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White Paper Sheremetyevo International Airport

Inhabitants

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Introduction

Sheremetyevo International Airport (SVO), is an international airport located 29 km north-west of central Moscow. Opened in 1959, it is one of the largest airports of Moscow and Russia. It is now the second largest airport in Russia after Domodedovo International Air-port is a hub and home base for the flights of the Russian airline Aeroflot. In 2012, the air-port handled 26,188,000 passengers and 228,868 aircraft movements. To increase the capacity it was necessary to expand the actual airport. Therefore, SVO created a master plan for its airport. The construction of a third run-way has been approved and is scheduled for completion in Q3 2015. Construction of the new North Cargo Complex and terminal G are also planned. Sheremetyevo is planning to serve up to 35 million passengers a year by 2015, and to raise non-aviation revenue share up to 60% of total income. In line with the master plan for 2030, new passenger terminal facilities with capacity of 64 million passen-gers a year will be opened by 2030. Obviously expanding such an important and large airport has also a certain impact on the region, and maybe further than the region. The impact can be positive for the inhabitants, but of course also negative. To give a judgement about the project as a whole, it is important to make a trade-off between all these negative elements and the positive ones. There are three main kinds of impacts: environmental, economic and social (Figure 1). Only a positive combination of these three gives a high level of sustainability. Will the positive impact of the airport expansion outweigh the negative impact of for the inhabitants? A right balance can always be found if the airport takes the inhabitant’s necessities into account. The most important point of this whitepaper will be finding the balance between the airport’s interests and those of the inhabitants. Creat-ing ‘win-win’-situations would be ideal. Also the scenarios that will take place, have a great influence on the impact of the airport. The airport could completely become privatized. Another option is that the airport will be

totally in governmental hands. The most desir-able scenario is the actual situation remaining like it is now. Altogether, eventually, the ex-pansion is mostly positive for the inhabitants of SVO. It takes away a little bit, to give a lot back to the inhabitants.

Inhabitants SVO -- 20-05-2013

Figure 1 How to reach sustainability

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Negative impact

The first chapter of this white paper will ana-lyse the social impact of the expansion of the airport, because this impact is the most im-portant for the inhabitants. The social impacts of air transport are as significant and as wide-spread within society as the economic bene-fits and should be acknowledged, even though they are more difficult to measure than eco-nomic impacts. Nevertheless, the social im-pact is something that is immediately per-ceptible by the people. Some examples of these perceptible impacts are traffic, life qual-ity, involvement in the airport, housing and education.

Involvement

To improve the positivity of the social impact of the expansion of SVO, involving inhabitants could be really helpful. The inhabitants’ com-mittee will be the link between inhabitants and the airport. Involving the inhabitants in the project of the expansion will influence them positively. It is also necessary to take decisions together with the inhabitants, be-cause the inhabitants are ‘neighbours’ of the airport. Almost every change at the airport is being perceived directly or indirectly by the inhabitants. Therefore, it is important to have periodically meeting between the airport, Inhabitants SVO and some other inhabitants. This gives also the feeling to the inhabitants that they are part of the decision making pro-cess of the airport. Also doing workshops with elementary schools helps to give the children a positive view on the airport from an early age. Research shows that growing up actively with an airport, reduces the bad image of the

airport. It has to be clear for all the inhabitants thus what the benefits of the airport are.

Traffic

To not affect the mobility of the inhabitants it is necessary to have a good highway network, customized for the presence of the airport. The flow from and to the airport must not affect the mobility of the inhabitants on the roads around the airport of SVO. The use of public transport could be stimulated in order to discharge the roads and highways.

Traffic - Roads

Currently there are two main roads around the airport, the sh. Sheremet’evskoye goes around the airport and the sh. Mezhdunarod-noye goes to the sh. Leningadskoye Highway. These roads are already on their limit around the airport, according to Google Traffic History (Appendix I). During the peak hours, workdays 19:00/20:00, the roads tend to get a little bit slower. Even though SVO is mainly focussing on transfer passengers in the future, also the amount of O/D-passengers will increase ex-tremely. Therefore the roads around the air-port and in a wider area will not be sufficient anymore, because they are already on their limit (Appendix II). It will be really useful to add extra roads and highways to prevent con-gestion for the inhabitants. The government and local municipalities are already taking some steps to improve the infrastructure around the airport (Figure 2). The ongoing modernisation of the stretch of the sh. Lenin-gradskoye highway to SVO will be completed by the end of 2013, including the newly-built two-level interchange at the junction of the MKAD ring road with the Leningradskoye high-way (Figure 3). These are important projects to prevent traffic jams, which will give benefit to the airport, but of course also to the inhab-itants.

Moscow traffic is rated the world’s worst by Dutch GPS manufacturer TomTom, which has issued its annual congestion report. Slow streets prolong an average ride by more than a half, thus stealing at least five days from the life of a Moscow driver.

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The Russian capital has topped the 2012 Con-gestion index, revealing that the city traffic makes an average journey 66 per cent longer than when the traffic is flowing freely. The morning rush hour figure goes as high as 106 per cent, in the evening it hikes up to 138 per cent.

On average, a Moscow driver spent 127 hours in traffic last year, that's not counting the nor-mal time needed to get from A to B. The busiest traffic day was November 29, when Moscow streets were nearly paralyzed by heavy snowfall.

Wednesdays are the busiest weekdays traffic-wise in the Russian capital, TomTom's index shows. The smoothest ride awaits those trav-eling on Monday mornings and Friday nights.

TomTom's Congestion Index measures traffic congestion in 161 cities across five continents and compares it to congestion levels in the previous year. It is believed to be the world's most accurate barometer of congestion in urban areas.

The results are based on real travel time data captured by vehicles driving the entire road network.

“The TomTom Congestion Index clearly shows that traffic in our major metropolitan cities is on the rise," TomTom’s Asia Pacific VP, Chris Kearney said in a statement. "At TomTom we’re constantly working to help governments and road authorities make more informed decisions about tackling the issue of traffic congestion and the Index aims to do just that.”

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Figure 2 Deputy Mayor for Urban Development Khus-nullin with the mayor of Moscow at sh. Leningradskoye highway

Figure 3 Rush hour on MKAD

Traffic – Public transport

Public transport is pretty cheap in Moscow, and you can get around by metro (subway), bus, tram, taxi...The most popular and con-venient method of travel is the metro. Tickets are very cheap and are purchased at the metro stations, at the window labeled with the word "KACCA". You can buy tickets for various numbers of journeys - from 1 to 60 journeys. Once you have purchased your ticket you go through the turnstiles (press your card up against the small circle - it will also show the number of rides left) and then down to the platform. The metro trains arrive around every 2 minutes during peak times and the time gap between trains extends to about 10-15 minutes later at night. While being a convenient method of travel, the metro does get very crowded, especially at rush hour, and you'll often find yourself packed in like sardines! That said, the metro is very efficient and many of the stations are works of art in themselves. Some of the best known ones include Komsomolskaya - with its chandeliers,

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Kievskaya, with its beautiful artwork, and Mayakovskaya, with its marble decor and mosaics on the ceiling.

Other methods of transport include trams and buses. You can normally buy tickets for these in advance, at metro stations and kiosks. Some metro stations do not sell them how-ever and it is best to try kiosks adjacent to bus stops and ask for 'avtoboos beelyet' and they can be bought from the driver for a couple of roubles more. There is a powerful tool to plan your route via public transport. It situates at yandex.maps The interface is in Russian only but it's very simple.

Another option is to get a taxi. There are taxi firms in Moscow which you may wish to use when going a longer distance (e.g from the city centre to the airport) but to go a shorter distance it's common to hail an ordinary car in the street. While in Moscow this is a common way of getting around, caution should still be exercised - avoid hitch hiking alone or at night. It's best to agree a fare in advance, but you can usually go a short distance quite cheaply.

The infrastructure will not only ne improved by adding and improving roads. Improving and stimulating the use of public transport, from and to the airport, can also discharge the main to roads to SVO. Making parking in the direct vicinity of the airport more expensive, rejects passengers from parking or using their car. Farther away from the terminal the prices can be lower to permit visitors and passengers to park for a normal price. This stimulates the use of public transport. But, before stimulat-ing the use of public transport, it has to be optimal to manage the high amount of pas-sengers that do not reach the airport by car. Aeroexpress train leaves goes every half an hour from and to SVO (Appendix III). This will probably be an insufficient frequency in the future with three times the actual passenger amounts. A positive note is the stimulation of the use of public transport by offering a ticket combination of train-bus and train-taxi. The

shuttle busses from the terminal to the train station do not have a schedule and have therefore to be optimized. However the nor-mal bus lines do have a schedule. The bus line services of SVO exists of:

Bus 817 (towards Planernaya) Shuttle bus 948 (towards Planernaya) Bus 851 (towards Rechnoi Vokzal) Bus 851E (towards Rechnoi Vokzal) Shuttle bus 949 (towards Rechnoi Vokzal)

Only if the public transport works excellently, the highways can be discharged.

Housing/Third runway

According to the master plan of SVO the third runway will be placed over the main road that goes to SVO. A lot of houses have to be de-molished to place the third runway. The run-way would also be placed over a high traffic road. To build the runway the road has to be closed. This would cause chaos and traffic jams, which will affect also the inhabitants. In figure 4 the runway according to the master plan is the yellow dot. It would save a lot of inhabitants’ houses if the third runway would be placed where the green dot is. Also for the airport it would save a lot of costs, because there are a lot of classic and precious houses in the neighbourhood of the yellow dot (old runway). The new location will only need the relocation 2500 inhabitants.

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Taking the nature into account, it would be nature-friendly to move the wood around the green dot to another area to preserve the fauna and nature. Also all the animals have to be moved to another location.Figure 4 Third runway

Environmental impact

Inhabitants’ concerns about the environ-mental impact of airport expansions are al-ways important for airports. If the environ-mental impact of SVO’s expansion is too high, the capacity has to be limited to guarantee the well-being of inhabitants. All the environ-mental rights of the inhabitants have to be respected, before an expansion can take place. Unfortunately a very negative quote of the first part of the master plan has to be un-derlined:

This quote gives Inhabitants SVO the right to conclude that, in some aspects, SVO pays little attention to inhabitants. There are several restrictions by the Russian governments. To make the environmental impacts of the ex-

pansion clear to inhabitants and airport, they will be elaborated in this chapter. Environ-mental impact does not only consist of pollu-tion, but also of noise, waste, water and wild life.

Sheremetyevo International Airport joined the celebration of Global Ecologist’s Day by estab-lishing a Green Environment. On June 5, 2013, members of the mass media got their first opportunity to visit the airport’s high-tech ecological facilities and observe the imple-mentation of Sheremetyevo Airport’s eco-policy.

Sheremetyevo Airport applies the mechanism of voluntary environmental responsibility. Sheremetyevo Airport is guided by the over-arching principle of ensuring the transparency of information regarding the company’s activ-ities aimed at environmental protection.

JSC MASH implemented the Environmental Management System (EMS) based on ISO-14000 international standards.

Every year, the airport makes a performance assessment of environmental, resource and energy-saving measures based on key per-formance indicators (KPI) related to environ-mental protection.

Moreover, in 2013, Sheremetyevo Airport plans to approve its “Energy-Saving Program through 2015.” Implementation of this pro-gram will generate substantial improvements in the reliability and safety of power supply and power facilities, energy-use efficiency, as well as energy-cost optimization.

As part of implementation of its program to increase energy efficiency, beginning on July 1, 2013, Sheremetyevo Airport will switch to hourly electricity settlements yield-ing average material-cost savings of up to 20% per month.

Sheremetyevo Airport views environmental protection as one of its top priorities. Thus, in 2011, more than 37 million rubles was alloc-ated for the implementation of eco-programs

"Quality homes in these villages are from 700 thousand dol-lars, and there are cottages and 3-4 million dollars, which are just in the exclusion zone " - Head of the Ana-lytical Centre Cor-poration "Incom ", Dmitry Taganov.

..’ The Russian government has no restrictions for air traffic noise or pollu-tion around the airport. This offers many possibilities of increasing the capacity of the airport in passengers and aircraft movements without regard-ing any restrictions.’..

Part One Master Plan SVO, Page 30

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and green-technology; in 2012, more than 42 million rubles was earmarked for this pur-pose.

The eco-excursion got its start with the debut of electric automobiles — Sheremetyevo Air-port has implemented services involving the ferrying of passengers around the South Ter-minal Complex (Terminals D, E, F) using this environmentally-friendly mode of transporta-tion. Now, passengers can get around the public areas of the terminals even faster than before. Passengers with reduced mobility are provided with this service free of charge.

Using electric automobiles, excursion parti-cipants travelled to Terminal D and visited a utility tunnel where waste sorting equip-ment has been installed. There, they observed the performance capabilities of a press com-pactor that allows for the pressing of solid household waste. Media representatives also viewed a packing press — a powerful machine for carton pressing designed for on-line carton processing and the forming of packing piles for further processing optimization.

After that, the ecology press-tour participants visited the electric power control unit and ascertained that Sheremetyevo Airport con-stantly monitors the power-supply status of all passenger terminals and operational facilities. All airport facilities consuming electric power, as well as the slightest changes in power sup-ply, are displayed on control unit screens.

One of the most interesting stops on the eco-tour was the Wastewater Treatment Plant, which is currently in the commissioning stage and preparing for full-scale operation. The plant is a state-of-the-art, high-tech unit de-veloped for the treatment of household wastewater received from the airport build-ings and facilities. The capacity of the Wastewater Treatment Plant equals 2,000m³/day. The Wastewater Treatment Plant operates virtually automatically and effectively eliminates the possibility of waste entry into the drainage system.

The following is provided by the technologies of household wastewater treatment in place at the Wastewater Treatment Plant: equip-ment for mechanical and biological wastewa-ter treatment; equipment for sludge dewater-ing; equipment for wastewater treatment from suspended solids; equipment for the disinfection of treated household wastewater; equipment for treated wastewater release into surface bodies of water. All of the equip-ment operates automatically.

Sheremetyevo International Airport is the first Russian airport to develop a preliminary (cal-culated) Sanitary Protection Zone and road-side clear zone and have them approved by Rospotrebnadzor (RF Federal Service for the Supervision of Consumer Rights Protection and Human Welfare). The total area of the Sanitary Protection Zone spans 11.2 km2, with the area of the roadside clear zone equal to 693.7 km2. Regular measurements of phys-ical effect level (aviation noise) and atmo-spheric air conditions are taken in the afore-mentioned zones to ensure the environmental safety of the community.

Every year, Sheremetyevo Airport conducts a campaign on waste paper collection. In 2012, 7.5 tons of recyclable materials were collected. As we now know, 60 kg of paper collected as waste paper allows for the preser-vation of 1 tree. Thus, we can confidently as-sume that airport employees have already saved 80 trees. The next campaign on waste paper collection will be held on June 13.

Pollution

Pollution is one of the most important envir-onmental impacts for inhabitants. Maybe it is not really the most important environmental impact, but for the sense of the inhabitants it is.

Pollution – Kerosene

A very unpleasant impact of the airport on inhabitants’ life is the unpleasant odour of kerosene that flies over the houses, depend-ing on the wind. Depending on the wind dir-ection it can be concluded whether the ker-

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osene will reach the inhabitants or not (Figure 5). The most frequent wind direction is south west. Fortunately the largest part of the in-habitants that live directly near the airport live south east from SVO. This means that a minor-ity will have to cope with kerosene odour on windy days. Although, most people do not even smell the odour of kerosene when they live further than four kilometres from the airport.

Social & Economic Benefits

Why Sheremetyevo Airport is importantAs Moscow's aviation gateway, Sheremetyevo Airport makes a major contribution to the local, state and national economies as a crit-ical transport infrastructure asset, an employ-ment location and as a commercial activity centre.

As part of the Master Plan process, Shere-metyevo Airport commissioned SGS Econom-ics and Planning to undertake a Social and Economic Impact Assessment to assess the airport’s impact – currently and into the fu-ture.

How does Sheremetyevo Airport benefit the community?Sheremetyevo Airport operates 24 hours a day, 7 days a week. This curfew–free status plays a critical role in the community – deliver-ing an array of economic and social benefits to the local communities surrounding the airport, as well as to Moscowns and southern Aus-tralia more generally. Through the airport, Sheremetyevo is part of a global network of air services for passengers and freight.

Connecting communitiesAirports play a vital role in connecting com-munities, people and markets. 98% of Mo-scown households surveyed identified con-necting Sheremetyevo with other Australian and international cities as a key benefit of the airport.

Supporting jobsThe daily operation of Sheremetyevo Airport involves a multitude of jobs. The airport cre-ates diverse employment opportunities re-lated to aircraft operations and maintenance, passenger and freight handling, air traffic con-trol and safety, transport and logistics,airport management, planning and construction, and various retail and commercial activities to service passengers, airport visitors and work-ers.

The number of jobs supported by Shere-metyevo Airport has grown by 3.3 per cent a year between 2007 and 2011 to more than 14,300 jobs which are directly related to the airport’s operation. This rate of growth is significantly higher than the rate of growth for the host economy (municipalities within a 15km radius of the airport), and slightly higher than the rate of growth for the metropolitan area and Moscow as a whole. The airport’s employment figure is projected to grow to 23,000 by 2033.

Key employment sectors include transport, postal and warehousing, retail, accommoda-tion and food services, manufacturing and wholesale trade.

Driving economic benefits to surrounding communitiesSheremetyevo Airport’s operations support almost 10,000 jobs in the host economy. This is 67% of all people working in Sheremetyevo Airport related roles. In Hume alone, the air-port directly supports more than one in six jobs – making it a major source of local em-ployment. The airport is responsible for 6% of the host economy Gross State Product (GSP).

The airport and associated businesses offer a

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diverse range of employment in outer sub-urban areas experiencing strong population growth not typically serviced by diverse busi-ness and employment opportunities. Proxim-ity to Sheremetyevo Airport also influences investment decisions by businesses that bene-fit from being close to but not actually located at the airport.

The airport is also an important facilitator of imports and exports for local businesses. Pas-senger growth through the airport also stimu-lates demand for other services in the local economy, including hospitality. Local resid-ents, recognise the positive benefits the air-port provides, including: connecting Shere-metyevo to other cities (98%); employment opportunities (87%) and the role of the airport as a freight hub (83%).

Driving economic benefits for all MoscownsIn addition to its direct local economic benefit, Sheremetyevo Airport’s contribution to Mo-scow’s Gross State Product is approximately $1.47 billion. Sheremetyevo Airport indirectly supports 43,000 jobs in Moscow.

By 2033 the airport’s contribution to GSP is forecast to increase to $3.2 billion and sup-porting up to 72,000 jobs indirectly.

Regional & tourism developmentSheremetyevo Airport’s curfew-free status ensures that Sheremetyevo and southern Aus-tralia are connected to the world 24 hours a day.

Approximately, 7.9 million interstate and in-ternational visitors arrive in Sheremetyevo each year through Sheremetyevo Airport, providing an important economic stimulus through tourism related activities. These visit-ors spend nearly $8.3 billion annually in the Moscown economy – accounting for almost 50% of the total current tourism expenditure in Moscow.

Each international aircraft landing at Shere-metyevo Airport contributes nearly $240,000 visitor spending in Moscow.

Curfew-freestatusThe ability of Sheremetyevo Airport to oper-ate without any capacity constraints and it’s curfew-free status provides significant benefit to the local, regional and state economies.

At present the curfew-free status of Shere-metyevo Airport allows for the movement of an extra 2 million passengers a year and adds $590 million to the Moscown economy through visitor spending. By 2033, the value of the curfew-free status will increase to an addi-tional 5 million passengers a year and an addi-tional $1.3 billion in visitor spending.

Figure 5 Average wind direction of Sheremetyevo

Pollution – Gasses

CROS (Comite Regionaal Overleg Schiphol), an organization that is similar to Inhabitants SVO, conducted a study on difference on the impact of the pollution of gasses near an airport and in the city, on the health of inhabitants. They placed an air quality monitoring filter near the airport and one in the city for the same period of time. If the filter near the airport would have been darker than the one in the city, that would indicate the difference of air quality near the airport. But there was an unexpected result: the difference in colour and harmful substance between the two filters was insigni-ficant. This means that the air quality near the airport does not differ that much from the air

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quality in the city. Besides, the comparison with Schiphol is excellent, because it has ap-proximately the same amount of passengers that SVO wants to have in the future (2025).

Pollution – Noise

There are clear guidelines for the maximum noise that can be produced by an airport and aircraft in the neighbourhood inhabited areas (Appendix IV). Each type of plane, approved by URSS (CIS), is allowed to make use of the airport. Although there are restrictions, there are a lot of night flights (Appendix V). This may cause a lot of disturb to the sleep of in-habitants of SVO. Fortunately there are some restrictions for the noise. The city territory is divided in three zones:

Zone 1 (furthest zone): Night noise limited to 80 dBA and day noise to 90 dBA

Zone 2 (midway): all buildings must be sound proofed and same limits as zone 1

Zone 3 (closest): all housing construc-tion is banned.

It is nice for inhabitants to have all these re-strictions to protect them from noise disturb-ance. Unfortunately in the Boeing restrictions of appendix IV it can be noticed that a lot of restrictions cannot easily be enforced and controlled, as can be seen below.

APU OPERATING RESTRICTIONS - NONE

NOISE BUDGET RESTRICTIONS - NONE

NOISE SURCHARGE - NONE

NOISE MONITORING SYSTEM - NONE

FLIGHT TRACK MONITORING SYSTEM – NONE

Specially the missing of a noise monitoring system is strange and should be changed in the future. With high growth rates and a fu-ture passenger amount prospective of over 60 million, it is very important for inhabitants to monitor the noise amount continuously.

As regards the night flights, there could be a typical but easy ‘win-win’-solution. The separ-

ations between aircraft can be made larger during the night, since the nights schedule is not as busy as it is during the day. The longer distances are used to implement a Continuous Descent Approach. This is the dark blue line in Figure 6. The normal approach is figured by the light blue line. During the day this ap-proach system would affect the capacity of the airport, because of the longer separations between aircraft. The Continuous Descent Approach contributes to reducing fuel use, noise and emissions. This kind of approach consists of flying as a high as possible for as long time as possible with a low momentum. This new approach method, which is already used at Schiphol, lowers the fuel costs for airlines and the noise and emissions for in-habitants. The only negative aspect is that it can be performed only at night when the air-port is less busy. Furthermore, with the new, third runway there will be more capacity dur-ing night to perform this approach method.

Figure 6 Continuous Descent Approach

Waste

There is a clear relation between passenger amounts and waste amounts at an airport. If SVO wants to grow it has to implement an excellent waste management (Appendix VIII). Otherwise, the inhabitants will be the victim of the high passenger amounts at SVO in the future, because they will have to face the garbage.

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Collection, transport, treatment and disposal of waste;

Control, monitoring and regulation of the production, collection, transport, treatment and disposal of waste; and

Prevention of waste production through in-process modification, reuse and recycling.

Water

When rainwater runs off the platform into drains or local waterways, it can carry pollut-ants with it that have the potential to damage wildlife or groundwater. The liquids that are used for the de-icing procedure could have the same path: into the rainwater or ground-water. The main potential sources of pollution are:

Chemical substance that are used for aircraft, runway and taxiway de-icing

Cleaning products silt, chemicals and fuels from con-

struction activities Spillages of fuel on the ground Chemicals and oils from aircraft and

vehicle maintenance Fire fighting foam

Therefore, it is important towards inhabitants to monitor the quality of the water around SVO. Regular monitoring of local water courses to assess the health of the aquatic environment. This contributes to the health of the whole region, including the inhabitants of SVO. Within the framework of sustainability, that has to be reached to operate inhabitant-friendly, some other measures could be taken. Minimising pollution risks and encouraging airport third party companies to minimise any impacts from their activities could be a meas-ure. Wherever possible, the contamination from winter de-icing activity, could be con-tained where practicable. These measures cost money but surely pay themselves off, towards the inhabitants and SVO.

Wild life

Next to the water contamination mentioned above there is also another impact on wild life. As well known, especially larger birds

form a threat for aircraft and thus for aviation security. In most cases aviation security takes the precedence over the lives of birds. Espe-cially with the expansion plans and new run-way there will be a lot more aircraft move-ments. When aircraft movements increase, flying birds in the vicinity of the airport have to decrease, unfortunately. The building of the third runway will of course take away some nature from the neighbourhood of SVO. Since inhabitants of SVO are mainly fanciers of nature and wild life, the nature has to be moved, but near the airport and in the vicinity of the inhabitants.

Moscow, the capital of Russia, is also the na-tion's most populous city. However, simply because it's an urban center with a large pop-ulation does not mean that the city and the immediate area are devoid of nature and wild-life. The Moscow region is in a mixed forest area, which means that it is rich in flora and fauna, especially as one moves away from the densest areas of the city and into the suburbs and rural areas surrounding the capital.

Area Vegetation

Moscow's position in the center of the country means that it lies between ecosystems that exist in Russia's north and south. The city and its surrounding region fall into a band of mixed forest approximately 500 kilometers wide. This means that broad-leaf birch and other warmer-weather, deciduous trees mix with the vegetation of the taiga, including the northern pine, fir, and spruce trees, which dominate in the north until the barren tundra. Willows and larch trees also grow in abund-ance around Moscow.

Regional Wildlife

Like any large city, the center of Moscow does not have many large animals, but the Elk Is-land National Nature Park sits just on the boundary of the city and its northwestern suburbs, meaning that wildlife thrives close to the capital. More than 200 animal species make their home in the park, including wild

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boar, dappled and roe deer and elk, along with beavers and otters that live in the area's waterways. Area birds include partridges, pheasants and egrets.

The park's Alexeev Copse is also home to 200-year-old pine trees and spruce trees as old as 170 years. Eighty-five percent of the area is forested.

Environmental Issues

Moscow's plants and animals depend on a healthy environment. Naturally, given Mo-scow's status as a political and economic powerhouse, the city's population is growing, which means a larger population pushing into the surrounding areas and greater industrial activity, both of which can have a negative effect on the environment and the species that live within it. However, the government is making efforts to protect its natural resources. Approximately 17,700 hectares of Moscow territory enjoy special protection, and the city hopes to increase that amount to 24,800 hec-tares, or a full 20% of its total area, by the year 2020.

Increasing public awareness and corporate responsibility, including greener technologies, are encouraging signs as well. Still, decreasing government regulation is a concern, while growing demand for land and natural re-sources mean that the future of Moscow's natural habitats and flora and fauna continue to be in question.

Positive impact

It is obvious that the ex-pansion of the airport will bring an important economic impact on the region for the inhab-itants. Inhabitants could profit in various ways of the expansion. But it is also important to research the negative, economic impact on the region and for inhabitants of SVO. There is a two way interaction between the airport and the regional economy. If the airport is doing well, the re-gional economy profits. If the regional eco-nomy is doing well the airport will grow. The welfare of the region and the airport have a very strict relation.

Employment

It is obvious that the expansion of SVO will also contribute positively to the employment of the region (and not only the region). There is a clear ratio between passenger amounts and job creation in the region. Since the pas-senger numbers are going to grow extremely at SVO, it can be stated that also the employ-ment rate in relation to SVO will grow in the

‘Avi-ation is

a key driver of broader eco-nom

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region. York consulting estimates that 1000 direct and 1000 indirect jobs are created per one million passengers. Translating this to SVO’s passenger amounts it gives important numbers for the employment rates related to the airport (Figure 8). As can be noticed, an increase of 85,896 new direct and indirect jobs will take place over twenty years.

GDP

As mentioned before, also the GDP of the region will grow together with the growth of SVO. Growth of the airport with 1% in passen-ger movements will lead to 0.17% growth in the region and growth in the service sector of 0.18%. The passenger amount will grow by 190%, seen from 2011 to 2030. This means 32.3% and 34.2% growth in respectively the region and the service sector, seen over a period of nineteen years. These growth rates mean employment and welfare for the inhab-itants of the region of SVO. SVO also benefits from the growth of the region: if the region grows by 1% the airport generates 2.65% more passengers.

Connectivity

There is a high probability that the actual net-work will be much wider than it is now (Ap-pendix IX). Although the focus will be on transfer passengers, according to the master plan. For the companies in the region that operate interna-tionally this en-larges the business possibilit- ies. This causes a better place of the re-gion in the world and gener- ates employ- ment for inhabit- ants.

The inhab- itants could be- nefit from the con-nectivity also in

another way. With a wider network a lot of leisure destinations are added to the actual ones.

Tourism

By having a larger airport and a larger network it will be easier to attract tourists to Moscow. This also depends of course on the quality of the marketing to promote Moscow, because the city has a lot to offer to tourists. The small companies in the city can benefit of the tour-ism: hotels, restaurants, shops, transport etcetera.

Airport city

If SVO will focus on becoming an airport city, it could also become an attraction for inhabit-ants where they can spend their free time. The airport will then become an attraction on its own, without the aviation part.

"Along with incorporating a wide variety of services into passenger terminals, many air-ports are developing their landside areas as well."

Serve as a catalyst and magnet for landside business development

Stimulate and facilitate increasing passenger and cargo traffic

Create new non-aeronautical revenue sources, both to compete and to bet-ter serve the traditional aviation func-tions

Set the standard for ‘going green’ on a large scale in the Caribbean and lower operating costs for businesses estab-lished in the area

“We rely on air travel for business meetings and conferences on almost a daily basis. We need flights to be frequent.” –Business man, inhabitant

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SWOT/Conclusion

The expansion offers a lot of benefits to the inhabitants of SVO.These are mainly economic but also social. Of course when the expansion of an airport takes place, there are also a lot of negative points. There are various types of solutions for these problems (Figure 9). The most important point for Inhabitants SVO is that the airport will keep periodically in touch with inhabitants with meetings and by inform

ing them. Important, high impact decisions have to be made together with inhabitants by involving them and asking their opinion. The expansion could mainly be marked as positive, except the third runway (location). At least 2500 people will lose their actual home. Only by combining the three impacts positively sustainability will be reached.

Opportunities (O) Foreign knowledge High growth of Aviation industry Growth of GDP Employment Connectivity Tourism Airport city

Threats (T) Bad passenger amounts Waste treatment No consideration of inhabitants Congestion High noise levels High pollution High costs relocation inhabit-

ants

Strengths (S) New highways to come Good wind direction Good approach and departing

routes No bad air quality Noise limits High investments for the region

SO Strategies

1. Better usage of location airport2. Offer more destinations3. Invest the revenues of the oppor-

tunities to enlarge the list of strengths to remain inhabitants friendly

ST Strategies

1. Maintain the strengths and always involve inhabitants with meetings and presentations. Always con-sider them, because they are in the backyard of the airport

Weaknesses (W) Little involvement inhabitants Highway system on its max.

capacity Public transport not optimal Relocation of a lot of inhabit-

ants Noise level Poor waste treatment Pollution of water Wild life

WO Strategies

1. Use foreign experiences to involve inhabitants

2. Invest in infrastructure together with the government

3. Choose other location for third run-way

4. Use employment and money to monitor waste treatment, water pollution and noise levels

5. Keep respecting wild life notwith-standing the growth of SVO

6. Continuous Descent Approach

WT Strategies

1. Periodical meetings2. Expect bad passenger amounts3. Choose other location for run-way4. Keep monitoring all the environ-mental impacts, these are the most important for inhabitants5. Elephant Grass

External

Internal

15

Figure 8 Confrontation matrix

16

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