2013 ZRH Aircraft Ground Energy System
2013 ZRH Aircraft Ground Energy System
2013 ZRH Aircraft Ground Energy System
at Zurich Airport
Contents
1. Introduction 3
3. Technical Description 5
3.1. General 5
3.2. Pier E 6
3.3. Pier A 9
3.4. Pier B 11
3.5. Electrical System Open Stands Charlie 12
4. System Operation 14
5. Regulatory Framework 17
6. Environmental Assessment 19
9. Annex 2: Abbreviations 29
Electricity (400Hz)
PCA (air) (if Air Climate Unit)
MES (main engine start) (if Air Starter Unit) -
Operation of aircraft APU with its low efficiency rate of 8-14% is subject to gaseous emissions and noise, thus
often contributing significantly to the local air quality impacts and site noise impacts. To mitigate emissions and
noise, fixed energy systems can be designed that provide electrical energy and pre-conditioned air to aircraft.
This report looks at the specific Zurich Airport situation and the ground power support system installed at air-
craft stands. While the focus is on the technical solution, operational, regulatory, environmental and economic
aspects are qualified and quantified as well.
A
B
C
Figure 1 Zurich Airport aircraft piers and hard stands: Piers E, A, B and open stands C
Reflecting the ambient and climate conditions of Zurich Airport, the systems for pre-conditioned air are de-
signed for the following:
Figure 3 Cable and hose coils (left) and 400Hz transformers (right)
The operation of the system can be done through the aircraft plug or the switch board on the passenger load-
ing bridge. For open handling, four pit systems are available.
The system contains a monitoring and control unit with 2,500 data points. The system logs all operating events
and system errors and all important data can be analysed and evaluated. The temperatures of the various
phases are measured in the 400 Hz plugs and three gates are equipped with measurement systems for the
electricity.
Figure 5 Hose for pre-conditioned air (left) and central PCA plant (right)
The ice machines produce binary ice (flow-ice) during the night which is stored in the energy storage unit.
During actual operations, the stored energy is sufficient for a standard day of operation. This results in lower
energy capacity requirements as peak hour demand has not to be met. Also, binary ice requires smaller
transport pipes as the latent energy can be used. The gates provide metering systems to monitor heat and ice
consumption of individual aircraft types.
The heating and cooling energy is provided through two separate pipe systems at each gate. This enables to
heat or cool aircraft at the same time. All relevant data are displayed in the control system for analysis and
evaluation.
3.3. Pier A
3.3.1. Electrical System 400 Hz
Pier A went into operation in 1985 and has a total of 18 stands for the handling of aircraft. When handling
wide-body aircraft, the number of stands is limited to 13.
The production is central with three rotating 50/400 Hz converters that are each switched on or off depending
on the demand at the gates. The distribution to the individual gates is done via the 960 V grid. Each gate is
A specialty of the plant is the monitoring and control system with 1,500 data points. This control system logs
all operating events and system errors. All important data are trend analyzed and evaluated.
Comments
Gates Pier A 18 Built 1985
Transformer Station 3 3x300KVA
Distribution 960V / 400Hz
Local Transformer 18 18x90KVA
3.4. Pier B
3.4.1. Electrical System 400 Hz
Pier B went into operation in 2011 and has a total of 9 stands for the handling of aircraft. When handling wide-
body aircraft, the number of stands is limited to 6. The stands are fed by two power buses, each supplied by a
transformer of 1000 KVA. There are three stands for aircraft of category C, five stands for aircraft of category
C, D, E and one stand for aircraft of category C, D, E and F. According to their size, they are equipped with
one, two or three 90 KVA transformers.
Comments
Gates Pier B 9 Built 2011
Transformer Station 2 2x1000KVA
Distribution 960V / 400Hz
Local Transformer 16 16x90KVA
Amount Capacity
Chiller (R404A) 2 2 x 300KW
Chiller Storage 5
Capacity 600 KW
Stored Energy 2.4 MWh
Air Conditioning Units (one hose) 3 5,000m3/h
Heating capacity per unit 80KW
Cooling capacity per unit 115KW
Air Conditioning Units (two hoses) 6 Max. 14,000m3/h
Heating capacity per unit Max. 201 KW
Cooling capacity per unit Max. 329 KW
Comments
Open Stands C 8 Built 2011
Transformer Station 5 5x180KVA
Distribution 960V / 400Hz
Local Transformer 13 13x90KVA
Electrical energy is taken from the public grid through two independent transformer stations.
Landing Take-Off
No APU Sometimes APU as
Pier Stand: system backup
Sometimes APU before on-block for
large A/C (although not needed)
AGES for 400Hz & PCA
APU if AGES is u/s. Restrictions apply
APU for MES
Taxi-In:
Sometimes APU Taxi-out:
for large A/C Remote Stand: Sometimes APU
APU for 400 Hz (if no AGES or GPU as system backup
available or is u/s)
APU for PCA in addition to GPU if
temperature requires it (and no ACU
available). Restrictions apply
APU for MES
The AGES are operated by the various handling agents. When an aircraft approaches the parking position,
often with only one engine operating, ground staff sets the chocks and hooks up the aircraft to external power
at the same time. As such it is not necessary for the aircraft crew to run the APU upon approaching the stand
in order to timely shut down the main engines. The operation of the AGES is self-explanatory, although train-
ing is provided to ground handling staff by the technical maintenance department of the airport.
White section:
Maintenance only
On/off button
Blue section: PCA (heating, cooling)
On/off button
Figure 14 Control panel on passenger loading bridge for 400Hz and PCA (dual system layout for Code
C, D, E)
annual mean). Both standards are currently exceeded at various spots within the airport perimeter, but also in
various regions of the country with dense human and industrial activities.
By federal legislation, Zurich Airport is in most cases required to perform an environmental impact assessment
(EIA) for infrastructure projects; this also includes an air quality assessment. Based on those results, Zurich
Airport has to propose measures that reduce emissions which will then be included as mandatory measures
into the permits by the federal aviation authority. In case of potential AGES, they are linked to aircraft related
projects (e.g. runway, taxiway, apron/stands). Measures once enacted and implemented can usually not be
lifted, even if the air quality situation improves and compliance is reached (prevention of slide back).
1
AIP SWITZERLAND
LSZH AD 2.21
if maintenance work on the aircraft makes it unavoidable; in that case the service period shall be kept as short as
possible.
if the stationary or mobile units are not available or unserviceable for specific aircraft types. In that case APU shall be
started no earlier than at 60 minutes before off-block time (exemption: GA sector 1: no earlier than 30 minutes before
off-block time) and kept in operation no more than 20 minutes after the on-block time.
In particular cases the airport authority may permit longer service periods.
1
8 MAR 2012 and AIRAC 15 APR 2004
One airline operating in and out of Zurich has established the following procedures (properly reflecting the
airport's regulations):
4. USE OF APU
Use of APU restricted.
Use APU for ENG start MAX 5 MIN before block off.
If GPU U/S: Start APU MAX 60 MIN before block off.
APU OPS MAX 20 MIN after block on.
For A320 taxi-in without APU approved.
ACFT on hard stands: switch off APU when GND Power Unit (GPU) connected.
Terminal A/B: Preconditioned air and electrical power avbl.
Energy saving:
The crew shall decide, depending on WX COND or technical requirements, whether air conditioning is required or
not.
Generally, the air conditioning system should be switched off with AOT of APRX 10C to 25C. The air conditioning
system should also be switched off after PSGR have disembarked or before leaving the ACFT.
Already the specific emission reductions are considerable when comparing the CO2 emissions per hour of
operation for an APU, a GPU and the fixed energy system.
Emission inventories often include the full ICAO certification LTO up to 3,000 ft. However, only emissions of
the first 1,000 ft are actually relevant for the resulting concentrations at ground level. This has to be reflected
in the modeling of the emission inventory as well as the dispersion modeling.
The following table shows an example of such an inventory for Zurich Airport using advanced and sophisticat-
ed approaches for the year 2012 (270,000 aircraft movements, 24.8 Mio. passengers, 450,000 tons cargo).
Results are provided for both the standard certification LTO as well as for the concentration relevant section of
the LTO cycle.
Perimeter Variation
Scenario ZRH 2012, aircraft traffic, airport infrastructure, some landside access (dedi-
cated access road only), actual APU regime (with AGES and GPU on aircraft
stands), other GSE
LTO cycle ICAO LTO cycle (3,000 ft) Concentration relevant cycle (1,000 ft)
Total airport NOX 1,098 t 699 t
APU NOx 16.8 t 1.54% 16.8 t 2.4%
Total airport CO2 334,560 t 240,214 t
APU CO2 7,867 t 2.35% 7,867 t 3.3%
Table 9 Zurich Airport and APU emissions 2012, share depending on the spatial perimeter
1. There are no AGES available and power/PCA for the aircraft is produced by the aircraft APU only dur-
ing ground time at the stand.
2. Zurich Airport system: AGES (400Hz and PCA) available and utilised on Pier stands, 400Hz available
and utilised on certain open stands during ground time (existing restrictions are applied).
3. Maximum: all stands are equipped with AGES for both 400Hz and PCA and the APU is only used for
main engine start.
Variation in operations
(concentration relevant emission perimeter only)
Scenario no AGES / GPU avail. AGES / GPU as it is today APU for MES only
(full APU operations at Zurich Airport (rest is AGES only)
only)
Total airport NOx 868 t 699 t 683 t
APU NOx 190.1 t 22% 16.8 t 2.4% 4.6 t 0.7%
Total airport CO2 305,833 t 240,214 t 233,564 t
APU CO2 73,388 t 24% 7,867 t 3.3% 2,120 t 0.9%
The costs of service vary according to the services required and the handling agent providing the service. By
way of information, the following table gives an overview of the service charges at Zurich Airport (as levied by
the handling agent).
Aircraft Group APU Fuel Fuel Costs Maint. Costs Total Costs
1 2
(kg/h) (CHF/h) (CHF/h) (CHF/h)
Short haul aircraft 107 115.00 35.00 150.00
Long haul aircraft 240 255.00 85.00 340.00
1
ICAO Doc 9889, Version 1, Table A1.4.6
2
IATA, Basis April 2013 (1,100 USD/mt)
provide electrical energy (115V, 400 Hz) for aircraft systems during ground time;
provide air to the environmental control system (air-conditioning) during ground time;
provide air (bleed air) for main engine start;
serve as electric and hydraulic back-up system in flight;
APU are available for large, medium, small jet aircraft, regional or commuter jet aircraft, corporate or business
jets and turboprops (cf. annex).
Emissions of APU are similar to those of aircraft main engines. The following pollutants are of interest for
emission inventory and dispersion calculation purposes:
For dispersion calculations, the exhaust plume needs to be modelled, too. This requires additional data for
exhaust nozzle diameter, exhaust gas temperature and exhaust gas velocity. Some limited information is
available, e.g.
Hamilton Sundstrand Hamilton Sundstrand APS 500R Honeywell 36-150CX APU for
APS 3200 APU for A320 family APU for ERJ 135/140/145 Do328
Combined Load combination of shaft (electric) and bleed loads bleed air could be for X X
main engine starting (MES) or the environmental control system (ECS)
bleed air extraction could have been set to a specified corrected flow
(ppm) or to a specified APU exhaust gas temperature (EGT).
Max Combined combination of shaft and bleed loads, but engine is at the maximum X X
Load EGT limit test usually run by setting the shaft load to the maximum
level, then extracting bleed air until the EGT limit is reached load
condition may be higher than an actual aircraft load condition.
Bleed Load bleed air extraction only, no shaft (electric) load usually a part power X
condition may not be representative of an actual aircraft operating
condition.
Max Bleed bleed air extraction only, no shaft (electric) load test usually run by X X
Load extracting bleed air until the APU EGT limit is reached load condition
may be higher than an actual aircraft load condition not an actual
aircraft operating condition.
Max Shaft Load shaft (electric) load only, no bleed air extraction a part power condi- X
tion shaft load could be representative of an aircraft load condition, or
set to the APU gearbox load limit.
ECS environmental control system bleed air supplied to the aircraft air X
conditioning packs the bleed load condition is set for typical aircraft
gate operation (depending on the aircraft type and size) - normally
includes some shaft (electric) load.
Max ECS maximum environmental control system bleed air supplied to the X
aircraft air conditioning packs the bleed load is set for the maximum
aircraft load condition normally includes some shaft (electric) load.
Max IGV indicates the APU load compressor inlet guide vanes (IGVs) were set X X
to the maximum, full open condition usually this would be designated
either a Max ECS or a MES condition may or may not include shaft
(electric) load.
MES main engine start bleed air supplied to the main engine air turbine X
starter bleed load usually set to a specified corrected flow condition
representative of typical aircraft operation normally includes some
shaft (electric) load.
MES+180KW main engine start plus 180KW of electric load same as MES, but the X
actual shaft (electric) load is specified for a particular aircraft.
Ambient En-
vironmental Con-
ditions
It has to be recognised that the operation of an APU is determined by the aircraft and the aircraft stand as well
as applicable operational procedures at the airport (e.g. restrictions).
On remote stands, no GPSS is available, only GPU; in this case the APU times have been derived from the
difference between the average turn-around time of the aircraft and the average GPU operating time per cycle.
The APU/GPU/AGES times can vary annually, depending on the turnaround times of aircraft, the total GPU
running time and the technical availability of the fixed energy system.
The fuel flow data and emission factors are available from the ICAO Doc 9889 [2]. Initially, an airport APU
database had been setup in 1994 with support of the manufacturers. This has been replaced in 2010 with the
new information. Each aircraft type is been assigned an APU group model with information on fuel flow, HC,
CO and NOX emission indices for different operating modes.
Tables
Table 1 Ways of providing energy to the aircraft during ground times 3
Table 2 Technical and operational information 400 Hz Pier E 7
Table 3 Technical data PCA Pier E 9
Table 4 Technical and operational information 400 Hz Pier A 10
Table 5 Technical data PCA Pier A 11
Table 6 Technical and operational information 400 Hz Pier B 11
Table 7 Technical data PCA Pier B 12
Table 8 Specific CO2-emissions (kg/h) of APU, GPU and fixed electricity 19
Table 9 Zurich Airport and APU emissions 2012, share depending on the spatial perimeter 19
Table 10 Operational variations in APU usage for Zurich Airport 2012 20
Table 11 AGES prices at Zurich Airport (1.11.2013, as levied by a Handling Agent) 22
Table 12 Approximation of APU costs (in CHF/h) 22
Table 13 Zurich Airport APU Terminology (ICCAIA, 1999) 25
Table 14 Aircraft group characterization 27
Table 15 Properties of aircraft stands 27
Table 16 APU-Operations and times (ICAO Document 9889) 27
Sources
No. Document Name
[1] AIP, 2012: Aeronautical Information Publication Zurich Airport. Flughafen Zurich AG, Zurich, 2012.
[3] Unique (Flughafen Zrich AG): Emission Charges Zurich Airport. Review 2003. Zurich, 2003
[4] Unique (Flughafen Zrich AG): Energy Management Zurich Airport. Zurich, 2005
[5] Unique (Flughafen Zrich AG): Aircraft APU Emissions at Zurich Airport. Zurich, 2005
[9] ICCAIA, 1999: Letter to Airport Authority Zurich from ICCAIA; Seattle, 19. August 1999
[11] Utzig, 2004: Untersuchung der geometrischen Form und Ausbreitung von Abgasfahnen von Flugzeu-
gen mittels abbildender FTIR-Spektroskopie. Selina Eva Utzig, Diplomarbeit Fachhochschule
Bingen, Deutschland, Dezember 2004.
[email protected]
Fax +41 (0)43 816 47 60
Flughafen Zrich AG
P.O. Box, CH-8058 Zurich-Airport
www.zurich-airport.com