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1、ACRP Problem No. 10-02-32 Recommended: No Recognition of GHG Reduction Strategies in Emissions Inventories ACRP Staff The scope of this problem statement overlaps current and completed ACRP research, including ACRP project A02-10, Practical Greenhouse Gas Emission Reduction Strategies for Airports a
2、nd ACRP Report 11, Preparing Airport Greenhouse Gas Emissions Inventories. TRB Aviation Group Environmental Impacts of Aviation Cmte: The main thrust of this problem statement is already being investigated as part of ACRP 02-10. So, the problem statement is not necessary. Panel for Environmental Emp
3、hasis The problem statement is poorly written for applicability to ACRP. The scope is over- broad and appears to target several research ideas. No product is apparent. ACRP FY 2010: Problem Statements Port Authority of New York another approach that many airports are already implementing is solid wa
4、ste recycling. However, with the current methods for collecting data and reporting on aircraft GHG emissions, it is difficult to recognize the benefits resulting from these approaches. We are interested in a study that analyzes the connection between GHG data collection and reporting and the actual
5、GHG reduction strategies that airports are pursuing. Airline Carbon Footprint Reduction Airlines are actively involved in a number of efforts to reduce their fuel use and corresponding carbon footprint. In addition to longer-term projects like the use of alternative fuels, airlines are implementing
6、measures now such as the use of winglets on aircraft, single-engine taxiing, and continuous descent approaches. We are interested in a study that surveys current airline practices for reducing GHG emissions, and develops methodologies for airports to quantify their emissions reductions. Green Buildi
7、ng Standards for Airports The LEED system used by the US Green Building Council is the generally recognized standard for green buildings. However, the system was developed for application to residential, commercial, and other typical development, and thus does not reflect the unique characteristics
8、of airports. As of early 2009, there is only one LEED-certified airport terminal. In addition, the LEED system is intended for application to buildings, whereas much of airport development involves “horizontal” improvements. We are interested in a study that considers the pros and cons of applying L
9、EED to airports, and potentially, recommends modified or additional guidelines that could be applied to airport development. Effect of NextGen on Noise Exposure and Effectiveness of Noise Metrics As it is implemented, NextGen has the potential to provide many benefits to airlines, the operators of a
10、irports, and the air traffic system. However, by reducing the separation between aircraft and further concentrating aircraft within certain corridors, NextGen has the potential to change community noise exposure. Potentially, fewer people will be 2 exposed to excessive aircraft noise levels, but som
11、e people will be exposed to greater noise levels. In addition, some noise receptors may end up being outside the Ldn 65 contour but exposed to a substantially higher number of aircraft operations. We are interested in a study that considers (1) the potential for NextGen to change community noise exp
12、osure and (2) the effectiveness of the Ldn metric at expressing community noise impacts. Airport Sustainability Reporting An increasing number of airports are implementing sustainability measures. These airports are reporting on their sustainability in a variety of ways. The Global Reporting Initiat
13、ive has prepared Sustainability Reporting Guidelines for organizations in general, and a group of airports is working to supplement the Guidelines with a set of metrics specific to airports. We are interested in a study that (1) reviews and analyzes the various methods airports are using for sustainability reporting and (2) recommends a set of metrics and processes for airports to use.