Airport Carbon Accreditation
Guidance Document
Issue 5: September 2012
HELPLINE: +44 845 868 2708
www.airportcarbonaccreditation.org
aca@wspgroup.com
WSP Environment & Energy
The Victoria
150 -182 The Quays
Salford Quays
Manchester
M50 3SP
Tel: +44 845 868 2708
Email: aca@wspgroup.com
www.wspenvironmental.com
CONTENTS
1
Introduction
3
2
Overview
5
3
How to Participate
10
4
Level 1 Requirements
12
5
Level 2 Requirements
13
6
Level 3 Requirements
15
7
Level 3+ Requirements
17
8
Commitment to Carbon Reduction and the Carbon Footprint
18
9
Verification of the Carbon Footprint
28
10
Targeting Reductions in Emissions
33
11
Carbon Management – Including Examples
38
12
Engaging Stakeholders
46
13
Offsetting
49
Appendix A
Appendix B
Glossary
Common Emissions Factors
55
56
1
1.1
Introduction
INTRODUCTION
ACI EUROPE and
ACI Asia Pacific
Climate Change
Commitment
Resolution on Climate
Change 2008
ACI EUROPE and ACI ASIA-PACIFIC are working to assist their member airports to
assess and reduce their carbon footprint. Airport Carbon Accreditation enables airports
to implement carbon management processes and gain public recognition of their
achievements through the attainment of accreditation at different levels of participation.
The entry point to the programme recognises that an airport is quantifying and verifying
its carbon footprint, and that senior management has made a high level policy
commitment to the reduction of carbon emissions. The highest level of participation is
designed for airports that have achieved carbon neutrality by reducing emissions as a
priority and have offset residual emissions.
Aligned with GHG
Protocol
Airport Carbon Accreditation’s carbon footprint definition and calculation have been
based on the Greenhouse Gas Protocol (GHG Protocol) published by the World
Business Council for Sustainable Development and the World Resources Institute. The
programme utilises the GHG Protocol concept of scope 1, 2 and 3 for defining emission
sources, with suitable adaptation for an airport situation and taking into account
emissions from activities that an airport can control, those it can guide through effective
partnerships and those it can only influence.
The overall aim of Airport Carbon Accreditation is to provide recognition of improved
performance in carbon and energy management and to encourage the development of
management practices that support the principles of best in class carbon management,
or as desired, carbon neutrality.
1.2
THIS DOCUMENT
This document provides ACI EUROPE and ACI ASIA PACIFIC member airports with
guidance on Airport Carbon Accreditation, the requirements of each level of participation
and how to meet them.
1.3
ADMIN DOC 1
There is an Airport Carbon Accreditation Application Assessment Form (Admin Doc 1)
available from the programme administrator which should be used to apply for first-time
participation in the programme, to upgrade from one level to another or for renewing
participation.
The Admin Doc 1 requires the submission of administrative details, brief self-explanatory
descriptions to answer various questions and, where applicable, reference to relevant
documents within the carbon management system.
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1.4
VERIFICATION
In order to ensure that information provided by airports is a fair and accurate
representation of the activities at the airport and the carbon footprint data provided, it is a
requirement of the programme that airports must have their information independently
verified by a third party. Further information on the requirements for verification can be
found in chapter 9 of this document.
1.5
HELPLINE
HELPLINE
The programme administrator provides a helpline service for ACI EUROPE and ACI
ASIA PACIFIC member airports who are considering or are in the process of applying
with questions on the programme and its requirements. If you have any questions please
contact the Helpline via:
Telephone: +44 845 868 2708
Email:
1.6
aca@wspgroup.com
WEBSITE
General information on the programme, participants and Airport Carbon Accreditation
Annual Reports are available at:
www.airportcarbonaccreditation.org
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Overview
2
2.1
Summary of
participation
requirements
AIRPORT CARBON ACCREDITATION REQUIREMENTS
The first three levels of the programme require increasing levels of management and
engagement with business partners. The fourth level of Accreditation is aimed at airports
ultimately want to offset residual emissions. Accredited airports will receive a certificate
indicating the level they have achieved at the most recent application or renewal.

Level 1: Verified carbon footprint of emissions within an airport’s direct control (GHG
Protocol scope 1 and 2 emission sources) plus written evidence of policy
commitment to emissions reductions from senior management at the airport.

Level 2: In addition to the requirements of Level 1, development of a carbon
management plan with an agreed emission reduction target, and on-going reductions
in carbon emissions from sources under the airport’s direct control against a threeyear rolling average of emissions.

Level 3: In addition to the requirements of Level 2, evidence of a stakeholder
engagement plan and extension of the airport carbon footprint to include some Scope
3 emissions that an airport can guide and influence.

Level 3+: In addition to the requirements of Level 3, carbon neutrality for emissions
sources under the airport’s direct control.
Scheme Level
Level 3+ Offsetting own
scope 1 & 2 emissions
Level 3 Engaging others &
measuring their emissions
Level 2 Managing &
reducing footprint
Level 1
Carbon footprint
Scope
1&2
Scope
1, 2 & 3
Footprint Scope
A summary of the requirements for each participation level are described in Table 1.
Further reading on the detail of Levels 1, 2, 3 and 3+ can be found in sections 4, 5, 6
and 7 respectively of this document.
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Table 1: Summary of Participation Requirements at Each Level
CARBON
CARBON
ACHIEVEMENT CARBON
STAKEHOLDER OFFSET
FOOTPRINT MANAGEMENT OF EMISSIONS FOOTPRINT ENGAGEMENT RESIDUAL
-verified
REDUCTIONS
EMISSIONS
Evidence of
environmental (emissions
(emissions
(selected
(emissions within (emissions
policy
under direct
under direct
emissions
airport Guide
under direct
commitment airport Control) airport Control) within airport and Influence) airport
Guide and
Control)
(emissions
Influence)
under direct
airport
Control)
Level 1
Measure

Level 2
Reduce














Sections 8
and 9
Section 11
Section 10
Section 8
Section 12
Section 13
Level 3
Influence
Level 3*
Offset –
Carbon
Neutrality
Reference
section in
this
Guidance
document
Reporting based on
what you have
control, guide and
influence over
2.2
PROGRAMME SCOPE
The scope of Airport Carbon Accreditation incorporates emissions from all activities over
which an airport has direct control and, at Levels 3 and 3+, key airport-critical activities
which the airport company can guide or influence. The scope of greenhouse gases
included in the programme comprises only CO2 as mandatory. Airports may include
emissions of other GHGs on a voluntary basis. This is regarded as an example of ‘best
practice’ in emissions reporting.1
Airport Carbon Accreditation requires that emissions are reported in line with the GHG
Protocol and that airports also identify where they have direct control over emissions
(generally scope 1 and 2 emissions) and where they can guide or influence emissions
from other organisations’ activities and facilities (mainly Scope 3).
Although operational boundaries will vary from airport to airport, an example of how an
airport might categorise emissions is provided in Table 2 below.
1
The Kyoto Protocol defines six greenhouse gases or groups of gases: Carbon Dioxide (CO 2),
Methane (CH4), Sulphur Hexafluoride (SF6), Nitrous Oxide (N2O), HydroFluorocarbons (HFCs) and
PerFluoroCarbons (PFCs)
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Table 2: Example of a typical airport carbon footprint scope (conditions may vary from airport to airport)
CONTROL
Facilities, services, activities and
equipment for which the airport company
has ownership/control
GUIDE
Facilities, services, activities, and
equipment owned/controlled by
subcontractors, close partners and
suppliers for which the airport company
can provide guidance
INFLUENCE
Facilities, services, activites and
equipment owned/controlled by loose
partners, tenants, customers,
government agencies, etc. for which
the airport company can only
influence
Scope 1 - Direct Emissions
Stationary sources
Boilers, furnaces, burners, turbines,
heaters, incinerators, engines, fire fighting
exercises, flares, etc.
Mobile sources
Automobiles (airside/landside), trucks,
employee buses, Ground Power Units,
business travel
Process emissions Onsite waste management, waste water
management
Other Leaks from plants particularly refrigerants,
fire suppression CO2, methane, fuel tanks
(optional)
Scope 2 - Energy Indirect Emissions
Indirect Emissions
Emissions from purchased electricity,
heating, cooling, etc.
Scope 3 - Other Indirect Emissions
Aircraft
Stationary sources
Mobile sources
Business travel of airport company staff.
Process Emissions
Infrastructure
Aircraft ground movements, engine
Take off, landing, approach, climb,
start up to idle (run ups), engine
cruise
reverse thrust, taxiing, APU, PCA
Boilers, furnaces, burners, turbines,
3rd party boilers, furnaces, burners,
heaters, incinerators, engines, fire
turbines, heaters, incinerators,
fighting exercises, flares operated by
engines.
contractors or close partners.
Vehicles, GSE equipment and ground Business travel (3rd parties), surface
power units operated by third parties,
access (passengers), staff
staff travel in own vehicles / commute,
travel/commute (3rd parties), 3rd
haulage
party owned vehicles
Offsite management / disposal of
Management of waste where disposal
airport waste.
arrangements are made by 3rd
parties.
Grid power and fuel consumed by close Grid power and fuel purchased by
partners.
other 3rd parties
* The contents of each cell are indicative and are expected to vary among airports.
** In some cases care must be taken to avoid double counting.
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Notes:
An airport can chose to voluntarily expand the scope of the footprint, its carbon
management activities or its stakeholder engagement activities beyond that required by
the minimum participation requirements.
Footprints should
allow for year on year
comparison
Annual submissions of carbon footprints should allow year on year comparisons to be
made. If an airport expands the footprint scope in subsequent years, presentation of the
footprint SHOULD allow for “like for like” comparison with the original scope. Section
10.5 provides guidance on how to adjust reported figures and to account for
infrastructure growth or divestment.
Carbon footprints should be submitted with evidence of verification of those emissions
under the airport’s direct control (scope 1 and 2 emissions) by an approved body
(further guidance on verification is provided in section 9).
2.3
Administrator will
support applicants
The Programme Administrator (hereafter ‘the Administrator’) is responsible for managing
Airport Carbon Accreditation and supporting airports through the application process.
This includes:

Provision, of programme documentation and annual review and update in
consultation with appointed ACI EUROPE and ACI ASIA-PACIFIC representatives as
required;

Collation of best practices and case studies as observed during the year – with
publication of these as a separate document or within the Airport Carbon
Accreditation Annual Report.

Helpline service to assist airports with the application process including:


Airport Carbon Accreditation
PROGRAMME ADMINISTRATOR
–
Advising on business benefits of the programme;
–
Answering technical questions on the participation requirements;
–
Advising on participation fees;
–
General advice on the application process;
Processing of applications for participation and renewal:
–
The Administrator aims to review all applications within 1 week of receipt of
payment of the participation fee. However, at busy times (for example around
the end of the administrative programme year in May), it may take longer due to
the volume of applications received.
–
Please see section 3.4 for more information on how applications that do not
meet the programme requirements are handled.
Preparation of the Airport Carbon Accreditation Annual Report including the
compilation of emissions data and case studies for ACI EUROPE and ACI ASIAPACIFIC to include:
–
Number of participants
–
Total CO2 emissions
–
Total traffic units
–
Average CO2 / traffic
unit
–
% reduction of total
CO2
–
% reduction of average
CO2 / traffic unit.
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8
–
Airports and
verification bodies
should check details
of the footprint

Liaison with Advisory Board and Airport Carbon Accreditation Taskforce on technical
issues relating to programme requirements.

Application Processing, Participation Register and Renewals

All data provided is
confidential
Please see section 2.5 on data confidentiality
–
Registration of applicants for entry into the programme (including receipt and
processing of application forms)
–
Maintenance of applicant participation register (including keeping track of fees
due/paid, chasing outstanding participation fees, issue of annual participation
renewal notices)
–
Management of participation renewal
Attendance at conferences and other ad-hoc meetings as necessary.
The Administrator is NOT responsible for compiling airports’ carbon footprints or
checking the detail of their calculations. This is the responsibility of the airports and their
verification bodies. Furthermore, the Administrator CANNOT act as an independent third
party verifier for the purposes of the programme as this would constitute a conflict of
interest.
2.4
ELIGIBILITY
Airport Carbon Accreditation was originally developed for members of ACI EUROPE. All
members of ACI EUROPE are eligible to participate. Following a memorandum of
understanding between ACI EUROPE and ACI ASIA PACFIC in November 2011,
members of ACI ASIA PACIFIC may also participate in Airport Carbon Accreditation.
.
2.5
DATA CONFIDENTIALITY
Participants and potential participants should be aware that ALL data that is provided to
the Administrator for any purpose will remain confidential. The Administrator will compile
aggregated data for annual reporting to ACI EUROPE and ACI ASIA-PACIFIC but there
will be no way that any part of this aggregated data can be dis-assembled and elements
of it attributed to individual airports.
At the specific request of the Advisory Board, some individual airport–specific data as
may relate to that airport’s environmental performance may, as needed, be made
available on a need to know and confidential basis to members of the Advisory Board in
their personal capacity for the purposes of ascertaining the overall veracity of the
publicly available aggregate data.
For the purpose of ACI EUROPE and ACI ASIA-PACIFIC reporting on airport–specific
best practice and case studies, permission will be sought from the relevant airport(s)
prior to publication.
2.6
PARTICIPATION TERMS AND CONDITIONS
Participants and potential participants should make themselves familiar with the
Participant Terms & Conditions, included in Admin Doc 1 (Application Assessment
Form) a copy of which can be obtained from the Administrator.
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3
How to Participate
An airport can participate in Airport Carbon Accreditation at any level and can remain at
any level for as long as it wishes – so long as the requirements for the specific level are
met by the airport.
How to participate
3.1
BECOMING AIRPORT CARBON ACCREDITED
If an airport wishes to participate, the Administrator will provide help to decide
participation levels and to give details of the process that the airport should follow, if
required. The Administrator contact details are provided in section 1.5.
Whether an airport intends to become accredited for the first time, submit a renewal
application, or upgrade to a higher level, the process for becoming accredited remains
the same:
Identify participation requirements that have not yet
been fulfilled and take steps to ensure that all
requirements have been met
Annual Renewal
Choose a desired level of participation
Arrange to have information independently verified
(if required – see sections 4-7)
Submit application to the Administrator and pay
participation fee
3.2
PROCEDURE IF AN APPLICATION DOES NOT MEET REQUIREMENTS
If an application for participation, renewal or upgrade does not meet the minimum
requirements at the level applied for, the Administrator will notify the applicant of what is
necessary to achieve certification.
3.2.1
Provision of support to comply
The airport will be able to talk to the Administrator to further explore the parts of the
application that do not meet the requirements and the Administrator will provide as much
advice as reasonably possible within the terms of the Administrator role to ensure that
the airport can amend its application or provide the missing information.
3.2.2
Application revised to apply at a lower level
If an airport decides that it wishes to downgrade its application to a lower level the
Administrator will credit back the difference between the fee paid for the first application
Airport Carbon Accreditation
Guidance Document
10
and that due for an application at the lower level, or the difference will be credited to the
airport’s renewal fee for the following year.
3.2.3
Withdrawal of an application
If an airport decides that it cannot meet the requirements for any of the levels of the
programme it has the right to withdraw its application altogether. In the case of complete
withdrawal the Administrator will refund 50% of the application fee, recognising the effort
that the Administrator has put into providing support and assessing the application even
though it was ultimately withdrawn.
3.2.4
Dispute resolution
If an airport believes that its application fully meets the participation requirements and
the Administrator does not, and if the two sides cannot agree, the airport has the right to
appeal to the Advisory Board (via the ACI EUROPE offices in Brussels or the ACI ASIAPACIFIC offices in Hong Kong). In the case of an appeal the application documentation
and fee paid will be held by the Administrator without any further work being undertaken
by the Administrator in respect of that application, pending the outcome of the appeal
process. The outcome of any appeal to the Advisory Board will be final and will be
binding upon both the airport and the Administrator.
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Level 1 Requirements
4
Level 1 logo:
4.1
What airports have to
do to attain Level 1
BASIC LEVEL 1 REQUIREMENTS
The requirements of Level 1 participation comprise:
Definition of the scope of the airport’s carbon footprint (i.e. the organisational
boundary) which should include:

–
A detailed list of activities and facilities which are under the airport’s direct
control (identified as scope 1 and scope 2 emissions)
–
For each emission source the department or function that has responsibility for
the activity or facility
–
A summary list of airport activities and facilities that fall within guide and
influence (Scope 3) emission sources defining the body or bodies that has
primary responsibility for these activities or facilities.
Submission of a verified carbon footprint of those emissions within the airport’s
direct control (all the identified scope 1 and 2 activities and facilities). Minimum
requirements for footprint verification are provided in Section 9. Further guidance for
calculating and reporting the footprint is provided in Section 8.


The scope of greenhouse gases included as mandatory in the programme
comprises CO2 only. Airports may include emissions of other greenhouse gases on a
voluntary basis.

Leased or rented equipment that is under the control of the airport or is under the
control of a leasing company but is operated for the sole benefit of the airport should be
included in scope 1 or scope 2 irrespective of the financial or legal arrangements.
Airports should consider who the main benefactor of the equipment is. Examples may
include leased vehicles or leased generators.
Airports can choose to report on emissions sources identified as Scope 3; however, this
is not mandatory to report on these emissions for Level 1 of this programme.
Written evidence of commitment to carbon reduction at the highest (CEO, COO, Board
of Directors) level(s) in the form of a policy statement attached to the application form.
This may be an independent statement, or part of an existing policy statement, or
detailed within a Company Annual or Environmental Report. For further details please
see section 8.1 of this document.
4.2
A verified carbon
footprint should be
submitted
REQUIREMENTS FOR ANNUAL RENEWAL AT LEVEL 1
In order to remain at Level 1, an airport should submit a carbon footprint of scope 1 and
scope 2 emissions on an annual basis along with payment of the Level 1 renewal fee.
This carbon footprint must be independently verified every second year.
Any changes to the scope of emissions reported, either due to changes in organisational
or operational boundaries or through the voluntary incorporation of reporting on Scope 3
emissions, should be described in the renewal application. Footprint data should be
reported to the Administrator in such a way that facilitates like for like comparison with
the original scope.
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5
Level 2 Requirements
Level 2 logo
5.1
What airports have to
do to attain Level 2
BASIC LEVEL 2 REQUIREMENTS
The requirements of Level 2 participation comprise:

Submission of a verified carbon footprint and demonstration that all other Level 1
participation requirements have been fulfilled. The base year for targets set by the
airport must also be verified for Level 2 applications.

Development and submission of a Carbon Management Plan covering activities
over which the airport has direct control. These activities will have been defined
during the preparation of the airport’s carbon footprint in line with Level 1
requirements and are likely to include:
–
–
–
–
On-site combustion – boilers, generators, fire exercises;
Airport owned vehicles – airside transit, company cars;
Purchased electricity for airport consumption;
On site waste treatment.

Identification of the emissions improvement metric to be used (absolute or relative
targets) (see section 10.2 for further guidance)

Demonstration of improvement in the chosen emissions improvement metric vs. the
average of the past three years (see section 10). It is possible to join or upgrade to
Level 2 without having 3 years of historical data. Please refer to section 10 for
guidance.
5.2
REQUIREMENTS FOR ANNUAL RENEWAL AT LEVEL 2
In order to remain accredited at Level 2 an airport should fulfil the following requirements
on an annual basis.
Airport Carbon Accreditation

Annual submission of a carbon footprint comprising scope 1 and 2 emissions over
which the airport has direct control (as per Level 1). This carbon footprint must be
independently verified every second year.

Demonstration of on-going improvement in the chosen improvement metric. Note:
there are exceptional circumstances where an increase in emissions may be
acceptable. Please refer to detailed guidance on this is Chapter 10.7.

Explanation of how major infrastructure changes have impacted on improvement
metric. For example, the opening of a new terminal may increase the emissions or
emissions per traffic unit in the following year. It should be possible to demonstrate
how the underlying emissions or emissions per traffic unit (without the new terminal)
have reduced.

Submission of a revised carbon management plan at least every 3 years, the
specific activities undertaken and showing how the airport has responded to:
–
Changing organisational and operation circumstances;
–
Changes to legal requirements and statutory codes;
–
Revised scientific evidence of climate change and expectations of
corporate behaviour;
–
Development and accessibility of new technologies and management
processes.
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5.3
ESSENTIAL FEATURES OF A CARBON MANAGEMENT PLAN
In order to demonstrate that it is undertaking effective carbon management an airport
should address the following features. These are further explained in the Application
Assessment Form (Admin Doc 1) and further guidance is given in section 11 of this
guidance document.
The airport should:
Airport Carbon Accreditation

show it has a low carbon/low energy policy

show that a senior committee
change/carbon/energy matters

show how it communicates emissions performance to relevant stakeholders

show it has procedures for preparing and checking an accurate carbon footprint

monitor consumption of fuel & energy

have carbon/energy reduction targets

show it has programmes or control mechanisms to ensure operations minimize
emissions

show it considers emissions impact of investments

show it undertakes awareness training about emissions for staff

show it has a process of self-assessment & auditing to monitor progress of
improvement delivery.
or
body
has
responsibility
for
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climate
14
6
Level 3 Requirements
Level 3 logo
What airports have to 6.1 BASIC LEVEL 3 REQUIREMENTS
do to attain Level 3
The requirements of Level 3 participation comprise:




Airport Carbon Accreditation
Fulfil all the requirements of participation at Levels 1 & 2, including:
–
Submission of a verified carbon footprint. The base year must also be
verified for Level 3 applications if it has not already been verified during
Level 2 participation;
–
On-going implementation and maintenance of the Carbon Management
Plan;
–
Demonstration of improvement in the chosen emissions metric vs. the
average of the past three years (see section 10). It is possible to join or
upgrade to Level 3 without having 3 years of historical data. Please
refer to section 10 for guidance.
Expansion of the scope of the carbon footprint to include specific Scope 3 emissions
sources. These will comprise emissions from activities that are central to the airports
operation and that an airport can be expected to guide or have a significant
influence over. Emission sources required to be included within the scope of the
footprint for participation at Level 3 are:
–
The LTO cycle as defined by the ICAO Airport Air Quality Guidance
Manual (Doc No. 9889) and all ground running operations including
auxiliary power units (APU), fixed ground power and ground service
equipment.
–
Surface (passenger and airport company staff) access
–
Airport company staff business travel.
–
Other significant CO 2 emissions sources which the airport may be able
to guide or influence, for example emissions from metered electricity
that is sold on to tenants at the airport.
Submission of a verified carbon footprint including Scope 3 emission sources.
Evidence of activities (e.g., committees, training, incentives, projects, etc.) to engage
stakeholders (covering major activities over which the airport does not have direct
control), such as airlines, ground handlers, staff, passengers, transport planners.
Please refer to Section 12 on engaging stakeholders for guidance.
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6.2
REQUIREMENTS FOR ANNUAL RENEWAL AT LEVEL 3
In order to remain at Level 3, an airport should fulfil the following requirements on an
annual basis.

Annual submission of a carbon footprint comprising scope 1 and 2 emissions over
which the airport has direct control (as per Level 1) and specific Scope 3 emissions.
This carbon footprint must be independently verified every second year.

Description of how the carbon footprint demonstrates progress towards meeting
agreed targets and improved performance against the defined baseline.

Demonstration of on-going improvement in the chosen improvement metric. Note:
there are exceptional circumstances where an increase in emissions may be
acceptable. Please see detailed guidance on this in section 10.7.

Submission of revised carbon management plans every 3 years demonstrating
progress towards meeting declared targets, details of specific activities undertaken
and showing how the airport has responded to:

6.3
–
Changing organisational and operational circumstances
–
Changes to legal requirements and statutory codes
–
Revised scientific evidence of climate change and expectations of
corporate behaviour
–
Development and accessibility of new technologies and management
processes
Evidence of on-going stakeholder engagement activities (annually).
REQUIREMENTS FOR THREE-YEARLY RENEWAL AT LEVEL 3
When a participating airport has been Accredited for three years at Level 3 or 3+ (i.e.
after two successful renewals at that level), it will be permitted to move from annual
renewal to a three-yearly renewal cycle, should it wish to do so. The option is available
to airports from the start of Year 4 of the programme on 15th May 2012.
In order to extend its renewal cycle to three years, an airport must first fulfil the following
criteria in addition to the existing renewal criteria at Level 3/3+:

Submit quantitative, verified information reductions achieved for at least one Scope
3 emissions source for which there is an active stakeholder engagement initiative in
place.

Provide additional detail on the airport’s planned stakeholder engagement activities
for the three year period.

Continue to submit carbon footprint data to the Administrator on an annual basis.

At the end of the three year period, an airport must be able to demonstrate an
improvement in the chosen emissions improvement metric against the average of the
past three years for Scope 1 and 2 emissions, and for at least one Scope 3
emissions source for which there is an active engagement programme.
For detailed information on the three yearly renewal requirements, refer to section 8.7
and 9.3.
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7
Level 3+ Requirements
Level 3+ logo
What airports have to
do attain Level 3+
7.1
BASIC LEVEL 3+ REQUIREMENTS
The requirements of Level 3+ participation are the same as those for Level 3 with the
following additional requirement:

7.2
Purchase of offsets to cover residual emissions in scope 1 and 2 only. Evidence of
purchase should be provided.
REQUIREMENTS FOR ANNUAL RENEWAL AT LEVEL 3+
In order to remain at Level 3+ an airport should fulfil the annual requirements of Level 3
with the addition of the following requirement:

7.3
Submission of evidence that offsets have been purchased to cover residual
emissions in scope 1 and 2 only.
REQUIREMENTS FOR THREE-YEARLY RENEWAL AT LEVEL 3+
An airport participating at Level 3+ may also move to a three-yearly renewal cycle
provided that it can demonstrate that it has fulfilled the criteria specified in section 6.3,
with the addition of the following requirement:

Airport Carbon Accreditation
Upon submission of the annual footprint data for the interim years, an airport at Level
3+ must also submit evidence of the necessary offsets being purchased to cover
residual emissions in scope 1 and 2 only.
Guidance Document
17
8
Commitment to Carbon Reduction and the
Carbon Footprint
As with financial accounting and reporting, generally accepted GHG accounting
principles are intended to underpin and guide GHG accounting and reporting to ensure
that the reported information is a fair representation of a company’s GHG emissions.
In order to calculate a carbon footprint and enable year on year comparison of
emissions, it is important that the organisational and operational boundaries for the
footprint are defined from the outset. These are discussed in the following sections.
8.1
POLICY COMMITMENT TO CARBON REDUCTION
Airport Carbon Accreditation requires that all airports show public written evidence of a
policy commitment to energy, greenhouse gas or carbon reductions at the highest level
(i.e. signed off by the CEO, COO or Board of Directors). This commitment may be
conveyed as an independent statement or be part of existing documentation, for
example:

Environmental, Corporate Social Responsibility or Sustainability Policy;

EMAS or ISO 14001 policy statements;

Company Annual Report, Corporate Social Responsibility Report or Environmental
Report.
All energy, greenhouse gas or carbon reduction policy statements should be made
available to the public, whether this is done on the company’s website, publications or
through other media. Where an airport’s policy commitment is made available through
the company’s or other website, the link to this site should be clearly and publicly
referenced and provided to the Administrator as part of their application.
The energy, greenhouse gas or carbon reduction policy statements should be worded in
a way that best meets the overall needs and strategy of the airport and may be drafted in
the national language(s) of the country in which the airport(s) applying for accreditation
are situated.
In all cases, the verifier must attest to the fact that the airport meets the programme
requirements as regards its policy commitment to energy, greenhouse gas or carbon
reductions.
A policy can help the airport to achieve the following, which should be taken into
consideration in the development of the policy document:
Airport Carbon Accreditation

Raise the profile of energy efficiency and emission reduction across all departments
and functions.

Demonstrate executive-level commitment to interested stakeholders, such as staff,
investors, suppliers, and customers.

Provide the framework for developing the airport’s energy management plan
together with setting objectives and targets.
Guidance Document
18
Footprint may be up
to 12 months old if it
meets all the
participation
requirements
8.2
Operations controlled
by airports are part of
their footprint
8.3
VALIDITY OF CARBON FOOTPRINT
Airport Carbon Accreditation recognises that airports may be preparing carbon footprints
and arranging for them to be independently verified for other purposes. In order to
minimise duplication of effort and the cost implications of repeat work the programme will
accept a footprint which was prepared up to 12 months before the date it was submitted
so long as it completely meets the minimum participation requirements as defined
in this document.
SETTING ORGANISATIONAL BOUNDARIES
Business operations vary in their legal and organisational structures; they include wholly
owned operations, incorporated and non-incorporated joint ventures, subsidiaries, and
others. For the purposes of financial accounting they are treated according to
established rules that depend on the structure of the organisation and the relationships
among the parties involved. In setting organisational boundaries, a company selects an
approach for consolidating GHG emissions and then consistently applies the selected
approach to define those businesses and operations that constitute the company for the
purpose of accounting and reporting GHG emissions.
For corporate reporting, two distinct approaches can be used to consolidate GHG
emissions: the equity share and the control approach.
Organisational
boundaries are based
on the control
approach

Under the equity share approach, a company accounts for GHG emissions from
operations according to its share of equity in operations.

Under the control approach, a company accounts for 100 per cent of the GHG
emissions from operations over which it has control.
Airport Carbon Accreditation uses an adaptation of the control approach for
setting organisational boundaries.
Where an airport has operational control over a source of emissions that source should
be included in the airport’s carbon footprint at Level 1 or 2 and those emissions should
be considered to be Scope 1 or Scope 2 emissions.
Control approach to setting organisation boundaries
Source: New Zealand Business Council for Sustainable Development
Airport Carbon Accreditation
Guidance Document
19
8.4
SETTING OPERATIONAL BOUNDARIES
Once the organisational boundaries have been defined, an airport needs to consider the
operational boundaries for the carbon footprint. In line with the GHG Protocol, sources
of emissions (activities / facilities) should be categorised as scope 1, 2 or 3 emissions as
defined in the Glossary.
In addition, and to help reflect the unique situation of airport companies, the programme
requires that airports also identify where they have direct control over emissions (scope
1 and 2 emissions) and where they can guide or influence emissions from activities of
other organisations (Scope 3). See the Glossary for more details.
Although operational boundaries will vary from airport to airport, an example of how a
typical airport might define its footprint scope is provided in section 2 of this document.
This is only an example and each airport will need to complete this based on their
specific activities and facilities.
The scope incorporates emissions from all activities over which an airport has direct
control at Level 1 and key airport-critical activities which the airport company can guide
or influence at Level 2 and above.
LEVELS 1, 2, 3 & 3+ – SCOPE 1 & 2 CARBON FOOTPRINT REPORTING
8.5
This section provides guidance on calculating and reporting an airport’s scope 1 and 2
emissions over which it has direct control.
What activities a
typical airport may
have direct control
over
In essence the requirement is that airports should calculate and report emissions from all
the activities over which they have control or which they own. In practice, this will most
commonly include:

Stationary combustion plant

Mobile combustion plant (including engines in vehicles, ground power)

Process emissions (venting from waste and water management/treatment)

Emissions from the purchase of electricity, heat and cooling.
8.5.1
Energy Sold to Third Parties
The GHG Protocol, upon which Airport Carbon Accreditation is based, is clear on how
organisations should treat the emissions associated with energy and other utilities that
are sold to third parties (e.g. tenants or airport partners).

Scope 1 Emissions
Where an airport generates electricity, heat or cooling (and therefore emissions) in
stationary combustion plant that it owns or which is leased, all the emissions from that
plant should be included in the airport’s Scope 1 carbon footprint. If an airport sells any
of the electricity, heat or cooling that is generated it is NOT allowed to net off the
emissions associated with that energy from its Scope 1 emissions.
Inclusion of emissions from fuel (for example vehicle fuel) sold to third parties for use in
their plant, vehicles or equipment is not required as part of Scope 1 reporting. These
emissions may be included in Scope 3 emissions (section 8.6 refers further).

Scope 2 Emissions
Where an airport purchases electricity, heat or cooling from a third party (but not where it
leases the plant) the emissions associated with those energy sources should be
included in the airport’s Scope 2 carbon footprint. If an airport sells any of the purchased
electricity, heat or cooling to another third party (e.g. tenants or airport partners) it IS
allowed to net off the emissions associated with that energy from its scope 2 emissions.
Airport Carbon Accreditation
Guidance Document
20
However, an airport may only net off emissions from Scope 2 sources due to re-sale of
the energy if the energy sale is metered.
If the re-sold energy from Scope 2 sources is not metered but is re-charged through
some alternative mechanism (e.g. service charge based on floor area) then it cannot be
deducted from the total Scope 2 emissions.
This is a deliberate policy on the part of Airport Carbon Accreditation to encourage the
installation of energy metering to promote and facilitate good energy (and hence carbon)
management.
8.5.2
Footprint Template
A simple template to help airports to start compiling their Scope 1 and 2 carbon footprint,
in MS Excel format is available from the Administrator.
Due to the complexity of the Scope 3 carbon footprint, no template worksheet is
available for Scope 3 emissions. Airports applying for Level 3/3+ participation should
compile their own Scope 3 footprint calculation.
8.5.3
Emissions Factors
Common emissions factors are provided in the simple footprint template referred to in
section 8.5.2. In addition, these are replicated in the appendix.
8.5.4
Worksheets for
calculating carbon
footprint are available
from GHG protocol
GHG Protocol Worksheets
A number of worksheets are available to assist with the calculation of the Carbon
Footprint. Participants are required to submit their carbon footprinting data using, or in
line with, the worksheets provided by the GHG protocol – (these can be found at
http://www.ghgprotocol.org/calculation-tools/service-sector). Where participants wish to
submit their carbon footprint data in a different format, the reporting should meet the
following requirements:

Data should be presented in a clear format with any auxiliary information presented
in English;

Justification should be provided for any deviations from the GHG protocol format, in
particular where a participant is using alternative emissions factors; and

Emissions from mobile sources should be calculated based on fuel use for all Scope
1 mobile sources. Calculations based on distance are acceptable for Scope 3
emissions.
Minimum requirements for data presentation
Scope
Scope
1
Emission
Type
Stationary
Combustion
Engines
Mobile
Combustion
Engines
(fuel
calculation)
Airport Carbon Accreditation
Data required
(as a minimum)

Source
description

Fuel type

Quantity
consumed
and unit of
measurement

Emission
factor

Calculated
CO2 emissions
in metric
tonnes

Fleet and
number of
vehicles

Fuel type and
unit of
measurement

GJ per fuel
unit factor
GHG Protocol worksheet / guidance
Worksheets:


Guidance:


Worksheet:

Guidance:

Stationary Combustion Version 3[1].1.xls
CHP_tool_v1[1].0.xls
Stationary_Combustion_Guidance_final.pdf
Guidance: CHP_guidance_v1[1].0.pdf
CO2-mobile.xls
CO2-mobile.pdf
Guidance Document
21



Process
emissions
Scope
2
Emissions
from the
purchase of
electricity,
heat and
cooling








Energy
consumed
Emissions
factor for fuel
type
Calculated
CO2 emissions
in metric
tonnes
Quantity of
waste
composted or
otherwise
treated
TBC
Facility
description
Power
consumed in
kWh
Area of the
building and
% occupied
space if a
shared facility)
Emissions
netted off for
sold electricity
(if metered)
CO2
emissions
factor
Calculated
CO2 emissions
in metric
tonnes
Waste Reduction Model (WARM) developed by the US EPA
supports calculations of emissions from 34 material types.
(Non GHG Protocol source).
Worksheet:

ElectricityHeatSteamPurchase_tool2[1].0.xls
Guidance:

ElectricityHeatSteamPurchase_guidance1[1].
2.pdf
All the documents referenced above (unless stated) are GHG Protocol worksheets and
documents, published by the World Business Council for Sustainable Development and
the World Resources Institute and copyright provisions described in these documents
apply to their use in relation to Airport Carbon Accreditation.
8.5.5

Emissions Factors
Use of standard emissions factors
The worksheets published by the World Business Council for Sustainable Development
(WBCSD) and the World Resources Institute (WRI) as part of the GHG Protocol include
thousands of standard emissions factors that convert standard measurement units for
energy (kWh, litres of fuel, etc.) into carbon dioxide emissions – based on the chemistry
of the fuels and the efficiency of the energy conversion process. These are included in
Appendix B of this document.
Airport Carbon Accreditation recognises that more up-to-date emissions factors may be
available than those published by the WBCSD and WRI. For example, your country’s
Environmental Ministry or Department may publish this information. Where this is the
case the more up-to-date figure should be used: it is highly likely that your verifier will
wish to see justification of any emissions factors used. Please contact the Helpline if you
have any questions.

Airports can use their
own Emission Factors
but their use should
be justified
Airport Carbon Accreditation
Use of own emissions factors
An airport may use its own emissions factor if it can provide robust evidence that the
factor being used is appropriate. For this it should confirm the source fuel, be able to
provide third party evidence as to the fuel’s carbon content and provide third party
evidence as to the efficiency of the conversion process (which includes the efficiency of
Guidance Document
22
combustion and the efficiency of conversion from the heat of combustion to the resulting
energy flow).
In a power station, for example, the fuel has carbon content per litre, tonne, etc. A litre or
tonne of fuel has a gross calorific value, of which only a proportion is converted into
electricity (due to losses in the boiler, steam system and electrical generator). The
electricity distribution system from the power station to the airport has further losses and
hence there has to be a further adjustment to the emissions factor to reflect that
inefficiency as well. The important fundamental is to ensure that the emissions factor
used reflects the kg CO 2 released at the power station (during the combustion process)
per kWh of electricity delivered to the airport. A similar process should be followed
whenever an airport wishes to use its own emissions factor – for any energy supply or
fuel type.

Use of emissions factors for electricity generated from renewable sources
As a part of its carbon management plan, an airport may wish to purchase energy
generated from ‘renewable’ sources from their suppliers or produce energy itself from
renewable sources. When this is the case, that airport may wish to use an alternative
emissions factor to that for grid electricity, however there are established precedents for
when organisations should be allowed to do this. In line with those precedents, the
following guidelines should be followed when selecting an appropriate emissions factor
for electricity generated from renewable sources:

For an airport that buys normal grid power from an electricity provider but
purchases certificates (e.g. Renewable Energy Certificates, Renewable Energy
Guarantees of Origin) elsewhere, the national grid average emissions factor
should be used. However, those certificates may be used to contribute to
airports’ offsetting requirements at Level 3+, provided that there is no “double
counting” of offsets. Certificates purchased by the airport must not be sold on at
a later date. If there are any further queries on this please contact the
Administrator.

If an airport purchases (or produces) electricity from renewable sources that
does not contribute to the national grid emissions factor, then that airport
should be permitted to use an emissions factor specific to the source of
electricity. That is, if an airport purchases green electricity and can prove it,
then it should be allowed to use an emissions factor that corresponds with the
electricity purchased. Alternatively, if an airport purchases (or produces)
electricity from renewable sources that contributes to the national grid
emissions factor, then that airport should use the national grid emissions factor.

If an airport purchases energy through ‘green tariffs’ that are part of the utility
companies’ own obligations to produce electricity from renewable sources (and
thus are a part of the national grid emissions factor) then the grid emissions
factor should be used.
The Administrator can provide further guidance on the use of emissions factors for
renewable electricity, so please contact the Helpline if further details are required.
8.6
LEVEL 3/3+ – SCOPE 3 CARBON FOOTPRINT REPORTING
This section provides information on the minimum requirements for inclusion of
mandatory Scope 3 emission sources in an airport’s footprint calculation with further
guidance on calculating and reporting them.
Airport Carbon Accreditation
Guidance Document
23
Due to the complexity of the Scope 3 carbon footprint no template worksheet for Scope
3 emissions is available. Airports applying for Level 3/3+ participation should compile
their own Scope 3 footprint calculation.
8.6.1
Minimum requirements for level 3 reporting of scope 3 emissions
Participants are required to report on the following Scope 3 emission sources (definitions
based on ICAO draft air quality guidance manual):

The LTO cycle to a height of 915 metres (3,000ft). This includes emissions
generated during:
–
Approach
–
Taxi and ground idle (in)
–
Taxi and ground idle (out)
–
Take off
–
Climb

On stand engine running (start up – shut down) and auxiliary power units (APU
located on-board aircraft providing electricity and preconditioned air during ground
times and bleed air for main engine start.)

Ground support equipment (GSE) belonging to third parties necessary to handle the
aircraft during the turnaround at the stand: ground power units, air climate units,
aircraft tugs, conveyer belts, passenger stairs, fork lifts, tractors, cargo loaders, etc.
(GSE belonging to the airport should be included as a Scope 1 emission).

Ground running operations including testing and ground running, use of fixed ground
power, pre-conditioned air.

Surface (staff and passenger) access emissions.

Energy (e.g. heat/cold/electricity) re-sold to or directly consumed by partners/tenants

Airport company staff business travel and commuting.
Participants should provide a description of the assumptions they have made in
gathering and reporting data and the methodology adopted for calculating the emissions.
8.6.2
Airport Carbon Accreditation
LTO Cycle

Airports should report on emissions from all aircraft using the airport which is likely
to include commercial airlines, private aviation, helicopters and cargo (excluding
military flights).

Emissions data should be based on actual aircraft movements.

Emissions data should be based on the most precise data available to the airport.

The calculation methodology should be based on the ICAO Document 9889, Air
Quality Guidance Manual, (latest edition) advanced method wherever possible with
the following factors:
–
actual time-in modes for the airport and aircraft type
–
fuel
flow
data
from
the
ICAO
engine
datasheets
(http://www.caa.co.uk/default.aspx?catid=702&pagetype=90 )
–
Emission factor for jet fuel from the GHG protocol datasheets (CO 2mobile.xls)
–
The number of engines running in each mode
Guidance Document
24

Where other methodologies are used for calculating aircraft emissions, airports
should provide details of calculation method used with justification and assumptions
made.

Information should be provided on any uncertainties in the calculations of aircraft
emissions and any assumptions made.
Note: reporting on emissions from aircraft cruising is currently not required as mandatory
for the purposes of Airport Carbon Accreditation. However, voluntary reporting on cruise
emissions is considered to be good practice.
8.6.3
Surface (Staff and Passenger) Access
Airports should support data on surface access emissions with an explanation of
assumptions and methodologies (including sampling methods) used for gathering and
collating data on passenger and staff access to the airport. This can include:

Questionnaires and surveys of passengers and airport workers (guidance provided
on staff surveys in GHG protocol worksheet on employee commuting)

Human Resources information

Information from public transport providers

National databases and surveys.
8.6.4
Staff business travel
Emissions on staff business travel should be based on the most precise data available.
Sources of information include:

Business mileage / public transport expense claims

Data from vehicle leasing companies.
Calculations should be based on the fuel use method where possible but calculations
based on distance are acceptable. Where an airport uses emissions factors other than
those provided in the GHG Protocol justification should be provided.
Airport Carbon Accreditation
Guidance Document
25
8.6.5
Worksheets
The table below provides information on data reporting requirements for mandatory
Scope 3 emissions sources and reference to applicable worksheets which can support
emissions calculations.
Requirements for Scope 3 Data Reporting
Emission
Data required (as a minimum)
GHG Protocol worksheet / guidance

ICAO engine datasheets:
Type
LTO cycle
For each mode

Time in mode

fuel flow for specific

Jet fuel emissions factor:
engine

http://www.caa.co.uk/default.aspx?catid=70
2&pagetype=90

Refer to GHG protocol worksheet: CO2mobile.xls
The number of
engines running

Emission factor for jet fuel

Calculated CO2 emissions
in metric tonnes
Mobile

Combustio
n Engines
(ground
Fleet and number of

Fuel type and unit of
equipment

GJ per fuel unit factor
(fuel

Energy consumed

Emissions factor for fuel

CO2-mobile.xls

CO2-mobile.pdf
Guidance:
measurement
service
calculation)
GHG Protocol Worksheet:
vehicles
type

Calculated CO2 emissions
in metric tonnes
Emissions
from power
purchased
for ground
power
provision.

Plant description

Power consumed in kWh

CO2 emissions factor

Calculated CO2 emissions
GHG Protocol Worksheet:

ElectricityHeatSteamPurchase_tool2[1].0.xl
s

ElectricityHeatSteamPurchase_guidance1[1
].2.pdf
Guidance:
in metric tonnes
Staff
Fuel or distance based
Business
calculations
GHG Protocol service sector worksheet :

Business travel
Travel
Surface
Information on information
access
gathering and sampling methods
GHG Protocol service sector worksheet :

Employee commuting travel
and assumptions made.
Airport Carbon Accreditation
Guidance Document
26
8.7
REPORTING ON EMISSIONS REDUCTIONS FROM STAKEHOLDER
ENGAGEMENT INITIATIVES
When an airport has been accredited for three or more years at Level 3/3+, it may
choose to move from an annual to a three-yearly renewal cycle. In order to do so, the
airport must be able to demonstrate quantified scope 3 emissions reductions as a result
of stakeholder engagement at the airport. The emissions reduction achieved should be
reported as follows:

The airport should provide a description of the emissions reduction initiative, its role
in the initiative and the specific stakeholders involved.

The airport should provide a figure for the scope 3 emissions reduction that has
been achieved against a baseline ‘business as usual’ scenario, i.e. by comparing it
with what would have happened in the absence of the emissions reduction initiative.

Emissions reductions should be reported in tCO2/year or tCO2-e/year and should
be verified.

An emissions improvement metric should be identified (absolute or relative
emissions reductions) (see section 10.2 for further guidance)

The scope 3 emissions reductions must have arisen as a result of an emissions
reduction initiative in which the airport has played a significant role. Section 12.3
contains examples of how an airport may seek achieve emissions reductions from
scope 3 sources.

The airport can choose to provide details of initiatives for any emissions source that
it can guide or influence, and is not limited to the mandatory scope 3 emissions
sources that must be reported at Level 3/3+.
On provision of the information above, the airport’s Accreditation will be valid for 3 years,
however the airport must also continue to provide carbon footprint data to the
Administrator on an annual basis. Failure to do so will lead to the airport’s omission from
the Airport Carbon Accreditation Annual Report for that participation year.
8.8
OTHER GREENHOUSE GASES
Airport Carbon Accreditation focuses only on carbon dioxide (CO2). This is to keep the
carbon accounting simple in the early years of the programme. It is recognised,
however, that there are other greenhouse gases (see the footnote in section 2).
If a participating airport wishes to calculate its footprint to include more than just carbon
dioxide emissions then it should report its overall carbon footprint in terms of tonnes
carbon dioxide equivalent (CO2e).
Airport Carbon Accreditation
Guidance Document
27
9
9.1
Verification provides
confidence and
credibility to the
airport’s claims
Verification of the Carbon Footprint
WHY VERIFY?
Verification of the carbon footprint is a requirement for all levels of Airport Carbon
Accreditation.
The primary aim of verification is to provide confidence to users that the reported
information and associated statements represent a faithful, true, and fair account of a
company’s GHG emissions.
Ensuring transparency and verifiability of the inventory data is crucial for verification.
The more transparent, well controlled and well documented a company’s emissions data
and systems are, the easier it will be to verify.
9.2
Verification is
required by an
independent third
party
VERIFICATION PROCESS
The verification process typically involves the analysis of the methodology, data
collection techniques and the calculation process that was used for developing the
carbon footprint.
The programme requires that an airport’s carbon footprint is formally verified by an
independent third party. This applies to Scope 1 and 2 emissions at Levels 1 or 2 and
Scope 3 emissions at Levels 3 or 3+ although it is accepted that access to the source
documents to verify data for Scope 3 emissions might not be possible, for example
where a third party considers those documents to be commercially sensitive.
At levels 2 and above, an airport must provide supporting evidence for the information
provided in the application form to demonstrate that the carbon management plan (and
at level 3 and above, the stakeholder engagement plan) has been implemented
effectively. Where this evidence is not available in English, the verifier must also confirm
that this has been reviewed in the spaces provided on the Application Assessment
Form.
Airports should note that a third party verifier will charge for verification services in most
cases. These charges are separate to the programme application/participation fees and
will be payable directly to the third party verifier and not to the Administrator. The
Administrator cannot verify a carbon footprint as this would introduce a potential conflict
of interest.
9.3
VERIFICATION SCHEDULE
Airports are required to submit a verified carbon footprint on their initial application, and
every second year subsequently for the level for which they are accredited. Airports
participating at Level 3 or 3+ on a three-year renewal cycle are required to submit
verified data every third year.
If an airport upgrades from one level to another, they must submit a verified carbon
footprint, regardless of whether or not the previous year’s footprint was verified.
Furthermore, an airport entering at or upgrading to Level 2 and beyond shall also have
to verify the chosen base year against which its target is set (at least for Scope 1 and 2
emissions). This is demonstrated in the table below:
Airport Carbon Accreditation
Guidance Document
28
Year
Airport A
Airport B
Airport C
Year 1
Apply Level 1
Apply Level 1
Renew Level 3/3+
Verification required for
Year 0 footprint
Verification required for
Year 0 footprint
Verification required
for Year 0 footprint
Renew Level 1
Upgrade Level 2
No renewal required
Verification not
required for Year 1
footprint
Verification required for
Year 1 footprint as well
as for the chosen base
year (at least for Scope
1 & 2).
Submission of nonverified carbon
footprint data to
Administrator
Renew Level 1
Renew Level 2
No renewal required
Verification required for
Year 2 footprint
Verification
not
required for Year 2
footprint
Submission of nonverified
carbon
footprint
data
to
Administrator
Renew Level 1
Renew Level 2
Renew Level 3/3+
Verification not
required for Year 3
footprint
Verification required for
Year 3 footprint
Verification required
for Year 3 footprint
Year 2
Year 3
Year 4
9.4
APPOINTING A VERIFIER
Your verifier should be competent to review the carbon footprint in line with the minimum
participation requirements listed in section 9.6. Typically, the organisations that have this
capability include:

Verifiers listed on www.airportcarbonaccreditation.org that have previously
conducted the successful verification of an airport’s carbon footprint or participated
in an Airport Carbon Accreditation verifier’s webinar delivered by the Administrator;

Nationally accredited certification bodies;

Reputable environmental consultancy firms;

Reputable accountancy firms;

Organisations that already carry out reporting on the airport’s behalf, such as annual
financial reporting or ISO 14001 / EMAS certification (provided that they have not
been involved in the preparation of the carbon footprint – see section 9.5).
The above organisations should be able to provide you with a quote for undertaking the
verification process. It is recommended that you provide your verifier with details of the
minimum verification requirements in section 9.5 to enable them to provide you with a
suitable and cost-effective service.
As the process must be independent, ACI EUROPE, ACI ASIA-PACIFIC and the
Administrator cannot recommend any single specific organisation that can conduct the
verification. However, if you plan to appoint an organisation and would like to know
whether they are suitable, please contact the Helpline.
Airport Carbon Accreditation
Guidance Document
29
9.5
THE CONCEPT OF MATERIALITY
The concept of “materiality” is essential to understanding the process of verification.
Materiality refers to the concept that individual errors or the aggregation of errors,
omissions and misrepresentations could affect the carbon footprint and influence
decisions made from this information.
Therefore, materiality is used to identify information that, if omitted or mis-stated, would
significantly misrepresent the footprint as a whole and ensure that such material
discrepancies are omitted/minimised.
Acceptable materiality is determined by the verifier based on the agreed level of
assurance. As a rule of thumb, an error is considered to be materially misleading if its
value exceeds 5% of the total inventory for the part of the organisation being verified.
Verification process
should be in
accordance with ISO
14064:3
It is acknowledged that due to data availability, assumptions required to estimate
emissions from some Scope 3 emissions sources, sampling methodologies and varying
data that are not under an airport’s direct control, it may be difficult to determine if values
below the 5% threshold have been achieved. For those emissions sources, the airport
should be able to satisfy the verifier that:

The data available is as accurate as reasonably possible;

The data has been prepared in line with the Scope 3 reporting guidelines contained
in Section 8.5 of this document;

Any assumptions made in calculating the emissions made from those sources are
suitably documented.
9.6
MINIMUM REQUIREMENTS FOR FOOTPRINT VERIFICATION
All participation levels require that airports obtain independent third party verification of
their carbon footprint from a third party that is suitably qualified to perform the
verification.
Verification principles to consider include:
-
Impartiality
-
Competence
-
Factual approach to decision making
-
Openness
-
Confidentiality
The minimum requirements for airport footprint verification and the use of verification
bodies are listed below. The Application Assessment Form contains a section in which
the verifier is required to confirm that these requirements have been fulfilled. The airport
may also wish and is encouraged to submit a brief ‘verification report’ as further
documentary evidence. The verification process should be conducted in accordance with
the requirements of ISO14064:3
Airport Carbon Accreditation

The verifier or verification body should be independent of the airport.

The verifier or verification body should not have assisted in any way with the
development of the carbon footprint as this would constitute a breach of
independence.

The verification report should contain:
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–
A statement verifying that the scope defined by the airport is compliant
with the GHG protocol and the requirements of Airport Carbon
Accreditation.
–
Confirmation that the verifier has concluded under a ‘reasonable level of
assurance’ as defined in ISO14064:3 that the GHG footprint:
− is materially correct;
− is a fair representation of the GHG data and information;
− is prepared in accordance with the requirements of this
programme, GHG protocol and ISO14064:1 (note currently
only reporting on CO2 is required as mandatory for this
programme)
Airport Carbon Accreditation
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An assessment of sources of actual and potential errors, omissions and
misrepresentations and the associated level of risk that they are likely to
give rise to.
–
Confirmation that there is no material discrepancy greater than 5% in
the data or that in the opinion of the verifier, would lead to
misinterpretation of the information provided.
–
Verification of any adjustment calculations that have been provided to
account for new assets or asset divestment.
–
Conclusions on the GHG assertion, including any limitations or
qualifications to the conclusion.

The validation report should be dated within 12 months of submission of the
footprint to the Administrator

A statement detailing the credentials of the verification body – if not already
approved by the programme.

Where applicable, confirmation that claimed scope 3 emissions reductions
from stakeholder engagement activities have been calculated in line with the
programme requirements.
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INFORMATION TO SUPPORT THE FOOTPRINT VERIFICATION
In order to facilitate an efficient and effective verification process it is likely that the
airport would need to supply the verifier with the following information to support the
calculation methodology.










Airport Carbon Accreditation
Information about the company's main activities and GHG emissions
(types of GHG produced, description of activity that causes GHG
emissions)
Information about the company/groups/organization (list of subsidiaries
and their geographic location, ownership structure, financial entities
within the organization)
Details of any changes to the company’s organizational boundaries or
processes during the period, including justification for the effects of
these changes on emissions data
Details of joint venture agreements, outsourcing and contractor
agreements, production sharing agreements, emissions rights and other
legal or contractual documents that determine the organizational and
operational boundaries
Documented procedures for identifying sources of emissions within the
organizational and operational boundaries
Information on other assurance processes to which the systems and
data are subjected (e.g. internal audit, external reviews and
certifications)
Data used for calculating GHG emissions. This might, for example,
include:
– Energy consumption data (invoices, delivery notes, weigh-bridge
tickets, meter readings: electricity, gas pipes, steam, and hot water,
etc.)
– Production data (tonnes of material produced, kWh of electricity
produced, etc.)
– Raw material consumption data for mass balance calculations
(invoices, delivery notes, weighbridge tickets, etc.)
– Emission factors (laboratory analysis etc.).
Description of how GHG emissions data have been calculated:
– Emission factors and other parameters used and their justification
– Assumptions on which estimations are based
– Information on the measurement accuracy of meters and weighbridges (e.g., calibration records), and other measurement
techniques
– Equity share allocations and their alignment with financial reporting
– Documentation on what, if any, GHG sources or activities are
excluded due to, for example, technical or cost reasons.
Information gathering process:
– Description of the procedures and systems used to collect,
document and process GHG emissions data at the facility and
corporate level
– Description of quality control procedures applied (internal audits,
comparison with last year’s data, recalculation by second person,
etc.).
Other information:
– List of (and access to) persons responsible for collecting GHG
emissions data at each site and at the corporate level (name, title, email, and telephone numbers)
– Information on uncertainties, qualitative and if available, quantitative.
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10 Targeting Reductions in Emissions
10.1
INTRODUCTION
Airports at Level 2 and above should:

set a target for emissions reduction; and

demonstrate continuous improvement
in emissions from Scope 1 & 2 sources in order to attain or remain at Level 2 and above.
Airports should decide on the emissions improvement metric – the choice being
Absolute or Relative metrics (see section 10.2 below).
Once an emissions improvement metric has been chosen, an accredited airport at Level
2 and above should also set a target level of emissions which it will work towards. The
target should be a numerical value (tonnes of CO 2 if absolute or tonnes of CO 2/traffic
unit, or similar, if relative) and should have a date associated with it.
For example:
“The target scope 1 & 2 emissions from airport X is 45,000 tonnes of CO2 by
2015, which represents a 10% reduction on 2007 emissions levels.”
The programme strongly encourages airports to publish their emissions reduction
targets. This is becoming increasingly common practice amongst the airport sector and
the wider economy. However, targets set by airports which are advised to the
Administrator when complying with the above requirement to set a target will be held in
confidence. As stated in section 2.5, all data submitted to the Administrator will remain
confidential. It is up to the airport to publish any performance or target data separately.
10.2
ABSOLUTE VS RELATIVE EMISSION IMPROVEMENT METRICS/TARGETS
Both absolute and relative emissions improvement metrics/targets are permitted.
Airports may submit
absolute and/or
relative emission
improvement targets

An absolute metric is a fixed level of emissions per year, expressed as tonnes of
CO2.

A relative metric is expressed as emissions per unit of activity and should be
expressed as tonnes of CO 2 per passenger or tonnes of CO 2 per traffic unit. A traffic
unit is defined as 100kg of cargo or 1 passenger.
The GHG Protocol provides the following commentary on the merits of both types of
target:
Airport Carbon Accreditation
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RELATIVE TARGETS reduce the ratio of emissions relative to a business metric over time
(Example: reduce CO2 by 12 percent per tonne of clinker between 2000 and 2008)
Advantages
• Reflects GHG performance improvements independent of organic growth or decline
• Target base year recalculations for structural changes are usually not required (see step 4)
• May increase the comparability of GHG performance among companies
Disadvantages
• No guarantee that GHG emissions to the atmosphere will be reduced—absolute emissions
may rise even if intensity goes down and output increases
• Companies with diverse operations may find it difficult to define a single common business
metric
• If a monetary variable is used for the business metric, such as dollar of revenue or sales, it
should be recalculated for changes in product prices and product mix, as well as inflation,
adding complexity to the tracking process
ABSOLUTE TARGETS reduce absolute emissions over time (Example: reduce CO2 by 25
percent below 1994 levels by 2010)
Advantages
• Designed to achieve a reduction in a specified quantity of GHGs emitted to the atmosphere
• Environmentally robust as it entails a commitment to reduce GHGs by a specified amount
• Transparently addresses potential stakeholder concerns about the need to manage absolute
emissions
Disadvantages
• Target base year recalculations for significant structural changes to the organization add
complexity to tracking progress over time
• Does not allow comparisons of GHG intensity/efficiency
• Recognizes a company for reducing GHGs by decreasing production or output (organic
decline, see chapter 5)
• May be difficult to achieve if the company grows unexpectedly and growth is linked to GHG
emissions
10.3
EXISTING TARGETS AT AIRPORTS
Airport Carbon Accreditation recognises that airports may have existing targets that do
not relate directly to the carbon footprint reported for Airport Carbon Accreditation
purposes. For example, where airports have already been reporting their carbon
emissions for a number of years (e.g. based on government requirements or Corporate
Social Responsibility reporting), it may be the case that the organisational boundary of
their footprint differs from the minimum requirements for Airport Carbon Accreditation. In
addition, airports may have a series of targets relating to specific emissions sources
within their carbon footprint.
In such cases the targets will generally be accepted by the Administrator as long as
suitable evidence of performance against those targets is available. In recognition of the
unique circumstances at each airport this will be considered on a case-by-case basis.
10.4
USE OF THE THREE-YEAR ROLLING AVERAGE
In addition to setting a target, an airport must demonstrate a reduction in the chosen
emissions metric each year. However, it is recognise that normal patterns of business
mean that emissions fluctuate year-on-year, even where they show a downward trend.
To allow for annual fluctuations the programme requires the emissions performance to
improve in relation to a 3-year rolling average. This works as follows:

Airport Carbon Accreditation
The year being reported is Year 0.
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
The average which Year 0 should be reported against is the arithmetic mean
(average) of Year -1, Year -2 and Year -3.
In the first three years of participation the programme recognises that an airport may not
have complete historical data sufficient to enable it to calculate the full 3-year average.
Therefore, an airport may compare its Year 0 emissions with Year -1 or the average of
Year -1 and Year -2 where it does not have sufficient data to calculate the full 3-year
average. After three years of participation an airport SHOULD compare its Year 0
emissions to the rolling 3-year average.
10.5
Contact Administrator
for assistance
ACCOUNTING FOR GROWTH OR DIVESTMENT
Adjusting the 3 year rolling average and the target is complex. It is strongly suggested
that the airport contact the Administrator for assistance. The following principles will be
applied.
Between the date when a target was set and the date when it is to be achieved it is
possible that an airport will add new assets (e.g. terminals, etc…) and/or divest certain
assets (e.g. baggage handling operations). It is necessary to show the effect of the new
asset or the divestment.
10.5.1
Adjusting the 3-year rolling average
Disposal/Divestment
In the case of a disposal/divestment the airport should re-calculate the footprint for the
past 3 years excluding the emissions from the asset which has been disposed of. These
new historical emissions should be used to calculate the average against which the
current year’s performance will be compared.
New Assets
In the case of an acquisition or new asset the situation is slightly different. For three
years after the new asset is in operation there will not be sufficient data to provide a 3year historical average for that new asset. The programme wishes to see the impact of
the new asset as early as possible. Therefore, from the time that the new asset is added
to the airport’s operations the airport should adopt the principle of section 10.4 above.
As an example:
An airport has had one terminal (T1) for 20 years. In 2012 it opens T2. T1 remains open.
For 2008 the calculation of the 3 year rolling average for T1 is not a problem, the airport
has data for 2007, 2006 and 2005. The same is true for the calculations in 2009, 2010
and 2011. In 2012 it has emissions from T2 and T1, but no historical data for T2.
For 2012, when demonstrating its improvements the airport should report T1 against the
3 year average for T1 (2011, 2010 and 2009).
For 2013 it should compare the performance of T1 + T2 in 2013 against the performance
of T1 + T2 in 2012 only (because it has no more history for T2). If T2 came into
operation part way through 2012 it will not have a full year of data for T2 in 2012 to use
in the calculation. In that case it can use T1 vs. the T1 3 year average in 2013 as well –
but this will be for the last time.
For 2014 the airport should compare the performance of T1 + T2 in 2014 against the
performance of T1 + T2 in 2013 only - i.e. only 1 year of history for the combined
operation.
For 2015 the airport should compare the performance of T1 + T2 in 2014 against the
average performance of T1 + T2 in 2013 and 2014 - i.e. only 2 years of history for the
combined operation.
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From 2016 the airport will be able to compare its performance of T1 + T2 against a full 3
year rolling average again.
10.5.2
Adjusting the target
The longer term target for emissions performance (see section 10.1) will need to be
adjusted to account for the addition or divestment of any major assets.
Disposal/Divestment
For divestments the airport should calculate the emissions from the divested asset for
the most recent full year. The target should be adjusted downwards by a proportion of
the divested emissions, calculated as follows:
Target, set in 2009, is 45,000 tonnes by 2015. Emissions in 2009 were 50,000 tonnes.
An asset is divested in 2012. It emitted 2,000 tonnes in 2011 (the last full year of data).
The emissions reduction that the target was to deliver was 5,000 tonnes from 2009 to
2015 with a baseline of 50,000 tonnes in 2009. In other words, a 10% reduction over 6
years.
By 2011 (the last year of full data for the divested asset) the airport was 2 years into its 6
year reduction period and it should therefore have reduced emissions by 2/6 * 10% =
3.33%. Therefore the programme will expect that, if the airport had kept the asset, it
would have made a further 6.66% reduction in that asset’s emissions by 2015. This
implies that by 2015 the assets emissions would have been 2,000 * (100-6.66)/100 =
1,867 tonnes.
Therefore the airport should adjust its target downwards by 1,867 tonnes from 45,000
tonnes to 43,133 tonnes.
New Assets
When an asset is added the airport should calculate the remaining % reduction from the
date that it is added to the date of the target (as above). This remaining reduction should
be applied to the first full year of emissions for the new asset and the result added to the
long term target figure.
10.6
DELIVERING REAL EMISSIONS REDUCTIONS
There are multitudes of different ways to reduce carbon emissions in a complex
operation such as an airport. Not all will be applicable for all airports and it is not
possible to list them all in the guidance documentation.
Emissions reductions measures broadly fall into two areas:

Do or use less of whatever it is that causes the emissions

Change the technology used to “do” or “deliver” whatever is being used so that
emissions are reduced
An example of the first is to drive fewer miles by planning routes better; or using less
heat by fitting automatic external doors in a cold climate.
An example of the second is to switch from conventional diesel to bio-diesel in a vehicle
fleet; or replace conventional boilers with bio-mass boilers; or fit solar thermal hot water
panels to the roof to deliver hot water at lower emissions.
Airport Carbon Accreditation encourages all types of emissions reduction. Renewable
energy sources contribute emissions reductions in the same way that energy saving
contributes emissions reductions.
Airport Carbon Accreditation
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10.7
RENEWAL WITH AN INCREASE IN EMISSIONS
As detailed in section 6 and section 7, to participate at Level 2 and above airports must
demonstrate an on-going reduction in their Scope 1 and 2 carbon footprint against a
three-year rolling average. However, there may be circumstances beyond an airport’s
control under which an airport cannot readily demonstrate a continuous downward trend
in emissions. In some cases, an airport may have an increase in one year despite an
overall downward trend in emissions.
It is recognised that extreme climatic conditions (e.g. cold winters in the North or hot
summers in the south) or other unpredictable, force majeure or unique factors (e.g.
international sporting events, implementation of complex and costly infrastructure or
other projects) may lead to a temporary stabilisation or increase in emissions.
Therefore, airports are allowed 1 deviation per 4-5 year period from the time of Level 2
or Level 3 participation to the target year, subject to a clear evaluation process, including
submission of detailed evidence, and to the final approval of the Board itself.
An airport contemplating this approach should undertake the following actions:
1.
Contact the Administrator in the first instance, prior to submitting an application.
2.
Assess (if relevant) whether it can calculate temperature corrected figures for any or
its entire infrastructure and can assess the effect of this on performance. Using
established calculation methodologies (for example, those based on the ‘degree
days’ at the airport’s location); the airport must demonstrate which factors (climatic
or other) are responsible for an increase in emissions.
3.
The airport must provide the Administrator with documentary evidence to support
this claim, including a description of how the airport was / would take steps to get
back on track i.e. achieve real and tangible year on year emissions reductions in
future.
4.
The Administrator will then review the material and determine whether there is a
case for a limited deviation.
5.
If so, the Administrator will formulate a recommendation to the Advisory Board, who
would take the final decision.
6.
Depending on the outcome, an airport could appeal the Board’s decision based on
the procedures described in Section 3.4.4.
Note: If in the following year the airport cannot demonstrate a reduction in emissions, it
will not be able to renew its accreditation at Level 2 or above.
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11 Carbon Management – Including
Examples
This section provides GUIDANCE on how to undertake carbon management and what is
recommended. The Application Assessment Form also details more specific
participation requirements.
In summary, airports must demonstrate that the minimum criteria for carbon
management, as detailed in Section 5, have been fulfilled at the airport. This is achieved
through the provision of supplementary documentary evidence where this is available in
English, or confirmation from the airport’s verifier that the relevant documentation has
been reviewed. It is acknowledged that existing management systems may be in place
at airports that address all or some of the requirements for a carbon management plan.
For example, an airport may incorporate the management of some greenhouse gas
emissions sources within an accredited EMAS or ISO 14001 environmental
management system. In such cases, provided suitable documentary evidence is
available within the existing system, this will be sufficient as evidence to demonstrate
that the appropriate management infrastructure is in place. To avoid unnecessary
duplication of this information, it will not be necessary to submit a separate carbon
management plan in these circumstances.
11.1
AN EXAMPLE OF CARBON MANAGEMENT
An effective carbon management plan should contain a number of key elements as
shown in the diagram below, and which are described in more detail in the following
sections:

Management commitment and organisational structure

Energy / Carbon policy

Business case development and prioritisation / cost-benefit analysis

Setting objectives and showing continuous improvement in chosen metrics

Key performance indicators, monitoring and benchmarking

Implementation plans

Training, awareness and communication

Self-assessment / auditing.
An airport may choose to design and implement their management plan as part of a
wider Environmental or Sustainability Management System for example in line with
ISO14001 or EMAS. The terminology and methodologies used in this guidance are
designed to be consistent with these internationally recognised standards. Reference
should also be made to the GHG Protocol definitions and guidance on emission
reductions.
Airport Carbon Accreditation
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Example framework for a carbon management plan
COMMITMENT
INITIAL REVIEW
POLICY
INITIAL
FUNDING &
REINVESTMENT
ENERGY MANAGER
ENERGY TEAM
OPPORTUNITIES FOR IMPROVEMENT
ENERGY PERFORMANCE MATRIX
POTENTIAL IMPROVEMENTS
FUTURE BUDGETING
IDENTIFY KPIs
SET TARGETS
DEVELOP
IMPLEMENTATION
PLANS
OPERATIONAL PROCEDURES
IMPLEMENTATION AND CONTROL
CALCULATION
INTERNAL &
EXTERNAL
TRAINING &
AWARENESS
11.2
MANAGEMENT COMMITMENT AND ORGANISATIONAL STRUCTURE
Senior/Executive management commitment and clear allocation of roles and
responsibilities are essential to the success of any management programme.
Governance considerations for an airport carbon management plan could include:
Airport Carbon Accreditation

Senior management commitment and endorsement articulated through a strong
policy statement (see Section 11.3 below) and sign off of management plans.

Allocation of human and financial resources to development and implementation of
management plans.

Appointment of an Airport Energy/Carbon/Climate Change Manager to lead and
manage the airport’s carbon management plan and in particular to drive crossfunction/departmental coordination.

Establish a cross-airport Energy/Climate Change Team. This team’s role is likely to
involve and affect a wide range of functions at an airport including facilities and
property management, engineers, airside operations, transport/company vehicles,
finance/capital projects. Establishing an energy team early on in the process can
help to:
–
Define the strategic direction for the airport
–
Gain buy-in and input of function specific expertise to the planning
phase
–
Understand operational constraints from the outset.
–
Ensure targets and action plans are realistic and resources can be
allocated appropriately
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
Allocation of activity/function specific roles and responsibilities such as
responsibilities for plant or vehicle maintenance or responsibility for implementing
minimum standards for new build and other capital projects.
11.3
POLICY STATEMENT
Policy commitment to emissions reduction is a requirement for participation at all levels
of Airport Carbon Accreditation. Details are provided in section 8.1.
11.4
BUSINESS CASE DEVELOPMENT AND PRIORITISATION
Gaining senior management buy-in and investment into infrastructure changes and new
technologies requires that a clear business case is developed and options are assessed
for their financial, reputational and regulatory costs and benefits.
Airport footprinting data compiled for Level 1 of the programme can be used to identify
the areas and activities that present the most significant contributions to the airport’s
carbon footprint. Additional information which can help define the financial impact of
carbon emitting facilities or activities could include:

Costs of fuel consumption/purchased electricity for a particular facility.

Costs of maintenance of plant, vehicles or equipment.

Costs of application and compliance with current regulations, environmental permit
applications or statutory codes associated with operating the facility or undertaking
the activity.

Predicted costs of meeting progressively stricter building codes in the future.

A local or national tax such as the UK’s Climate Change Levy or the Danish Carbon
Dioxide Tax.

Trading schemes which may increase the cost of operation or energy/fuel
consumption. For example the EU ETS scheme requires the purchase of emissions
quotas for emissions over and above an installation’s free allocation.

Information on savings made to date from operational changes and infrastructure
changes (e.g. building design).

Identification of energy savings from low cost / quick win initiatives and gains
achieved through building design which could be hypothecated to further energy /
carbon saving investments.
Benefits of investing in energy efficiency and carbon reduction measures go beyond
direct financial returns. Factors that could be taken into account when assessing the
business case for investments include:
Airport Carbon Accreditation

Meeting current and forthcoming regulatory requirements. Meeting requirements
ahead of time can reduce the overall costs of compliance.

Securing the organisation’s ‘license to grow’ by meeting planning authority and
public expectations of good practice.

Demonstrating a commitment to sustainability and corporate responsibility can ease
the pressure presented by external stakeholders.

Increasing the confidence of investors by demonstrating that the organisation is
anticipating and addressing future financial, operational and reputational risks to the
organisation.
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11.5
SETTING OBJECTIVES DEMONSTRATING CONTINUOUS IMPROVEMENT
Participation at Level 2 requires that airports demonstrate continuous improvement in a
chosen metric. The chosen metric should be credible in the eyes of the programme and
external stakeholders. Further guidance on the choice of an emissions improvement
metric for the purpose of participation has been provided in section 10. However,
general considerations for choosing an improvement metric include:

The views of interested parties and stakeholders.

Financial, operational and business requirements and constraints of the airport.

Availability and feasibility of technologies.

Monitoring, tracking and reporting of progress.
11.6
KEY PERFORMANCE INDICATORS, BENCHMARKING AND REPORTING
Key Performance Indicators are parameters which allow the airport to track its
performance and progress towards achieving targets. KPIs can also allow organisations
to benchmark their performance against other organisations or against recognised best
practice. Consideration should be given to:

The mix of absolute and intensity KPIs and the parameters used for intensity based
targets for example:
–
Overall emissions by traffic movement.
–
Office/building emissions by floor area or occupancy.

Accepted good practice.

Whether an airport wishes to benchmark its performance against other airports,
similar organisations or against recognised good practice.
Caution: Benchmarking often results in a distraction from making progress in improving
individual performance. Organisations start with the best intentions of being able to
compare performance between themselves and others in the same sector. However, it
becomes clear that no two organisations are the same – and the same is true of airports
- whether it be different scale, different age, different climate, etc. Unfortunately,
organisations then spend more and more resource trying to normalise results or derive
correction algorithms in an attempt to account for the differences between one facility
and another. That resource would often be much better spent focussing on internal
performance improvement.
11.7
IMPLEMENTATION PLANS
Implementation plans are required to detail the means by which the airports will achieve
its reduction in emissions.
Key considerations for an airport when identifying and assessing options of emission
reduction measures are:
Airport Carbon Accreditation

The scope for building non-financial outcomes into cost-benefits analysis such as
the strategic importance of climate change as an issue on the airport’s license to
operate/grow or the options for extending payback periods for certain investments.

Constraints of geographical location and local conditions.

Climate influence on energy demand e.g. on heating / cooling.
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
Availability of fuels for plant and vehicles.

Costs and availability of technologies and skill sets.

The current and likely future requirements of planning authorities.

Existing codes of practice and future requirements.
Carbon management measures might include:

Energy demand reduction – through audit, measurement, management, automated
meter reading (AMR), automated monitoring & targeting (AM&T), well set and
effective control.

Clean energy supply – combined heat & power, renewable energy sources (on site
or off site).

Low energy design – standards for refurbishment and new build, compulsory
inclusion of carbon reduction studies in all new projects.

Commuting, travel plans, provision of transport links for staff, passengers and
members of the public.

Options for alternative fuel airport vehicles.

Staff communications and engagement plans.

Equal or preferential appraisal for carbon-reducing investment projects.

Programme to examine and reduce supply-chain-related emissions.

Programme for partner engagement to reduce partner-related emissions (airlines,
ground agents, retail, air traffic control, etc…). This will be a requirement for
participation at Level 3.
11.8
COMMUNICATION, AWARENESS AND TRAINING
The success of any management plan is highly dependent on the competencies and
participation of staff and other stakeholders. Airports should consider the training and
information requirements for staff with a strategic or operational influence over energy
use and emissions. When assessing training and information needs, an airport could
consider:
Airport Carbon Accreditation

The level of understanding of the business risks presented by climate change and
failure to implement effective carbon management plans on the part of senior
managers, budget holders and decision and policy makers.

Job specific knowledge and skills required by those whose activities have a direct
impact on the airport’s carbon footprint such as:
–
Capital investment and design teams - knowledge of current and future
legal requirements and building codes, good practice and new design
techniques and technologies.
–
Facilities/property managers and engineers - knowledge of effective
plant management, consumption management techniques.

The need for a general level of awareness of the airport’s progress and any specific
behavioural changes required on the part of users of energy consuming equipment
and facilities. For example, a campaign to reduce vehicle idling time.

External reporting requirements and protocols.

Communication and provision of training to third parties and business partners.
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Participation at Level 3 requires that airports develop and submit a Stakeholder
engagement plan. Further guidance on this is provided in section 12.
11.9
SELF ASSESSMENT AND AUDITING
Auditing and self-assessment can help an organisation keep track of progress and can
identify new areas for improvements or where desired outcomes are not being met.
Considerations for an effective audit and assessment programme include:

Processes for assessing current performance and prioritising actions and
improvement areas. This could be undertaken using a Carbon Management Matrix
(“Matrix”) which can provide an insight into the effectiveness of carbon management
plans and can identify areas where further work is required. An example is detailed
below.

Opportunities to undertake specialised energy / carbon studies to interrogate issues
in great detail and accuracy (e.g. such as life-cycle assessment, carbon profiles or
plant energy efficiency studies). This could be particularly beneficial on building
design / infrastructure projects. Some jurisdictions offer government funded energy /
carbon audits to organisations that fulfil certain criteria. This could be applicable to
the airport company and / or some of its business partners.

Provision of training to key departments, project managers and third parties to
develop internal skills in self-assessment and auditing.

Integrating aspects of energy and carbon assessments and auditing, particularly
elements relating to behavioural and operational process changes, into existing
airport audit and inspection arrangements (thereby reducing the need for additional
assessment frameworks).
11.10
CARBON MANAGEMENT MATRIX
The Carbon Management Matrix described below can be used to assess the current
level of performance in key management areas; policy & systems; organisation; training;
performance measurement; communication; and investment. It is not a requirement as
part of the programme that this matrix is complete, however it allows performance in
each area to be rated by selecting the level which best represents your performance
(Level 0 (lowest), to 4 (highest level)). There are a number of advantages to this
approach:

It can provide a performance framework in which poorly performing elements of the
management plan or business can be identified, prioritised and management goals
set and tracked.

It can help to focus budgeting and management priorities.

It allows for year on year comparison of management performance and
benchmarking between areas of the business.

It could be used to assess the performance of business partners and to set
minimum requirements for contractors.
The matrix is supported by some key questions to pose to gather information to support
the rated level chosen.
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Level
4
MANAGEMENT LEVEL
3
Airport Carbon Accreditation
POLICY AND
PERFORMANCE
SYSTEMS
ORGANISATION
TRAINING
COMMUNICATION
INVESTMENT
Carbon policy
action plan and
regular review
have active
commitment of
top management
Formal policy but
not active
commitment from
top
Fully integrated into
management structure
with clear accountability
for energy consumption
Appropriate and
comprehensive staff
training tailored to
identified needs, with
evaluation
Comprehensive
performance
measurement against
targets with effective
management reporting
Extensive communication
of energy issues within
and outside organisation
Resources routinely
committed to
energy efficiency in
support of business
objectives
Clear line management
accountability for
consumption and
responsibility for
improvement
Some delegation of
responsibility but line
management and
authority unclear
Informal mainly focused
on energy supply
Energy training
targeted at major
users following
training needs
analysis
Ad-hoc internal
training for selected
people as required
Weekly performance
measurement for each
process, unit or building
Regular staff briefings,
performance reporting and
energy promotion
Same appraisal
criteria used as for
other cost reduction
projects
Monthly monitoring by
fuel type
Technical staff
occasionally attend
specialist courses
Invoice checking only
Some use of company
communication
mechanisms to promote
energy efficiency
Ad-hoc informal contacts
used to promote energy
efficiency
Low or medium
cost measures
considered if short
payback period
Only low or no-cost
measures taken
No delegation of
responsibility for
managing energy
No carbon related
staff training
provided
No measurement of
energy costs or
consumption
No communication or
promotion of energy
issues
No investment in
improving energy
efficiency
2
Un-adopted policy
1
Unwritten set of
guidelines
0
No explicit carbon
policy
MEASUREMENT
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Component
Policy & systems
Organisation
Training
Performance
measurement
Key Questions






Is there a formal energy / environmental policy?
Is there a formal energy / environmental management system
What role does top management play?
Is there a person or department responsible for energy / environmental management?
Is there an official committee that deals with energy / environmental issues?
What role does top management play?




Is there training for staff on energy / environmental management and conservation?
Who is trained, what the training is about, who gives the training?
What energy / environmental data are collected?
How are data collected (from supplier invoices meters or measured by the company) and at what level (at plant
level or for each department / production process also) and how often (daily, monthly, quarterly, annually)?
What information is reported to top management (how, by whom and how often, e.g. Monthly Management Report,
and what does management do with this information (e.g. set targets, determine future energy consumption, give
feedback to departments)?
Is there awareness-raising for staff on energy / environmental management and conservation?
How awareness is raised, what the awareness is about, for which staff, who does the awareness raising?
Is there marketing of the importance and results of energy and environmental management outside the
organization?
Are staff briefing used to education and communicate energy and carbon information and issues?
How is staff motivated to come up with new ideas for energy / environmental improvements? (what type of
communication like meetings, newsletters, notice boards; who communicates with staff; which staff are covered)
Does the company give rewards or recognise staff for good ideas?
What role does top management play?
What is the process for evaluating and approving projects?
What criteria are used for the evaluation of any projects (e.g. impact on safety, labour and product quality,
investment costs, savings, payback period, ease of implementation etc.)? Are energy and greenhouse gas
emissions considered in all project evaluations?
What are the minimum criteria that a project (including an energy project) should meet? (ask maximum investment,
maximum payback period e.g. 2 years, so that you know if you can look at all options later, or maybe just as low
cost options with a short payback period)
Have there been projects that were not implemented?




Communication






Investment.


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12 Engaging Stakeholders
An airport should
show how it engages
with other
stakeholders to
encourage
cooperation in
emissions reduction
activities
As part of the Level 3 requirements, participants are required to demonstrate how it
engages with stakeholders to encourage the sharing of best practice and co-operation in
the delivery of emissions reduction programmes.
This section provides guidance on how to engage stakeholders and what is
recommended. The Application Assessment Form details more specific participation
requirements.
An airport is not expected to show that it is delivering emissions reductions from third
party (stakeholder) sources. Airport Carbon Accreditation accepts that an airport can
guide and influence but cannot control a stakeholder’s operations. At Level 3 the airport
should demonstrate that it has ongoing dialogue and facilitates cooperation between
stakeholders with the aim of reducing emissions from those major stakeholder
operations.
Airport Carbon Accreditation does not wish to see additional management committees
and meetings established specifically for stakeholder engagement unless absolutely
necessary. It should be stressed that in many cases there are existing weekly, monthly
or quarterly meetings between the airport and groups of third-party operators (baggage
handling companies, retailer, airlines, etc.) at which a new agenda item could be
discussed – “emissions reduction efforts”.
In the case of stakeholder engagement the airport will be judged on whether it is making
the effort and not on whether the outcome is “acceptable”.
When considering Stakeholder Engagement for participation at Level 3 an airport should
ensure that, as a minimum, the following requirements are met:

Identification and categorisation as far as possible of stakeholders the airport can
guide and those it can influence.

Allocation of clear roles and responsibilities for engaging and facilitating
partnerships with key stakeholders

Details of communications and training provided to third parties.

A clear implementation plan of the intended approach to engaging with stakeholders
including proposed actions and timings.
12.1 IDENTIFICATION OF STAKEHOLDERS
An airport should consider a number of key factors in order to develop a structured
approach to planning stakeholder activities including:

Airport Carbon Accreditation
The sources of Scope 3 emissions on the airport which could include:
–
Aircraft: LTO cycle and all aircraft ground operations.
–
Surface (passenger) access
–
Staff business travel and commuting
–
Waste management
–
Partner owned vehicles – airside transit, company cars
–
Purchased energy for partner consumption
–
On-site combustion in partner systems – boilers, generators, fire
exercises
Guidance Document
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–
Aircraft emissions beyond the LTO cycle
–
Commuting and business travel undertaken by other airport workers

The key stakeholders who are responsible for the majority of the airport’s scope 3
emission, including: passengers, local transport operators, planners and decision
makers, staff, tenants, retailers, cargo operators, airlines and handling companies,
contractors.

The aim and envisaged outcomes of any engagement activities and whether the
airport could guide (work in partnership with) or influence particular stakeholders.
Figure 1 shows how expected outcomes are related to the concept of guide and
influence.

Roles
and
responsibilities
within
the
airport
leading/coordinating/championing engagement in each case.

Key communication channels and existing working partnerships.
company
for
Figure 1: Aims of stakeholder engagement
Influence
12.2
Guide
EXAMPLE OF A STAKEHOLDER ENGAGEMENT PLAN
The following table shows an example approach to stakeholder engagement that an
airport may wish to take. By adopting a systematic approach similar to this, it is possible
to:

Identify stakeholders and prioritise them in the context of reducing carbon dioxide
emissions

Identify the most suitable ways to engage with different stakeholder groups

Set timescales for stakeholder engagement programmes and the management of
any actions that are set as a result of those programmes
Stake- Assessment of stakeholder
holder
Key issues, How
How will
concerns,
should they be
perspective we
affected?
support
them?
Airport Carbon Accreditation
Implementation Plan
How
Key
influential
messages
is this
stakeholder?
How will
the airport
engage
them?
Media
type?
When will
the airport
engage
them?
Review
date?
Who is
responsible?
Internal?
External?
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12.3
IMPROVING STAKEHOLDER ENGAGEMENT
When developing stakeholder engagement an airport could consider:
An airport should
consider key
messages to be
communicated
Airport Carbon Accreditation

Awareness and behavioural change campaigns to raise the profile of energy
efficiency and low carbon practices across the airport community.
This could
include campaigns encouraging specific behaviours such as vehicle switch off /
reduced idling time campaigns.

Formal airport wide schemes to encourage and facilitate take up of specific personal
or operational practices or choice of equipment or vehicles. For example car sharing
programme, clean vehicle schemes and waste minimisation and recovery
programmes.

Working with key business partners to ensure that they understand airport policy
and goals and objectives and can support implementation. For example through
tenant forums, airside operator groups or consultative committees.

Implementing a Collaborative
operational stakeholders2

Working with airport planners and third parties to ensure that airport’s infrastructure
plans reflect and implement the airport’s carbon reduction goals and can facilitate
reductions in the emissions from significant third parties. For example working with
airlines to reduce ground running and taxiing times.

Providing training to third parties on energy efficiency and carbon management
techniques.

Setting minimum performance standards for example for building / retail unit
refurbishment, operational practices and vehicle fleets.

Using incentives and cost structures to encourage good practice and use of efficient
vehicles. For example differential charging for aircrafts with lower / higher emissions.

Building-in carbon / energy considerations into existing third party lease / contractual
conditions and or incorporating checks on performance and implementation in
airport auditing processes.

Forming strategic partnerships with key airport operators e.g. airlines or contractors
to collaborate on investment projects and opportunities.

There are a number of different media which should be employed to engage
stakeholders. The channels of communication will be determined by availability,
practicality, cost and appropriateness

Communicating the RIGHT message at the RIGHT time to the RIGHT people will be
critical to ensure that the required level of engagement is achieved
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Management
programme
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48
13 Offsetting
13.1 DETERMINING THE EMISSIONS TO BE OFFSET
Airport Carbon Accreditation requires, at Level 3+, that an airport has achieved “carbon
neutrality” for the activities within its direct control (i.e. scope 1 and scope 2 emission
sources, plus Scope 3 staff business travel emissions). This will require that the airport
offset residual emissions through purchase offsets the purchase or generation of carbon
credits or offsets to achieve carbon neutrality as defined by the programme. The types of
offsets that are permissible are detailed in Section 13.7.
Airport Carbon Accreditation considers that all Scope 1 and Scope 2 emissions are
under close enough control or guidance from the airport itself that the airport should be
responsible for offsetting these emissions in order to achieve carbon neutrality.
Airports only need to
offset residual scope
1 and 2 emissions
Equally, Scope 3 emissions, except those from staff business travel, are generally not
under close control or guidance from the airport and the airport should therefore NOT be
responsible for offsetting these emissions.
13.2 CONSIDERATION OF OTHER EMISSIONS CONTROL PROGRAMMES
Within Europe the EU Emissions Trading Scheme (ETS) controls the emissions from
large scale combustion plants (e.g. on site CHP or large scale boiler plant) through a
cap-and-trade emissions trading scheme. However, the current implementation of the
EU ETS provides free allowances to participants, which are expected to cover most if
not all emissions from the facility.
For the purposes of calculating the requirement for offsetting in Airport Carbon
Accreditation, emissions allowances that have been allocated to an airport or a
contracted airport facility operator free of charge will not be considered as “neutralising”
any of the airport’s carbon footprint.
13.3 CALCULATING RESIDUAL EMISSIONS
The calculation of residual emissions for the purposes of offsetting is therefore very
simple:
Emissions allowances that have been
Residual
emissions to be
offset
=
Total Scope 1 and
Scope 2 emissions
-
purchased to cover any of the Scope 1 and
Scope 2 emissions. (free allowance allocations
may not be included)
13.4
PERMISSIBLE OFFSETS
Airport Carbon Accreditation has been designed to give participant airports significant
flexibility in deciding how they should offset their emissions in order to achieve carbon
neutrality. However, the programme also recognises that the practice of offsetting is
subject to scrutiny by a variety of stakeholders and that the offsets being used should be
robust and verifiable. The offsets purchased should also pass a test of additionality,
section 13.5 refers.
13.5 ADDITIONALITY
Carbon offsets arise because an organisation or individual undertakes work that reduces
the level of carbon emissions at an activity or facility from the level that would have
Airport Carbon Accreditation
Guidance Document
49
otherwise been the case had the work not been undertaken, i.e. will lead to emissions
reductions when compared to “business as usual”. The additionality test is that without
the funding from the purchase of those offsets the work would not have been undertaken
and the emissions reduction would not have been realised, as detailed below.
Testing for additionality
The Executive Board of the UNFCCC has developed a toolkit to help project developers
assess projects’ additionality. Published as the ‘CDM tool for the demonstration and
assessment of additionality’, this has been widely used in the CDM market and is a robust
process to test additionality for emissions reduction projects. Under the CDM tool, a project is
additional if it meets the following criteria:

It is not required by current regulation

It is not common practice (ie technology or practice has not diffused in the relevant sector
or region where the project is carried out); and/or

It faces economic, investment or technological barriers that would prevent the
implementation of the project. Examples of economic barriers could be an inability to
meet IRR, NPV or payback criteria; investment barriers include a lack of access to debt
funding or to capital markets due to real or perceived risks associated with the project;
and technological barriers include lack of labour resources needed to operate and
maintain the technology or a lack of infrastructure needed to implement projects in the
country or region
13.6 CARBON OFFSET INSTRUMENTS
Carbon offset instruments are the currency generated from offset projects normally
measured in tonnes of CO 2 (teCO2). To generate offsets, projects should demonstrate
“additionality”, as detailed above. Offsets subsidise projects that reduce emissions and
their value is linked to the difference in cost between the business as usual project (such
as a coal power station) versus the lower-carbon project (such as a wind farm).
Instruments may be traded with other participants in compulsory or voluntary ETSs. A
selection of carbon offsets from a variety of markets and trading schemes are given
below and the offsets considered acceptable for Airport Carbon Accreditation are
described in Section 13.7.
13.6.1 Certified Emission Reductions (CERs) and Emissions Reduction Units
(ERUs)
CERs and ERUs are compliance instruments generated from projects governed by rules
for baselines, additionality, monitoring, reporting, verification and certification. They are
generated from CDM and JI projects and can be traded through compliance ETS’s, such
as the European Emission Trading Scheme. Projects are governed by an independent
Executive Board of the UNFCCC.
Gold Standard projects, developed by a group of NGOs led by the WWF, are those
identified as having strong focus on sustainable development and exclude forestry
projects. These projects are endorsed by a number of NGO’s.
13.6.2
Proprietary Verified Emission Reductions (VERs)
VERs are carbon credits generated from projects not certified by a governing body.
VERs are typically verified by a third party and are offered widely by NGO’s and other
carbon offset programs.
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13.6.3
Carbon Financial Instrument (CFI)
CFI is a generic term for emission credits available through voluntary emissions trading
schemes, such as the Chicago Climate Exchange (CCX). CFI’s are not considered to
be valid with compliance schemes.
13.6.4
European Union Allowance (EUA)
EUAs are emission credits generated from corporate emissions reductions that can be
purchased through the European ETS. Similar allowances can be purchased through
other ETS schemes operating in countries that have ratified the Kyoto Protocol including
ETS’s in Norway, the UK and Japan.
13.6.5
Renewable Energy Credits (RECs)
RECs are US transferable certificates or credits indicating generation of a particular
quantity of energy from a Renewable Energy Facility.
New carbon offset instruments continue to be introduced as new emissions trading
schemes are developed.
13.7 PERMISSABLE OFFSETS FOR THE AIRPORT
Use internationally
recognised offsets
where possible
13.7.1
Use of Internationally Recognised Offsets
Airport Carbon Accreditation permits the use of the following internationally recognised
offset instruments.

CERs

ERUs

VERs

EUAs
13.7.2
Use of Bespoke Project Offsets
In addition, airports may choose to directly fund projects locally or internationally that
give rise to a carbon benefit. If an airport plans to use the carbon benefit generated by a
directly funded project the airport should contact the Administrator to confirm that the
offsets will be allowable under the programme rules. The Administrator will expect to see
proof of additionality as well as the submission of a robust methodology for the
calculation of the benefit (carbon reduction) that the proposed project delivers.
If an airport wishes to use project-based offsets it should also be able to demonstrate
that the carbon reduction benefit from the project is not also being accounted for
elsewhere in any carbon trading scheme, thereby avoiding the issue of “doublecounting”. In other words, the same project should not also be registered as a CDM or JI
project (for example) where those CDM or JI offsets are being traded elsewhere, outside
of Airport Carbon Accreditation.
13.8 TYPES OF CARBON OFFSET PROJECT
There are numerous different types of project within each instrument available for carbon
offsetting. Each project type has its own cost/benefit profile. These are summarized in
Table 1 below and additional characteristics of offset project are outlined in Table 2.
Good quality offset projects are characterised by:
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
Verification – offset is verified by an accredited third party according to a standard or
protocol

Additionality – reductions are demonstrable when compared to business as usual

Leakages – take into account negative impacts beyond the project boundary

Impermanency – reductions are maintained over time

Double Counting – avoid offsets being counted more than once.
In considering offsetting, airports should evaluate projects against the criteria outlined
above. Impermanency is a particularly critical issue for biological sinks and forestation
projects which have been widely debated by the scientific community and criticised in
the media.
It is recommended that airports avoid forestation projects until widely
accepted standards have been developed.
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Examples of offset projects; pros and cons (reproduced from The Carbon Trust
three stage approach to developing a robust offsetting strategy (Nov 2006).
Project
Type
Category
Example
Pros
Cons
Renewable
energy
Hydro
Biomass
Wind
Solar
Photovoltaic
Easier to prove
additionality;
technology transfer
benefits (to
developing country);
long-term benefits
Energy
efficiency
Low energy lighting
Industrial energy
efficiency
Technology transfer
benefits (to
developing country);
long-term benefits
Complex projects;
delivery of credits could,
for example, be affected
by delays in making
project operational,
difficulties in
establishing baseline, or
changing baseline
conditions
Complex projects;
delivery of credits could,
for example, be affected
by difficulty in
establishing baselines
or concerns over
additionality
Gas recovery
or destruction
Methane recovery
from landfill
Destruction of byproject (HFC23)
from refrigerant
production
Oil/ diesel/ fuel oil
to natural gas
Liquid petroleum
gas to biomass
briquettes
Simple projects,
proven technologies
Concerns over
additionality
Simple projects,
proven technologies
Concerns over
additionality
Technology transfer
benefits (to
developing country);
long-term benefits
Methodological
accounting issues yet to
be resolved, concerns
over long-term
environmental impact;
early stage technology
Additional socioeconomic and
environmental
benefits; reverses
contribution of
approximately 20% of
anthropogenic
greenhouse gas
emissions caused by
land use change and
forestry; viable way
for least developed
countries to
participate in climate
change mitigation and
bring sustainable
development benefits
to those countries
Permanence issues (not
able to guarantee CO2
capture over time);
accounting and
methodological issues;
negative secondary
effects (leakages); seen
by some as distraction
from real problem
(world’s fossil fuelbased energy systems);
credits granted on
predicted CO2
absorption level rather
than actual absorption
levels
Fuel Switching
Carbon
Capture and
Storage
Biological
sinks
Airport Carbon Accreditation
Reforestation of
land previously
forested
Avoided
deforestation
Guidance Document
53
Additional characteristics of offset project (reproduced from The Carbon Trust
three stage approach to developing a robust offsetting strategy (Nov 2006).
Standards
Category
Pros
Cons
CDM / JI
Robust/reliable standards,
broad acceptance as good
quality credits
Voluntary Gold
Standard
Robust standard for small
scale projects; aligned with
CDM standards; strong
focus on sustainable
development component of
project; good acceptance by
stakeholders
Robust standard aligned
with CDM rules; strong
backup from international
organisations (IETA, WEF)
Robust standard, use
methodologies developed
by the Intergovernmental
Panel on Climate Change
(IPCC); strong stakeholder
backup
Robust standard, seven
years of field work
experience
In general, generates
cheaper credits
Difficult to buy compliance
credits for voluntary
purposes (depending on
volume); price could be
high
No track record (standard
just launched in May
2006); prices expected to
be high
Voluntary Carbon
Standard
Climate Community
and Biodiversity
standards
Plan Vivo
Proprietary VERs
Project Location
Developing Country
Developed country
outside Kyoto
Additional benefits
Aggregation
Developed country
inside Kyoto
Conservation
Social
Technology transfer
Credits from project
portfolio
Credits from
individual project
Guarantees
Airport Carbon Accreditation
Against no-delivery,
permanence etc
Easier to prove additionality;
sustainable development
benefits
Cheaper credits, lower
country risk
Promotion of reductions in
home country
Buyers can be associated
with particular projects that
brings sustainable
development benefits,
improving the Corporate
Social Responsibility (CSR)
position of the organisation
and providing positive
Public Relations (PR)
Cheaper credits; minimises
risk of underperforming
(non-delivery,
impermanency)
Credits can be associated
with a particular project (can
provide positive PR and
improved CSR position);
customisable
Cover against uncertainties;
provides insurance for
biological sink projects
No track record (still under
development, expected in
December 2006)
Credit prices generated
under CCB expected to be
high
Small number of projects
developed under this
standard
More difficult to assess;
weak standard can put
credit buyer’s reputation at
risk; not always accredited
third party verification or
auditing
Country risk, non-delivery
Credibility concerns;
subsidising free-riding from
countries benefiting from
carbon market but without
themselves making
commitments to reduce
their emissions under a
legally binding framework
Additionality concerns
Credits usually more
expensive; exposure to
additional reputational risks
if social component of
project goes wrong
Credit cannot be
associated to individual
project; credit’s credibility
could be affected by any
individual project in
portfolio (higher probability
of reputational risks); noncustomisable
Expect higher credit prices;
higher exposure to
underperformance and
credibility risks
Expect higher credit prices
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54
Appendix A
Glossary
Scope 1: Direct GHG
Emissions from all airport-owned plant and equipment including
Emissions:
airport owned vehicles and generation of electricity, heat and steam
in airport-owned or leased plant. This includes electricity, heat and
steam exported or distributed to other users. The emissions from
such exported energy may be reported separately if it is metered but
it shall not be deducted from the total direct emissions. Emissions
from leased equipment which is operated by or on behalf of the
airport shall be included in Scope 1 emissions.
Scope 2: Electricity indirect GHG
Emissions arising from the generation of purchased electricity as well
emissions
as purchased heat or steam consumed by the organisation.
Emissions from the generation of purchased electricity, heat or steam
which is subsequently resold to third parties may be netted off from
Scope 2 emissions calculation if it is metered.
Scope 3: Other indirect GHG
Emissions from facilities and activities up and down the value chain:
emissions
extraction/production of purchased materials, transportation of
purchased fuels, use of products/services sold by the organisation,
waste disposal. Significant Scope 3 GHG emissions on an airport
include emissions from the LTO cycle and surface access (staff and
passenger travel).
Control:
An airport can take action to directly reduce emissions relating to
activities over which it has either operational or financial control. This
could be achieved through changes to infrastructure, investments in
new technologies, changes to management or operational processes
or changes in user behaviour. These are generally scope 1 and 2
emissions
Guide:
These are activities undertaken by a third party but which are central
to the airport’s operation.
Although activities are not directly
manageable by the airport company, airports could be expected to
guide these activities by working in partnership with, and steering,
business partners to change operational practices and/or undertake
joint measures.
For example, an airport could work with airlines to
provide the relevant physical and operational infrastructure to reduce
taxiing times or could guide the waste management contractor to
reduce landfill emissions through robust contractual arrangements
and incentives.
Influence:
These activities are undertaken independently by a third party and
not directly manageable by the airport. Therefore, an airport can only
influence that organisation to adopt emission reduction measures.
This could include emissions from airport buildings owned or
controlled by third parties or emissions from third party owned and
operated vehicles.
Verification
The process of independent third party checking of a carbon footprint
calculation and statement by the third party that the results are
accurate.
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Appendix B
Common Emissions Factors
LIQUID & GASEOUS FUELS
For liquid fuels the emissions factors are per LITRE of fuel - so you should convert all fuel quantities into LITRES if you
wish to use these emissions factors. To convert a tonne of fuel into litres you should find the DENSITY (kg/litre or
tonne/m3) and use one of the following formulae:
Tonnes to litres:
tonnes
tonnes
 1,000
 1,000 or
density kg / litre 
density tonnes / m 3 
Kg to litres:
kg
kg
or
density kg / litre 
density tonnes / m 3 
Emissions factors for common fuels
Derived from GHG Protocol worksheets
Fuel
Emissions factor
Motor Gasoline
2.2717926
kg CO2/litre
Aviation Gasoline
2.202758433
kg CO2/litre
Jet Kerosene
2.4909885
kg CO2/litre
Other Kerosene
2.518208
kg CO2/litre
Gas/Diesel oil
2.675288
kg CO2/litre
LPG
1.6108488
kg CO2/litre
Natural Gas
0.20196
kg CO2/kWh
These factors are based on Net Calorific/Heating Value and the data in the GHG Protocol Stationary Combustion
Worksheet Version 3. If any of the above fuels are being burnt in a Condensing boiler they will be INCORRECT
because the calculation in this case should use the Gross Calorific Value.
EMISSIONS FACTORS FOR GRID ELECTRICITY
Your country’s environmental regulator, ministry or equivalent may publish emissions factors for grid electricity that are
more up-to-date (and therefore accurate) than the emissions factors published in the GHG protocol. Airports should
use the most accurate figure possible to calculate their emissions from electricity consumption.
From GHG Protocol worksheet using 2008 energy mix
Country
Emissions Factor
Albania
13.8455
g CO2/kWh
Algeria
596.4572
g CO2/kWh
Angola
37.5851
g CO2/kWh
Argentina
365.9994
g CO2/kWh
Armenia
164.6095
g CO2/kWh
Australia
883.306
g CO2/kWh
Austria
182.756
g CO2/kWh
Azerbaijan
416.4636
g CO2/kWh
Bahrain
650.7411
g CO2/kWh
Bangladesh
573.7064
g CO2/kWh
Belarus
303.3955
g CO2/kWh
Belgium
248.975
g CO2/kWh
Benin
696.8456
g CO2/kWh
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Bolivia
497.0934
g CO2/kWh
Bosnia and Herzegovina
928.2924
g CO2/kWh
Botswana
1789.1616
g CO2/kWh
Brazil
88.854
g CO2/kWh
Brunei Darussalam
754.5034
g CO2/kWh
Bulgaria
488.8623
g CO2/kWh
Cambodia
1159.7317
g CO2/kWh
Cameroon
230.2538
g CO2/kWh
Canada
180.58
g CO2/kWh
Chile
411.5191
g CO2/kWh
China (including Hong Kong)-IEA
744.9504
g CO2/kWh
China (mainland)
744.8369
g CO2/kWh
Taiwan, China
650.2443
g CO2/kWh
Colombia
107.0157
g CO2/kWh
Congo
107.5293
g CO2/kWh
Costa Rica
63.4452
g CO2/kWh
Côte d'Ivoire
448.8374
g CO2/kWh
Croatia
341.4155
g CO2/kWh
Cuba
913.4552
g CO2/kWh
Cyprus
758.6603
g CO2/kWh
Czech Republic
543.894
g CO2/kWh
Dem. People's Republic of Korea
481.3564
g CO2/kWh
Democratic Republic of Congo
3.8943
g CO2/kWh
Denmark
307.755
g CO2/kWh
Dominican Republic
626.4611
g CO2/kWh
Ecuador
261.9708
g CO2/kWh
Egypt
459.7638
g CO2/kWh
El Salvador
252.1738
g CO2/kWh
Eritrea
669.1777
g CO2/kWh
Estonia
751.8614
g CO2/kWh
Ethiopia
118.5277
g CO2/kWh
Finland
187.118
g CO2/kWh
France
82.717
g CO2/kWh
FYR of Macedonia
786.4156
g CO2/kWh
Gabon
401.1059
g CO2/kWh
Georgia
80.7383
g CO2/kWh
Germany
441.181
g CO2/kWh
Ghana
214.3357
g CO2/kWh
Gibraltar
756.7048
g CO2/kWh
Greece
731.218
g CO2/kWh
Guatemala
335.7278
g CO2/kWh
Haiti
480.4733
g CO2/kWh
Honduras
409.2977
g CO2/kWh
Hong Kong, China
757.4229
g CO2/kWh
Hungary
330.842
g CO2/kWh
Iceland
0.749
g CO2/kWh
India
968.2265
g CO2/kWh
Indonesia
726.138
g CO2/kWh
Iraq
812.045
g CO2/kWh
Ireland
486.205
g CO2/kWh
Islamic Republic of Iran
581.6609
g CO2/kWh
Israel
693.2951
g CO2/kWh
Italy
398.464
g CO2/kWh
Jamaica
784.6682
g CO2/kWh
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Japan
436.453
g CO2/kWh
Jordan
588.9758
g CO2/kWh
Kazakhstan
438.8794
g CO2/kWh
Kenya
328.5304
g CO2/kWh
Korea
459.235
g CO2/kWh
Kuwait
613.6518
g CO2/kWh
Kyrgyzstan
93.7565
g CO2/kWh
Latvia
162.2356
g CO2/kWh
Lebanon
705.2286
g CO2/kWh
Libyan Arab Jamahiriya
885.374
g CO2/kWh
Lithuania
114.4369
g CO2/kWh
Luxembourg
314.782
g CO2/kWh
Malaysia
655.9169
g CO2/kWh
Malta
848.708
g CO2/kWh
Mexico
439.963
g CO2/kWh
Mongolia
539.2671
g CO2/kWh
Morocco
717.8061
g CO2/kWh
0.3984
g CO2/kWh
Myanmar
285.2407
g CO2/kWh
Namibia
Mozambique
423.8569
g CO2/kWh
Nepal
3.3067
g CO2/kWh
Netherlands
392.079
g CO2/kWh
Netherlands Antilles
706.5435
g CO2/kWh
New Zealand
213.515
g CO2/kWh
Nicaragua
477.2342
g CO2/kWh
Nigeria
403.4043
g CO2/kWh
Norway
5.238
g CO2/kWh
Oman
857.6931
g CO2/kWh
Pakistan
451.1194
g CO2/kWh
Panama
273.2275
g CO2/kWh
Paraguay
0
g CO2/kWh
Peru
225.0121
g CO2/kWh
Philippines
486.7668
g CO2/kWh
Poland
653.44
g CO2/kWh
Portugal
383.544
g CO2/kWh
Qatar
533.875
g CO2/kWh
Republic of Moldova
467.6805
g CO2/kWh
Romania
416.6456
g CO2/kWh
Russian Federation
325.5125
g CO2/kWh
Saudi Arabia
754.1919
g CO2/kWh
Senegal
562.5632
g CO2/kWh
Serbia
670.8746
g CO2/kWh
Singapore
531.0437
g CO2/kWh
Slovak Republic
217.154
g CO2/kWh
Slovenia
328.8321
g CO2/kWh
South Africa
834.9481
g CO2/kWh
Spain
325.878
g CO2/kWh
Sri Lanka
420.4963
g CO2/kWh
Sudan
609.0862
g CO2/kWh
Sweden
39.939
g CO2/kWh
Switzerland
27.385
g CO2/kWh
Syrian Arab Republic
612.6372
g CO2/kWh
Tajikistan
30.6259
g CO2/kWh
Thailand
529.1102
g CO2/kWh
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Togo
206.4878
g CO2/kWh
Trinidad and Tobago
686.7318
g CO2/kWh
Tunisia
522.0711
g CO2/kWh
Turkey
495.279
g CO2/kWh
Turkmenistan
795.1471
g CO2/kWh
Ukraine
386.1146
g CO2/kWh
United Arab Emirates
842.0557
g CO2/kWh
United Kingdom
486.949
g CO2/kWh
United Republic of Tanzania
242.1504
g CO2/kWh
United States
535.031
g CO2/kWh
Uruguay
306.7745
g CO2/kWh
Uzbekistan
443.8443
g CO2/kWh
Venezuela
202.5534
g CO2/kWh
Vietnam
413.0283
g CO2/kWh
Yemen
636.1625
g CO2/kWh
Zambia
3.1282
g CO2/kWh
Zimbabwe
618.7319
g CO2/kWh
Other Africa
498.5389
g CO2/kWh
Other Asia
279.248
g CO2/kWh
Other Latin America
220.9112
g CO2/kWh
Middle East
687.0654
g CO2/kWh
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Airport Carbon Accreditation has already received formal
endorsement from the European Civil Aviation Conference (ECAC)
and the European Organisation for the Safety of Air Navigation
(EUROCONTROL).