory Bird Treaty Act of 1918 (Chapter 6) • Executive Order 13186, Responsibilities of Federal Agencies to Protect Migratory Birds (2001) (Chapter 6) • Bald Eagle and Golden Eagle Protection Act (Chapter 6) Development and routine operations at an airport can have an impact on local biodiversity, including any threatened and endangered species in the area, when habitat for these species is reduced to accommodate airport development. To offset such impacts, an airport could establish conservation areas for species of concern and maintenance of local biodiversity. The conservation areas should be designed toward attracting non-hazardous species or be established a safe distance from airport operations and in compliance with the airport’s wildlife management plan (see Wildlife-3). For additional related information, see Wildlife-11. The implementation of vegetation and wildlife management practices at small airports not only reduces the risk of impacts to protected species and can be beneficial to the environment, but can also reduce the risk of aircraft incidents and accidents. Management of vegetation and wildlife should occur on all airport-owned land. The practices described in the following sections will assist with proper vegetation and wildlife management actions that are common with small airport activities. The practices related to vegetation and wildlife management are a proactive approach applicable to small airports, and are grouped by topic. Appendix A 187

Airports should coordinate with a wildlife biologist as well as officials at local parks, preserves, and forests to design the conservation area and ensure continued safe operations. For example, the airport could develop a habitat in a portion of airport property for tortoises with barriers to prevent access to the airfield. Benefits • Maintains area biodiversity with a focus on species of concern • Offsets development with green space • May assist with future permitting efforts Wildlife-2: Establish a Tree Bank Tree banking using native species may serve to offset impacts to trees from airport development or maintenance activities and to mitigate noise and air quality impacts. The tree bank could be established using native species in an area around the airport where residences have been demolished for noise mitigation purposes. The trees may further reduce noise pollution in the vicinity of the airport by serving as a sound barrier between the airport and neighboring communities. The tree bank should be designed toward attracting non-hazardous species or be established a safe distance from airport operations, in compliance with the airport’s wildlife management plan (see Wildlife-3). A tree bank could also be achieved through the designation of an off-site public area for the planting of trees when it is not feasible to plant the required trees within their site’s project area. An alternative could be a tree preserve, already in place on public or private land, designated as a tree bank for the airport through the transfer of title to a public agency, the use of conservation easements or deed restrictions, or other methods. In addition to offsetting airport development/tree loss, and improving ambient noise, tree banks also help to improve air quality by removing harmful pollutants from the air and, if located close to airport facilities, could help reduce energy costs by providing natural shade/cooling in summer months. Benefits • Offsets trees lost during airport development • Maintains native species • Reduces ambient noise • Improves air quality • Reduces energy costs • Increases tree cover/green space Additional Resources • TreeLink http://www.treelink.org/ Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once 188 Guidebook of Practices for Improving Environmental Performance at Small Airports

Vegetation and Wildlife Management Practices Wildlife-3: Develop a Wildlife Hazard Management Plan Benefits • Reduces wildlife hazards to aircraft, such as bird strikes (increase safety) • Complies with 14 CFR Part 139 and FAA AC 150/5200-33 Additional Resources • 14 CFR Part 139 Section 139.337, Certification of Airports, Wildlife Hazard Management http://rgl.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY/RGFAR.NSF/0/d7aff358f3b62a9 486256ebb005c3c40!OpenDocument • FAA AC 150/5200-33, Hazardous Wildlife Attractants on or near Public Use Airports http://www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.current/documentN umber/150_5200-33 • USDA Wildlife Damage Management Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once http://www.aphis.usda.gov/wildlife_damage/index.shtml In recognition of the potential risk of serious aircraft damage or the loss of human life that could result from a wildlife strike, greater emphasis is being placed on preparing airport Wildlife Hazard Management Plans that effectively address potential aircraft safety hazards. 14 CFR Part 139.337 requires airports to develop a Wildlife Hazard Management Plan and secure approval for the plan from FAA. Airports that do not meet the requirements of 14 CFR Part 139 are not required to develop a wildlife hazard management plan, although they would still benefit from such a document. Habitat management is a critical element in an airport hazard management program. The wildlife hazard control plan should specify all vegetated areas of the airport and document how the areas should be maintained so that they do not become attractants to wildlife potentially hazardous to airport operations. Other considerations in the wildlife hazard management plan should include the potential hazards resulting from dumpsters and buildings. For example, buildings have the potential to become roosting sites and should be routinely inspected; unsecured trash has the potential to attract wildlife. FAA AC 150/5200-33, Hazardous Wildlife Attractants on or near Public Use Airports provides guidance on land uses that have the potential to attract wildlife. The AC also discusses development projects affecting operations near wildlife attractants. FAA AC 150/5200-33 recommends a distance of 5 miles between the farthest edge of an airport’s air operations area and a hazardous wildlife attractant. This is particularly important if the attractant could result in wildlife movement within the approach or departure airspace for an airport. For airports serving piston-powered aircraft, hazardous wildlife attractants must be 5,000 feet from the nearest air operations area, while for airports serving turbine-powered aircraft, hazardous wildlife attractants must be 10,000 feet from the nearest air operations area. • FAA Wildlife Management http://wildlife-mitigation.tc.faa.gov/wildlife/wildlifemanagement.aspx • FAA Wildlife Strike Database http://wildlife-mitigation.tc.faa.gov/wildlife/default.aspx Appendix A 189

• Wildlife Hazard Management, The Wisconsin Airport Owner’s Perspective http://www.dot.wisconsin.gov/library/publications/topic/air/wildlife-owners.pdf Wildlife-4: Choose Non-wildlife Attractant Plants When selecting plants for the airport, airports should choose vegetation that does not attract wildlife to avoid hazards to aircraft. If applicable, plant selection protocols could be included in a Wildlife Hazard Management Plan developed for the airport. Hazardous wildlife is dependent on the location of the airport and could include birds such as geese, waterfowl, gulls, pigeons, doves and starlings, or migratory wildlife such as deer, coyotes, or moose. For example, tall fescue (a grass species) is recommended for use on temperate airfields because it may be unattractive to wildlife. Feeding on tall fescue may also discourage the presence of small mammals which are a primary attractant to soaring predatory birds. Vegetation found on airports should have low attraction to birds, small mammals, and insects; have hardy growth and good survival; and provide good ground coverage without being a fire hazard as documented by Seamans (8). Airports can work in cooperation with officials at local parks, preserves, and forests to advance forest and grassland management strategies meant to discourage species known to conflict with airport operations. Airport plans should be reviewed by a wildlife management biologist to minimize attracting hazardous wildlife consistent with FAA AC 150/5200-33, Hazardous Wildlife Attractants on or near Public Use Airports. Benefits • Reduces wildlife hazards to aircraft (increase safety) • Complies with FAA AC 150/5200-33 Additional Resources • FAA AC 150/5200-33, Hazardous Wildlife Attractants on or near Public Use Airports http://www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.current/documentN umber/150_5200-33 Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Wildlife-5: Conduct Long-term Vegetation Management According to Barras and Seamans, wildlife strikes pose safety risks to aircraft and cost civil aviation over $390 million annually in the United States. (9). A vegetation management plan would help reduce wildlife strike hazards and maintain protected airspace around the airport. Long- term vegetation management favors meadow or shrubs over periodic tree cutting in portions of the airport where trees are undesirable and often includes mowing techniques to maintain a set vegetation height. Mowing grass to an optimum height has been shown by Seamans to at least temporarily reduce small mammal populations, which in Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once turn may reduce the attractiveness of the area to birds of prey 190 Guidebook of Practices for Improving Environmental Performance at Small Airports

Vegetation maintenance techniques include alternating mechanical mowing, hand cutting, and herbicide treatments. Mechanical mowing is used to control the plant community height to promote a safe, navigable airport protection zone. Benefits • Reduces wildlife hazards to aircraft (enhance safety) • Maintains protected airspace around the airport Additional Resources • U.S. Department of Agriculture National Wildlife Research Center, Vegetation Management Approaches for Reducing Wildlife-Aircraft Collisions http://digitalcommons.unl.edu/cgi/viewcontent.cgi?article=1153&context=icwdm_usdanwrc Wildlife-6: Avoid the Creation of Natural Open Water Features on or Near Airfield Sites that Attract Wildlife In urban areas, airports may provide some of the only remaining open space and open waters for wildlife. Open water may be available at the airport in the form of natural water bodies (i.e., wetlands, streams, ponds, etc.), manmade water bodies/basins (i.e., retention basins, reservoirs, etc.), or standing storm water. Avoiding the creation of natural open water features on or near airfield sites minimizes wildlife attractants, thereby reducing safety risks to aircraft and wildlife. These water bodies attract many species of birds that are considered hazardous to aircraft/airport operations as well as hazardous mammals such as deer or coyotes that may be attracted to the source of drinking water. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once and predatory mammals that pose hazards to aircraft (8). Optimum vegetation height management strategies are site-specific and should be developed in coordination with officials at local parks, preserves, and/or forests and included in a wildlife management plan, if applicable. Benefits • Reduces wildlife hazards to aircraft (increases safety) Wildlife-7: Install Perforated Underground Drains or Dry Wells For storm water management, perforated underground drains or dry wells can provide infiltration without attracting hazardous wildlife. Both systems can take in water quickly then distribute it over a larger area, thus reducing surface water. The ground supporting the drains typically has gravel, rocks, or similar debris to help funnel the water away. Drainage systems would reduce standing water, which is a wildlife attractant. Benefits • Reduces wildlife hazards to aircraft (increases safety) Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Appendix A 191

Wildlife-8: Manage Vegetation to Maintain Rare and Non-hazardous Wildlife Habitat Where rare non-hazardous wildlife habitat is present on an airfield, such as butterflies, manage vegetation to maintain its habitat. While it is important to limit vegetation that attracts hazardous wildlife to the airport, it is also essential to maintain the habitats of non-hazardous wildlife, particularly rare species. In highly developed areas, airports often are the only remaining providers of large expanses of grasslands and/or shrub/scrub cover, which provide habitat for rare species, including local and migratory wildlife populations. Maintaining these habitat areas can help to promote the sustainability of existing rare species communities. Airports can work in cooperation with officials at local parks, preserves, and forests to advance certain forest and grassland management strategies to enhance habitats for bird species which do not pose a threat to aircraft at the local airport. Benefits • Maintains area biodiversity • Reduces safety hazards Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Wildlife-9: Develop and Implement an Integrated Pest Management Plan Integrated Pest Management Plans seek to treat and manage pest damage economically, and with the least possible hazard to people, property, and the environment. Integrated Pest Management is an approach to pest control that uses regular monitoring and record keeping to determine if and when treatments are needed. It also employs a combination of strategies and tactics to keep pest numbers low enough to prevent damage and annoyance as much as possible. Biological, cultural, physical, mechanical, educational, and chemical methods are used in site-specific combinations to solve the pest problem. Chemical controls are used only when needed, and in the least toxic formulation that is effective against the pest. For example, as an alternative to spraying harsh chemicals on a rodent infestation, an Integrated Pest Management approach would be more proactive and would be geared toward eliminating potential causes before the infestation occurred (i.e., open food containers, dirty facilities, holes in exterior walls). An Integrated Pest Management Plan should also seek to significantly reduce or eliminate widespread use of pesticides. Instead of blanket treatments to prevent or eliminate pests, an Integrated Pest Management Plan could be designed to first determine what the most likely pests are and what the specific threat may be, and then to treat only for the specific problem areas, not the entire airport. For example, don’t spray all soil before laying a foundation during new construction, but rather check the soil for evidence of pests before applying pesticides and spray only as needed. For related information, see pesticide application, certification, and disposal practices in Appendix A-8. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once 192 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Reduces use of pesticides or other chemical pest control measures Additional Resources • EPA, Integrated Pest Management for Schools (See Chapter 2, What is Pest Management) http://www.epa.gov/pesticides/ipm/schoolipm/ • U.S. Code Title 7 Chapter 6, Insecticides and Environmental Pest Control http://www4.law.cornell.edu/uscode/7/ch6.html Wildlife-10: Plant Nitrogen-fixing Vegetation Nitrogen-fixing vegetation converts atmospheric nitrogen into a plant-usable form, which offers an alternative to the use of fertilizers. Planting such vegetation provides an economically attractive and environmentally sensitive means of reducing fertilizer use. Excessive fertilizer use can result in nitrogen runoff into surface waters, causing algal blooms and excessive plant growth, which in turn can cause anoxic conditions that hinder fish survival. In addition, nitrogen runoff into groundwater and drinking supplies can be detrimental to human health. For related information, see pesticide Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once application, certification, and disposal practices in Appendix A-8. Benefits • Reduces fertilizer use • Reduces risk of surface and groundwater contamination from fertilizer Biodiversity Wildlife-11: Replace Vegetation with Native Species During Construction or Mitigation Projects could plant non-wildlife attracting native vegetation on site to restore local biodiversity. Native vegetation can be purchased locally, thereby supporting the local economy. Native vegetation Airports is typically low-maintenance as it is already adapted to the local climate, and native plants grow well together. An airport’s native vegetation will vary widely depending on its location and regional climate. Vegetation in the southwest is used to higher temperatures and drought conditions, whereas vegetation in the northeast can withstand harsher winters. Because native vegetation is adapted to its local climate, it often requires less irrigation and tends to have lower maintenance and upkeep costs than non-native species. Lastly, native vegetation often requires far less fertilizers and pesticides, reducing human exposure to chemicals as well as costs associated with fertilizer application. For related information, see Wildlife-5. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once/Ongoing Appendix A 193

Because vegetation has the potential to attract wildlife that can pose a threat to aviation safety, airports should consult Table 1 of FAA AC 150/5200-33B, Hazardous Wildlife Attractants on or Near Airports, which details wildlife threats and associated hazard score. Not all airports are required to comply with the requirements; however the AC is a valuable tool when addressing wildlife attractants. For related information, see Wildlife-4. Benefits • Reduces maintenance costs • Benefits the local economy • Reduces wildlife hazards Additional Resources • EPA Landscaping with Native Plants http://www.epa.gov/greenacres/ • FAA AC 150/5200-33, Hazardous Wildlife Attractants on or Near Airports http://www.faa.gov/documentLibrary/media/advisory_circular/150-5200-33B/150_5200_33b.pdf Many environmental nonprofit organizations devote their efforts to maintaining environmental quality, equity, and conservation. Partnering with environmental non-profit organizations therefore enables airports to contribute to efforts to maintain local and regional biodiversity, as well as support the other efforts of environmental non-profit organizations. Airports can choose to partner with larger national nonprofits such as the Sierra Club, the National Wildlife Foundation, or the Nature Conservancy, or can choose to join efforts with local organizations that tend to focus their efforts on local environmental needs. Benefits • Provides support for environmental initiatives • May assist with future permitting efforts Additional Resources • The Natural Resources Defense Council provides a list of links to a number of environmental groups http://www.nrdc.org/reference/environGroups.asp Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Wildlife-12: Join in Partnerships with Environmental Nonprofit Organizations 194 Guidebook of Practices for Improving Environmental Performance at Small Airports

APPENDIX A-14 Property Transfer Practices Property transfer practices are intended to help airport operators identify past or existing environmental issues at a site and the potential effect these issues can have before, during, and after a property is transferred to an airport. If these issues are not investigated by the airport before a property is purchased, the property may be devalued and the airport may become liable for cleanup or remediation needs at the site. The following proactive property transfer practices will help airports recognize environmental concerns before liabilities are accepted through a property transfer. Review Environmental Documents Prepared by Property Owner Perform Environmental Property Assessments Perform Detailed Review of Property Transfer Deed as it Pertains to Remediation for Environmental Contamination Perform Evaluation of Environmental Remediation Closure Level and Future Use of Land Implement Procedures and Practices to Prevent Environmental Contamination, Prevent Contamination from Spreading, or Remediate Site Property-1: Review Environmental Documents Prepared by Property Owner It is important for airports to review available environmental documents prepared by a property owner prior to property transfers. Examples of documents that should be reviewed include Phase I and II ESAs, remediation and mitigation reports, asbestos or PCB investigations, and spill reports. The review will help disclose potential environmental issues or identify contaminated areas that were previously unknown to the airport. This practice is especially important in the event that previously unknown issues become evident. In cases where environmental issues/risks are suspected, property transfer negotiations may include identifying responsible parties, property values, needed remedial activities and responsibilities, and ownership of future legal liabilities. Ultimately, an airport needs to weigh the benefits of the property purchase with the potential risks and liabilities associated with environmental issues that may be discovered. An airport is in a much better position to assess and consider these aspects prior to the purchase of property. Benefits • Recognizes cost implications of environmental conditions prior to property purchase • Protects the airport against future environmental liabilities and risks • Isolates areas of potential environmental concern on a property Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings As Needed Applicable Federal Regulatory Programs • Comprehensive Environmental Response, Compensation and Liability Act (Chapter 6) Appendix A 195

Additional Resources • Former Fort Ord Environmental Cleanup—Reports Under Review http://www.fortordcleanup.com/docreview/docreview.asp • ASTM E1527-05, Standard Practice for ESAs: Phase I ESA Process • ASTM E2247-08, Standard Practice for ESAs: Phase I ESA Process for Forestland or Rural Property • ASTM E1903-97, Standard Guide for ESAs: Phase II ESA Process • FAA Order 1050.19B, Environmental Due Diligence Audits in the Conduct of FAA Real Property Transactions Property-2: Perform Environmental Property Assessments Environmental property assessments, such as Phase I or Phase II ESAs, should be performed prior to property transfers to help protect an airport from buying property that may have existing environmental contamination. A Phase I or Phase II ESA may be required for NEPA compliance with some projects. The intent of conducting these assessments is to help disclose potential environmental issues or identify contaminated areas unknown to the airport. The EPA has established standard practices for conducting All Appropriate Inquiries for Phase I ESAs. Examples of potential issues that an ESA may uncover include onsite impacts from previous industrial operations (e.g., soil contamination from LUSTs, past chemical spills, former landfills, or potential impacts from adjacent or nearby property activities). The level of detail reviewed for a piece of land should depend on the type or number of environmental issues identified from the initial assessment. For example, if no environmental issues are noted, it may only be necessary to conduct a Phase I Site Assessment. However, if the site was previously a heavy industrial site involved with the use of many different types of chemicals, or a Phase I indicated potential environmental issues may be evident, it may be necessary to conduct a Phase II Site Assessment consisting of additional document review and site-specific environmental sampling. Benefits • Recognizes cost implications of environmental conditions prior to property purchase • Protects the airport against future environmental liabilities and risks • Isolates areas of potential environmental concern on a property Additional Resources • ASTM E1527-05, Standard Practice for ESAs: Phase I ESA Process • ASTM E2247-08, Standard Practice for ESAs: Phase I ESA Process for Forestland or Rural Property • ASTM E1903-97, Standard Guide for ESAs: Phase II ESA Process • FAA Order 1050.19B, Environmental Due Diligence Audits in the Conduct of FAA Real Property Transactions Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings As Needed • EPA Enforcement & Compliance History Online Database http://www.epa-echo.gov/echo/ 196 Guidebook of Practices for Improving Environmental Performance at Small Airports

Property-3: Perform Detailed Review of Property Transfer Deed as it Pertains to Remediation for Environmental Contamination Prior to deciding to purchase a property, airports should negotiate with property owners and environmental resource agencies to identify the responsible parties in cases where future environmental remediation activities are anticipated. After negotiations have taken place and property deeds are drafted, a detailed review of the deed should be conducted by the airport prior to closing. Particularly, the language for future remediation, if necessary, should be reviewed in detail. The review for remediation should confirm the agreement(s) made between each party during the negotiations. It is also advisable to establish financial assurances/responsibilities for remediation efforts and document them in transfer deeds. This practice becomes particularly important when a site has the potential for ongoing environmental issues after a property is purchased by the airport. Benefits • Protects the airport against future environmental liabilities and risks Additional Resources • FAA Order 1050.19B, Environmental Due Diligence Audits in the Conduct of FAA Real Property Transactions • EPA Guidance on the Transfer of Federal Property by Deed Before All Necessary Remedial Action Has Been Taken Pursuant to CERCLA Section 120(h)(3)—(Early Transfer Authority Guidance) http://www.epa.gov/fedfac/documents/hkfin.htm Property-4: Perform Evaluation of Environmental Remediation Closure Level and Future Use of Land Contaminated sites that require environmental remediation are typically subject to specific soil or water cleanup standards. Cleanup standards, also known as closure levels, can vary depending on the type of contamination, degree of contamination, or state-specific requirements. Additionally, the level at which sites are remediated can be based on land use type. For example, more stringent cleanup standards may be implemented for residential or educational sites compared to industrial sites. If an airport is involved with environmental site remediation, an evaluation of the site’s closure level should be conducted. The closure level should identify future land use plans for the site to determine the appropriate level of cleanup. Consideration should be given to what type of individuals will access the Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings As Needed Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings As Needed site, proposed buildings, water use, or site activities/operations. Once the closure level is determined to be suitable, it should be agreed upon by the appropriate regulatory authority. Appendix A 197

Additional Resources • Selection Of Carcinogenic Target Risk Levels For Soil And Groundwater Remediation by Mark Malander, Mobil Oil Corporation http://www.epa.gov/oust/rbdm/sctrlsgw.htm • Superfund Remediation Technologies http://www.epa.gov/superfund/remedytech/remed.htm • Superfund Characterization and Monitoring http://www.epa.gov/superfund/remedytech/char.htm Property-5: Implement Procedures and Practices to Prevent Environmental Contamination, Prevent Contamination from Spreading, or Remediate Site Airports must implement procedures to prevent environmental contamination from occurring. Daily procedures, such as monitoring usage from USTs, can be relatively easy to implement and help prevent costly soil or groundwater remediation. Many different types of procedures or practices can be adapted into routine airport practices, including spill prevention and timely response practices after a spill; proper container handling and storage techniques; conducting activities in areas that minimize the potential for contamination (i.e., indoors); designating certain areas for activities to help minimize environmental impacts (e.g., concrete barriers); or performing routine inspections. For related information, see the spill prevention, response, and notification practices in Appendix A-6. In cases where a site has been contaminated, the airport should take steps to help prevent contaminant migration. Studies may be required to identify the area of contamination. Once the area of concern is identified, the airport should decide how it will prevent contaminant migration. Examples of activities that can help minimize the migration of contaminants include encapsulation, restricting flows, containment and removal, or prohibiting activities from taking place in the contaminated area. Benefits • Relatively easy to implement daily procedures and practices to help prevent contamination • Limits the amount of future remediation needs • Minimizes future remediation costs Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed Additional Resources • EPA Preventing Underground Storage Tank Releases http://www.epa.gov/OUST/fsprevnt.htm • EPA Innovative Technologies, Remediation http://www.epa.gov/tio/remed.htm Benefits • Minimizes the potential for additional remediation requiring more stringent cleanup criteria 198 Guidebook of Practices for Improving Environmental Performance at Small Airports

APPENDIX A-15 Waste Minimization Practices Airport operations generate many different types of waste streams. As airport operators develop their understanding of how wastes are managed, there are opportunities to reduce the amount of wastes generated and increase recycling. Airports around the country are beginning to incorporate these practices into their routine operations and are being recognized for their efforts. The following proactive waste minimization practices will assist with minimizing wastes generated at airports, identifying beneficial reuses of materials, or presenting alternative disposal methods for typical airport wastes: • Planning Activities Understand the Airport’s Waste Streams and Use Information to Facilitate Waste Reduction and Recycling Conduct an Audit for Recyclable Materials and Establish and Airport-wide Recycling Program Purchase Equipment to Facilitate Recycling Increase the Number of Recycling Containers and Locate Strategically Around Airport Encourage Onboard Recycling Programs for Airlines Establish a Centralized Waste and Recycling Management Program Coordinate Recycling Collection Infrastructure with Hauler Capabilities Utilize Waste Reducing Innovative Building Materials and Techniques Establish a Food Waste Diversion Program Establish a Food Donation Program Establish a Food Waste Composting Program • Active Practices Require the Use of Compostable or Reusable Tableware Implement Incentives to Minimize Plastics Develop Recycling and Waste Reduction Competitions Between Different Airport Departments Segregate and Recycle or Reuse Construction/Demolition Debris Minimize Removal of Trees or Vegetation and Reuse Recycle Hot-drained or Crushed Non-terne Plated Used Oil Filters Planning Activities Although the volume of wastes generated at airports may vary greatly by airport, understanding the types of wastes generated; alternative materials, techniques, or products available for use; and opportunities to modify existing waste management operations can help to reduce the amount of waste at any airport. Planning activities can help ensure that airport operators recognize waste minimization opportunities, incorporate them into everyday operations, and potentially help reduce the overall impact on the environment. Applicable Federal Regulatory Programs • Resource Conservation and Recovery Act (Chapter 7) • Toxic Substances Control Act (Chapter 7) Appendix A 199

Waste-1: Understand the Airport’s Waste Streams and Use Information to Facilitate Waste Reduction and Recycling Benefits • Increases understanding of airport operations • Increases opportunity for recycling • Simplifies waste collection • Reduces cost and better contract terms for waste hauling and disposal • Reduces volume of materials diverted to landfills Additional Resources • Wisconsin Department of Natural Resources, Waste Inventory Sheet http://www.dnr.state.wi.us/permitprimer/solidwaste/waste_inventory_sheets.pdf Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings Annually Waste-2: Conduct an Audit for Recyclable Materials and Establish an Airport-wide Recycling Program Airport departments, fixed-base operators, or tenants may have individual established recycling programs. However, consideration should be given to establishing an airport-wide recycling program that targets passengers, tenants, and airport-wide operations. This practice has the potential to significantly increase the amount of materials recycled at an airport (see Waste-6). To begin to establish an airport-wide recycling program, an audit of recyclable waste streams should be conducted for the entire airport. The audit can also be phased to include all Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually To help identify an airport’s waste streams, a baseline waste audit should be conducted for the entire airport. The audit should result in an inventory of each of the airport’s waste streams, which will be used to determine if enough waste is generated to justify a waste reduction or recycling program. The inventory can also help facilitate establishing procedures for adequately managing wastes, identifying infrastructure needs, or additional recycling opportunities. Additionally, the results of the inventory may help an airport understand inefficiencies and identify opportunities to enhance its waste management program. For example, with adequate information (e.g., waste volumes, types), the airport has the ability to negotiate waste hauling/disposal contract terms and conditions to help improve the program’s cost-effectiveness. Annual reviews of the inventory should be performed to help identify changes in the airport’s waste streams or other efficiencies that could be made to the airport’s waste management program. Airport operations, staff, tenants, fixed-base operators, and airlines generate many different types of waste streams. Examples of typical airport wastes include used oil, aircraft lavatory waste, cardboard, paper, electronic equipment, used absorbent materials, batteries, and paint. Depending on the type of waste generated, many different regulatory requirements could apply, each requiring different disposal methods. Airport operators should have a thorough understanding of their activities, projects, and facilities so that opportunities for waste recycling or beneficial reuse practices are recognized. 200 Guidebook of Practices for Improving Environmental Performance at Small Airports

Once the airport identifies the most beneficial and cost-effective recycling options, the airport can negotiate hauling fees with a collection hauler. Generally, once the centralized waste and recycling management program is established, airport staffing needs are decreased. Annual reviews of the audit should be performed to help identify changes in the airport’s recyclables or other efficiencies that could be made to the airport’s recyclable material management program. Benefits • Simplifies collection of waste • Reduces cost for waste hauling and disposal • Increases opportunity for recycling • Reduces amount of materials diverted to landfills Additional Resources • EPA Developing and Implementing an Airport Recycling Program http://www.epa.gov/osw/conserve/rrr/rogo/documents/airport-recycling-guide.pdf operations within a given area (e.g., airside or landside), and later expanded. The audit should result in an inventory of the airport’s recyclable materials and help identify those areas where recycling collection can begin or be increased. For example, an audit could identify terminal concessions food and beverage container wastes. If these materials are not currently recycled, the airport may target this area for recycling by adding recycling bins in restaurant areas. Waste-3: Purchase Equipment to Facilitate Recycling Traditional recycling includes collection of recyclable materials in designated containers that are consolidated into a container picked up by haulers. As more wastes are able to be recycled, new equipment is becoming available to facilitate collection. By purchasing this equipment to facilitate recycling, airports can more easily incorporate recycling into everyday practice. Equipment for recycling can include specialized recycling chutes, antifreeze recycling units, bailers specifically for recyclables, or plastic shredders. Benefits • Increases opportunity for recycling • Reduces amount of materials diverted to landfills • Relatively easy to implement • Beneficial reuse of materials Additional Resources • National Resources Defense Council, Trash Landings, How Airlines and Airports Can Clean Up Their Recycling Programs • Seattle-Tacoma International Airport Recycling Program http://www.epa.gov/waste/conserve/rrr/rogo/documents/seatac.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed Appendix A 201

Waste-4: Increase the Number of Recycling Containers and Locate Strategically Around Airport Airports can improve the collection of recyclables by increasing the number of available recycling containers for passengers, fixed-base operators, tenants, and airport employees. Before additional containers are purchased, airports should identify the types and volume of recyclable waste that is generated. Containers should be appropriately sized to meet the expected recycling volume. Locations throughout the airport where waste is generated should also be identified, and containers should be strategically located in these areas. When identifying container locations, consideration should be given for areas that are easily accessible for collection and storage. For example, additional recyclable containers could be added to airport parking lots which allow for easy access for passengers. However, the difficulty of waste pick-up by haulers and other security issues (i.e., explosion proof containers) needs to be considered. Airports should also consider how increasing the number of containers could result in changes to waste collection and removal costs. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Weekly Benefits • Increases opportunity for recycling • Reduces amount of materials diverted to landfills • Relatively easy to implement Additional Resources • EPA Developing and Implementing an Airport Recycling Program http://www.epa.gov/osw/conserve/rrr/rogo/documents/airport-recycling-guide.pdf • EPA How to Start a Recycling Program at your Airport http://www.epa.gov/waste/conserve/rrr/rogo/documents/airports.htm Waste-5: Encourage Onboard Recycling Programs for Airlines Passengers, flight crews, and cleaning services onboard aircraft can generate substantial volumes of recyclable materials, such as plastic cups, newspapers, and aluminum cans. As a result, airlines and associated aircraft cleaning companies have an opportunity to recycle these materials at airports. For example, Delta Air Lines, Alaska Airlines, and Southwest Airlines have an established onboard aircraft recycling program. However, consideration should be given to encouraging all airlines to establish a recycling program, which has the potential to result in significantly increased amounts of materials recycled at an airport. If an airport decides to implement this practice, it should consider if the airport will provide recycling containers for airline use, or encourage airlines to implement a program of their own. Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed 202 Guidebook of Practices for Improving Environmental Performance at Small Airports

Waste-6: Establish a Centralized Waste and Recycling Management Program Airport operators, airport tenants, fixed-base operators, and their customers generate substantial volumes of waste and recyclable materials. Airport operators, airport tenants, and fixed-base operators may separately contract with waste hauling and disposal companies to manage waste from their respective facilities. By doing so, financial incentives for establishing a centralized waste and recycling management program may be lost. Airport operators can work with airlines, fixed-base operators, tenants, and employees to combine individual waste and recycling streams into one that the airport manages (see Waste-2). Combining waste streams could be accomplished by having a centralized waste collection area, or designating bins around the airport for waste recycling and disposal. The consolidation may require merging individual waste hauling contracts into one, which could allow for greater negotiating power for hauling and disposal fees. This practice also has the potential to simplify waste collection, increase environmental awareness, and increase the volume of materials that are recycled. Benefits • Simplifies collection of waste • Reduces cost for waste hauling and disposal • Increases opportunity for recycling • Reduces amount of materials diverted to landfills Additional Resources • EPA Developing and Implementing an Airport Recycling Program http://www.epa.gov/osw/conserve/rrr/rogo/documents/airport-recycling-guide.pdf Waste-7: Coordinate Recycling Collection Infrastructure with Hauler Capabilities Typically, airport recyclables are collected using a contracted hauler that may require certain types of collection infrastructure. These haulers may have specific collection capabilities such as sized dumpsters or containers or may require the use of only their equipment for collection. When contracting with a recycling hauler, airports should understand waste volumes, types, and locations where recyclables are generated to help negotiate contracts such that the most cost-effective collection option that meets the airport’s needs is established. Consider negotiating a contract in terms of weight to avoid being charged the same Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed Benefits • Simplifies collection of waste • Reduces cost for waste hauling and disposal • Increases opportunity for recycling • Reduces amount of materials diverted to landfills Appendix A 203

Benefits • Reduces cost for waste hauling and disposal • Reduces amount of materials diverted to landfills • Relatively easy to implement Additional Resources • EPA Developing and Implementing an Airport Recycling Program http://www.epa.gov/osw/conserve/rrr/rogo/documents/airport-recycling-guide.pdf • EPA How to Start a Recycling Program at your Airport http://www.epa.gov/waste/conserve/rrr/rogo/documents/airports.htm Waste-8: Utilize Waste Reducing Innovative Building Materials and Techniques There are a number of innovative building materials and techniques available to airports that can offer waste reducing benefits. For example, structural insulated panels are building materials that combine structural and insulating requirements into one. They arrive on site prefabricated to the correct dimensions, provide a strong and efficient envelope with little to no construction waste, and can be erected very quickly. Insulated concrete forms are a building system that uses rigid foam insulation to form and encase concrete walls. On the job site, interlocking insulated concrete forms blocks, or panels are assembled and held in place at a desired thickness with engineered ties. Reinforcing is often added before concrete is poured into the cavity. Along with systems for easy mounting of finishes and channeling of utilities, the insulation remains in place with the concrete to provide insulated concrete forms’ advanced economic, thermal, safety, environmental, and comfort benefits. Formwork is eliminated as is the process of installing insulation, which reduces construction waste on site. Tilt wall construction on permanent casting beds allows building segments to do double duty. After a slab is poured, it can be used as a casting bed for large panels of concrete which are allowed to cure and then tilted up into place. The thermal mass inherent in concrete reduces the heating and cooling peaks and loads. Insulation systems are available that enable the construction of integral sandwich walls or lightweight interior insulation. These benefits will have some pay back for the life of the building, and waste generated during construction can be significantly reduced. The Design for Deconstruction movement is intended to responsibly manage end-of-life building materials to minimize consumption of raw materials. By capturing materials removed during building renovation or demolition and finding ways to reuse them in another construction project or recycle them into a new product, the overall environmental impact of end-of-life building materials can be reduced. Architects and engineers can contribute to this concept by designing buildings that are flexible and allow for easy deconstruction. Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings As Needed amount for a full dumpster as a half empty dumpster. If charged by weight, cover recyclable collection containers (e.g., roll offs) to prevent increased weight due to precipitation. If charged by volume, consider using a compactor to maximize the amount of material in the recyclable collection container. 204 Guidebook of Practices for Improving Environmental Performance at Small Airports

• Potential LEED™ credit Additional Resources • EPA Green Building, Reducing Energy Use http://www.epa.gov/greenhomes/ReduceEnergy.htm Waste-9: Establish a Food Waste Diversion Program Food waste may contribute significantly to an airport’s waste generation. Examples of food waste include food scraps, cooking oil, and coffee grounds. Depending on the amount of food waste that is generated, airports may choose to establish a program to collect food waste and divert it to specialized entities for beneficial reuse. Waste cooking oil is one of the primary types of food waste from airports that can be diverted to other entities that reuse the oil. For example, some companies reuse the oil to formulate biofuels such as biodiesel. Airports may choose to establish a program for its restaurants that calls for consolidating waste cooking oil for collection and reuse. Airport food waste can also be collected and transported to facilities that reuse it for animal feed. Portland International Airport and Denver International Airport have food waste diversion programs. State-specific regulations may be applicable for this type of food diversion. Farmers may provide containers or pick up airport food waste at little to no cost to the airport. This type of program must be carefully managed to restrict diversion of only certain types of food waste, as some wastes can be harmful to livestock. Benefits • Beneficial reuse of materials • Reduces pollution created from vehicle and equipment emissions • Reduces volume of waste generated at an airport Additional Resources • EPA Food Waste http://www.epa.gov/waste/conserve/materials/organics/food/index.htm Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed Benefits • Energy efficient building practice • Potential for reduced energy costs Appendix A 205

Waste-10: Establish a Food Donation Program Establishing an airport food donation program can help contribute leftover consumable food from airport restaurants or concessionaires to local food banks and the associated community. Some airports have developed a food donation program where pre-packaged and unused food from food and beverage vendors or airport employees can be donated. The Seattle-Tacoma International Airport has a food donation program. The program could also incorporate unwanted food from airlines. Additionally, collection bins could be installed at the airport to allow for airport personnel to donate non-perishable food items to a local food bank. Benefits • Benefits local community • Reduces amount of materials diverted to landfills • Relatively easy to implement • Potentially reduces volume of waste generated at an airport Additional Resources • EPA Food Donation: Feed People—Not Landfills http://www.epa.gov/epawaste/conserve/materials/organics/food/fd-donate.htm Waste-11: Establish a Food Waste Composting Program Some types of airport food waste can be composted into usable materials. Examples of compostable food wastes include food scraps, coffee grounds, paper napkins, and cardboard containers. These materials, compostable for natural landscaping materials and organic-rich compost, can contribute to beautifying an airport’s landscape. An airport may choose to establish a program for airport staff, fixed-base operators, airlines, and food and beverage tenants that separates food waste for composting. Portland International Airport and Denver International Airport have a food waste composting program. Composting at airports is typically not conducted onsite due to the potential wildlife hazard issue. Some airports have specifically contracted with a composting collection vendor to transfer compostable materials offsite for beneficial reuse. Food waste composting could be performed at airports on site; however, covered compost containers should be used, and an evaluation for hazardous wildlife issues associated with the composting should be conducted. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing 206 Guidebook of Practices for Improving Environmental Performance at Small Airports

Additional Resources • EPA Food Waste http://www.epa.gov/waste/conserve/materials/organics/food/index.htm Active Practices Active practices for waste minimization include those activities that, if implemented, could potentially result in direct reductions of airport wastes that are disposed of in a landfill. These practices may require the use of different types of materials, practices, or procedures compared to those being used at the airport today. The practices explained in this section are not difficult to implement but may require some adjustments to existing operations or purchasing so that the benefits of these practices can be realized. Waste-12: Require the Use of Compostable or Reusable Tableware Typical breakroom tableware includes plastic utensils, plates, or Styrofoam cups, which may take years to biodegrade in landfills. Small changes in the type of tableware that is purchased for employee use is easy to implement and can positively impact the environment. Compostable tableware includes items such as utensils, bowls, plates, cups, and napkins that are biodegradable. Since these products readily breakdown upon disposal, landfill space is preserved and the need for chemicals and oils to manufacture non-compostable products is reduced. Alternatively, these items could be composted on site at an airport (see Waste-12), thus reducing the overall volume of trash requiring removal. Benefits • Reduces amount of materials diverted to landfills • Relatively easy to implement • Reduces volume of waste generated at an airport Additional Resources • Dunedin International Airport Limited (UK) http://www.greenoproducts.com Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Benefits • Beneficial reuse of materials • Reduced amount of materials diverted to landfills • Relatively easy to implement • Reduced volume of waste generated at an airport Appendix A 207

Waste-13: Implement Incentives to Minimize Plastics Airport concessionaires, restaurants, and businesses within terminal areas typically provide customers with packaging or bags that are made from plastic. Airport operators can reduce the amount of waste plastic generated by establishing a policy that provides minor economic incentives for plastic waste reduction. For example, airports may encourage concessionaires to ask customers if a plastic bag is needed for purchased products. Airports may also encourage restaurants to provide reusable tableware. Airports can promote policies that result in individual employees being recognized for their actions directly linked to plastic waste reduction. These “social incentives” contribute to changes in individual attitudes or behaviors. Airports can also offer economic incentives to employees for minimization of plastic waste. For example, airport operators may hold free lunches for airport employees in recognition of their efforts; provide coupons for local businesses; or present prizes and awards for tenants that have the greatest reduction in plastics. Benefits • Reduces amount of plastics diverted to landfills • Reduces cost for waste hauling and disposal • Relatively easy to implement social incentives Additional Resources • EPA Pollution Prevention http://www.epa.gov/p2/pubs/assist/sbg.htm Waste-14: Develop Recycling and Waste Reduction Competitions Between Different Airport Departments Encouraging airport employees to increase recycling efforts or reduce wastes can be fun, improve interactions between employees, and boost employee morale. Some airports hold regular “competitions” between departments to promote these efforts. Examples of activities could include holding “paper-free Fridays” or similar campaigns. Departments that win could receive special picnics, casual days, free breakfast, or reusable coffee mugs. Benefits • Boosts employee morale • Potentially increases recycling and waste minimization • Relatively easy to implement Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed 208 Guidebook of Practices for Improving Environmental Performance at Small Airports

Additional Resources • Recyclemania Competition http://www.recyclemaniacs.org/overview.htm Waste-15: Segregate and Recycle or Reuse Construction/Demolition Debris Construction and demolition debris consumes a major portion of landfill space due to the size and volumes of materials generated. Removal by waste haulers and disposal of these materials can also be extremely costly. Certain types of construction and demolition debris are able to be recycled or reused at other areas at an airport. Salt Lake City International Airport and Oakland International Airport have construction/demolition debris programs. Examples of reuse of construction and demolition debris include asphalt millings or crushed concrete reused as aggregate for new pavement construction. Items such as doors, windows, sinks, or cabinets can be selectively removed from buildings and reused onsite in other areas, donated, or sold for reuse. Scrap steel collected from buildings can also be salvaged for reuse. This practice can potentially contribute to lower construction costs, sustainable design techniques, and may reduce vehicle emissions associated with the transport of construction or demolition materials off site. Benefits • Beneficial reuse of materials • Reduces amount of materials diverted to landfills • Reduces construction costs Waste-16: Minimize Removal of Trees or Vegetation and Reuse Trees and vegetation reduce noise, act as carbon sinks to minimize GHG, reduce storm water runoff, provide valuable landscaping, and shade and cool areas. If a project has the potential to remove existing trees or vegetation, airport operators should consider project site alternatives that have the least impact to these and other natural resources. If it is determined that tree or vegetation removal is necessary as part of construction or development projects, trees and vegetation should be replaced in numbers or acreage equivalent to the amount removed. Since the cost of landscaping can be quite expensive, trees or vegetation removed from development sites could be reused in new development areas at the airports if they are removed and replanted properly. Airport construction teams can also mulch vegetation for reuse onsite. Airports may also consider donating the trees, vegetation, or mulch to the local community, where schools, businesses, parks, or recreational areas can benefit from this practice. For related information, refer to the vegetation and wildlife management practices in Appendix A-13. Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings As Needed Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed Appendix A 209

Benefits • Contributes to aesthetics of airport landscape • Beneficial reuse of materials • Benefits local community • Reduces amount of materials diverted to landfills Additional Resources • Value of Trees http://www.louisvilleky.gov/GoGreen/CommunityofTrees/ValueofTrees/ • King County, Washington Native Plant Salvage Program http://www.kingcounty.gov/environment/stewardship/volunteer/plant-salvage-program.aspx Waste-17: Recycle Hot-drained or Crushed Non-terne Plated Used Oil Filters Used oil filters may be generated from airport vehicle and equipment maintenance activities. Oil filters are either terne plated or non-terne plated. Non-terne plated filters do not contain lead in the metal portion of the filter. Certain states have specialized procedures or practices for managing used oil filters so that they can be recycled. Typical procedures for recycling oil filters include hot- draining. Generally, hot-draining requires the vehicle or equipment engine to be brought up to normal operating temperature just before draining. The filter should be drained for a designated period of time (e.g., 8 to 12 hours or as specified by state requirements). Once the filter is completely drained, it can be recycled. Used oil filters can also be crushed using specialized oil filter crushing equipment. Used oil is collected in a container or drum, and the filter is ready to be collected for recycling. Benefits • Increases opportunity for recycling • Reduces amount of materials diverted to landfills Additional Resources • Ventura County, California Airports http://portal.countyofventura.org/portal/page/portal/airports/Pilot%20Information/Used%20Oil%20R ecycling%20at%20Ventura%20County%20Air Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly 210 Guidebook of Practices for Improving Environmental Performance at Small Airports

APPENDIX A-16 Hazardous/Universal Wastes, Polychlorinated Biphenyls, and Used Oil Practices Certain wastes generated from airports may require special handling and disposal based on waste type, disposal method, and associated regulatory requirements. These wastes include hazardous wastes, universal wastes, and used oil. The regulatory burden can be minimized if airport operators recycle, implement practices to reduce these types of wastes generated, or beneficially reuse the wastes. The following proactive hazardous/universal waste, polychlorinated biphenyl, and used oil practices present opportunities for airport operators to help minimize regulatory burdens associated with wastes generated at their facilities. Product Substitution for Materials that Result in a Hazardous Waste When Disposed Utilize Vendors that Reclaim Products Conduct a Polychlorinated Biphenyls Audit Institute a Universal Waste Handling and Disposal Policy Recycle Used Oil Utilize Used Oil for Heating Purposes Haz Waste-1: Product Substitution for Materials that Result in a Hazardous Waste When Disposed Certain materials used at airports can result in the generation of hazardous waste. For example, flammable solvent used for aircraft, equipment or vehicle maintenance; oil-based paint for building maintenance; or pesticide used in grounds maintenance all may become hazardous waste. There are alternative products that airports can use to avoid generating a hazardous waste. Airports should consider performing an evaluation of their operations to identify what types of wastes are currently generated so that an assessment of alternative materials can be completed. Substituting for non-hazardous materials is intended to result in a suitable replacement for routine operations. This practice has the potential to minimize hazardous wastes generation, reduce the regulatory burden for airport personnel, and minimize hazardous waste disposal. Benefits • Cost benefit for hazardous waste disposal needs • Relatively easy to implement • Reduces volume of hazardous waste generated • Minimizes regulatory burden for personnel Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Applicable Federal Regulatory Programs • Resource Conservation and Recovery Act (Chapter 7) • Toxic Substances Control Act (Chapter 7) Appendix A 211

• EPA EPP Program http://www.epa.gov/epp/ Haz Waste-2: Utilize Vendors that Reclaim Products If a hazardous waste is generated and disposed, it must be disposed of in accordance with the hazardous waste regulatory requirements. However, there are opportunities for airports to minimize the volume of hazardous wastes that are generated by contracting with vendors that collect and reclaim/recycle these types of materials. Generally, if a vendor reuses, or recycles materials so that they can be reused, a waste has not been generated. Airports can implement this practice for spent solvent associated with maintenance activities. Vendors are available to collect spent solvent and reprocess it so that it can be reused. Changing to vendors that reclaim an otherwise hazardous waste has the potential to minimize hazardous wastes generation, reduce the regulatory burden for airport personnel, and minimize hazardous waste disposal. Benefits • Beneficial reuse of materials • Cost benefit for hazardous waste disposal needs • Relatively easy to implement • Reduces volume of hazardous waste generated • Minimizes regulatory burden for personnel Additional Resources • EPA Hazardous Waste Recycling http://www.epa.gov/osw/hazard/recycling/index.htm Haz Waste-3: Conduct a Polychlorinated Biphenyls Audit Airport owners may not be aware that some of the electrical equipment on their property contains PCBs. PCBs may be present in older electrical equipment, such as lamp ballasts, transformers, and capacitors. Additionally, PCB- containing equipment may be located within buildings or on property purchased by an airport. Consequently, airport owners should consider conducting an audit to inventory and document PCB-containing equipment. The audit will help ensure proper labeling and planning for potential releases or equipment removal. Also, for equipment that remains onsite, the audit will facilitate Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings Annually Additional Resources 212 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Documents information available during airport planning • Identifies locations of PCB-containing equipment Additional Resources • EPA PCBs http://www.epa.gov/epawaste/hazard/tsd/pcbs/index.htm Haz Waste-4: Institute a Universal Waste Handling and Disposal Policy Wastes that are regulated under the Universal Waste Rule include batteries, pesticides, mercury-containing equipment (including thermostats), and lamps, all of which may be found at airports. If universal wastes are not managed as specified by the Universal Waste Rules, they are considered hazardous wastes. To minimize the regulatory burden for airport personnel, fixed-base operators, and tenants, and to facilitate proactive environmental practices, airports should consider instituting a universal waste handling and disposal policy. The policy should call for airport employees and tenants to manage used batteries, pesticides, mercury-containing equipment (including thermostats), and lamps as universal waste rather than hazardous waste. Benefits • Beneficial reuse of materials • Reduces amount of materials diverted to landfills • Reduces volume of hazardous waste generated • Cost benefit for universal waste disposal • Minimizes regulatory burden for personnel Additional Resources • EPA Universal Wastes http://www.epa.gov/waste/hazard/wastetypes/universal/index.htm Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly regulatory compliance by helping to identify equipment that requires periodic inspections, proper markings, and records. An airport should update its audit annually or when new property is purchased to help ensure the list of PCB-containing equipment at the airport remains current. Appendix A 213

Haz Waste-5: Recycle Used Oil Used oil is often generated from aircraft, vehicle, and equipment maintenance activities. The used oils (e.g., engine oil, brake fluid, transmission fluid, hydraulic fluid, insulating oils, etc.) are typically stored in drums or bulk storage containers. When used oil is recycled properly, it does not need to be treated as a hazardous waste that requires costly disposal. Used oil is readily recyclable for reuse as lubricants, fuels, or materials for chemical industries. Since airport operations may create large volumes of used oil, recycling the oil would increase the volume of recyclables collected at an airport. Because there are specialized federal and state regulations for managing used oil, airport operators should confirm that vendors collecting used oil for recycling demonstrate knowledge of applicable used oil handling requirements. Benefits • Beneficial reuse of materials • Increases opportunity for recycling • Cost savings from reducing volumes of hazardous waste generation Additional Resources • EPA Used Oil Management Program http://www.epa.gov/osw/conserve/materials/usedoil/index.htm • American Petroleum Institute Used Motor Oil Collection and Recycling http://www.recycleoil.org/ • Ventura County, California Airports http://portal.countyofventura.org/portal/page/portal/airports/Pilot%20Information/Used%20Oil%20R ecycling%20at%20Ventura%20County%20Air Haz Waste-6: Utilize Used Oil for Heating Purposes Instead of having used oil collected by a waste hauler for disposal or recycling, airports can reuse used oil on site for heating purposes in furnaces or space heaters. For airports, used oil heating equipment is typically installed in maintenance areas where the used oil is generated. Once purchased used oil heating equipment is operational, this practice could directly result in reduced energy costs compared to electric or gas heat. Additionally, since oil is reused on site, handling costs may also be reduced. If used oil heaters are planned to be installed at airport facilities, the design, operation, and use of the equipment must not result in unauthorized (i.e., federal or state) air emissions. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Staffing Cost Effort Capital Knowledge Operational Frequency Savings Daily 214 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Beneficial reuse of materials • Energy cost savings Additional Resources • EPA Used Oil Management Program http://www.epa.gov/osw/conserve/materials/usedoil/index.htm • American Petroleum Institute Used Motor Oil Collection and Recycling http://www.recycleoil.org/ Appendix A 215

APPENDIX A-17 Deicer Runoff Management Practices Aircraft and pavement deicer application can be widespread at an airport affecting most drainage areas. Deicing chemicals may be discharged into streams, coastal waters, rivers, and lakes when snow melts or rain washes them into the storm water drainage system. Microorganisms in the receiving waters degrade the chemicals in deicers. As the microorganisms work, they use oxygen, leaving the receiving water oxygen deficient, and potentially harming aquatic life. Degrading deicers can also result in significant odors at airport outfalls and in receiving waters that may be the source of community concerns. Reducing the amount of deicer that degrades in airport receiving waters may improve the oxygen content and aquatic life, and may enhance the public’s image of the airport. Although airports cannot dictate deicer usage to tenants, they can help facilitate reducing the amount of aircraft deicer applied through recommendation of more efficient methods while still meeting FAA safety requirements for removal of snow, ice, and frost from aircraft prior to departure. Reducing the amount of deicer applied also results in cost avoidances. Airports can also control the effect pavement deicing chemical degradation has on the aquatic life in their receiving waters through use of more environmentally friendly deicing chemicals. The following deicer runoff management practices may improve water quality by facilitating collection of deicer-impacted runoff and reducing the volume and load of deicing chemicals applied. • Source Reduction Encourage Tenant Proactive Anti-icing to Reduce Aircraft Deicing Fluid Usage Post Winter Weather Event Encourage Tenant Use of Alternative, Less Expensive Deicer Application Methods Monitor Tenant Aircraft Deicer Usage Utilize Low Toxicity/Low Biochemical Oxygen Demand Deicing Materials • Deicer Collection Utilize Glycol Recovery Vehicles to Collect Spent Aircraft Deicing Fluid Construct a Deicer-laden Snow Management Area to Collect and Contain Contaminated Snowmelt Construct Innovative Deicing Facilities • Treatment and Disposal Process Spent Deicer on Site Applicable Federal Regulatory Programs • Clean Water Act (Chapter 8) 216 Guidebook of Practices for Improving Environmental Performance at Small Airports

Source Reduction Deicer-1: Encourage Tenant Proactive Anti-icing to Reduce Aircraft Deicing Fluid Usage Post Winter Weather Event Utilizing anti-icer prior to or during a winter event can prevent the buildup of ice and snow on an aircraft, reducing the amount of deicer needed to remove snow and ice prior to departure. Annual winter operations meetings with tenants provide good opportunities to encourage them to utilize anti- icer to reduce deicer usage after a winter event. Benefits • Reduces use of deicing chemicals • Improves water quality from reduction in deicing chemical use • Less significant deicing controls Additional Resources • ACRP Report 14: Deicing Planning Guidelines and Practices for Stormwater Management Systems Deicer-2: Encourage Tenant Use of Alternative, Less Expensive Deicer Application Methods FAA safety requirements necessitate removal of snow, ice, and frost from aircraft prior to departure. The use of high efficiency deicing trucks is an effective means for reducing the amount of deicer applied while still meeting FAA safety requirements. Although high efficiency deicing trucks represent a large capital investment for tenants, reducing the amount of deicer applied may result in long- requires collection to meet airport NPDES permit requirements. Specialized deicing trucks use forced air technology to assist in removing ice and snow from an aircraft, reducing the amount of fluid required. The efficiency of the specialized trucks is dependant on the snow or ice conditions and the experience of the operator. Airports can encourage tenants to further reduce deicer use by first using forced air and hot water to remove snow built up on aircraft, and then spraying anti-icer to prevent snow and ice buildup prior to takeoff, eliminating the need for Type I deicing fluid. In addition to forced air technology, airports should consider providing facilities for tenants to allow efficient mixing of Type I aircraft deicers. Typically, Type I deicers are mixed with water at ratios of 50:50 or 45:55. Consider providing mixing tanks for tenants to mix just enough Type I deicer with water to achieve the required concentration based on the outside air temperature. The deicing manufacturers provide charts indicating the appropriate mixture based on outside air temperature to meet FAA requirements for the freezing point of the solution. Efficient mixing can be done in batches in tanks, or Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly term cost savings, and reduce the amount of deicer that Appendix A 217

can be mixed on the trucks. Annual winter operations meetings with tenants provide good opportunities to provide information about high efficiency deicing trucks and efficient mixing opportunities. Benefits • Reduce amount of deicer used Additional Resources • ACRP Report 14: Deicing Planning Guidelines and Practices for Stormwater Management Systems Deicer-3: Monitor Tenant Aircraft Deicer Usage Asking airlines and fixed-base operators to monitor their aircraft deicing chemical usage not only keeps airports informed about the types of deicers used, areas where they are applied, volumes used, and conditions and dates when they are applied, but also promotes tenant responsibility in tracking their own deicer use. The easiest way to track aircraft deicer usage is to establish a form that airlines and fixed-base operators can complete. Forms typically include the following information: date, time, aircraft type deiced (e.g. Regional Jet, 737), volume of ADF applied, percent neat deicer in ADF mixture, volume of anti-icing fluid applied, and weather conditions. Requiring airlines and fixed-base operators to report deicer use may actually decrease the amount of product they spray as they start to monitor their use and determine how much deicer is actually required to remove frost, snow, and ice from aircraft. It may also discourage the application of aircraft deicer on stairways, GSE, and pavement. Tracking aircraft deicer use facilitates investigation of the sources of deicing chemicals in an airport’s storm water. With an accurate drainage map of the airport, an airport operator can identify the airlines and fixed-base operators applying deicer in each drainage area. Storm water training and improvements to deicer capture systems can be targeted to airlines and fixed-base operators operating in drainage areas most affected by deicer, using unapproved chemicals (e.g., urea), and utilizing excessive application practices. Benefits • Increases knowledge of airline and fixed-base operator deicing activities • Decreases in use of aircraft deicer for non-aircraft deicing activities • Facilitates investigation of deicing chemicals in storm water • Targets training and deicing collection improvements • Facilitates compliance with NPDES permit Additional Resources • ACRP Report 14: Deicing Planning Guidelines and Practices for Stormwater Management Systems Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly 218 Guidebook of Practices for Improving Environmental Performance at Small Airports

Deicer-4: Utilize Low Toxicity/Low Biochemical Oxygen Demand Deicing Materials There are many products available for aircraft and pavement deicing. Some products are more environmentally friendly than others. Airports and airlines must consider the effectiveness of products, cost, and long-term effect of the chemicals on aircraft and airport infrastructure along with its environmental impacts. New non-glycol-based aircraft deicers are currently being tested by manufacturers and these deicers provide similar freezing point depression properties but have lower biochemical oxygen demand than conventional glycol-based products. Many airports are discontinuing the use of urea for pavement deicing because it can lead to toxic levels of ammonia in receiving streams. The proposed ELG for airport deicing includes restrictions on the use of urea. There are several options for non-urea based liquid and solid pavement deicers with lower aquatic toxicity than urea. Airports should consider reaching out to pavement deicer manufacturers to learn about less toxic, lower biochemical oxygen demand pavement deicers in development. It is recommended that airports evaluate aircraft and pavement deicing chemical options before each deicing season. Industry organizations such as the Society of Automotive Engineers provide information on the safety, cost, and effectiveness of most deicing products. Benefits • Improves receiving water quality by phasing out the use of urea-based pavement deicers • Improves receiving water quality by implementing more environmentally friendly pavement and aircraft deicers Additional Resources • ACRP Report 14: Deicing Planning Guidelines and Practices for Stormwater Management Systems Deicer Collection Deicer-5: Utilize Glycol Recovery Vehicles to Collect Spent Aircraft Deicing Fluid Glycol recovery vehicles can be used to collect deicing fluid from the pavement in aircraft deicer application areas. Collection of spent deicing fluid may be required during certain winter conditions at airports to meet certain propylene glycol, biological oxygen demand, dissolved oxygen, chemical oxygen demand). Airports and/or their tenants should consider using glycol recovery vehicles, as they offer several benefits over other more complex collection methods. At many small airports, using a glycol recovery vehicle to remove deicer Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Staffing Cost Effort Capital Knowledge Operational Frequency Savings Deicing Season discharge requirements in airport NPDES permits (i.e., Appendix A 219

from the pavement could be sufficient to satisfy NPDES permit requirements without investing in complex and expensive infrastructure improvements. Collecting the spent deicer close to the application source minimizes the amount of deicer that reaches storm drains and mixes with storm water from other areas. This results in less volume that needs to be collected to achieve the same amount of deicer capture. Lower volumes result in lower cost for storage and disposal. Deicing should ideally be conducted in centralized locations, instead of across the ramp, so that less pavement is affected and the glycol recovery vehicle can more efficiently remove the deicer. The deicer application areas should be located away from storm drains, or else drain covers should be used to block storm drains during deicing. This gives the glycol recovery vehicle a chance to collect the deicer before it reaches the storm drain. Emulsifiers may also help a glycol recovery vehicle remove more deicer from the pavement. Benefits • Reduces the amount of runoff that needs to be collected • Facilitates collection of deicer runoff for compliance with NPDES permits • Avoids constructing a complex or more expensive deicer collection system Additional Resources • ACRP Report 14: Deicing Planning Guidelines and Practices for Stormwater Management Systems Deicer-6: Construct a Deicer-laden Snow Management Area to Collect and Contain Contaminated Snowmelt Providing a dedicated area for deicer-laden snow could reduce the total amount of snow impacted by deicer at an airport. Collection and segregation of deicer-laden snow will reduce contamination of clean snow and may also facilitate compliance with deicing-related requirements in a NPDES permit (e.g. limits on biochemical oxygen demand, chemical oxygen demand, total organic carbon, propylene glycol or ethylene glycol concentration, or load-based limits) if drainage from the deicer-laden snow area is diverted to a sanitary sewer or other treatment facility. Snow management staff will need to be trained to identify snow containing deicer and know the appropriate area for accumulation of deicer-laden snow. Ideally the area designated for deicer-laden snow should be adjacent to the area where aircraft deicer is applied, and the snow management area should be a well marked area identified on a map for operators’ reference. Drain covers may be used to prevent melting snow from entering the storm drain system, and a glycol recovery vehicle could be used to collect the snowmelt off the pavement. If snow piles regularly accumulate and cause visibility issues, snow melters can be used to reduce the volume of stored snow. Alternatively, if the storm water pipes do not leak, and if it is feasible to isolate drainage from the snow management area, valves could be installed within the storm water drainage system to collect melted snow in the pipes. A vacuum truck could then be used to remove the melted snow from the pipes at a Staffing Cost Effort Capital Knowledge Operational Frequency Savings Deicing Season 220 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Reduces the amount of snow contaminated with deicer • Improves water quality in receiving streams • Facilitates compliance with a NPDES System permit Additional Resources • ACRP Report 14: Deicing Planning Guidelines and Practices for Stormwater Management Systems Deicer-7: Construct Innovative Deicing Facilities During winter events aircraft deicer may be applied in many areas around an airport including on ramps, around the terminal, and at the hold pads. Providing centralized deicing locations minimizes the areas impacted by deicing activities, thereby minimizing the storm water impacted by deicing activities. Centralized deicing may also potentially streamline operations, reducing flight delays. Tenants can set up two or four deicing trucks stationed at a location. As an aircraft taxies between the trucks, it is sprayed from both sides at once reducing the time it takes to deice. Utilizing centralized deicing areas also facilitates collection of the deicer. Drains around the deicing facility may be blocked, and a glycol recovery vehicle may be utilized to remove fluid from the area. Dedicated drainage systems may also be constructed to isolate runoff and divert it to storage before treatment or recycling. Benefits • Reduces the amount of runoff that needs to be collected • Facilitates collection of deicer runoff for compliance with NPDES permits • Simplifies deicing operations • Facilitates collection of deicer runoff for compliance with NPDES permits Additional Resources • ACRP Report 14: Deicing Planning Guidelines and Practices for Stormwater Management Systems Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly centralized location, or additional piping could be installed to direct collected runoff to a centralized storage location. Collected deicer-laden snow melt could then be trucked to the local municipal sanitary sewer, off-site recycling facility, or treated on site. Appendix A 221

Treatment and Disposal Deicer-8: Process Spent Deicer on Site Requirements in NPDES permits necessitate collection of storm water runoff contaminated with aircraft deicers at many airports. Typically this collected runoff is discharged to the local municipal sanitary sewer system, and discharge fees are often dependent on the amount of biochemical oxygen demand load in the runoff. As aging municipal sanitary sewer systems require infrastructure improvements, and available treatment capacity diminishes, sanitary sewer rates are rising around the country causing airports to look for alternative methods for disposal of collected runoff. Processing storm water runoff containing aircraft and pavement deicers on site may decrease an airport’s exposure to these rising rates while maintaining compliance with permit limitations. Several options are available for on-site processing, including glycol recycling through reverse osmosis or recompression and distillation; and biological destruction of the glycol through aerobic or anaerobic treatment. Reverse osmosis, recompression and distillation are technologies that work best with higher concentrations of collected deicer, and in areas where there is a market for the processed glycol. Aerobic and anaerobic systems can handle either high or low concentrations of deicer in collected runoff, and vary from small tank reactor facilities that cover less then a quarter acre to several acres of subsurface treatment units depending on the specific situation. Processing of spent deicers on site required construction of storage tank(s) for collected runoff and a treatment system (or purchase or rental of a modular-type treatment system). Systems can either be operated by specially trained airport staff or can be outsourced to companies specializing in treatment or recycling system operation. The technology best suited for an individual airport is dependent on the local climate, amount of runoff collected annually, concentration of propylene glycol, local market for recycled glycol, and land available for on-site processing. It is recommended that an airport consult with a specialist in airport deicer treatment systems to identify the most appropriate treatment technology for its facility. Benefits • Reduces reliance on local municipal sanitary sewer • Facilitates compliance with a NPDES permit • Decreases exposure to rising utility rates Additional Resources • ACRP Synthesis 10: Airport Sustainability Practices ACRP Report 14: Deicing Planning Guidelines and Practices for Storm Water Management Systems Staffing Cost Effort Capital Knowledge Operational Frequency Savings Deicing Season 222 Guidebook of Practices for Improving Environmental Performance at Small Airports

APPENDIX A-18 Water Conservation Practices By investing in controls to reduce water use and recycle water, airports not only reduce consumption of a limited resource but also save money. The following water conservation practices will assist with reducing water usage and increase the reuse of water at airports: • Use Reduction Install Automatic Sensors on Faucets to Conserve Water Install Waterless Urinals Install Pressure-assisted Toilets to Conserve Water Usage Install Low-flow Plumbing Fixtures in Facilities Reduce Potable Water Used in Irrigation Systems by Limiting Irrigation Frequency and Duration Use High Pressure Nozzles in Car Washes and for Aircraft Washing Use Synthetic Grass in Landscaping • Potable Water Recycling Implement a Water Reclamation System in Airport Car/Aircraft Wash Area Recycle Used Non-Potable Water • Other Conservation Practices Install Metering Networks to Facilitate Accurate Measurement of Water Use Protect Drinking Water Supply Develop a Water Management Plan Use Reduction Water Conservation-1: Install Automatic Sensors on Faucets to Conserve Water Installing automatic sensors on faucets is a relatively easy way to save water. They are rather inexpensive, and once installed, require similar maintenance to a regular faucet. The sensors activate an automatic valve to turn the water on when motion is sensed in the sink and turn the water off after a set period of time. The automatic sensors prevent users from leaving the faucet on and wasting water. A variety of faucet designs and sensor types are available for installation on existing sinks. Benefits • Reduces usage of potable water • Reduces volume of wastewater generated Additional Resources • EPA WaterSense http://www.epa.gov/watersense/ Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Applicable Federal Regulatory Programs • Safe Drinking Water Act (Chapter 8) Appendix A 223

• New Mexico’s Water Conservation Guide http://www.dep.state.pa.us/dep/DEPUTATE/POLLPREV/Iso14001/Tools/Facility%20Environmental %20Issues%20Toolbox/WU%20Water%20Use/WU2,%20WU5,%20WU9%20Water%20Conservati on%20Guide.pdf Water Conservation-2: Install Waterless Urinals Instead of flushing waste with potable water in a traditional urinal, waterless urinals allow waste to pass through a filter that collects solids and lets liquids pass through to the sanitary sewer. The filter, changed monthly, contains an odor barrier to prevent sewer gas from backing up through the urinal. Waterless urinals typically require less maintenance than regular urinals. Because no potable water is needed, there is no risk of leaks in the water supply plumbing. Training is required for cleaning staff, as daily cleaning methods are different from traditional urinals. Benefits • Eliminates usage of potable water for urinals • Reduces volume of wastewater generated Additional Resources • USACE Technical Evaluation of Waterless Urinals. http://www.cecer.army.mil/techreports/ERDC-CERL_TN-06-03/ERDC-CERL_TN-06-03.pdf Water Conservation-3: Install Pressure-assisted Toilets to Conserve Water Usage Pressure-assisted toilets work differently from traditional toilets. Pressure assisted toilets use the water pressure in the line to compress the air in their enclosed tank as they fill. This compressed air pushes the water out and through the bowl when flushed, unlike traditional toilets that use gravity to remove waste. Pressure-assisted toilets look similar to traditional toilets, but use only 1.6 gallons of water per flush, clog less often, and fill faster than traditional low-flush gravity toilets. Pressure-assisted toilets cannot be retrofitted onto existing toilets, so new toilets would need to be purchased and installed. Cleaning and maintenance needs on a pressure-assisted toilet are similar to that of a traditional toilet. Benefits • Reduces usage of potable water • Reduces volume of wastewater generated Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once 224 Guidebook of Practices for Improving Environmental Performance at Small Airports

Additional Resources • New Mexico’s Water Conservation Guide http://www.dep.state.pa.us/dep/DEPUTATE/POLLPREV/Iso14001/Tools/Facility%20Environmental %20Issues%20Toolbox/WU%20Water%20Use/WU2,%20WU5,%20WU9%20Water%20Conservati on%20Guide.pdf • EPA WaterSense http://www.epa.gov/watersense/ Water Conservation-4: Install Low-flow Plumbing Fixtures in Facilities Faucets, toilets, and showerheads can be replaced or retrofitted to facilitate water reductions. Existing faucets can be retrofitted with low flow faucet aerators. The aerators are relatively inexpensive and work by adding air to the water mixture to maintain an effective spray while reducing the flow of water through the faucet. Low flow showerheads can be installed in staff locker rooms and come in two varieties, aerated and non-aerated. Aerated showerheads work similarly to aerated faucets by mixing air with water to maintain the pressure of the spray while reducing the flow of water. Non-aerated showerheads work by spraying water in smaller droplets at higher velocity to reduce the amount of water used. Low-flush toilets come in two varieties. Pressure-assisted toilets described in Water Conservation-3 are more expensive, but less likely to clog or require multiple flushes. Another less expensive option is traditional, gravity-based low flush toilets. Gravity-based low-flush toilets typically have differently shaped bowls and plumbing to more efficiently remove waste through the toilet with less water. Benefits • Reduces usage of potable water • Reduces volume of wastewater generated Additional Resources • Naples Airport Authority www.flynaples.com • New Mexico’s Water Conservation Guide http://www.dep.state.pa.us/dep/DEPUTATE/POLLPREV/Iso14001/Tools/Facility%20Environmental %20Issues%20Toolbox/WU%20Water%20Use/WU2,%20WU5,%20WU9%20Water%20Conservati on%20Guide.pdf • EPA WaterSense http://www.epa.gov/watersense/ Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Appendix A 225

Limiting irrigation can save money and water without sacrificing the look of the landscaping, grass or infield areas. Most grasses only require a small amount of water per week. By using a rain gauge or checking the reported precipitation each week, an airport can limit irrigation to only the amount needed to supplement the rainfall for the week. Alternatively, a moisture gauge for the soil, or an automatic irrigation system that operates based on soil moisture only when it is needed are other potentially viable options. By limiting the frequency and amount of irrigation to the minimum necessary, plants and grasses will develop better root systems and be more tolerant to drought conditions. Benefits • Reduces usage of potable water • Reduces runoff of fertilizers and other lawn care chemicals from facility Additional Resources • New Mexico’s Water Conservation Guide http://www.dep.state.pa.us/dep/DEPUTATE/POLLPREV/Iso14001/Tools/Facility%20Environmental %20Issues%20Toolbox/WU%20Water%20Use/WU2,%20WU5,%20WU9%20Water%20Conservati on%20Guide.pdf Water Conservation-6: Use High Pressure Nozzles in Car Washes and for Aircraft Washing High pressure nozzles use less water to clean vehicles and aircraft than regular nozzles. By forcing water through a smaller nozzle, the additional pressure gives more force to the spray. High pressure nozzles are available for car washes, and can be used for aircraft washing as well. Wash water may contain dirt, grime, oils and detergents, and should be collected and recycled or discharged to the sanitary sewer. Benefits • Reduces water usage for aircraft and vehicle washing Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings Once Water Conservation-5: Reduce Potable Water Used in Irrigation Systems by Limiting Irrigation Frequency and Duration 226 Guidebook of Practices for Improving Environmental Performance at Small Airports

Water Conservation-7: Use Synthetic Grass in Landscaping Benefits • Eliminates air and noise emissions associated with grass mowing • Increases water quality from reduced lawn care chemicals in runoff • Reduces water usage for irrigation Additional Resources • Fresno Yosemite International Airport http://www.fresno.gov/DiscoverFresno/Airports/default.htm Potable Water Recycling Water Conservation-8: Implement a Water Reclamation System in Airport Car/Aircraft Wash Area Some systems utilize filters that may need to be cleaned, inspected or replaced, and other systems utilize mechanical means of removing solids that do not require maintenance. Car/aircraft wash reclamation systems reduce the amount of potable water used by the system, and the volume of water discharged to the sanitary system. Benefits • Reduces usage of potable water • Reduces volume of wastewater generated Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Additional Resources • Naples Airport Authority www.flynaples.com Varieties of synthetic grasses are available and are designed to look like real grass. Synthetic grasses do not require irrigation, mowing, herbicide or pesticide applications, thus reducing noise, air, and water pollution from these landscaping activities. Synthetic grass looks good year-round, including during dry periods and in the winter, and can last for 15 to 20 years. Synthetic grass requires an annual application of a disinfectant, and does not have the oxygen-producing benefit to the environment that natural landscaping has. Water reclamation systems are widely available for airport car washes and aircraft wash areas. Since wash water does not require the same level of purification as drinking water, using recycled water in car and aircraft washes instead of potable water is acceptable. Water reclamation systems collect water from the car/aircraft wash drain. The water is then filtered to remove dirt and grime, and stored in a tank for reuse. Appendix A 227

• New Mexico’s Water Conservation Guide http://www.dep.state.pa.us/dep/DEPUTATE/POLLPREV/Iso14001/Tools/Facility%20Environmental %20Issues%20Toolbox/WU%20Water%20Use/WU2,%20WU5,%20WU9%20Water%20Conservati on%20Guide.pdf Water Conservation-9: Recycle Used Non-Potable Water Used potable water, or grey water, can be reused for purposes where non-potable water is acceptable. Gray water refers to water that is not clean enough to be considered potable water, and is not dirty enough to be considered sewage. Gray water collected from sinks, showers and car/aircraft washes can be stored in tanks and reused in car and aircraft washes, as described in Water Conservation-8, or used for landscaping or irrigation outside. Gray water can also be used indoors for custodial purposes, machine washing, urinals, and toilet flushing. State and local plumbing codes should be checked for restrictions on grey water use in indoor plumbing. Collected grey water systems typically are connected to the sanitary system and dispose of unused grey water after a specified amount of time to prevent odor or bacteria growth in the water. Benefits • Reduces usage of potable water • Reduces volume of wastewater generated Additional Resources • New Mexico’s Water Conservation Guide http://www.dep.state.pa.us/dep/DEPUTATE/POLLPREV/Iso14001/Tools/Facility%20Environmental %20Issues%20Toolbox/WU%20Water%20Use/WU2,%20WU5,%20WU9%20Water%20Conservati on%20Guide.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Other Conservation Practices Water Conservation-10: Install Metering Networks to Facilitate Accurate Measurement of Water Use Metering networks can also help an airport identify peak water use times. Airport water uses that are not time-specific can be planned to occur during non-peak hours. Identification of peak water uses can facilitate tenant and airport staff training on water use reduction, and identify Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Water metering networks facilitate accurate measurement of water use for more accurate utility bills. By tracking typical water flow during low-flow hours of the day, a metering network facilitates early identification of leaks in the system. It can also identify continuously running faucets and toilets. 228 Guidebook of Practices for Improving Environmental Performance at Small Airports

opportunities for water use reduction. Metering networks can also help an airport appropriately allocate the cost of potable water. Benefits • Detects leaks early before they result in property damage or waste of potable water • More accurate water bills Additional Resources • New Mexico’s Water Conservation Guide http://www.dep.state.pa.us/dep/DEPUTATE/POLLPREV/Iso14001/Tools/Facility%20Environmental %20Issues%20Toolbox/WU%20Water%20Use/WU2,%20WU5,%20WU9%20Water%20Conservati on%20Guide.pdf Water Conservation-11: Protect Drinking Water Supply Airports conduct many activities that could affect drinking water sources. Drinking water sources include wells and surface waters. Airports should consider implementing any of the following applicable practices to protect drinking water supplies. Limiting chemical storage outdoors, near potable water wells, or near storm drain inlets or ditches will prevent spills from easily reaching potable water sources. Reducing the application of herbicides and pesticides reduces the amount of these chemicals that may potentially infiltrate into groundwater or get washed into receiving streams. Switching from restricted use pesticides and herbicides to general use pesticides and herbicides will reduce the toxicity of chemicals used that may affect surface water runoff or infiltrate and affect groundwater. Using low toxicity deicers, hybrid deicing vehicles, and implementing a collection system for aircraft deicer and contaminated snow may also reduce potential contamination of a drinking water Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly supply. Selected drinking water protection practices should be incorporated into annual maintenance staff training, and should be enforced during monthly storm water inspections to ensure they are implemented. Benefits • Facilitates compliance with drinking water regulations Additional Resources • Naples Airport Authority www.flynaples.com Appendix A 229

Water Conservation-12: Develop a Water Management Plan A water management plan can be used to track water management goals (e.g., protection of drinking water supply, reducing water use by 15%, or increasing recycled potable water use by 50%), educate staff on initiatives, and provide a framework for implementing initiatives. Airport upper management, maintenance staff and custodial staff should be involved in developing water management initiatives to meet these goals. Initiatives can flow toilets, building a car wash water recycling system), or instead of during the day, charging tenants based on the amount of water they use). Initiatives should include a timeline, capital and operating budgets, and expected staff requirements for installation and regular maintenance, operation and inspection. Once a complete list of initiatives is developed, they should be ranked by priority based on staff requirements, cost and environmental benefit. A timeline should then be developed for implementing the initiatives. Annual airport staff training on water management and regular inspections of initiatives is essential to ensuring proper implementation. The management plan is also a place to track progress on the initiatives that have been implemented and record quarterly water and sanitary usage to document water saved. Benefits • Understand where potable water is used • Understand the sources of wastewater • Tracks the usage of potable water and generation of wastewater • Establishes and prioritizes water management goals • Tracks progress on initiatives Additional Resources • New Mexico’s Water Conservation Guide http://www.dep.state.pa.us/dep/DEPUTATE/POLLPREV/Iso14001/Tools/Facility%20Environmental %20Issues%20Toolbox/WU%20Water%20Use/WU2,%20WU5,%20WU9%20Water%20Conservati on%20Guide.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthlyinclude both technical improvements (e.g., installing low procedure changes (e.g., conducting irrigation at night 230 Guidebook of Practices for Improving Environmental Performance at Small Airports

APPENDIX A-19 Construction Storm Water Discharge Practices Construction projects at airports often disturb large areas, involve the use of equipment that may leak fuels and oils, and, if not properly managed, can result in significant erosion and sediment problems. Additionally, construction is often conducted by contractors and not airport employees, making it all the more difficult to enforce good storm water practices. By implementing the following practices and managing contractors to ensure they do the same, airports can reduce construction-related impacts on receiving waters: Incorporate Temporary and Permanent Soil Stabilization Techniques Strategically Locate Construction Traffic Areas, Construction Lay-down Areas, and Stockpiles Control Erosion and Sedimentation Through the Use of Earth Dikes, Silt Fences, Sediment Traps, and/or Sediment Basins Conduct Construction-related Storm Water Monitoring Develop and Maintain a Soil Erosion and Sedimentation Control Plan Conduct Independent Inspections of Construction-related Storm Water Best Management Practices Construction SW-1: Incorporate Temporary and Permanent Soil Stabilization Techniques Airports should instruct contractors to minimize the amount of soil disturbed at construction sites at all times. Planning construction activities such that only small areas are disturbed at one time and completing work in those areas so that they can be stabilized when construction activities move to a different area significantly reduces potential erosion of soil, sedimentation in streams, and dust problems at construction sites. Soil that has been disturbed, but where construction activities are not actively occurring, or where construction is complete should be stabilized. The EPA NPDES general permit for storm water discharges from construction activities requires stabilization within 14 days after construction has temporarily or permanently ceased. Techniques for soil stabilization include application of compost, hydraulic mulch, hydro seeding, soil binders, straw mulch, wood mulch, and rolled mats. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Weekly Applicable Federal Regulatory Programs • Drinking Water Supply—Safe Drinking Water Act (Chapter 8) • Storm Water Discharges Associated with Construction Activities—Clean Water Act (Chapter 8) • Wetlands—Clean Water Act of 1972, Section 404 (Chapter 8) • Wetlands—Rivers and Harbors Act of 1989, Section 10 (Chapter 8) • Wetlands—Executive Order 11990, Protection of Wetlands (Chapter 8) • Wetlands—Department of Transportation Order 5660.1A Preservation of the Nation’s Wetlands (Chapter 8) Appendix A 231

Additional Resources • EPA Storm Water BMPs http://cfpub.epa.gov/npdes/stormwater/menuofbmps/index.cfm • Naples Airport Authority www.flynaples.com Construction SW-2: Strategically Locate Construction Traffic Areas, Construction Lay-down Areas, and Stockpiles Airports should consider the following general practices to reduce the impact of construction on receiving waters. Limit construction traffic as well as construction lay- down areas and stockpiles to locations that will be paved as part of the construction. This will minimize the disturbed area that needs to be stabilized at the end of the project. In addition, cover stockpiles whenever feasible to eliminate erosion or dust. Delineate the site perimeter and seek to minimize temporary pavement that will need to be removed after construction is complete. Locate construction traffic areas to allow for removal of construction mud from tires on a gravel construction entrance before trucks and equipment leave the site to limit the amount of mud on public roadways. Benefits • Protects receiving streams by locating construction traffic areas, lay-down areas and stockpiles away from ditches and storm water inlets • Facilitates erosion and sediment control Additional Resources • Seattle Tacoma Third Runway Project http://www.portseattle.org/seatac/construction/thirdrunway.shtml#Stormwater Staffing Cost Effort Capital Knowledge Operational Frequency Savings Weekly Benefits • Prevents erosion of topsoil • Reduces dust from non-stabilized areas • Reduces sediment in receiving streams 232 Guidebook of Practices for Improving Environmental Performance at Small Airports

Construction SW-3: Control Erosion and Sedimentation Through the Use of Earth Dikes, Silt Fences, Sediment Traps, and/or Sediment Basins Earth dikes, silt fences, sediment traps, and/or sediment basins can be used on airport construction projects to control soil erosion and sedimentation. Earth dikes are used to direct runoff on a construction site. If they are placed above the site, they direct runoff away from the site thereby reducing soil erosion on the site. When they are used below the site they can direct runoff into sediment control devices to trap sediment. Silt fences are pieces of fabric stretched between two posts. The fabric is installed flush with the ground and serves to filter sediment from runoff leaving the site. In contrast, a sediment trap or sediment basin is an excavation where runoff is directed. Water is allowed to pool and the sediment settles out before it is directed out though a small spillway, typically constructed of rocks. All erosion and sediment control BMPs should be regularly inspected to ensure they have not been damaged by construction activities or during a large rain event. BMPs should be planned according to the size of the area they are expected to serve, and the amount of runoff and sediment they need to remove. Benefits • Decreases soil erosion and sediment in storm water runoff Additional Resources • EPA Storm Water BMPs http://cfpub.epa.gov/npdes/stormwater/menuofbmps/index.cfm Construction SW-4: Conduct Construction-related Storm Water Monitoring Storm water quantity and quality from an airport construction site should be monitored before, during and after construction. Prior to commencement of construction activities, monitoring can establish a baseline of storm water quality at the site. Storm water monitoring during construction can then be compared to the baseline results to identify increases in sediment in storm water at the site. Additional BMPs can be implemented if sediment in storm water reaches unacceptable levels. If spills are identified in the storm water from construction activities, spill response and notification can happen in a timely manner. Storm water monitoring after construction is complete will confirm if stabilization measures are effective in returning the sediment levels in storm water to pre-construction levels. Changes to the amount of impervious or pervious surfaces, and changes to the storm water conveyance system on the site may result in changes to the quantity of storm water during a given event Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Appendix A 233

and the overall quality of storm water from the site. If a significant amount of impervious surface will be added as part of a project, or if storm water drainage will be changed that would cause faster movement of storm water from the site, studies may need to be conducted to assure that these changes will not result in flooding downstream, and storm water detention areas may need to be added to prevent downstream flooding. Benefits • Facilitates detection of failed erosion and sediment controls and BMPs • Identifies areas where additional erosion and sediment controls are needed Construction SW-5: Develop and Maintain a Soil Erosion and Sedimentation Control Plan A soil erosion and sedimentation control plan is a guide for airport construction contractors to follow to minimize soil erosion and sedimentation in ditches, storm water inlets and receiving streams. The plan should have an existing conditions site map identifying the topography, drainage patterns, soils, vegetation, coastal resources, wetlands, and sensitive areas on the site and adjacent areas. The plan should also include a map indicating the construction areas, BMPs, construction entrance, staging areas, vehicle and equipment wash down areas, wetlands, ditches, storm drains and other sensitive areas that require protection and are not to be disturbed by construction. The plan should minimize the exposed area, provide for temporary or permanent stabilization of soils as soon as practicable, and provide guidelines for implementing appropriate and effective erosion and sediment controls. The plan should also contain an inspection schedule and checklists for inspectors. Completed inspection forms should be kept in the plan. Throughout the project, the plan should be updated on a regular basis to include any changes to the construction plan or BMPs. Benefits • Provides guidance and standards for construction projects • Prevents erosion of topsoil • Reduces sediment in receiving streams • Provides for regular inspections of sediment and erosion control BMPs Additional Resources • EPA Storm Water BMPs http://cfpub.epa.gov/npdes/stormwater/menuofbmps/index.cfm • Columbus Regional Airport Authority Storm Water Management for Construction Activities Guidance Manual http://columbusairports.com/construction/Storm%20Water%20Management%20for%20Construction %20Manual.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Weekly 234 Guidebook of Practices for Improving Environmental Performance at Small Airports

Airports should conduct independent inspections of their contractor’s construction storm water BMPs to ensure the BMPs are functioning as required. Inspections should be conducted during wet weather events to identify repairs or maintenance needs. Inspectors should check that all BMPs required in the construction storm water permit have been implemented. The controls should be checked to ensure they have not been damaged or destroyed by construction activities, and that they are operating as designed to protect water quality and prevent erosion in all areas impacted by the construction activity. If an airport inspector determines that certain BMPs are not adequate, or are inappropriate for the situation, the airport should request that the contractor implement more appropriate or more effective BMPs. Inspectors should confirm that the contractor is disrupting the minimum surface area required for construction purposes, and that any areas not currently being used for construction are temporarily or permanently stabilized. Airport inspector records should be retained, and should include the date and time of the inspection, inspector’s name, weather conditions during the inspection, areas and BMPs inspected, repairs or maintenance necessary, timeline for completing repairs and maintenance, and a check to ensure previously required repairs and maintenance have been completed. Benefits • Ensures unbiased and regular inspection of storm water BMPs • Facilitates maintaining appropriate records of inspections • Detects repairs and maintenance needs early before they result in an exceedance of the construction storm water permit • Replaces inappropriate or inadequate BMPs with more effective measures Additional Resources • EPA Storm Water BMPs http://cfpub.epa.gov/npdes/stormwater/menuofbmps/index.cfm Staffing Cost Effort Capital Knowledge Operational Frequency Savings Weekly Construction SW-6: Conduct Independent Inspections of Construction-related Storm Water Best Management Practices Appendix A 235

APPENDIX A-20 Industrial Storm Water Discharge Practices Airports and their tenants engage in a number of industrial activities that have the potential to adversely affect storm water, including vehicle and aircraft fueling, maintenance, deicing, and washing. Implementing practices and procedures to minimize the risk of leaks and spills from reaching the storm water system will reduce the likelihood of costly spill response and remediation. The following industrial storm water discharge practices will assist with protecting the receiving streams from pollutants associated with common airport industrial activities: Confirm that Floor Drains are Connected to the Sanitary System Provide General Aviation Tenants with Sump Fuel Disposal Containers Store Materials and Waste in Areas Sheltered from Rain and Runoff Perform Outdoor Maintenance and Store Equipment in a Designated Paved Area Construct Aircraft and/or Vehicle Wash Pad for Airport and/or Tenant Use that Prevents the Discharge of Wash Water into Storm Drains Develop a Storm Water Management Master Plan Provide Training and Access to Storm Water Pollution Prevention Plan Industrial SW-1: Confirm that Floor Drains are Connected to the Sanitary System Floor drains should be connected to the sanitary system. If connected to the storm system, a non-storm water discharge may occur. If a floor drain connection is unknown, dye or smoke tests can be conducted to determine if the drain is connected to the storm or sanitary system. If connected to the storm water drainage system, the drain should be permanently sealed or disconnected, and new piping installed to connect it to the sanitary system. Benefits • Facilitates compliance with the CAA • Prevents leaks and spills from maintenance activities from reaching the storm sewer system • Prevents non-storm water discharges • Increases accuracy of drainage maps at the airport Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Applicable Federal Regulatory Programs • Drinking Water Supply – Safe Drinking Water Act (Chapter 8) • Industrial Wastewater Pretreatment – Clean Water Act (Chapter 8) • Storm Water Discharges Associated with Industrial Activities – Clean Water Act (Chapter 8) 236 Guidebook of Practices for Improving Environmental Performance at Small Airports

Industrial SW-2: Provide General Aviation Tenants with Sump Fuel Disposal Containers Benefits • Prevents sump fuel discharges to storm water • Educates tenants on pollution prevention Additional Resources • • Naples Airport Authority http://www.flynaples.com/images/docs/general/final%20sustainability%20plan%205-14-09.pdf • Scottsdale Airport http://www.scottsdaleaz.gov/Assets/Public+Website/airport/AirportNewsletterApr-Jun2002.pdf Industrial SW-3: Store Materials and Waste in Areas Sheltered from Rain and Runoff Airports should consider implementing the following practices to reduce the potential for materials stored outside without cover or containment to be washed into storm water inlets during storm events. When possible, materials and storage containers should be moved indoors, away from doors and storm drains. Solid waste dumpster drains should be plugged and dumpsters should be covered to prevent discharges from entering storm drains. Scrap metal and recyclables storage containers should also be covered to prevent metals and oils from leaching into storm water. Bulk material storage areas should be located inside, or under cover. Soluble materials like pavement deicers should not be stored outdoors without cover as they easily dissolve in storm water. Bulk materials stored in tanks, such as fuels, should be located within secondary containment. Valves in secondary containment areas should remain closed, and rain collected in the containment area should be inspected for spills or leaks prior to discharging containment water to the storm system. Benefits • Prevents leaks and spills from reaching the storm system Prevents metals from scrap metal bins from being washed into the storm system Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Private pilots commonly dispose of sump fuel on the ramp rather than collecting and properly disposing of it.They do not realize that sump fuel can be a significant source of pollution in storm water runoff at an airport. Therefore, airports should supply sump fuel collection containers at general aviation ramps and t-hangars, instruct pilots on the proper handling of sump fuel (e.g., through signs or posters), and provide a means for proper disposal of accumulated sump fuel. Appendix A 237

Industrial SW-4: Perform Outdoor Maintenance and Store Equipment in a Designated Paved Area An airport’s maintenance and storage of equipment should be conducted outdoors only when indoor maintenance is infeasible, and it should be conducted in such a way as to minimize the potential impact on storm water. Maintenance activities should be conducted on impervious pavement, and should not be conducted during storm events whenever possible to prevent leaks and spills from being washed into storm drains. Designating a maintenance area away from storm drain inlets and providing maintenance staff with storm drain covers during maintenance will prevent spills from entering storm drains in the area. Spill response materials should be maintained in outdoor maintenance areas, and drip pans and absorbent materials should be used to catch drips during maintenance activities before they soak into the pavement. Annual airport storm water pollution prevention training should include a review of policies for minimizing outdoor maintenance, the designated areas for outdoor maintenance, and the methods for protecting storm water during maintenance activities. Benefits • Prevents maintenance-related leaks and spills from reaching the storm sewer system • Facilitates spill response by conducting maintenance in an area designed to prevent spills from reaching the storm system Industrial SW-5: Construct Aircraft and/or Vehicle Wash Pad for Airport and/or Tenant Use that Prevents the Discharge of Wash Water into Storm Drains Wash water from aircraft and vehicles may contain contaminants that affect runoff. Dirt, grime, and salts from roadways, oils, greases, antifreeze, transmission and brake fluids, metals, and soaps and surfactants used to wash aircraft or vehicles may be present in wash water. Ideally, vehicle and aircraft washing should be conducted indoors in areas not affected by storm water and where drains are connected to the sanitary system. If no indoor locations are feasible, a dedicated wash pad with wash water containment can be constructed. Drain covers may be placed on storm drains or valved drain inserts closed during washing activities to prevent runoff from entering the storm water system. Pooled wash water should be collected from the area with a vacuum truck or other means and discharged to the sanitary system. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Additional Resources • South Bend Regional Airport http://sbnair.com/ 238 Guidebook of Practices for Improving Environmental Performance at Small Airports

Alternatively, a sanitary sewer connection could also be constructed in the wash pad area. A valve would be used to direct wash water to the sanitary sewer during washing activities, but allow storm water runoff to the storm system when no washing activities are occurring. Aircraft and vehicle washing should not be conducted during storm events. Washing activities should be limited to the areas collected by the system, and the boundaries of the wash pad should be well-marked. Benefits • Improves water quality in receiving streams • Facilitates compliance with airport NPDES permit requirements • Prevents spills from reaching receiving streams Additional Resources • Naples Airport Authority www.flynaples.com Industrial SW-6: Develop a Storm Water Management Master Plan The purpose of a storm water management plan is to determine the long-term implications of future development on storm water quantity and quality at the airport. The plan summarizes the airport’s current and future storm water concerns and outlines a plan for storm water management. The plan should include a vision for long-term storm water management, and airport management, maintenance and environmental staff should be involved in its development. The plan should include an evaluation of planned airport projects to determine what impacts they may have on storm water drivers. Storm water drivers may include regulatory compliance, flooding, wildlife attractants, maintenance, wetlands, and floodplains. The airport should establish a method for identifying storm water impacts from projects at the airport, considering actions needed to assess storm water impacts, prioritizing projects, and providing guidance to project managers on ways to mitigate adverse storm water impacts. The plan should contain drawings of the current storm water system including drainage basins and outfalls, and identify current and future storm water concerns and projects at the airport. Benefits • Identifies potential storm water issues and drivers at the airport • Proactive approach to handling storm water impacts from airport projects • Considers storm water impacts during airport planning Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings Monthly Appendix A 239

Industrial SW-7: Provide Training and Access to Storm Water Pollution Prevention Plan Airports with a SWPPP should keep updated copies of the plan in aircraft hangars, maintenance areas, materials storage areas, fueling areas, and deicing areas so that it is easily accessible for reference when needed. Conducting annual SWPPP training is a requirement of many NPDES permits. Airports should include training about the BMPs, pollution prevention procedures, spill prevention and response, and review issues identified in recent storm water pollution prevention inspections. Benefits • Facilitates compliance with airport NPDES permit • Educates tenants and airport staff on storm water pollution prevention • Increases chances of spills being reported properly • Increases compliance with BMPs in SWPPP Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly 240 Guidebook of Practices for Improving Environmental Performance at Small Airports

APPENDIX A-21 Storm Water Quantity Management Practices Airports encompass large areas, resulting in the generation of large quantities of storm water runoff. For safety reasons, runoff must drain quickly from airport surfaces and, as a result, airports can contribute to downstream flooding. By working with the local community to implement storm water management practices on and off airport property, airports can help reduce the risk of flooding in their communities. Proactive storm water management may also facilitate a positive relationship with the local community, reducing community opposition to airport projects. The following practices will help manage storm water at the airport by reducing the volume of storm water discharged, and facilitating recharge of groundwater. Increase Storm Water Drainage Capacity in Areas Prone to Flooding Use Other Properties for Regional Storm Water Infiltration Utilize Pervious Pavement Reduce the Amount of Impervious Surface Develop Storm Water Collection and Rain Harvesting Systems for Treatment Prior to Reuse or Discharge Construct Innovative Technologies to Reduce Storm Water Runoff Prepare a Preliminary Grading and Drainage Plan Repair Wastewater Conveyance Systems SW Quantity-1: Increase Storm Water Drainage Capacity in Areas Prone to Flooding Increasing storm water drainage capacity in areas prone to flooding at an airport may reduce the risk of flooding. This is an important consideration particularly in areas where construction is planned that may increase impervious area or areas that are projected to have increased flooding due to climate change. Over-sizing pipes to accommodate the 100-year or 500-year flood can provide additional capacity during large storm events. Airports should consider utilizing larger pipes for inline storage, and size the outfall pipe, or downstream pipes based on local requirements. This will allow quick drainage of flood-prone areas to the storm system, but utilize storm water piping for interim storage as smaller outfall pipes meter flow into receiving streams to reduce flooding downstream. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Applicable Federal Regulatory Programs • Drinking Water Supply – Safe Drinking Water Act (Chapter 8) • Industrial Wastewater Pretreatment – Clean Water Act (Chapter 8) • Storm Water Discharges Associated with Construction Activities (Chapter 8) • Storm Water Discharges Associated with Industrial Activities (Chapter 8) • Wetlands – Clean Water Act of 1972, Section 404 (Chapter 8) • Wetlands – Rivers and Harbors Act of 1989, Section 10 (Chapter 8) • Wetlands – Executive Order 11990, Protection of Wetlands (Chapter 8) • Wetlands – Department of Transportation Order 5660.1A Preservation of the Nation’s Wetlands (Chapter 8) Appendix A 241

• Locating them away from the ends of runways • Sizing the outlet structures such that the ponds drain within 24 to 48 hours • Considering enclosed storage by constructing tanks or covered basins Benefits • Reduces the occurrence of flooding on and downstream of the airport Additional Resources • EPA storm water BMPs http://cfpub.epa.gov/npdes/stormwater/menuofbmps/index.cfm • South Bend Regional Airport http://sbnair.com/ SW Quantity-2: Use Other Properties for Regional Storm Water Infiltration When planning new projects, airports should consider the amount of impervious surface to be created as part of the project. Impervious surfaces prevent runoff from infiltrating into the soil and recharging groundwater. Impervious surfaces also facilitate runoff of storm water to the receiving stream more quickly than pervious areas where storm water runoff is delayed in soil and vegetation. Adding wetland areas or additional pervious areas for infiltration at the airport may be infeasible, or inadvisable due to wildlife attractant issues, but nearby properties may be able to provide storm water infiltration to reduce storm water runoff in the same watershed as the airport. Airports should coordinate with local governments to identify other properties within the airport watershed that may be available for regional storm water infiltration. Benefits • Reduces flooding • Creates wetlands in area parks Additional Resources • Center for Watershed Protection www.cwp.org • Storm water Authority www.stormwaterauthority.org Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Another method for reducing flooding on site while reducing flooding downstream is to include storm water retention in ponds upstream of the airport outfalls. Oversized pipes can carry storm water quickly off the airfield, and ponds provide short term detention storage to meter storm water into the receiving streams at a slower rate. Wildlife attractant issues must be considered when siting the ponds by: 242 Guidebook of Practices for Improving Environmental Performance at Small Airports

SW Quantity-3: Utilize Pervious Pavement Parking lots and areas not requiring aircraft-rated concrete can be constructed of pervious pavement. Pervious pavement provides a means for runoff to infiltrate through the concrete and seep into the ground, reducing the runoff into the storm water drainage system and recharging the groundwater. Pervious pavement also reduces the amount of storm water infrastructure required for the area. Since storm water is infiltrating into the groundwater, less needs to be conveyed through storm piping. Potential candidates for pervious pavement include: • Roadways • Shoulders • Non-traffic pavements • Maintenance roads • Utility yards • Airside and landside parking facilities Airports should consider the activities conducted in the paved area when deciding on pervious pavement. Pervious pavement should be used only in areas where spills are unlikely as it provides a more direct route for spills to reach soil and groundwater. Snow removal equipment can damage pervious pavement, and pavement deicers infiltrate through the pores into the subsurface. Benefits • Decreases impervious surface area at the airport • Reduces volume of storm water runoff • Reduces sediment and dissolved and suspended solids in runoff • Increases infiltration and recharging of groundwater Additional Resources • EPA Storm water BMPs http://cfpub.epa.gov/npdes/stormwater/menuofbmps/index.cfm SW Quantity-4: Reduce the Amount of Impervious Surface Removal of pavement reduces impervious surfaces and enhances storm water infiltration. It provides a means for runoff to infiltrate through the soil and recharge the groundwater instead of running off into receiving streams. Pavement should not be removed in materials storage areas or areas where leaks and spills may occur, as pavement serves as a barrier preventing soil and groundwater contamination from leaks and spills. Airports should consider the cost of removing the old pavement, and any environmental remediation that may be needed to clean up historical spills and leaks in those areas before removal. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Staffing Cost Effort Capital Knowledge Operational Frequency Savings Project Planning Appendix A 243

Benefits • Decreases impervious surface area at the airport • Reduces volume of storm water runoff • Increases infiltration and recharging of groundwater • Reduces sediment and dissolved and suspended solids in runoff • Increases likelihood of responding to spills and leaks before they reach receiving streams • Reduces flooding Additional Resources • Green Roofs for Healthy Cities www.greenroofs.org • National Ready Mixed Concrete Association www.perviouspavement.org • U.S. Green Building Council www.usgbc.org • Storm water Authority www.stormwaterauthority.org SW Quantity-5: Develop Storm Water Collection and Rain Harvesting Systems for Treatment Prior to Reuse or Discharge Rain harvesting is collecting rain water from roofs, storing it, and then using it in place of potable water. Rain harvesting systems divert runoff from gutters into aboveground or underground storage tanks. Water from the tanks is then pumped out to be used for irrigation, car/aircraft washing, toilet flushing, or janitorial use. For related information, refer to Water Conservation-9, Recycle Used Non-potable Water. Benefits • Reduces storm water runoff from airport • Reduces potable water use Additional Resources • Global Development Research Center www.gdrc.org/uem/water/rainwater • International Association of Plumbing and Mechanical Officials www.iapmo.org • South Bend Regional Airport http://sbnair.com/ Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually By removing pavement from the airport, runoff will move more slowly across surfaces providing more time for sediment to deposit in pervious areas where natural treatment occurs instead of washing into receiving streams. Since sediments often bind with pollutants including oil and grease, this may reduce the amount of these pollutants in storm water runoff from the airport, as well. 244 Guidebook of Practices for Improving Environmental Performance at Small Airports

SW Quantity-6: Construct Innovative Technologies to Reduce Storm Water Runoff Reducing the amount or rate of storm water runoff from an airport can reduce the chance of downstream flooding, reduce soil erosion, and, consequently, the dissolved and suspended solids in the runoff. Reducing the velocity at which runoff leaves airport property also provides more opportunity to identify and capture spills before they reach receiving streams. There are several strategies for reducing storm water runoff. Adding vegetated islands to parking lots and installing flat curbs to route runoff across vegetated areas from roadways and parking lots instead of along curbs into storm water inlets will allow soil and vegetation to naturally remove sediment from runoff and reduce flow rates into the storm system. Parking lots and areas not requiring aircraft-rated concrete can be constructed of pervious pavement, discussed in SW Quantity-3. Runoff from runways, taxiways and ramps can be directed into infield areas where grass and soil naturally remove sediment before it enters the storm system. Infield areas also serve to slow runoff and allow some infiltration into the ground to reduce storm water flow rates. Green roofs are a means for reducing impervious surfaces on small or expansive airport facility roofs. Green roofs consist of a waterproof roofing material covered with soil, or another light-weight growing substrate, and vegetation. While it is possible to retrofit an existing roof with a green roof, they are typically installed with a new building, or when a roof is replaced. Roots from the vegetation soak up water from rain and snow as it trickles through the green roof growing substrate. Green roofs not only reduce the runoff from an airport, but also decrease the interior building temperature in the summer as green roofs are significantly cooler than traditional roofing materials. Many varieties of vegetation are available, and species that do not attract wildlife should be chosen for airports. When retrofitting with a green roof, the weight of the roof on the existing structure must be considered. Rain gardens are areas where rainwater is directed from downspouts, parking lots, or other impervious areas. Rain gardens are vegetated, and lower in elevation than surrounding areas to allow rain water to soak into the ground instead of running off. Interesting vegetation and landscaping may also function as ecological features and provide aesthetic benefits. The use of native plants in rain gardens is typically less costly and requires less irrigation and maintenance than non-native vegetation. Dry wells can also be used to collect storm water and allow it to dissipate into the groundwater. Dry wells often have several storm water pipes connected to them, and contain a large surface area under ground for storm water to infiltrate into ground water. Dry wells should only be used in areas not prone to flooding. Benefits • Reduces storm water runoff from the airport • Reduces soil erosion • Increases likelihood of responding to spills and leaks before they reach receiving streams • Reduces sediment and other pollutants in storm water runoff • Reduces impervious surface area at the airport Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Appendix A 245

Additional Resources • Chapter 4, Part 2 (Urban Runoff), of the EPA’s Guidance Specifying Management for Sources of Nonpoint Pollution in Coastal Waters, January 1993 (Document No. EPA-840-B-92-002). • St. Augustine Airport http://www.staugustineairport.com/ SW Quantity-7: Prepare a Preliminary Grading and Drainage Plan Preparing a preliminary grading and drainage plan prior to construction is important to plan for drainage of disturbed areas during and after construction and to protect areas that should not be disturbed. Soil types and local hydrology that can be found in hydrology and soil reports are used to determine the amount of infiltration that can be expected. From there, airport staff can choose the appropriate slope and drainage needed for the project. A grading and drainage plan should: • Provide for preservation and reuse of top-soil in the final grading • Ensure proper drainage of the site during and after construction • Include slopes used for grading during and post construction • Identify areas of soil disturbance • Identify existing vegetation, wetlands, or other areas that should not be disturbed Benefits • Better grading and drainage after construction projects • Reduces the amount of soil disturbed for construction projects Additional Resources • U.S. Department of Agriculture National Resources Conservation Service http://soils.usda.gov/ • U.S. Geological Survey http://water.usgs.gov/ Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings Monthly 246 Guidebook of Practices for Improving Environmental Performance at Small Airports

SW Quantity-8: Repair Wastewater Conveyance Systems By repairing or replacing old sanitary sewer pipes, an airport can minimize the amount of groundwater that infiltrates into the sewer system. By minimizing groundwater in sanitary or combined sewer lines, an airport can reduce the amount of clean groundwater that is treated by the local POTW. Many airports are charged sanitary sewer fees based on potable water use, but if the sanitary sewer is specifically metered, minimizing groundwater infiltration into lines may reduce sanitary sewer fees. Historical maps of the airport sewer system and maps from airport projects can be used to determine the age of the sewer pipes. Pressure testing of pipes and TV inspection of pipes can identify sewers with significant infiltration. Dry weather discharges of water from storm sewer outfalls are also indications of groundwater infiltration. Benefits • Minimizes waste water that reaches soils and groundwater • Minimizes groundwater infiltration into sanitary sewers reducing sewer flow rates Staffing Cost Effort Capital Knowledge Operational Frequency Savings Annually Appendix A 247

APPENDIX A-22 Storm Water Quality Protection Practices In addition to the storm water discharge practices applicable to industrial activities described in Appendix A-20, other airport activities, like construction and landscaping, also have the potential to impact storm water quality. Implementing practices for soil disturbed as part of construction, and efficient landscaping techniques protects storm water quality and may save the airport money. The following storm water quality protection practices will help reduce airport-related storm water quality impacts: Reuse Cut Grass Instead of Applying Fertilizer Protect Topsoil Reduce Flow Velocities in Storm Water Conveyance Systems Install Energy-efficient Water Aerators to Maintain Water Quality SW Quality-1: Reuse Cut Grass Instead of Applying Fertilizer Airport grounds maintenance staff should evaluate composting and recycling grass clippings, rather than having it removed by waste contractors. After composting for about five months, the material should be assessed before being applied to grassy areas. Reusing cut grass reduces the amount of artificial fertilizer used. When mowing grass, avoid mowing grass clippings into storm drains, ditches, or surface waters. Benefits • Reduces reliance on fertilizers • Reduces storm water and groundwater affected by chemicals in fertilizers • Reduces waste generated from cut grass Additional Resources • Stansted Airport, United Kingdom http://www.stanstedairport.com/ Staffing Cost Effort Capital Knowledge Operational Frequency Savings Seasonal Applicable Federal Regulatory Programs • Drinking Water Supply—Safe Drinking Water Act (Chapter 8) • Industrial Wastewater Pretreatment— Clean Water Act (Chapter 8) • Storm Water Discharges Associated with Construction Activities (Chapter 8) • Storm Water Discharges Associated with Industrial Activities (Chapter 8) • Wetlands—Clean Water Act of 1972, Section 404 (Chapter 8) • Wetlands—Rivers and Harbors Act of 1989, Section 10 (Chapter 8) • Wetlands—Executive Order 11990, Protection of Wetlands (Chapter 8) • Wetlands—Department of Transportation Order 5660.1A Preservation of the Nation’s Wetlands (Chapter 8) 248 Guidebook of Practices for Improving Environmental Performance at Small Airports

SW Quality-2: Protect Topsoil During site disturbance activities, stockpiling topsoil separately from other excavated materials will protect it Applying about four inches of topsoil after final grading provides a better growing media for new vegetation than less fertile materials excavated from below the topsoil. Use of topsoil promotes soil stabilization, which reduces erosion and sedimentation. Additionally, vegetation cleared as part of a construction project can be composted and applied with topsoil or used as mulch. Invasive plants or weeds should not be composted. Benefits • Promotes soil stabilization • Decreases soil erosion and sediment in storm water runoff • Protects topsoil Additional Resources • Washington Organic Recycling Council http://buildingsoil.org/ • EPA Storm Water BMPs http://cfpub.epa.gov/npdes/stormwater/menuofbmps/index.cfm SW Quality-3: Reduce Flow Velocities in Storm Water Conveyance Systems Several options are available for reducing flow velocities in storm sewers. Consider designing storm sewer conveyance system improvements with reduced diameter pipes. Velocity slows as flow backs up in larger pipes upstream and encourages settling of sediments. A dam, weir or specialized valve can also be used to slow the rate of flow by backing up runoff in pipes. Sediments that settle out in storm sewers must be removed on a regular basis. Otherwise, the pipes will fill with sediment and their capacity will be reduced resulting in increased flooding risk. Pipe restrictors should be placed in areas easily accessed. Benefits • Reduces flooding downstream in receiving waters • Reduces sediment in storm water runoff Staffing Cost Effort Capital Knowledge Operational Frequency Savings Monthly Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once from erosion, and allow it to be reused in final grading. Appendix A 249

• EPA Storm Water BMPs http://cfpub.epa.gov/npdes/stormwater/menuofbmps/index.cfm SW Quality-4: Install Energy-efficient Water Aerators to Maintain Water Quality In ponds where water does not circulate, oxygen concentrations decrease and the water stagnates. Water aerators, like pond fountains, help to infuse oxygen into the water. Aerators can also serve to prevent freezing in the winter and enhance aesthetics of storm water detention ponds. Aerators should be equipped with floats to automatically turn the aerator off when the water level drops to avoid burning out the engine. Benefits • Eliminates odor issues from stagnant water • Increases dissolved oxygen in water to promote aquatic life Additional Resources • Naples Airport www.flynaples.com Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Additional Resources 250 Guidebook of Practices for Improving Environmental Performance at Small Airports

APPENDIX A-23 Energy Efficiency and Renewable Energy Practices Airports can lessen their dependence on energy by considering energy efficient and/or renewable energy practices. These practices encompass a broad array of activities. The practices related to energy efficiency and renewable energy, as summarized below, do not have regulatory requirements, but there is guidance from several federal agencies. Airports should select those practices in areas of most concern to the airport and the community as a whole. The following are proactive practices related to energy efficiency and renewable energy and are grouped by topic: • Alternative Transportation Implement Transit-first Policy for Employees, Passengers and Other Airport Users Provide Transit Use Incentives to Employees Encourage Bicycle Commuting and Use for On-airport Transportation • Airport Lighting Shut Down Airfield Lighting During Nighttime, Off-peak Hours Monitor or Inspect Interior and Exterior Lighting Systems Regularly to Maintain Proper Illumination and Minimize Off-site Impacts Maximize Use of Natural Light and Other Daylighting Strategies Utilize Energy-efficient Lighting • Energy Efficiency Develop and Implement an Energy Conservation/Efficiency Plan Work with Airlines to Group Flights in a Given Part of a Concourse During Non-peak Hours Implement Flexible Ticket Counters Develop an Operation and Maintenance Manual Establish Building Systems Commissioning Implement an Energy Management Control System Utilize Prefabricated Equipment Purchase and Install Energy Star Appliances and Computers Utilize Thermal Energy Storage to Aid with Air Chilling Solar Water Heating Use Tankless Water Heaters Enhance Energy Efficiency of Escalators • Performance Tracking Track Energy Use Develop and Implement a Program to Track Progress Achieved in Improving Environmental and Sustainability Performance Track Sustainability Elements in Construction Projects Utilize Contractors with Sustainability Experience • Renewable Energy Install Solar Energy-powered Roadway Signs or Airfield Lighting Implement Cogeneration Applicable Federal Programs • EPA Energy Conservation Action Plan (Chapter 9) • EPA Energy Star Program (Chapter 9) • Department of Energy—Energy Efficiency and Renewable Energy (Chapter 9) Appendix A 251

Install On-site Renewable/Alternative Energy Systems Use Snow as an Energy Source Install Small-capacity Solar Power Systems Use Solar Trombe Walls for Passive Solar Heating Alternative Transportation Energy-1: Implement Transit-first Policy for Employees, Passengers and Other Airport Users Airports can adopt a transit-first policy that prioritizes investments, design, and promotion of high-occupancy vehicle lanes and facilities before single-occupancy vehicles. The transit-first policy may encourage smart growth/complete street development. The transit-first policy may also include initiatives to promote bicycling and walking for employees, and public transportation for both airport employees and the traveling public. A transit-first policy may be adopted at a city, county, or state level, which may promote transportation development beyond an airport’s control. For related information, refer to Planning-7 in Appendix A-11. Benefits • Reduces environmental impacts Additional Resources • San Francisco City Charter, Section 8A.115, Transit-First Policy http://www.sfmta.com/cms/bcomm/3179.html • Airport Transit Plan, San Diego International Airport http://www.san.org/documents/airport_authority/transit_roadway/08Aug_Final_Report/SAN_Transit _Final_Aug08_report.pdf Energy-2: Provide Transit Use Incentives to Employees Airports can provide incentives to employees to use public transportation. This may include the airport subsidizing train and/or bus passes. Providing commuter benefits could offer tax incentives, as well. For related information, refer to Planning-8 in Appendix A-11. Increased use of public transportation will also reduce airport congestion and associated air and GHG emissions. Benefits • Reduces environmental impacts Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Purchase Renewable/Alternative Energy Generated Off-site Conduct a Renewable and Alternative Energy Feasibility Study 252 Guidebook of Practices for Improving Environmental Performance at Small Airports

Additional Resources • American Public Transportation Association’s It Pays To Ride Public Transportation http://www.publictransportation.org/pdf/reports/pays_to_ride.pdf Energy-3: Encourage Bicycle Commuting and Use for On-airport Transportation Benefits • Encourages and improves health and wellness • Reduces air emissions Additional Resources • Bike to Work at O’Hare International Airport http://www.flychicago.com/environment/OhareBiketoWork.shtm • The Baltimore Metropolitan Council and Baltimore Regional Transportation Board’s Employer Guide to Bicycle Commuting http://www.baltometro.org/downloadables/bike/BikeCommuterGuide_Employers.pdf Airport Lighting Lighting upgrades are particularly important because the energy consumed by lighting is costly. There have been many recent technological advances with lighting and lighting systems which reduce air emissions as well as energy consumption and costs. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Energy-4: Shut Down Airfield Lighting During Nighttime, Off-peak Hours Small airports, particularly General Aviation airports, have the opportunity to save monetary resources by installing pilot activated lighting, also called pilot-controlled lighting, which allows pilots arriving at an airport to turn on airfield lighting via radio transmissions. This enables airfield lighting to be turned off at night and off-peak hours of operation. This is especially beneficial when demand at small airports doesn’t warrant nighttime personnel. Misawa Air Base, a U.S. military airfield in Japan, turns off airfield lighting after the last aircraft lands at the end of Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Providing safe bicycle lanes and paths, centralized facilities with secure bicycle storage, and convenient changing/shower areas may encourage bicycle commuting by employees. Additionally, “Ride to Work” days for employees might be ideal for establishing bicycle commuting awareness. An airport saves money because fewer employee parking spaces would be needed. Bicycle racks are approximately $50 to $200 per bike and lockers are $1,000 to $2,500 per bike, but offer more security. Airports should coordinate with regional planners and biking initiatives. Maintenance costs of bike racks are approximately one-third that of parking spaces. Appendix A 253

Benefits • Reduces energy consumption and costs • Reduces light pollution Additional Resources • Misawa Saves Energy at the Flip of a Switch http://www.misawa.af.mil/news/story.asp?id=123174569 Energy-5: Monitor or Inspect Interior and Exterior Lighting System Regularly to Maintain Proper Illumination and Minimize Off-site Impacts Regular monitoring of lighting systems can ensure the lighting systems are operating efficiently. inspections Monitoring/ can also help identify when lighting system upgrades are needed. Building optimization techniques also be identified, which could significantly energy reduce use. Proper illumination enhances positioning and visibility can reduce light pollution. Benefits • Reduces energy consumption and costs • Reduces light pollution Additional Resources • ACRP Project 11-02: Model for Improving Energy Use in U.S. Airport Facilities http://onlinepubs.trb.org/onlinepubs/acrp/acrp_rrd_002.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing the day. By no longer lighting the airfield at night, the base expects to reduce its $85,000 lighting bill by two-thirds. While this is a military base, with aircraft restrictions, it is a good example of how much an airport may be able to save with pilot-activated lighting. Energy-6: Maximize Use of Natural Light and Other Daylighting Strategies Airports planning new facilities (especially terminals and administrative buildings) should consider designs that maximize exposure to natural light through controlled use of daylighting systems such as open-air design, skylights, atriums, and windows. Additionally, the designs should optimize the use of sunlight without compromising the heating and cooling needs of the building by incorporating a lighting control system and utilizing indoor fixtures such as shades, blinds, or reflective panels, and/or exterior shading such as vegetation and trees that deflect sunlight and glare while keeping the space bright. For administrative offices, open cubicles and offices, increased exposure to natural light can reduce artificial lighting requirements and enhance employee productivity and well-being. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing may 254 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Reduces energy consumption and costs • Potential for short-term ROI • Improved employee and passenger satisfaction/well-being Additional Resources • Natural Institute of Building Sciences, Whole Building Design Guide http://www.wbdg.org/resources/daylighting.php Energy-7: Utilize Energy-efficient Lighting Due to the many lighting requirements at airports, from airfields to terminal and administrative spaces, airport lighting is a large source of energy and indirect source of GHG emissions. However, there exist many energy efficient lighting technologies that result in short (one to two year) ROIs, depending on the airport’s energy. The most commonly used lighting at airports is typically incandescent and fluorescent lamps. There are two common types of fluorescent lamps, standard full-size or U-bent fluorescent lamps, and compact fluorescent lamps. The standard full size and U-bent fluorescent lamps are most commonly used in commercial lighting. Compact fluorescent lamps are used most often as architectural or decorative features, or as task lighting. Fluorescent lamps are significantly more efficient than traditional lighting sources, producing up to four times as much light as conventional incandescent lamps according to the U.S. Department of Energy (10). When selecting energy efficient fluorescent lighting fixtures, it is important to avoid lighting that contains mercury, a highly toxic element. There are a number of more efficient lighting solutions, however, which could greatly reduce airports’ energy consumption. LED lamps are a semiconductor diode that emits light when an electric Staffing Cost Effort Capital ¯ Knowledge Operational Frequency Savings Once current is applied to the device. According to the U.S. Department of Energy, the best LED lamps available today can be up to five times more efficient than conventional incandescent lamps (10). Indoor Lighting In terminal buildings and other airport building spaces, airports should seek to retrofit lighting with either LED or fluorescent lighting. Energy Star-qualified light bulbs and fixtures use approximately 75 percent less energy than standard incandescent bulbs and last up to 10 times longer. Buying Energy Star- rated fixtures is an effective way to guide the airport’s purchase of energy efficient lighting solutions. In addition to lighting retrofits, the airport should install occupancy sensors to control lighting in areas that are intermittently occupied. The sensors turn off a set of lights, or all of the lights, when a room or area is vacant. Task lighting in office areas can also decrease overall lighting requirements. Upgrading both the light bulbs and control systems is ideal and is significantly more energy-efficient. Appendix A 255

Airfield and Roadway Lighting For roadways, runways, taxiways, apron areas, and obstructions (as applicable), airports should use energy-efficient lighting and signals (note that only FAA-approved LED or quartz lighting for runways and taxiways are eligible for FAA funding) (11). Transitioning to energy-efficient lighting can result in a significant cost savings. Honolulu International Airport recently replaced all of its 30-watt incandescent taxiway lamps with 1-watt high-intensity LED lamps. Along with the lamps, the airport also replaced its 30/45-watt isolation transformers with lower wattage more efficient transformers. The overall energy reduction for the entire taxiway lighting system (lamp and isolation transformers) was estimated to be 36-watt per fixture. With the retrofit of 1755 taxiway lights and isolation transformers, Honolulu International Airport was able to achieve a reduction in energy consumption of nearly 300,000 kWh per year and savings of more than $27,000 on their annual electric bill (12). If lighting upgrades are included as part of a larger project, such as a runway or taxiway rehabilitation, the costs would be eligible for FAA funding and represent only a small incremental cost from the cost of runway rehabilitation. Another potential funding source is to use Energy Savings Performance Contracts, which provide organizations funding for energy saving projects. An energy service company is a partnership between an organization and an energy service company. The energy service company conducts a comprehensive energy audit for the facility and identifies improvements to save energy, such as upgrading to LED lighting. In consultation with the organization, the energy service company designs and constructs a project and arranges the financing. The energy service company guarantees that the improvements will generate energy cost savings sufficient to pay for the project over the term of the contract. Benefits • Potential for short-term ROI • Reduces energy consumption and costs • Reduces maintenance costs • Reduces environmental impacts Additional Resources • EPA Tools and Resources for Lighting Retrofit Projects http://www.epa.gov/EEBUILDINGS/lighting/detail/ • Federal Energy Management Program Energy Savings Performance Contracts http://www1.eere.energy.gov/femp/financing/espcs.html • American Council for an Energy Efficiency Economy Online Guide to Energy-Efficient Commercial Equipment - Energy-Efficient Lighting and Lighting Design http://www.aceee.org/ogeece/ch2_index.htm • Powerlines. Energy Efficiency Takes-Off at the Honolulu International Airport. A Hawaiian Electric Company, Inc. Publication. No. 1 Sprint 2008 http://www.adb-airfield.com/docs/Honollulu%20International%20Airport%20Spring%202008.pdf • EPA Energy Star Program www.Energy Star.gov • U.S. Department of Energy, Solid-State Lighting Information Resources, Technology Fact Sheets Updated June 2009 http://www1.eere.energy.gov/buildings/ssl/factsheets.html 256 Guidebook of Practices for Improving Environmental Performance at Small Airports

Energy Efficiency Energy-8: Develop and Implement an Energy Conservation/Efficiency Plan Developing an energy conservation/efficiency plan can address many different stages of airport development. For new construction, the plan could establish design standards for energy conservation, which may include purchasing Energy Star products (for additional information, see Energy-15). Local energy codes and American Society of Heating, Refrigeration and Air Conditioning Engineers Standard 90.1, Energy Standard for Buildings Except Low- Rise Residential Buildings can be used as guides for establishing requirements. In addition, Energy Star Portfolio Manager, required for LEED™ certification, is a powerful online energy management tool that airports can use to track and assess building energy and water consumption. Energy conservation should also include other aspects of the airport, not just the buildings. For example, LED lights could be used for lighting and signals. The energy conservation/efficiency plan could include an energy audit of buildings and facilities to create a baseline for comparison. This audit can be used to develop a plan to increase efficiency and reduce energy consumption. Audits can be performed periodically to measure the results of the energy conservation/efficiency plan. Benefits • Reduces energy costs • Decreases environmental impacts • Establishes a baseline energy consumption which can identify possible conservation measures and used for future comparison Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing • EPA Energy Conservation Action Plan http://www.epa.gov/greenkit/q5_energ.htm • American Society of Heating, Refrigeration and Air Conditioning Engineers Standard 90.1, Energy Standard for Buildings Except Low-Rise Residential Buildings http://www.ashrae.org/education/page/1834 • EPA Energy Star Program www.Energy Star.gov • Energy Star Portfolio Manager http://www.Energy Star.gov/index.cfm?c=evaluate_performance.bus_portfoliomanager Additional Sources Appendix A 257

Energy-9: Work with Airlines to Group Flights in a Given Part of a Concourse during Non-peak Hours Consolidating flights in one part of a concourse allows an airport to reduce use of air conditioning and lighting in the unused portion of the concourse. Since non-peak hours traditionally have less passenger traffic, there is likely more flexibility to consolidate the flights during these times. This small, minimal cost change can result in energy and cost savings. It can also centralize the passengers to a consolidated area to enhance passenger movement through the airport. The applicability of this strategy for a small airport will depend on the size and number of concourses, and on airlines’ flexibility and willingness to participate. It may also be necessary to modify existing gate leases to allow shared gate access at various times of the day. Benefits • Reduces energy consumption and costs • Centralizes nonpeak operations Additional Sources • ACRP Synthesis 10: Airport Sustainability Practices http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_010.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Energy-10: Implement Flexible Ticket Counters Common use, or flexible, ticket counters can reduce the building footprint by requiring fewer ticket counters and minimize energy use through more efficient processes. Rather than airlines having their own designated ticket counters, which are unused when the airline does not have any flights, common use ticket counters allow the airport to assign airlines to ticket counters in order to have a more efficient use of the ticketing area. Typically, electronic signs are used to display the air carrier using the ticket counter at that time. Benefits • Increases efficiency • Reduces energy consumption and costs Additional Resources • Los Angeles World Airports Tom Bradley International Airport Common Use Ticket Counter Rules and Regulations http://www.airports.ci.la.ca.us/uploadedfiles/airops/pdf/rules/Section_10- Tom_Bradley_International_Terminal_Common_Use.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing 258 Guidebook of Practices for Improving Environmental Performance at Small Airports

Energy-11: Develop an Operation and Maintenance Manual Investments in energy-efficient improvements can be costly. One way for an airport to help reduce energy costs is to develop a comprehensive Operation and Maintenance manual that includes record logs for all systems and operations. This can include many systems, such as all HVAC system equipment, lighting controls and sensors, refrigeration systems, vertical transport, building envelope, emergency power generators and automatic transfer switching, uninterruptible power supply systems, life safety systems (fire protection fire alarm, egress pressurization, lightning protection), domestic and process water pumping and mixing systems, equipment sound control systems, data and communication systems, paging systems, security systems, irrigation systems, plumbing and fixtures, and any other systems or operations at the airport. Operations and maintenance record logs can be used as a baseline of energy usage and efficiency and can also be utilized as a performance measure for the airport. These measures can be used as a tool for determining which energy improvements should be installed. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Benefits • Reduces energy consumption and costs • Reduces maintenance costs • Reduces environmental impacts Additional Resources • ACRP Project 11-02: Model for Improving Energy Use in U.S. Airport Facilities http://onlinepubs.trb.org/onlinepubs/acrp/acrp_rrd_002.pdf Energy-12: Establish Building Systems Commissioning Commissioning for existing buildings or “retro- commissioning” is a systematic process of investigating, analyzing, and optimizing the performance of building systems by improving their operation and maintenance to ensure optimal performance over time. This process helps make the building systems perform to meet the airport’s current facility requirements and activities. According to a Lawrence Berkeley National Laboratory study consisting of the world’s largest compilation and meta-analysis of commissioning experience in commercial buildings, the median whole building energy savings for commissioning of existing buildings was 16%, translating to a median payback time of 1.1 years. The median benefit-cost ratio of commissioning for all existing buildings in the study was 4.5. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Appendix A 259

Benefits • Optimizes the performance of building systems • Reduces energy consumption and costs • Reduces GHG emissions • Reduces maintenance downtime and repair costs Additional Resources • ACRP Project 11-02, “Model for Improving Energy Use in U.S. Airport Facilities” http://onlinepubs.trb.org/onlinepubs/acrp/acrp_rrd_002.pdf • Evan Mills (2009) Lawrence Berkeley National Laboratory. Building Commissioning: A Golden Opportunity for Reducing Energy Costs and GHGs Emissions http://cx.lbl.gov/2009-assessment.html Energy-13: Implement an Energy Management Control System An Energy Management Control System, or a Building Automation System, is an operations and maintenance best practice. These systems enable the facility HVAC and lighting systems to adjust to the operating environment, meeting load conditions as well as indentifying equipment in need of maintenance or refinement. An airport should seek an independent consultant that specializes in energy management control system/building automation system to perform an analysis of the operating systems. The consultant would perform tasks such as identifying and recommending functions, capabilities, and best practices that would optimize the reliability and controllability of the airport’s energy systems. Based on the findings of ACRP Project 11-02, an energy management control system typically has a six to ten year ROI. With digitized controls/valves, sensor calibration, and centralized control rooms, an energy management control system increases the energy efficiency of buildings and facilities. The early identification of maintenance needs can avoid costly repairs. Benefits • Reduces energy consumption and costs • Reduces maintenance downtime and repair costs Additional Resources • ACRP Project 11-02, “Model for Improving Energy Use in U.S. Airport Facilities” http://onlinepubs.trb.org/onlinepubs/acrp/acrp_rrd_002.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing 260 Guidebook of Practices for Improving Environmental Performance at Small Airports

Energy-14: Utilize Prefabricated Equipment Give preference to off-site, prefabricated assemblies, which avoid the need for on-site fabrication equipment. Purchase precut and prefabricated components when available to reduce waste, noise and air emissions, dust, and other inconveniences resulting from on-site construction. Depending on the use, prefabricated equipment can be made from more durable materials; therefore it can last longer and may withstand harsh environmental conditions and natural disasters better than traditional on-site material construction. Where possible, airports should seek to locally source this equipment in order to minimize emissions associated with transport of these larger components. Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed Benefits • Reduces waste • Reduces emissions Additional Resources • Building Research Establishment. New and Improved Technologies and Techniques: Defining the Sustainability of Prefabrication and Modular Process in Construction http://projects.bre.co.uk/prefabrication/prefabrication.pdf Energy-15: Purchase and Install Energy Star Appliances and Computers Energy Star is a joint program of the EPA and the U.S. Department of Energy to help consumers save money and protect the environment through energy efficient products and practices. Energy Star offers a proven energy management strategy that helps to measure current energy performance, set goals, and track savings. Appliances and products that airports can replace with Energy Star qualified products include refrigerators, water coolers, heating and cooling equipment, fans, lighting, computers, televisions, phones and much more. The cost differential for Energy Star products compared to conventional items is minimal. Benefits • Reduces energy consumption and costs • Reduces environmental impacts Additional Resources • EPA Energy Star Program www.Energy Star.gov Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Appendix A 261

Energy-16: Utilize Thermal Energy Storage to Aid with Air Chilling Air conditioning systems are often some of the most significant contributors to high energy loads at airports during warm months of the year. Thermal energy storage systems optimize energy use of air conditioning systems by running the system’s chiller during off-peak nighttime hours, when electricity is often cheaper and outdoor temperatures are lower. The resulting stored ice acts to chill the system throughout the day. A small airport could consider using thermal energy storage if it experiences any of the following conditions: • High utility demand costs Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once • Utility time-of-use rates (some utilities charge more for energy use during peak periods of day and less during off-peak periods) • High daily load variations • Short duration loads • Infrequent or cyclical loads • Capacity of cooling equipment has trouble handling peak loads • Rebates are available for load shifting to avoid peak demand (13) Thermal energy storage systems reduce peak energy loads and enhance efficiency of the chilling system, thereby decreasing energy costs. Potential capital assistance may be available from state and federal energy efficiency incentives or local utility companies looking to reduce peak energy demand. Benefits • Reduces indirect air and GHG emissions • Reduces energy consumption and costs Additional Resources • ACRP Project 11-02, “Model for Improving Energy Use in U.S. Airport Facilities” http://onlinepubs.trb.org/onlinepubs/acrp/acrp_rrd_002.pdf • Washington State University Energy Efficiency Fact Sheet. Thermal Energy Storage http://www.energy.wsu.edu/documents/engineering/Thermal.pdf Energy-17: Solar Water Heating Solar water heating systems are typically composed of solar thermal collectors (liquid heating solar panels), one or multiple storage tanks, and a system to move the liquid from the collector to the tank. Solar hot water systems are highly Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once A solar hot water system installed on the roof of an airport's terminal building can help reduce energy consumption by using the sun’s energy to heat large quantities of water for terminal lavatories, administrative spaces, and ancillary hot water demand systems. These systems can result in reduced energy costs and associated air and GHG emissions. 262 Guidebook of Practices for Improving Environmental Performance at Small Airports

efficient, having the ability to absorb up to 87% of the sun’s energy, depending on the type of system used according to Walker (14). Liquid in the collector, heated by the sun, is pumped to one or more storage tanks, thereby reducing or eliminating the need for conventional water heating fuel, such as natural gas. Solar hot water systems are different from PV cells that generate electricity from light. Instead, these systems use the sun to directly heat the water. Because airports have heating loads that remain relatively constant throughout the year, they are good candidates for implementing solar water heating. Solar water heating systems are most cost-effective for facilities with the following characteristics. • Cost of fuel used to heat water is high (more than $10/Mmbtu or $40.034/kWh), such as electricity, which represents 46% of the water heating market, or propane which represents 2% of the market in remote locations. • A sunny climate, although this is not required. In 2003, the three largest markets were Florida, California, and New Jersey as documented by Walker (14). Federal or state incentives and other funding mechanisms may also exist that airports could use to further incentivize investment in this technology. Benefits • Reduces energy consumption and costs • Reduces GHG emissions Additional Resources • ACRP Synthesis 10, Airport Sustainability Practices http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_010.pdf • Del Chiaro, Bernadette. "Solar Water Heating (How California Can Reduce Its Dependence on Natural Gas)" Environment California Research and Policy Center http://www.environmentcalifornia.org/uploads/at/56/at563bKwmfrtJI6fKl9U_w/Solar-Water- Heating.pdf. Retrieved 2007-09-29 • Whole Building Design Guide, Solar Water Heating http://www.wbdg.org/resources/swheating.php • U.S Department of Energy. Energy Efficiency and Renewable Energy Building Technologies Program. Water Heating http://www1.eere.energy.gov/buildings/commercial/water_heating.html Energy-18: Use Tankless Water Heaters Tankless water heaters, also called “instantaneous” or “demand” water heaters, provide hot water on an as-needed basis. Rather than using a water storage tank that wastes energy by heating water when it is not needed, a tankless water heater has a heating device that is activated by the flow of water when a hot water valve is opened. Once the heating device (electric or gas) is activated, the heater supplies hot water as long as it is needed. Tankless water heaters are better suited for smaller airports, where demand for hot water can be accommodated Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once by a centrally installed heater. Tankless water heaters are Appendix A 263

more energy efficient than conventional heating systems because they are not constantly maintaining a hot water supply. According to manufacturers, these systems can reduce energy costs 20-30% when compared to conventional heating systems. Benefits • Reduces energy consumption and costs • Potential for ROI • U.S Department of Energy. Energy Efficiency and Renewable Energy Building Technologies Program. Water Heating http://www1.eere.energy.gov/buildings/commercial/water_heating.html Energy-19: Enhance Energy Efficiency of Escalators Airports can purchase or retrofit escalators with energy efficiency components, such as sleep mode/variable speed features. These escalators slow down when not in use to reduce overall energy consumption. Manufacturers of this technology report savings up to 20-35%. One manufacturer of the motor efficiency controller offers a system that regulates the escalator based on level of demand. Maintenance and ongoing expenses will likely be less because of reduced frequency of operation resulting in reduced energy consumption and reduced wear. Benefits • Reduces energy consumption and costs • Reduces ongoing maintenance and repair costs • Potential for short-term ROI Additional Resources • Additional Resources ACRP Synthesis 10, Airport Sustainability Practices http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_010.pdf • Hirzel, S. and Dutschke, E. Intelligent Energy- Europe: Energy Efficient Elevators and Escalators. Guidelines for new lift installations and retrofitting. (February 24, 2010) http://www.e4project.eu/Documenti/WP5/E4-WP5%20- %20D5_2_Features%20Final%2020100224.pdf Performance Tracking Tracking and monitoring is important because it increases efficiencies, enables preemptive repairs, and can avoid potential fines. Because performance tracking does come at a cost, small airports could select particular environmental areas to focus on based on their priorities. Energy, for example, is an important area on which to focus tracking efforts due to the potential cost savings resulting from reduced energy consumption. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once 264 Guidebook of Practices for Improving Environmental Performance at Small Airports

Energy-20: Track Energy Use Airports can track energy use as a performance measure, using an initial assessment as an energy baseline. Understanding energy usage can help an airport identify trends and opportunities to reduce energy consumption and associated costs. Tracking energy is also a way for the airport to ensure it is only being charged for the energy it consumes. Lastly, energy use information can be used to justify implementation of energy efficiency measures or to calculate the viability of investment in renewable energy systems. A maintenance log can be utilized to also track energy use processes and performance, which enables airports to anticipate and mitigate potential problems as well as identify opportunities to enhance the efficiency of the system. Benefits • Provides a baseline for performance measurements • Can be utilized to develop more efficient practices and reduce energy consumption and costs Additional Resources • ACRP Project 11-02, “Model for Improving Energy Use in U.S. Airport Facilities” http://onlinepubs.trb.org/onlinepubs/acrp/acrp_rrd_002.pdf Energy-21: Develop and Implement a Program to Track Progress Achieved in Improving Environmental and Sustainability Performance Tracking progress on environmental sustainability provides a way for an airport to document, measure and promote important environmental achievements. Promoting environmental achievements not only elevates the public perception of the airport in multiple areas, but also improves staff morale and pride in their organization. To track environmental achievements, the airport should identify baseline metrics in each environmental area of interest, and qualify improvements over time. When planning environmental sustainability initiatives, the airport should set measurable goals and consider how progress can be tracked (i.e., tons recycled, kilowatts saved, cost savings). One way to organize environmental sustainability initiatives (and/or compliance programs) is to use an EMS. EMS is the business system of plan, do, check, act as applied to the environment. Airports implementing an EMS systematically identify and prioritize their environmental impacts, set goals to reduce these impacts, and measure and report progress. After the implementation of an EMS, an airport may choose to obtain ISO 14001 certification which is a third party verification that the EMS is in place and functioning well. For more information, refer to Appendix B-2, Implementing an Environmental Management System to Facilitate Compliance and Reduce Impacts at Small Airports. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Appendix A 265

Benefits • Systematic environmental improvements that lead to improved efficiency • Prioritize environmental initiatives • Document and report environmental improvements Additional Resources • Westchester County Airport http://airport.westchestergov.com/index.php?option=com_content&task=view&id=2564&Itemid=4424 • Peercenter.net Energy-22: Track Sustainability Elements in Construction Projects Airports should consider developing sustainability standards and establishing metrics for construction projects. Requiring regular sustainability progress reports during construction (quarterly or at 30%, 60%, and 90% design milestones) will allow an airport to use the metrics to monitor performance and predict problems. Some elements to include are air and water quality, light emissions, and/or other sustainability elements. Benefits • Establishes accountability • Reduces environmental impacts through sustainable initiatives Additional Resources • ACRP Project 08-01, “Sustainable Airport Construction Practices (in development)” http://144.171.11.40/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2582 Energy-23: Utilize Contractors with Sustainability Experience Airports should utilize contractors that have experience with sustainable initiatives. Building service contractors should provide a monthly log that documents the collection, storage and disposal of recyclable materials. Additionally, the contractors should provide a monthly log of the materials used in low environmental impact cleaning equipment, including Green Label equipment, low noise level and low emissions equipment. The contractor should also maintain documentation of disposal procedures and methods of preventing employee exposure to chemicals. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing 266 Guidebook of Practices for Improving Environmental Performance at Small Airports

Renewable Energy Energy-24: Install Solar Energy-powered Roadway Signs or Airfield Lighting Solar lighting is energy-efficient and a reliable source for powering roadway signs. When combined with LED lighting, there is a significant savings in energy costs, but also maintenance costs. Using solar energy instead of conventional electricity also decreases emissions. FAA is currently evaluating the use of solar energy-powered airfield lighting at general aviation airports. Benefits • Reduces energy consumption and costs • Reduces environmental impacts Additional Resources • Virginia Department of Transportation. LEDs, Curfews and Solar Power Reduce Lighting Costs: Balancing Conservation with Driver Safety http://vtrc.virginiadot.org/rsb/RSB18.pdf • Solar-Powered LED Road Signs http://www.metaefficient.com/leds/solar-powered-led-road-signs.html • FAA Airport Technology Research and Development Branch, “Solar powered lights at general aviation airports” http://www.airporttech.tc.faa.gov/Safety/solar-twy.asp Energy-25: Implement Cogeneration Cogeneration is the simultaneous production of electricity and thermal energy. It can provide significant energy cost reduction in cases where steam and electric loads coincide or where a secondary market for excess steam or electricity exists. Absorption chillers are commonly coupled with cogeneration equipment to balance the load profiles. Although implementing cogeneration may be considered too costly of an investment for many small airports, the high potential for cost savings makes this practice worth considering. Specifically, there are some cases where small businesses can secure funding or project-specific financing that would enable implementation of energy projects with large capital investments. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Benefits • Establishes accountability • Reduces environmental impacts • Protects employee well-being Appendix A 267

Benefits • Reduces energy consumption and costs • Reduces environmental impacts Additional Resources • Cogeneration and Competitive Power Journal volume 13(1) (April 1, 1998), A Major Cogeneration System Goes in at John F. Kennedy International Airport. Low-visibility Privatization in a High- impact Environment • Cogeneration at Greater Toronto Airport Authority presentation http://www.docstoc.com/docs/23548534/Cogeneration-at-GTAA Energy-26: Purchase Renewable/Alternative Energy Generated Off-site Available renewable/alternative energy includes, but is not limited to solar, wind, geothermal, and hydrogen fuel cells. Airports can purchase renewable/alternative energy from a local electric utility and, if that is not available, then purchase renewable energy certificates. Many utilities offer green energy purchasing programs. When local renewable energy is not available, an airport could purchase renewable energy certificates from brokers to consider promoting renewable sources in your region to offset energy consumption. Purchasing renewable energy or renewable energy certificates subsidizes the production of energy from renewable sources. Fresno Airport participates in a solar power purchasing program. The solar power will supply 40% of the airport’s energy. This is estimated to save the airport $13 million over 20 years. Payment for renewable energy funds research, development, production, and use of renewable energy technology can demonstrate an airport's commitment to sustainability. Benefits • Advocates renewable energy • Reduces environmental impacts Additional Resources • American Institute of Architects, 50 to 50 program (50 strategies toward 50 percent fossil fuel reduction in buildings), Renewable Energy http://wiki.aia.org/Wiki%20Pages/Renewable%20Energy.aspx • Fresno Airport Dedicates Solar Installation http://www.renewableenergyworld.com/rea/news/article/2008/07/fresno-airport-dedicates-solar- installation-53113 Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing 268 Guidebook of Practices for Improving Environmental Performance at Small Airports

Airports should evaluate existing and emerging regulations to determine if renewable energy systems can be installed as part of the local grid. An energy consultant or utility provider could conduct a feasibility study which would include reviewing the renewable energy sources available to the airport, then would make recommendations based on cost, value, and feasibility. Generally, the feasibility of renewable energy depends on local climate conditions as well as available local or state financial incentives available to the airport. Benefits • Reduces energy costs • Reduces environmental impacts Additional Resources • Example General Guidelines for renewable energy feasibility studies http://www.oregon.gov/ENERGY/RENEW/docs/FeasibilityStudyGeneralGuidelines.pdf Energy-28: Install On-site Renewable/Alternative Energy Systems A renewable and alternative energy feasibility study may recommend new systems for renewable energy. On-site renewable/alternative energy systems can include wind, geothermal, solar (either stand-alone or roof-integrated), or waste-to-energy. The U.S. Department of Energy details methods for on-site renewable energy including cooling, heating, and power systems; distributed energy systems; fuel cells; green power; PV systems; and wind energy. Heritage Aviation, an FBO located at Burlington International Airport, has several on-site renewable energy systems. Heritage Aviation has a PV solar system, solar hot water system, and a wind turbine, which save nearly $15,000 annually and power more than 40 area homes. There may be federal and state tax credits available to offset a portion of the renewable energy system cost. Additionally, supplemental energy can be sold back to the utility grid for a potential revenue stream and to provide renewable energy to the community. Benefits • May result in additional revenue • Reduces energy costs • Reduces environmental impacts Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Energy-27: Conduct a Renewable and Alternative Energy Feasibility Study Appendix A 269

http://www1.eere.energy.gov/buildings/commercial/onsite_renew_energy.html • Vermont Hosts First On-site Airport Installation of Wind Turbine http://www.ecoseed.org/en/general-green-news/renewable-energy/wind-energy/small-wind/5760- • Vermont-hosts-first-on-site-airport-installation-of-wind-turbine Energy-29: Use Snow as an Energy Source A developing technology is snow-based cooling systems. The systems use snow collected during the winter to chill the liquid used for the cooling system in the summer. New Chitose Airport in Japan is using snow for the terminal cooling system. The airport collects snow throughout the winter, covers it with heat-insulating material, and uses it in the summer to provide approximately 30% of its cooling needs. Typically, 45% of the snow collected during the winter will remain until summertime. Benefits • Reduces energy costs • Reduces environmental impacts Additional Resources • New Chitose Airport in Japan to Use Snow for 30 Percent of its Cooling Needs http://www.goodcleantech.com/2008/10/new_chitose_airport_in_japan_t_1.php Energy-30: Install Small-capacity Solar Power Systems Airports can use a discrete PV power source for outlying equipment, such as storm water sampling equipment, ancillary buildings, and parking and site lighting. A small PV system does not emit pollutants and is a cost-effective initiative to provide electricity to meet specific demands, such as site lighting. Benefits • Reduces energy costs • Reduces environmental impacts Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Additional Resources U.S. Department of Energy, On-Site Renewable Energy 270 Guidebook of Practices for Improving Environmental Performance at Small Airports

Energy-31: Use Solar Trombe Walls for Passive Solar Heating A trombe wall is a thick wall that faces the sun and acts as a solar thermal collector. The sun heats the wall which helps reduce thermal losses, then during the night when temperatures drop, heat emits from the wall into the building. The interior vents can be closed during the summertime, when heat is not needed. Since a trombe wall doesn’t require moving parts or electricity, there is little to no maintenance required. When the Gunnison County Airport (now Gunnison-Crested Butte Regional Airport) terminal was constructed in the early 1980s, trombe walls were included to increase thermal performance. The trombe walls and solar energy initiatives resulted in substantial savings for the county. Benefits • Reduces energy consumption and costs • Reduces environmental impacts Additional Resources • National Technical Information Service Report Department of Energy/CS/30339-T1, Gunnison County airport terminal (Project Number 339) http://www.ntis.gov/search/product.aspx?ABBR=DE83004512 • Gunnison-Crested Butte Regional Airport http://www.gunnisoncounty.org/airport.html Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Appendix A 271

APPENDIX A-24 Administration and Policy Practices The practices described in the following sections will assist airports with common administration and policy activities. The administration and policy practices summarized below do not have regulatory requirements, but there are additional resources available. Airports should select those practices in areas of most concern to the airport and the community as a whole. The following proactive practices are related to administration and policy activities and are grouped by topic: • Administration/Policies Perform Pre- and Post-tenant Facility Environmental Inspections Include Environmental Clauses in Lease Agreements • Environmentally Preferable Purchasing Establish an Environmentally Preferable Purchasing Program Encourage Use of Local Vendors/Suppliers Specify Environmentally Preferable Materials Purchase Environmentally Preferable Supplies for Administration Activities Encourage Vendors to Purchase Environmentally Preferable Products Purchase and Install Recycled Furniture Purchase and Install Furniture Systems that are Greenguard Certified Reuse Materials or Use Materials with Recycled Content; Sourced Locally/Regionally; and/or Made of Rapidly Renewable Resources, Certified Wood, or Salvaged Materials Assess the Sustainability of Building Products for Use in Airport Buildings • Climate Change Evaluate and Prepare for Changing Climate Conditions Such as More Intense Storms, More Frequent Flooding, and Temperature Increase • Sustainability Planning Practices Create and Follow a Sustainable Vision/Mission Statement Develop or Adopt Sustainable Design Guidelines Establish a Sustainability Team/Committee Integrate All Airport Departments in Sustainability Planning Develop a Sustainable Office Program Establish a “Sustainable Meetings” Policy Encourage Staff to Pursue LEEDTM Accreditation Establish Annual Objectives and Targets that Include Quantification on Non-monetary Benefits Applicable Federal Programs • EPA’s Environmentally Preferable Purchasing Program (Chapter 9) 272 Guidebook of Practices for Improving Environmental Performance at Small Airports

Administration/Policies Admin and Policy-1: Perform Pre- and Post-tenant Facility Environmental Inspections An airport could arrange to perform pre- and post-tenant facility environmental inspections to identify potential environmental impacts, and to facilitate remediation of impacts upon the tenant’s departure. These inspections could be performed by an independent environmental professional, in coordination with ASTM, the EPA All Appropriate Inquiries rule (40 CFR Part 312), and/or FAA requirements. The pre-tenant inspections may include baseline testing to be used as a comparison in the future. The airport may want to conduct periodic inspections throughout the tenant’s lease to avoid possible costly remediation measures and significant environmental impacts. Benefits • Establishes tenant responsibility for environmental impacts • Reduces airport costs for environmental remediation measures • Identifies possible environmental hazards of the tenant Admin and Policy-2: Include Environmental Clauses in Lease Agreements The lease can serve as a guide to encourage airport tenants to use sustainable practices, and to comprehend the importance of sustainability to the airport. Lease agreements for tenants could include environmental performance objectives. Included in the lease language would be requirements for tenants to provide results/reports for environmental analyses, as well as conduct and maintain BMPs for environmental protection and to prevent or lessen environmental impacts. Results/reports required by the lease agreement could include air quality/emissions, noise abatement, energy consumption and costs, recycling measures, water quality, and/or other applicable reports. Benefits • Establishes tenant responsibility for sustainability initiatives • Conservation measures result in cost savings Additional Resources • U.S. General Services Administration, Green Lease Policies and Procedures http://www.gsa.gov/Portal/gsa/ep/contentView.do?noc=T&contentType=GSA_BASIC&contentId= 28303 Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once (with annual review) Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Appendix A 273

Environmentally Preferable Purchasing Admin and Policy-3: Establish an Environmentally Preferable Purchasing Program Airports should consider implementing an EPP Program to find and evaluate sustainable products and services. EPP, as defined by the EPA, helps the federal government “buy green”, resulting in market demand for green products and services. The EPP index compiled by the EPA is aimed primarily at helping federal purchasers, but also serves to help green vendors, businesses, and consumers identify and select green products and services, identify federal green buying requirements, calculate the costs and benefits on purchasing choices, and manage the green purchasing process. Purchasing procedures at an airport could be revised to emphasize the purchasing of products that are ecologically friendly. Products would be specified that reduce energy usage, contain recycled materials, come from the region, and have lower impacts on air and water quality. Specific products and services are identified in the EPA’s EPP index. Benefits • Helps identify green products and services appropriate for the airport • Increases knowledge about green products and services Additional Resources • EPA’s EPP program • Green Office Guide http://www.environment.gov.au/settlements/publications/government/purchasing/green-office- guide/pubs/green-office-guide.pdf Admin and Policy-4: Encourage Use of Local Vendors/Suppliers Use of local vendors and suppliers by airports supports the local economy, and invests in the community. It also reduces energy use and air emissions associated material with transport and delivery costs. Using vendors/suppliers local may also reduce the need for materials, storing as delivery time is significantly reduced materials could and as needed. Establishing a goal for the minimum percentage of local materials for each project is one way to support this initiative. An airport’s website could also have a link with information about doing business with the airport, and emphasize the preference to work with local vendors/suppliers. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once (with annual review) Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing ordered be www.epa.gov/epp/index.htm 274 Guidebook of Practices for Improving Environmental Performance at Small Airports

Benefits • Reduces fuel usage and air emissions • Increases community relations • Benefits the local economy Admin and Policy-5: Specify Environmentally Preferable Materials Airports should specify more durable, longer lasting materials and finishes to extend material life and reduce maintenance requirements. Avoid products, materials, and equipment that require frequent replacement or regular maintenance to reduce future waste. These practices apply to all materials sourced by the airport, from construction equipment to office supplies, to building materials or available in many different categories, including cleaning products, office equipment, landscaping materials, food services, and more. One way for an airport to implement this initiative is to use asphalt containing recycled tires to achieve a longer life cycle and reduce required maintenance. Glenwood Springs Municipal Airport (Colorado) completed a pavement project utilizing recycled tires to create rubber-asphalt. According to the EPA, the combination of rubber with asphalt is expected to extend the life of the pavement for seven to ten years (15). Inside airport buildings and facilities, solid surface flooring rather than carpeting is more durable and longer lasting. Benefits • Reduces maintenance costs • Reduces waste • Reduces environmental impacts • Protects non-renewable resources Additional Resources • EPA’s EPP website http://www.epa.gov/epp/index.htm • Forest Stewardship Council website www.fsc.org • Greenspec Standards www.BuildingGreen.com • Materials for Sustainable Sites: A Complete Guide to the Evaluation, Selection, and Use of Sustainable Construction Materials, Meg Calkins (2009) Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing bathroom fixtures. Environmentally friendly products are Appendix A 275

Admin and Policy-6: Purchase Environmentally Preferable Supplies for Administration Activities According to the EPA, environmentally preferred office supplies should be non-toxic, recyclable, made from recycled content, remanufactured, and/or reusable. Fair- trade imports are also preferred. Fair-trade coffee, soy-based inks, and recycled paper (paper towels, office paper) are examples environmentally of preferred supplies. Many environmentally preferable supplies can be purchased by airports at only marginal cost markup a from conventional items. Benefits • Reduces environmental impacts Additional Resources • ACRP Synthesis 10: Airport Sustainability Practices http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_010.pdf • EPA’s EPP website http://www.epa.gov/epp/index.htm Admin and Policy-7: Encourage Vendors to Purchase Environmentally Preferable Products Airports should work with their vendors to develop a list of available environmentally preferable products, including cost differentials. An airport may choose to set up an accounting system to track the annual expenditures on these products and services for marketing purposes. Express the airport’s sustainability goals with vendors and encourage them to participate. When feasible, airports should develop vendor contracts requiring green purchasing. Environmentally preferred products vendors use may include cleaning products, office equipment, landscaping materials, food services, and more. Benefits • Reduces environmental impacts Additional Resources • EPA’s EPP website http://www.epa.gov/epp/index.htm Staffing Cost Effort Capital NC Knowledge Operational Frequency Savings Ongoing Staffing Cost Effort Capital Knowledge Operational NC Frequency Savings Ongoing 276 Guidebook of Practices for Improving Environmental Performance at Small Airports

Admin and Policy-8: Purchase and Install Recycled Furniture Office and other furniture typically have a long lifespan and worn furniture can often be refurbished and reused. Purchasing recycled furniture could save airports as much as 50% when compared to purchasing new furniture, even more if the airport restores existing furniture. Another benefit of recycled furniture is the ability to customize the paint or fabric. Recycling furniture extends the life of the furniture and reduces waste and reduces the demand for resources such as wood and metals. Benefits • Reduces costs • Reduces waste • Reduces environmental demands Admin and Policy-9: Purchase and Install Furniture Systems that are Greenguard Certified Greenguard focuses on reducing exposure to chemicals and improving indoor air quality. Greenguard provides an air quality certification to low-emitting products and is also developing certification standards for a Premier certification that includes chemical emission standards in addition to air quality. Thousands of furniture pieces are Greenguard certified. This includes seating that could be used in terminals and waiting areas, tables, desks, chairs, cubicles, and many other pieces and products. Benefits • Reduces human exposure to emissions and chemicals • Reduces environmental impacts Additional Resources • The Greenguard website http://www.greenguard.org/index.aspx?tabid=109 Staffing Cost Effort Capital ¯ Knowledge Operational NC Frequency Savings Once Staffing Cost Effort Capital ¯ Knowledge Operational NC Frequency Savings Once Appendix A 277

Admin and Policy-10: Reuse Materials or Use Materials with Recycled Content; Sourced Locally/Regionally; and/or Made of Rapidly Renewable Resources, Certified Wood, or Salvaged Materials Establishing project goals for construction sustainability initiatives, such as recycled content goals, will promote sustainable airport activities. Recycled materials, locally produced materials, and renewable resources are sustainable initiatives airports should consider when designing construction projects. For related information, see Planning- 2 in Appendix A-11. Construction and demolition waste is a major contributor to U.S. landfills. By reusing materials, waste is significantly reduced and emissions associated with waste transport are avoided. Asphalt and concrete are two materials that can be easily reused during construction projects. Renewable materials may include insulation, flooring, furnishings, and other building materials. Local/regional materials and renewable resources not only reduce freight costs and air emissions from transportation, but also stimulate the local economy. Benefits • Reduces costs • Reduces waste • Reduces environmental impacts Additional Resources • Missouri Buys Recycled; Rolla Airport to Benefit from Glasphalt Project http://www.dnr.mo.gov/ENV/swmp/rrr/buys1.htm Admin and Policy-11: Assess the Sustainability of Building Products for Use in Airport Buildings As green building practices continue to be promoted by government in the U.S., implementation of features, such as building product selection, can potentially contribute to an airport’s overall sustainability efforts. Before new construction or building retrofits, airports may consider identifying alternative or “green” building products that can be used in place of traditional building materials. Examples of alternative building products include wood flooring made from renewable resources, recycled glass tile, and low-flow toilets. Identifying sustainable building features can be accomplished by collecting site-specific data. The ASTM Standard Practice of Data Collection for Sustainability Assessment of Building Products provides instructions for collecting data to be used in Staffing Cost Effort Capital ¯ Knowledge Operational NC Frequency Savings Once Staffing Cost Effort Capital Knowledge Operational Frequency Savings As Needed 278 Guidebook of Practices for Improving Environmental Performance at Small Airports

development, and consultant teams can review the information to help identify the most cost-effective and efficient practices or materials to meet their needs. Benefits • Potential for implementing energy efficient building practices • Potential for reduced energy costs • Potential LEED credit Additional Resources • ASTM E2129-05, Standard Practice of Data Collection for Sustainability Assessment of Building Products • EPA Green Purchasing Guidelines • SAGA, Sustainability Database • Chicago O’Hare International Airport, Modernization Program and Sustainable Airport Manual Climate Change Admin and Policy-12: Evaluate and Prepare for Changing Climate Conditions Such as More Intense Storms, More Frequent Flooding, and Temperature Increase To prepare for the potential impacts of climate change, airports can first seek to understand the effects of climate change in their region. The U.S. Global Change Research Program presents the global climate change impacts on the U.S. both by region and by sector, with a chapter specifically dedicated to the effects climate change will have on the transportation sector. Regional predictions are important because warming and impacts vary by location. The recently established NOAA Climate Service provides extensive climate change data and information for the public, businesses, and agencies to understand and incorporate climate change into their planning efforts. With an understanding of the changing climate patterns in its region, an airport can inventory its infrastructure and operations in order to better understand its vulnerabilities. Once those vulnerabilities have been identified, airports can incorporate climate change impacts into their decision-making to protect its capital investments and ensure long-term sustainability of the airport. Climate change adaptation measures include changing construction specifications to accommodate use of heat-resistant materials, to designing for the 500-year storm instead of the 100-year storm, to enhancing the airport’s emergency and evacuation procedures. Any adaptation measure should be chosen based on an assessment of efficacy, risks, and costs. Benefits • Limits costs, physical damage, and disturbance from weather-related impacts Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing assessing the sustainability of various building products. Once the data is obtained, airport planning, Appendix A 279

• U.S. Global Change Research Program: Global Climate Change Impacts in the U.S. http://www.globalchange.gov/publications/reports/scientific-assessments/us-impacts • U.S. Global Change Research Program: Adaptation Options http://www.globalchange.gov/component/content/article/67-themes/153-our-changing-planet • NOAA Climate Service www.climate.gov • Pew Center on Climate Change. Climate Change 101 – Adaptation http://www.pewclimate.org/docUploads/Adaptation_0.pdf Sustainability Planning Practices Planning for sustainability involves considering the economic, environmental, and social implications of airport actions. An organizational approach to integrating sustainability into an airport’s activities is an effective way to implement change and foster innovation. An organizational approach to sustainability involves engaging airport staff from departments across the airport, as well as identifying a “champion(s)” to promote and implement sustainability within the organization. Finally, approaching sustainability at the highest level encourages important changes in culture and environmental mindset that will foster further sustainability improvements. Admin and Policy-13: Create and Follow a Sustainable Vision/Mission Statement The airport operator should work with airport stakeholders (airport authority or governing entity, airport decision-makers, staff, tenants, and surrounding community) to develop a sustainability vision and/or mission statement. The sustainability vision can include principles to guide airport decision making and serve as the foundation for future sustainability initiatives. Adopting a vision statement also indicates the airport’s commitment to sustainability. This commitment can also be channeled through the creation of a sustainability team to further support the airport’s efforts. The sustainability team can help to develop a sustainability policy statement as well as actionable goals and objectives to further guide the airport. The airport can also choose to establish sustainability principles in support of the vision statement and/or to develop a sustainability plan. Benefits • Establishes a foundation, and outlines a strategy, for airport sustainability initiatives • Provides a sustainability vision that can be shared with airport tenants Additional Resources • Additional Resources The SAGA Sustainable Aviation Resource Guide http://www.airportsustainability.org/sites/default/files/SAGA%20Final2.pdf • A Sustainable Vision for the Aviation Industry http://www.climateactionprogramme.org/special_features/a_sustainable_vision_for_the_aviation_ industry/ Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once 280 Guidebook of Practices for Improving Environmental Performance at Small Airports

Some of the practices listed in Appendix A of this Guidebook present potential elements for an airport to include in its design guidelines. Benefits • Establishes guidelines for planning, design, and construction • Sets minimum requirements for design projects Additional Resources • City of Chicago, O’Hare Modernization Program Sustainable Design Manual http://www.acec.org/advocacy/committees/pdf/eec0808_omp_manual.pdf • Los Angeles World Airports Sustainable Airport Planning, Design and Construction Guidelines http://www.airports.ci.la.ca.us/uploadedFiles/LAWA/pdf/Sustainable%20Airport%20PDC% 20Guidelines%20Jan08.pdf Admin and Policy-15: Establish a Sustainability Team/Committee Airports implementing a sustainability plan should establish a sustainability oversight committee to identify, guide and direct sustainability efforts. Form a Sustainability Team and designate a leader. The Sustainability Team will be responsible for managing the integration of selected sustainability goals into the airport’s practices. The Sustainability Team could include airport stakeholders, such as the airport's construction and maintenance staff, tenants, airlines, and local regulators. The airport may want to divide the team into multiple groups to more efficiently support a sustainability program. Teams may include the Champion(s), Advisory Council, Steering Committee and Implementation teams. The champion(s) would determine the roles and responsibilities of each team. A Sustainability Team with participants at all levels, and the stakeholders, will create a diverse team that can support and enable implementation of sustainability practices. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once (with possible updates) Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Admin and Policy-14: Develop or Adopt Sustainable Design Guidelines Benefits • Provides guidance for sustainability initiatives Many airports have recently established sustainable design guidelines to incorporate sustainability considerations into airport design activities. Small airports can utilize these available guidelines, adapting them to fit the airport’s sustainability goals by scaling initiatives to suit the smaller airport. The guidelines previously established can also be adapted/scaled for typical construction practices and routine operation and maintenance activities. Design guidelines can be used for routine operations and maintenance as well as construction, and may address components such as design principles, materials used, and construction and maintenance techniques. Appendix A 281

Additional Resources • The SAGA Sustainable Aviation Resource Guide http://www.airportsustainability.org/sites/default/files/SAGA%20Final2.pdf Admin and Policy-16: Integrate All Airport Departments in Sustainability Planning Integrate sustainability planning into airport departments, including procurement, operations, facilities, ground transportation, real estate/community relations, legal, and other departments the airport may have. The departments may have similar sustainability initiatives, and it is important to make sure all of the departments coordinate their efforts, which may be a role for one of the sustainability teams. This integrated approach is necessary to efficiently craft and implement sustainability measures. An integrated approach also provides a forum for discussing sustainability initiatives in other departments. Benefits • Ensures efficient implementation of sustainability initiatives Admin and Policy-17: Develop a Sustainable Office Program Additionally, the airport could utilize project planning and tracking tools to facilitate documentation and communication and establish central depositories for viewing secure project information. When reproduction is necessary, there are many sustainable actions an airport can implement. Strategically locate recycling receptacles and place signs directly adjacent that clearly identifies what can and cannot be recycled. Use recycled paper noting in the footers of all documents, “Printed on recycled paper, please recycle.” Email correspondence should include a statement discouraging printing, such as, “Please consider the environment before printing this email.” Only purchase copiers or printers that offer double-sided printing options. Install double-sided or duplex printing trays for commercial or office printers and copiers. Set all print drivers to default to double-sided printing. Use environmentally friendly and renewable inks and printer cartridges. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing • Reduces environmental impacts Benefits • Reduces paper needs and costs To reduce paper demand, airports should adopt electronic library and documentation procedures and protocols for posted materials, which can include: web directories and links; web-based document sharing; web-based procurement process; requests for qualifications/requests for proposals, notices/advertisements; and electronic/digital document process. 282 Guidebook of Practices for Improving Environmental Performance at Small Airports

Additional Resources • N.C. Division of Pollution Prevention and Environmental Assistance, A Checklist for Office Sustainability http://www.p2pays.org/ref/05/04040.pdf Admin and Policy-18: Establish a “Sustainable Meetings” Policy Although this practice could be considered part of a Sustainable Office Program, airports may decide to implement this practice independent from a more comprehensive office-wide program. A 'green meetings' policy seeks to minimize the use of printed materials and to reduce emissions that result from printing, transportation of the materials, and transportation of meeting attendees. An airport should consider utilizing conference calls or web-based conferences instead of in- person meetings. Additionally, airports could further reduce waste and emissions by preparing electronic visual aids rather than using printed materials. Benefits • Reduces paper needs and costs • Reduces environmental impacts Additional Resources • The National Recycling Coalition’s Green Meetings Policy http://www.fs.fed.us/sustainableoperations/greenteam- toolkit/documents/NationalRecyclingCollolitionGreenMeetingsReference.pdf • EPA, Green Meetings http://www.epa.gov/oppt/greenmeetings/ Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing Admin and Policy-19: Encourage Staff to Pursue Leadership in Energy and Environmental Design™ Accreditation Airports should consider assigning one or more airport personnel to take the LEED™ Professional Accreditation Exam, if not already accredited. Involve (require) LEED™ Accredited Professionals at all levels of the airport organization. Assign them to review information regarding sustainable concepts and practices with airport staff, and to review the application of the airport's sustainable rating system for sustainable initiatives. They can guide, help define, implement, and measure the success of sustainability initiatives. Staffing Cost Effort Capital Knowledge Operational Frequency Savings Once Appendix A 283

284 Guidebook of Practices for Improving Environmental Performance at Small Airports Benefits • Increases staff knowledge and comprehension of sustainability initiatives Additional Resources • U.S. Green Building Council – LEED Accreditation http://www.usgbc.org/DisplayPage.aspx?CategoryID=19 • The SAGA Sustainable Aviation Resource Guide http://www.airportsustainability.org/sites/default/files/SAGA%20Final2.pdf Admin and Policy-20: Establish Annual Objectives and Targets that Include Quantification on Non-monetary Benefits An airport sustainability plan could include goals for non-monetary benefits and methods for quantifying the results. One example of quantifying the results determining is how many tons of carbon dioxide emissions were avoided example is determining how much paper is saved by implementing a sustainable office plan. Goals and targets can be calibrated to activity levels. Benefits • Quantifies sustainability impacts • Presents positive information that can be provided to the public Additional Resources • ACRP Synthesis 10: Airport Sustainability Practices http://onlinepubs.trb.org/onlinepubs/acrp/acrp_syn_010.pdf Staffing Cost Effort Capital Knowledge Operational Frequency Savings Ongoing from implementing energy efficiencymeasures. Another