GAO

United States General Accounting Office

Report to Representative James L.

Oberstar, Ranking Democratic Member,

Committee on Transportation and

Infrastructure, House of Representatives

August 2000 AVIATION AND THE

ENVIRONMENT

Results From a Survey

of the Nation’s 50

Busiest Commercial

Service Airports

GAO/RCED-00-222

Page 1 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Contents

Letter 5

Appendixes Appendix I: Views of Airport Officials 8

Appendix II: Survey Responses on Airport Information 27

Appendix III: GAO’s Survey of the Nation’s 50 Busiest Commercial

Service Airports 55

Appendix IV: Alphabetical Listing of the 50 Busiest Commercial

Service Airports,Based on 1998 Statistics 71

Appendix V: GAO Contacts and Staff Acknowledgments 73

Figures Figure 1: Difficulty in Balancing Environmental Concerns

With Airport Operations Compared With 1989 8

Figure 2: Anticipated Date for Airports to Reach Capacity 9

Figure 3: Environmental Issues That Are a Major Concern for

Airports When Making Decisions About Current Operations 10

Figure 4: Environmental Issues That Currently Most Concern Airports 11

Figure 5: Environmental Issues That Most Concern Airports

Currently and in the Future 12

Figure 6: Noise Issues That Are a Major or Moderate Concern

for Airports 13

Figure 7: Noise Issues That Most Concern Airports 14

Figure 8: Air Quality Issues that are a Major or Moderate Concern

for Airports 16

Figure 9: Air Quality Issues That Most Concern Airports 17

Figure 10: Water Quality Issues That Are a Major or Moderate

Concern for Airports 19

Figure 11: Water Quality Issues That Most Affect Airports’ Operations 20

Figure 12: Airports’ Satisfaction With NEPA Review Process 21

Figure 13: Airports’ Opinions of FAA’s Effectiveness in Selected

Environmental Areas 22

Figure 14: Causes of Delays in Airport Capacity Expansion Projects 24

Figure 15: Degree to Which the Environmental Review Process (NEPA)

Contributed to Delays in Airport Expansion Projects 25

Figure 16: Share of Airports’ Capacity Expansion Projects That Were

Delayed Primarily Because of Environmental Issues 26

Figure 17: Share of Airports With Expansion Projects Whose Projects

Required Environmental Reviews 28
Contents

Page 2 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 18: Airports Canceling or Indefinitely Postponing Expansion

Projects Because of Environmental Issues 29

Figure 19: Average Number of NEPA Environmental Reviews

Conducted by the 50 Busiest Commercial Service Airports

in the Last 10 Years 30

Figure 20: Anticipated Growth Rate in Passengers and Operations

over the Next 10 Years 31

Figure 21: Number of Runways to Be Built or Extended by 2010 32

Figure 22: Average Number of Runways, Taxiways, or Terminals to

Be Built or Expanded by 2010 33

Figure 23: Approximate Population Within the 65 dB DNL Contour 34

Figure 24: Population Changes Within the 65 dB DNL Contour Over

the Past 5 Years 35

Figure 25: Portion of Airports’ Noise Complaints That Come From

Areas Outside the 65 dB DNL Contour 36

Figure 26: Cumulative Totals for the Frequency of Airport Noise

Monitoring 37

Figure 27: Share of Airplanes Under 75,000 Pounds Operating at the

Airports 38

Figure 28: Noise Mitigation Strategies Required or Encouraged

by Airports 39

Figure 29: Airports’ Participation in Regional Air Quality Activities 40

Figure 30: Participation in Regional Air Quality Activities by

Airports in Nonattainment Areas 41

Figure 31: Current and Projected Percentage of Alternative-Fuel

Vehicles at the Airports 43

Figure 32: Status of Airports in Their State Implementation Plan’s

Emissions Budget 45

Figure 33: Passengers’, Tenants’, and Employees’ Modes of

Transportation to the Airport 46

Figure 34: Air Pollutant Emissions Reduction Strategies Funded

by Airports 47

Figure 35: Use of Deicing or Anti-Icing Chemicals at Airports 48

Figure 36: Deicing and Anti-Icing Chemicals Used at Airports 49

Figure 37: Airports’ Use of Selected Deicing and Anti-Icing Chemical

Capture Techniques 50

Figure 38: Airports’ use of Selected Deicing or Anti-Icing Fluid Disposal

Strategies 51

Figure 39: Recycling of Deicing/Anti-Icing Fluids 52

Figure 40: Frequency of Airlines’ Reporting of Deicing or Anti-Icing

Chemical Use During Deicing Season 53
Contents

Page 3 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Abbreviations

EPA Enviornmental Protection Agency

FAA Federal Aviation Administration

NEPA National Environmental Policy Act
Page 4 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Page 5 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

United States General Accounting Office

Washington, D.C. 20548

Resources, Community, and

Economic Development Division

B-285637 Letr

August 30, 2000

The Honorable James L. Oberstar

Ranking Democratic Member

Committee on Transportation and Infrastructure

House of Representatives

Dear Mr. Oberstar:

This report is designed to complement and enhance the information

contained in our report Aviation and the Environment: Airport Operations

and Growth Present Environmental Challenges (GAO/RCED-00-153), also

being issued today. That report responded to your request that we review

the key environmental concerns and challenges associated with airports'

current operations and future growth and the efforts of major airports and

federal agencies to address those challenges. This report provides a

detailed, question-by-question analysis of the responses to our survey we

received from officials at each of the nation's 50 busiest commercial

service airports. (See app. 3.)

The survey responses indicated that noise, water, and air quality issues are

the primary environmental concerns and challenges facing airports now

and for the foreseeable future. Other issues of concern cited by some

airport officials were wetlands, endangered species, environmental justice,

and historical preservation. Noise was the greatest concern reported by

airport officials for both current and future operations. Water pollution was

the next greatest current concern, followed by air quality, which is

expected to be a greater concern in the future. These issues present

challenges for airport officials as they attempt to expand their airports’

operations to meet the growing demand for air traffic services. Airport

officials have undertaken a range of activities to more effectively balance

airports' current operations and future growth with the environmental

impact of these activities. For example, officials from 33 of the 50 busiest

commercial service airports reported that they monitor aircraft noise at

least daily, and 47 reported that they monitor noise at least occasionally.

The survey also provided insights into the federal effort to help airports

address their impact on the environment. For example, airport officials

said that the Federal Aviation Administration (FAA) effectively assists them

in a number of environmental areas and coordinates activities well among
B-285637

Page 6 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

its offices. The federal environmental review process required under the

National Environmental Policy Act of 1969 received mixed reviews from

airport officials. However, the majority expressed satisfaction with two of

the three levels of environmental review.

We conducted our mail survey of the 50 busiest commercial service

airports in the United States from October 1999 through February 2000. In

selecting the airports for our survey, we used the number of air carrier

operations for 1998 as reported by FAA. The top 50 airports accounted for

80 percent of all air carrier operations in 1998. To design our survey, we

conducted in-person pretests at four airports. We received completed

surveys from all 50 airports. In addition, we conducted on-site interviews

at seven other airports covering topics in the survey. These visits assured

us that the key environmental issues—noise, water, and air—that we

identified in our interviews with industry representatives, federal officials,

and citizen groups were also the key issues for airport management. To

gain a historical perspective, we asked a number of questions covering

previous time periods, including the 10-year period from 1989 through 1999.

We also interviewed airport officials and obtained supporting

documentation from them to supplement the survey as necessary. Our

review was conducted from July 1999 through August 2000 in accordance

with generally accepted government auditing standards.

We provided the Department of Transportation, the Environmental

Protection Agency, the National Aeronautics and Space Administration,

and the Department of Defense with a copy of our draft report for their

review and comment. Each agency concurred with the information

included in the report, and Department of Transportation officials provided

technical and clarifying comments that we incorporated as appropriate.

As agreed with your office, unless you publicly announce its contents

earlier, we plan no further distribution of this report until 14 days after the

date of this letter. At that time, we will send copies of this report to

interested Members of Congress; the Honorable Rodney Slater, Secretary

of Transportation; the Honorable William S. Cohen, Secretary of Defense;

the Honorable Jane Garvey, Administrator, Federal Aviation

Administration; the Honorable Carol M. Browner, Administrator,

Environmental Protection Agency; and the Honorable Daniel Goldin,

Administrator, National Aeronautics and Space Administration.
B-285637

Page 7 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Should you or your staff need further information, please contact me at

(202) 512-2834. Major contributors to this report are listed in appendix V.

Sincerely yours,

Gerald L. Dillingham, Ph.D.

Associate Director, Transportation Issues
Page 8 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Appendix I

Views of Airport Officials ApApenednxidexiIs

1. Compared with 1989, how difficult is it now for your airport to balance

environmental concerns with its operations?

Officials at more than half of the airports we surveyed indicated that

currently it is much more difficult to balance environmental concerns with

their airport’s operations. Specifically, officials from 29 airports described

balancing environmental concerns with their airport’s operations as much

more difficult, and officials from an additional 17 airports described it as

somewhat more difficult. (See fig. 1.)

Figure 1: Difficulty in Balancing Environmental Concerns With Airport Operations

Compared With 1989

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

2. Given your current infrastructure—without considering future

expansion projects—how long will it take for your airport to reach

capacity?

Many of the nation’s 50 busiest commercial service airports are already at

or above capacity, and 11 will reach capacity in the next 4 years. (See fig.

2.)

17 airports: 

somewhat more difficult

29 airports: 

much more difficult

1 airport: 

much less difficult

3 airports: 

neutral or unchanged

58%

34%

6%

2%
Appendix I

Views of Airport Officials

Page 9 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 2: Anticipated Date for Airports to Reach Capacity

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

3. To what extent do the following environmental issues pose concerns

when making decisions about your airport’s current operations?

Noise issues are the most serious concern for airport officials: 33 of the

airports we surveyed described it as a “major concern”. Compatibility with

nearby land uses—the third most serious concern—is also linked to the

noise issue because federal guidelines consider noise over a certain level

incompatible with homes and schools. Officials from almost all of the

airports were concerned about noise issues to some degree. Officials from

49 of the 50 airports listed noise as a major, moderate, or minor concern. In

addition, water quality issues, often including deicing runoff, were

Number of airports

Already

at or

above

capacity

1-2 years 3-4 years 5-6 years 7-9 years 10 or

more

years 

Other

13

11

5

2

8

7

4

0

1

2

3

4

5

6

7

8

9

10

11

12

13

14

Estimated time to reach capacity
Appendix I

Views of Airport Officials

Page 10 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

described as a “major concern” by officials from over half of the 50 busiest

commercial service airports. Most airport officials listed at least one issue

as a major concern, and on average airport officials listed three issues as

major concerns. (See fig. 3.)

Figure 3: Environmental Issues That Are a Major Concern for Airports When Making

Decisions About Current Operations

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

4. Which issue concerns your airport most when making decisions about

your airport’s current operations?

0 5 10 15 20 25 30 35

Other

Superfund site

Historic preservation

Environmental justice

Endangered species

Wetlands

Air quality

Compatibility with nearby

land uses

Water quality

Noise

Number of airports

33

14

19

21

27

8

8

2

1

6

Environmental issues
Appendix I

Views of Airport Officials

Page 11 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

When asked to rank their current concerns, officials from over half of the

airports listed noise issues as their greatest concern. Although airports had

listed a number of environmental issues as major concerns in responding to

the previous question, noise was the most serious concern for over half the

respondents. Officials from 12 airports listed water quality issues as their

greatest concern. (See fig. 4.)

Figure 4: Environmental Issues That Currently Most Concern Airports

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

5. Which issue concerns your airport most when making decisions about

your airport’s future operations?

Although noise will continue to be the most serious environmental issue in

the future, fewer airport officials ranked it as their greatest concern for the

future than listed it as their most serious current concern. Air quality is

expected to become the most serious issue for more airport officials in the

future. Officials from 16 airports ranked air quality as the issue that most

concerns them when making decisions about future operations—more

than double the number of airport officials that ranked it as the most

serious current issue. (See fig. 5.)

6 airports: 

air quality 

29 airports: 

noise 

12 airports: 

water quality 

2 airports: 

compatibility with

nearby land uses

1 airport: 

none applicable

58%

4%

12%

24%

2%
Appendix I

Views of Airport Officials

Page 12 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 5: Environmental Issues That Most Concern Airports Currently and in the

Future

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

Water quality

Noise

None applicable

Compatibility with nearby

land uses

Air quality

Most serious problem currently

Most serious problem in the future

29

22

12

6

6

16

2

4

1

0

0 5 10 15 20 25 30 35

Number of airports

Wetlands

0

2

Environmental issues
Appendix I

Views of Airport Officials

Page 13 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Noise Issues 6. How much do the following issues related to noise concern your airport?

Among various noise issues, airport officials are most concerned about the

noise created by jet engines with hushkits that, despite national standards

designed to reduce their noisiness, are still louder than airport officials

would like. Officials from a majority of the airports listed engine noise as a

major concern. Over half of the airports also listed growing residential

populations near the airport, limited control over zoning, and increasing

noise as either a major or a moderate concern. (See fig. 6.)

Figure 6: Noise Issues That Are a Major or Moderate Concern for Airports

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

Number of airports

0 5 10 15 20 25 30 35 40 45

Other

Number of small

communter jets

is increasing

Number of complaints

about noise is increasing

Airport lacks control over

air traffic operations

Airport expects the areas

impacted by noise to

expand

Airport has limited control

over local zoning

Residential populations

near airport are increasing

Aircraft modified to meet

current standards are still

too loud

Major concern

Moderate concern

29

13

22

10

10

6

8

10 1

3

18

15

20

14

26

12

Noise issues
Appendix I

Views of Airport Officials

Page 14 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

7. Which two noise issues concern your airport most?

Aircraft engine noise was most often ranked as the most serious noise issue

by the airport officials we surveyed. However, officials from nearly as many

airports considered limited control over local zoning as their most serious

noise issue. Together, these two issues represent the most serious noise

concerns for 58 percent of the airport officials. (See fig. 7.)

Figure 7: Noise Issues That Most Concern Airports

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

Air Quality 8. What issues related to air quality concern your airport?

Many airports ranked automobile-related issues—an increasing demand for

parking and high levels of auto trips to and from the airport—as a major or

a moderate concern. Uncertainties about the Clean Air Act’s requirements

and how to meet those requirements represented the airport officials’ other

most serious air quality concern. Difficulties offsetting increased emissions

7

1

5

8

13

16

All others

None applicable

Airport expects the areas affected

by noise to expand

Residential populations near

airport are increasing

Airport has limited control

 over local zoning

Aircraft modified to meet current

standards are still too loud

Noise issues

Number of airports

0 5 10 15 20
Appendix I

Views of Airport Officials

Page 15 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

to comply with the Clean Air Act’s requirements was also listed as a major

or moderate concern by officials from almost half of the airports

surveyed—second only to the growing demand for parking. (See fig. 8.)
Appendix I

Views of Airport Officials

Page 16 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 8: Air Quality Issues that are a Major or Moderate Concern for Airports

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

5

4

2

6

10

11

19

16

22

16

27

3

6

10

12

12

12

5

11

13

22

14

0 5 10 15 20 25 30 35 40 45

Other

Lack of political support for

pollutant emission reductions

Lack of resources for

alterntative-fuel vehicles

Increasing complaints

from communities

No credits for voluntary air pollutant

emission reductions

Lack of resources for

public transit

Difficulties offsetting increased

air pollutant emissions

Road congestion limiting

airport growth

Uncertainty about conformity with the

Clean Air Act's requirements

High number of auto trips

to and from the airport

Growing demand for parking

Number of airports

Major concern

Moderate concern

Air quality issues
Appendix I

Views of Airport Officials

Page 17 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

9. Which air quality issue concerns your airport most?

When airport officials were asked to rank their air quality concerns,

uncertainty about how to conform with the Clean Air Act’s requirements

ranked slightly higher than other issues. Officials at 12 of the airports listed

such uncertainty as their most serious air quality concern. The growing

demand for parking and the high number of auto trips to and from the

airport were close behind, with 11 airport officials ranking each of these

issues as their most serious air quality concern. (See fig. 9.)

Figure 9: Air Quality Issues That Most Concern Airports

12 airports: 

uncertainty about 

conformity with 

Clean Air Act's requirements 

1 airport: 

none applicable 

2%

11 airports: 

high number of auto trips 

to and from the airport

8 airports: 

all others 

11 airports: 

growing demand 

for parking

12%

24%

22%

16%

22%

6 airports: 

road congestion

limiting airport growth 
Appendix I

Views of Airport Officials

Page 18 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

Water Quality 10. How much do the following issues related to water quality concern your

airport?

When airport officials’ major and moderate concerns are combined, their

greatest water quality concern is the need to control gas spills at the

airport, but more airport officials ranked the use of glycol-based

products—for deicing and anti-icing operations1

—as a major concern. (See

fig. 10.)

1

Deicing involves the removal of frost, snow, or ice from aircraft surfaces or from paved

areas, including runways, taxiways, and gate areas. Anti-icing prevents the accumulation of

frost, snow, or ice on these surfaces. Deicing and can be performed mechanically and/or by

applying chemical agents. Anti-icing can only be accomplished through the application of

chemicals.
Appendix I

Views of Airport Officials

Page 19 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 10: Water Quality Issues That Are a Major or Moderate Concern for Airports

Note: The total maximum daily load (TMDL) represents the maximum amount of a pollutant that a

water body can receive and still meet water quality standards.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

11. Of the items listed in the previous question, which two most affect your

airport’s operations?

Deicing and anti-icing issues represent the water quality issues that most

affect airports’ operations. When combined into one category, these

issues—lack of control/oversight over airlines’ use of deicing/anti-icing

materials, the use of urea at the airport, and the use of glycol-based

products at the airport—become the category of concern. (See fig. 11.)

Officials at 11 airports were most concerned about glycol use at their

airport, and officials at 6 airports were most concerned about their lack of

Water quality issues

All others

Use of urea at the

airport

Staying within TMDL

requirements

Lack of control over

deicing and anti-icing

Citizen worries about

disposal of run-off

Use of glycol-based

products at airport

Controlling gas spills at

the airport

11

18

15

8 1

3 6

10 7

10 9

9

12

20

0 5 10 15 20 25 30 35 40

Number of airports

Major concern

Moderate concern
Appendix I

Views of Airport Officials

Page 20 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

control over deicing operations, and the officials at one airport were most

concerned about the use of urea at their airport.

Figure 11: Water Quality Issues That Most Affect Airports’ Operations

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

National

Environmental Policy

Act (NEPA) Process

12. Considering both completed and ongoing capacity projects, what is

your general level of satisfaction with each of the following NEPA

environmental review processes?

Officials at 30 of the 49 airports that have recently undergone NEPA

environmental reviews were satisfied with the categorical exclusion and

the environmental assessment—finding of no significant impact processes.

However, the level of satisfaction was lower for the review of

environmental impact statements. (See fig. 12.)

4%

12%

22%

24%

2 airports: 

none applicable 

6 airports: 

staying within TMDL

requirements

11 airports: 

controlling gas spills

at the airport 

12 airports: 

all other concerns 

18 airports: 

deicing-specific concerns

38%
Appendix I

Views of Airport Officials

Page 21 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 12: Airports’ Satisfaction With NEPA Review Process

Note: The figure represents the statistics for those officials with experience in these levels of NEPA

review. Officials from three airports did not have experience with the categorical exclusion process.

Officials from two airports did not have experience with the environmental assessment—finding of no

significant impact process, and an official from an one airport did not answer this part of the question.

Officials from 10 airports did not have experience with the environmental impact statement process.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

13. If you would like to provide examples for your answers to the previous

question (#12), please provide them here.

Officials from 16 airports provided some written examples of their

experiences with the NEPA process. Officials from nine airports noted that

the NEPA process took too long or was otherwise burdensome. According

to officials from a number of airports, multiple legal reviews and FAA’s slow

processing of NEPA documents were also at least partially responsible for

the delays.

Number of airports

Somewhat or very satisfied

Uncertain/neutral

Somewhat or very dissatisfied

0

5

10

15

20

25

30

35

30

10

7

Categorical exclusion

30

9 8

Environmental

assessment—

finding of no 

significant impact

13 13

14

Environmental impact

statement
Appendix I

Views of Airport Officials

Page 22 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Assistance From the

Federal Aviation

Administration (FAA)

14. How effective is FAA when helping your airport with environmental

activities?

Officials from 32 airports reported that FAA was very or moderately

effective in answering their questions and addressing their concerns.

Officials from over half of the airports also reported that FAA was very or

moderately effective in coordinating activities within FAA, providing

standard rules and guidance, and processing paperwork. Airport officials

believed that FAA was less effective at coordinating with state agencies and

ensuring consistent treatment across FAA regions. (See fig. 13.)

Figure 13: Airports’ Opinions of FAA’s Effectiveness in Selected Environmental

Areas

Note: The responses of officials reporting that they were unsure about FAA’s effectiveness or that the

issue did not apply to them were not included in this figure. In addition, officials from five airports

identified additional issues in the “other” category.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

Number of airports

Answering

questions

Coordinating

among FAA

offices

Providing

standard

rules and

guidance

Processing

paperwork

Coordinating

with other

federal

agencies

Coordinating

with state

agencies

Very or moderately effective

Equally effective and ineffective

Very or moderately ineffective

Ensuring

consistent

treatment

across FAA

regions

0

10

20

30

40

50

32

15

3

29

12

9

29

11

10

28

9

10

21

18

11

17

18

12

11

4

16

50 50 50

47

50

47

31
Appendix I

Views of Airport Officials

Page 23 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

15. If any of your capacity projects were delayed over the last 5 years, how

much did the following factors contribute to the delay?

Officials at two-thirds of the nation’s 50 busiest commercial service airports

reported that over the last 5 years, at least one airport capacity project was

delayed. Environmental issues of some type were the most common cause

of such delays. Environmental review, mitigation, mediation, and lawsuits

represent the top four causes of the delays. Officials from 17 airports

indicated that no airport capacity projects were delayed over the last 5

years. (See fig. 14.)
Appendix I

Views of Airport Officials

Page 24 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 14: Causes of Delays in Airport Capacity Expansion Projects

Note: Figure includes the responses of officials from the 33 airports that experienced delays in

capacity projects over the last 5 years.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

(Question 15 continued) Officials from 28 of the 33 airports that

experienced delays indicated that the environmental review process was a

major, moderate, or minor factor delaying airport expansion projects. The

NEPA environmental review process was a major factor, for 12 of the 33

airports experiencing delays and was at least a minor factor for 28 of these

airports. (See fig. 15.)

Causes of delays

0 5 10 15 20 25

Contracting issues 1 3

Land acquisition 4 7

Financing issues 5 7

Environmental lawsuits 8 5

Environmental mediation with 8 8

local jurisdictions

Environmental mitigation 10 6

Environmental review (NEPA) 12 10

Number of airports

Major factor

Moderate factor

All other reasons 8 0
Appendix I

Views of Airport Officials

Page 25 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 15: Degree to Which the Environmental Review Process (NEPA) Contributed

to Delays in Airport Expansion Projects

Notes: This figure includes the responses of officials from all but 1 of the 33 airports where capacity

projects were delayed in the last 5 years: An official from one such airport did not provide information

on how the NEPA process contributed to the delays. Percentages do not add to 100 because of

rounding.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

16. Which item most delayed your airport’s capacity projects?

Officials from 23 of the 33 airports that experienced delays in capacity

projects cited one of the four environmental-related issues as the number

one delaying factor. (See fig. 16.)

6 airports: 

minor factor 

10 airports: 

moderate factor

12 airports: 

major factor

4 airports: 

not a factor 

19%

13%

31%

38%
Appendix I

Views of Airport Officials

Page 26 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 16: Share of Airports’ Capacity Expansion Projects That Were Delayed

Primarily Because of Environmental Issues

Note: This figure includes the responses from officials at all but 1 of the 33 airports where capacity

projects were delayed in the last 5 years (because the official at 1 such airport did not answer this

question).

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

9 airports: 

non-environment-related issues

23 airports: 

environment-related issues 

72%

28%
Page 27 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Appendix II

Survey Responses on Airport Information ApendxiI

17. Is this airport currently located within a metropolitan statistical area?

Officials from all 50 of the nation’s busiest commercial service airports

noted that their airport is located in a metropolitan statistical area. That

means that all of the airports are located in cities or urbanized areas with at

least 50,000 people and in metropolitan areas with at least 100,000 people.

18. In the last 10 years, how many, if any, of your capacity expansion

projects (e.g., runway, taxiway or terminal expansions) required a

categorical exclusion, environmental assessment, or environmental impact

statement?

Officials from 10 airports reported that half or fewer of their capacity

expansion projects required any environmental review as defined in the

question. Overall, 23 airports reported that at least some of their airport

capacity expansion projects did not require an environmental review. (See

fig. 17.)
Appendix II

Survey Responses on Airport Information

Page 28 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 17: Share of Airports With Expansion Projects Whose Projects Required

Environmental Reviews

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

19. Over the last 10 years, were any capacity expansion projects canceled

or indefinitely postponed as a result of environmental issues?

Environmental issues caused airport officials to cancel or indefinitely

postpone expansion projects at 12 of the 50 busiest commercial service

airports in the last 10 years. (See fig. 18.)

26 airports: 

all projects required a review

23 airports: 

some projects did not 

require a review

Figure includes the 49 airports with expansion projects in the last 10 years

53% 47%

5 airports: 

fewer than half of the 

projects required a review 

5 airports: 

about half of the 

projects required a review 

8 airports: 

almost all of the 

projects required a review

5 airports: 

more than half of the 

projects required a review 
Appendix II

Survey Responses on Airport Information

Page 29 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 18: Airports Canceling or Indefinitely Postponing Expansion Projects

Because of Environmental Issues

Note: Two airports were not included in this figure. One official indicated that the airport did not have

any capacity expansion projects in the last 10 years, and another official wrote that two environmental

processes caused lengthy delays.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

20. How many of your airport’s capacity expansion projects were granted a

categorical exclusion (CE) in the last 10 years?

21. How many environmental assessments in the last 10 years resulted in a

finding of no significant impact?

22. How many environmental impact statements did your airport complete

in the last 10 years?

Airport officials reported that the majority of airport expansion projects

received categorical exclusions. Based on their responses, the number of

airport capacity expansion projects approved through categorical

exclusions was six times greater than the number approved through

environmental impact statements and more than two times greater than the

number approved through environmental assessments that resulted in

findings of no significant impact on average over the last 10 years. (See fig.

19.)

36 airports: 

no projects canceled 

or indefinitely postponed

12 airports: 

at least one project canceled 

or indefinitely postponed 

25%

75%
Appendix II

Survey Responses on Airport Information

Page 30 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 19: Average Number of NEPA Environmental Reviews Conducted by the 50

Busiest Commercial Service Airports in the Last 10 Years

Note: This estimate used the midpoints of the ranges provided by airport officials in the survey to

estimate the average. To simplify, the two airports with more than 75 categorical exclusions were

estimated to have 75, and the one airport with more than 10 environmental impact statements was

estimated to have 10.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

Airport Operations 23. What is your airport’s projected growth for (a) operations and (b)

passengers over the next 10 years?

Passengers are projected to increase at a faster rate than operations.

Officials at 37 airports expected the rate of growth in passengers to exceed

25 percent over the next 10 years, while officials at only 20 airports

expected the same level of growth in operations. (See fig. 20.)

Average number in last 10 years

7.7

0

1

2

3

4

5

6

7

8

Categorical

exclusion

Environmental

assessment—

finding of no

significant 

impact

Environmental

impact

statement

Type of NEPA review

3.2

1.2
Appendix II

Survey Responses on Airport Information

Page 31 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 20: Anticipated Growth Rate in Passengers and Operations over the Next 10

Years

Note: One airport was uncertain of its expected growth rate for operations and passengers, and

officials from two airports did not answer this question.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

24. How many capacity projects does your airport plan to complete

between now and 2010?

Of the 50 airports surveyed, officials at 34 are planning to build or at least

extend 56 runways in the next 10 years. A majority of the airports will build

or extend at least one runway over that period. (See fig. 21.)

Number of airports

20

37

27

10

More than 25% Less than 25%

Anticipated growth in the next 10 years

Operations

Passengers

0

10

20

30

40
Appendix II

Survey Responses on Airport Information

Page 32 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 21: Number of Runways to Be Built or Extended by 2010

Note: One airport indicated that it was uncertain about the number of runways it planned to complete

from now through 2010.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

(Question 24 continued)

The average number of capacity projects airport officials expected to

complete by 2010 is not strongly associated with the time when they

expected to reach capacity. For example, airports that are already at or

above capacity are planning to complete fewer runways, on average, than

airports that expect to reach capacity in 1 to 9 years. However, airports at

or above capacity are planning to complete slightly more taxiways and

terminals than airports expecting to reach capacity in 1 to 9 years. (See fig.

22.) In addition, airport officials are planning to complete at least 10

capacity projects per airport (runways, taxiways, terminals, gates, and

ground access projects), on average, by 2010. Officials from 23 of the 24

airports that are already operating at or above capacity or will reach

capacity in the next 4 years are planning to complete at least one passenger

terminal project by 2010.

Number of airports

15 15

2

1

16

0

4

8

12

16

None One Two Three Four or

more

Number of new or extended runways
Appendix II

Survey Responses on Airport Information

Page 33 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 22: Average Number of Runways, Taxiways, or Terminals to Be Built or

Expanded by 2010

Note: One airport indicated that it was uncertain about the number of runways, taxiways, or terminals it

planned to complete from now through 2010. To simplify, we counted the airports with four or more

capacity projects as having four.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

Noise Information 25. What is the approximate population within the 65 dB DNL (or Ldn)

contour1 around your airport?

Average number of expansion projects

0.9

3.0

1.9

1.4

2.9

1.8

1.5

2.7

1.6

0.8

1.9

1.1

0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

At or above

capacity

1 to 4 years 5 to 9 years 10 or more years

Expected time for airport to reach capacity

Average number of runways

Average number of taxiways

Average number of terminals

1

Under federal land use guides incorporated into FAA regulations, the noise boundary

within which some land uses, such as residences and schools, are considered incompatible

with airport operations.
Appendix II

Survey Responses on Airport Information

Page 34 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Twenty-two airports have between 1,000 and 25,000 people living within

areas where sound levels reach 65 dB DNL or more. (See fig. 23.) We

conservatively estimated that the total population living within such areas

at 48 of the 50 busiest commercial service airports is 675,000 people.2 Our

estimate is based on data provided by the airports.

Figure 23: Approximate Population Within the 65 dB DNL Contour

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

26. Please describe the change, if any, over the past 5 years in the

population level within your airport’s 65 dB DNL contour.

Officials from 23 airports reported that the population within their airport’s

65 dB DNL contour was moderately or greatly decreasing. Officials from 16

2 To calculate the number of people affected by noise at 45 airports, we took the minimum

possible value in the ranges for the estimates for the 43 airports that answered the question.

We included a more specific estimate for the airport that reported that its population within

the 65 dB DNL was over 100,000—adding 125,000 people to the estimate. For two airports

that provided only the number of households that are located within the 65 dB DNL contour,

we used FAA’s approved methodology to approximate the number of affected residents at

75,600 and 102,600, respectively.

Number of airports

12

22

7

0

1

0

1

7

0

5

10

15

20

25

Less 

than

1,000

1,000 

to

25,000

25,001 

to

50,000

50,001 

to

75,000

75,001 

to

100,000

Over

100,000

Not

assessed

Population within the 65 dB DNL contour
Appendix II

Survey Responses on Airport Information

Page 35 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

airports described their populations as stable, and officials from 10 airports

reported that the populations affected by noise near their airport was

moderately increasing. (See fig. 24.)

Figure 24: Population Changes Within the 65 dB DNL Contour Over the Past 5 Years

Note: One airport was unable to estimate the change in the population living inside the 65 dB DNL

contour.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

27. What portion of noise complaints received over the last 12 months came

from areas outside the 65 dB DNL contour?

Many noise complaints airports receive come from areas that federal

criteria do not consider significantly noise-impacted (areas with noise

levels below 65 dB DNL). Officials from 35 airports reported that more than

half of their noise complaints came from areas that FAA has designated as

compatible with airport operations in terms of noise. (See fig. 25.)

Number of airports

Greatly

increasing

Moderately

increasing

Remaining

stable

Moderately

decreasing

Greatly

decreasing

Population changes within the 65 dB DNL contour

0

10

16

12

11

0

2

4

6

8

10

12

14

16

18

20
Appendix II

Survey Responses on Airport Information

Page 36 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 25: Portion of Airports’ Noise Complaints That Come From Areas Outside the

65 dB DNL Contour

Note: Two airports have not calculated the portion of noise complaints that came from areas outside

the 65 dB DNL contour.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

28. Approximately how often does your airport monitor noise levels?

Officials at over half of the airports monitor noise daily or more often, and

officials at almost all airports monitor noise at least periodically. (See fig.

26.) An official from one airport reported that the airport does not monitor

noise.

4%

2 airports: 

not assessed

6 airports: 

less than half 

7 airports: 

about half

35 airports: 

more than half

14%

12%

70%
Appendix II

Survey Responses on Airport Information

Page 37 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 26: Cumulative Totals for the Frequency of Airport Noise Monitoring

Note: Officials from two airports reported that they are currently installing new noise-monitoring

systems, and an official from one airport reported that the airport does not monitor noise.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

29. As you know, aircraft over 75,000 pounds are required to be Stage 3

compliant by December 31, 1999, but aircraft below 75,000 pounds are not.

What portion of the jets that currently take off and land at your airport are

below 75,000 pounds?

Officials at over half of the airports reported that very few of the airplanes

using their airports weigh less than 75,000 pounds. Officials at only five

airports reported that half or more of the airplanes operating at their

airport weigh less than 75,000 pounds. This suggests that most of the

airplanes that currently take off and land at the 50 busiest airports are

Stage 3 compliant because only airplanes weighing 75,000 pounds or less

are exempt. (See fig. 27.)

Number of airports

0

10

20

30

40

50

Frequency of noise monitoring

47

39

35 34 33

Daily or

more often

Weekly

Monthly

Quarterly

Occasionally

Cumulative response
Appendix II

Survey Responses on Airport Information

Page 38 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 27: Share of Airplanes Under 75,000 Pounds Operating at the Airports

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

30. Please indicate the activities that are required or encouraged at your

airport to reduce the impact of aircraft noise.

Officials from the majority of airports noted that their airports either

require or encourage three noise mitigation strategies—ground run-up

(engine testing) restrictions or limitations, preferential use of certain flight

paths, and limits on the use of certain runways.3 All other strategies are

required or encouraged by fewer than half of the airports. (See fig. 28.)

Officials from 48 of the airports require or encourage at least one of these

noise mitigation strategies.

3 The use of “restrictions” and “limitations” was based on the wording of GAO’s survey of

airports and is not intended to reflect the special meaning under FAA Aviation Regulation

part 161.

27

18

4

1

0

5

10

15

20

25

30

Very few Fewer

than half

About

half

Over half

Share of airplanes weighing 75,000 pounds or less

Number of airports
Appendix II

Survey Responses on Airport Information

Page 39 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 28: Noise Mitigation Strategies Required or Encouraged by Airports

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

Noise mitigation strategies

0 5 10 15 20 25 30 35 40 45 50

All others 6 3

3 5 Limits on the number of operations

 during certain hours

Aircraft towing 4 8

Restricted hours 5 10

10 5 Limits or bans on certain types of aircraft

during certain hours

Reduced engine taxiing 3 15

Limits on the use of certain runways 17 25

Preferential use of certain flight paths 19 25

Ground run-up restrictions/limitations 37 7

Number of airports

Required

Encouraged
Appendix II

Survey Responses on Airport Information

Page 40 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Air Quality Information 31. Please indicate your airport’s current participation, if any, in these

activities relating to regional air quality.

Almost half of the nation’s 50 busiest airports are represented on a

committee that addresses air quality issues, and an equal number of

airports are represented at regional air quality meetings. Twenty-one

airports also conducted airport-specific emissions studies or audits. (See

fig. 29.)

Figure 29: Airports’ Participation in Regional Air Quality Activities

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

(Question 31 continued)

The level of participation in activities relating to regional air quality is high

among airports located in nonattainment areas.4 Officials from 25 of the 31

airports located in nonattainment areas participate in at least one activity

related to regional air quality. (See fig. 30.) However, officials from 6

airports in nonattainment areas do not participate in regional air quality

4

Nonattainment areas are geographic areas in which the levels of common air pollutants

regulated by the Environmental Protection Agency are higher than the levels allowed by

federal standards.

Other

Conduct airport air

pollutant emissions studies

or audits

Serve on air quality

committee

Attend regional air

quality meetings

Participation in regional air quality activities

23

21

23

9

0 5 10 15 20 25

Number of airports
Appendix II

Survey Responses on Airport Information

Page 41 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

activities despite their area’s poor air quality. In addition, officials from 13

airports in nonattainment areas are not members of a committee that

addresses air quality and do not attend air quality meetings; and officials

from 15 airports in nonattainment areas have not conducted an airport air

emission study or audit. This level of nonparticipation is important because

an EPA study found that aircraft emissions are a potentially significant,

increasing source of pollution in 10 cities with local air quality problems.

Figure 30: Participation in Regional Air Quality Activities by Airports in

Nonattainment Areas

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

Number of airports in nonattainment areas

Conducted an 

air pollutant

emission study 

or audit?

Member of 

regional air 

quality

committee?

Attend 

regional 

air quality

meetings?

Participate in 

any regional

activities?

Yes

No

15

16

13

18

13

18

6

25

0

5

10

15

20

25

30
Appendix II

Survey Responses on Airport Information

Page 42 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

32. Of the ground service equipment operated by your airport and its

tenants (e.g., maintenance vehicles, baggage carts), approximately what

percentage (a) use alternative fuels now and (b) are expected to use

alternative fuels within the next 5 years?

33. Of the ground access vehicles operated by your airport and its tenants

(e.g., taxis, shuttles, public transit), approximately what percentage (a) use

alternative fuels now and (b) are expected to use alternative fuels within

the next 5 years?

The use of alternative fuels at airports is currently limited. Approximately 2

percent of the ground service vehicles and 0.6 percent of the ground access

vehicles currently operating at the 50 busiest commercial service airports

use alternative fuels. However, at least some alternative-fuel ground service

vehicles are currently being used at 29 of the 50 airports. In addition,

airport officials expect the share of alternative-fuel vehicles to quadruple in

the next 5 years. (See fig. 31.)
Appendix II

Survey Responses on Airport Information

Page 43 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 31: Current and Projected Percentage of Alternative-Fuel Vehicles at the

Airports

Notes: We estimated the percentages of vehicles by interpolating the median, an average statistic

representing the point dividing the upper half of the responses from the lower half. In addition, four

airports were not included in the figure. One airport indicated that it is unsure about the current or

projected share of alternative-fuel ground service equipment and ground access vehicles. One airport

indicated that a few airlines are voluntarily considering the use of alternative-fuel ground service

equipment and that the airport uses electricity to power remote terminals and the parking garage. One

airport indicated that 100 percent of its buses use alternative fuels. One airport indicated that a

significant number of passengers use public transportation to get to the airport.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

34. If your airport is located in a nonattainment area, does the state

implementation plan include an air emissions budget for airports?

Median percentage using alternative fuels

Ground service equipment Ground access vehicles

Types of airport vehicles

Current

In 5 years

0.6

4.0

8.0

2.0

0

1

2

3

4

5

6

7

8
Appendix II

Survey Responses on Airport Information

Page 44 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

The Environmental Protection Agency recently reported that aircraft have

the potential to contribute significantly to air pollution. However, as figure

32 shows, officials from 14 airports, or 42 percent of those in

nonattainment areas,5 reported that emissions from their airport are not

included in their state’s plan for improving regional air quality—known as

the state implementation plan. In addition, officials from several airports

who noted that their airport was included in their state implementation

plan believed their emissions budget—or emissions limitation—was

insufficient to accommodate their operations and growth.

5

Nonattainment areas are geographic areas in which the levels of common air pollutants

regulated by the Environmental Protection Agency are higher than the levels allowed by

federal standards.
Appendix II

Survey Responses on Airport Information

Page 45 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 32: Status of Airports in Their State Implementation Plan’s Emissions Budget

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

Notes: Percentages do not add to 100 due to rounding. These statistics represent the answers

provided by airport officials. Data from the Environmental Protection Agency conflict with some of

these data. According to the agency’s data, officials from three airports that reported they were in

attainment areas are located in nonattainment areas, and officials from three airports that reported

they were in nonattainment areas are located in attainment areas.

35. What percentage of all passengers, tenants, and employees use the

following modes of transportation to get to and from your airport?

The large majority of people still drive cars to the nation’s 50 busiest

commercial service airports. We estimate that 40 times more people drive

or ride in cars to these airports than take public transportation. (See fig.

33.) This may help explain why cars, traffic, and parking represent three of

the airport officials’ four top air quality concerns (see question 8).

Figure includes the 33 airports that reported they were in nonattainment areas

7 airports: 

plan not available 

11 airports: 

air pollutant emissions budget 

included in the plan

14 airports: 

air pollutant emissions budget 

not included in the plan 

1 airport: 

no air pollutant emissions 

budget necessary

21%

33%

3%

42%
Appendix II

Survey Responses on Airport Information

Page 46 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 33: Passengers’, Tenants’, and Employees’ Modes of Transportation to the

Airport

Notes: We estimated the percentages of vehicles by interpolating the median, an average statistic

representing the point dividing the upper half of the responses from the lower half. In addition, the

percentages do not add to 100 because airports estimated the percentage using provided ranges and

rounding. Furthermore, the following were not included in the calculations: Six airports wrote in

additional modes of transportation. Two airports did not indicate what percentage of passengers,

tenants, and employees use cars or vans/shuttles to get to and from the airport. Five airports were

uncertain about the percentage of people that use vans/shuttles, and four airports were unsure about

the percentage that use public transportation.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

36. Has your airport contributed funding to any of the following strategies

for improving air quality over the last 5 years?

The majority of the nation’s 50 busiest commercial service airports fund a

variety of air pollutant emission reduction strategies. Most of the airports

provide funds for alternative-fuel vehicles and stations and provide

electricity and preconditioned air at gates so airplanes can save fuel and

reduce pollution by not running their own or stand-alone generators while

Median percentage used to access airport

Cars (fewer than

six passengers)

Vans or shuttles

(more than six

passengers)

Public

transportation

Mode of transportation

81

10

2

0

20

40

60

80

100
Appendix II

Survey Responses on Airport Information

Page 47 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

at the gate. (See fig. 34.) Forty-five of the 50 airports fund at least one of

these air emission reduction strategies.

Figure 34: Air Pollutant Emissions Reduction Strategies Funded by Airports

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

0 5 10 15 20 25 30 35 40

Other

Banking of air pollutant

emission credits

Airport shuttle from

external locations

Direct rail or

subway connection

Preconditioned air at gates

Electricity at gates

Alternative-fuel stations

Alternative-fuel vehicles

Emissions pollutant reduction strategies

Number of airports

36

30

30

28

18

17

3

2
Appendix II

Survey Responses on Airport Information

Page 48 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Water Quality

Information

37. Are either deicing or anti−icing chemicals used at your airport?

Some deicing operations occur at most of the airports we surveyed, even

those that are located in a warm climate. (See fig. 35.)

Figure 35: Use of Deicing or Anti-Icing Chemicals at Airports

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

38. What types of aircraft and runway deicing/anti−icing fluids are normally

used at your airport?

Propylene glycol is the most commonly used aircraft deicing or anti-icing

chemical. It is used at 40 of the 45 airports where deicing or anti-icing

chemicals are used. Ethylene glycol is the second most commonly used

chemical. (See fig. 36.) Although glycol products can be also be used on

runways, its use is declining, making potassium acetate the most

commonly used runway deicing or anti-icing chemical, according to a study

by the Environmental Protection Agency. Potassium acetate is used at 26 of

the 45 airports that support deicing or anti-icing efforts. Typically, airlines

or contractors are responsible for deicing and anti-icing for aircraft, and

airports are responsible the same activities for the airfield pavement.

5 airports: 

no deicing or anti-icing 

chemical used 

45 airports: 

deicing or anti-icing 

chemical used

10%

90%
Appendix II

Survey Responses on Airport Information

Page 49 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

However, overall chemical use at airports varies. Officials from 45 airports

reported 19 different combinations of chemical use.

Figure 36: Deicing and Anti-Icing Chemicals Used at Airports

Note: Statistics include the 45 airports at which deicing or anti-icing chemicals are used.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

39. How does your airport currently handle runoff from deicing or anti−

icing operations?

Vacuum sweeper trucks are the most common deicing or anti−icing

chemical capture technique used by the nation’s busiest commercial

service airports. These trucks are used at 22 of the 45 airports where such

chemicals are used. (See fig. 37.) There does not appear to be a preferred

mix of capture strategies. The 45 airports with deicing or anti−icing

operations used 25 different combinations of chemical capture strategies.

0 5 10 15 20 25 30 35 40 45

Other

Calcium magnesium acetate

Sodium formate

Urea

Potassium acetate

Ethylene glycol

Propylene glycol

Number of airports

40

34

26

17

13

5

4

Deicing/anti-icing chemicals
Appendix II

Survey Responses on Airport Information

Page 50 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 37: Airports’ Use of Selected Deicing and Anti-Icing Chemical Capture

Techniques

Note: Statistics include the 45 airports at which deicing or anti-icing chemicals are used.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

40. Currently, how does your airport dispose of deicing or anti−icing fluids?

Over half of the 45 airports where deicing or anti−icing fluids are used send

at least some of the spent fluids to a publicly owned treatment facility. (See

fig. 38.) The airports reported using 18 different combinations of

approaches to dispose of deicing or anti−icing fluid.

All others

Other dedicated drainage system

Sanitary sewer system

Deicing pads

Common stormwater system

Vacuum sweeper trucks

Selected capture techniques

Number of airports using the technique

0 5 10 15 20 25

22

20

18

14

14

8
Appendix II

Survey Responses on Airport Information

Page 51 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 38: Airports’ use of Selected Deicing or Anti−Icing Fluid Disposal Strategies

Note: Statistics include the 45 airports at which deicing or anti-icing chemicals are used.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

41. Does your airport recycle any of its reclaimed deicing or anti−icing

fluids?

Figure 39 shows that 12 of the 45 airports with deicing or anti-icing

operations recycle at least some of the reclaimed chemicals.

Other

Treated at on-site

treatment center

Discharged directly into a

local water body

Sent to a private contractor

for off-site disposal

Sent to a publicly owned

treatment facility

Selected disposal strategies

Number of airports that apply the disposal strategy

0 5 10 15 20 25 30

7

5

17

18

24
Appendix II

Survey Responses on Airport Information

Page 52 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 39: Recycling of Deicing/Anti-Icing Fluids

Note: Statistics include the 45 airports at which deicing or anti-icing chemicals are used.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

42. During the deicing season, how often do airlines report their use of

deicing/anti−icing chemicals to the airport authority?

It is common for airlines to report their use of deicing/anti−icing fluids to

airports. As figure 40 indicates, 29 airports receive reports on chemical

usage at least once a month, and 38 receive some kind of reporting from

airlines.

12 airports: 

fluids recycled

33 airports: 

fluids not recycled

27%

73%
Appendix II

Survey Responses on Airport Information

Page 53 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Figure 40: Frequency of Airlines’ Reporting of Deicing or Anti-Icing Chemical Use

During Deicing Season

Notes: Statistics include the 45 airports at which deicing or anti-icing chemicals are used. In addition,

two airports did not answer this question, one airport indicated that it has no deicing season, and one

airport indicated that deicing occurs infrequently.

Source: GAO’s survey of the nation’s 50 busiest commercial service airports.

43. Please add any comments you wish on the issues in this survey.

Officials from 11 airports provided additional written comments on specific

environmental issues that concern them. As we requested, these comments

focused, in particular, on the airports’ difficulties in balancing growth and

environmental impacts. A number of airport officials also provided details

about the environmental issues that threaten to impede their airports’

development. For example, officials from two airports cited their lack of

control over environmental impacts, noting that FAA controls some

aspects of airline activities yet the resulting impacts on noise and air quality

pose a concern for airports. Other issues raised included (1) difficulties in

managing wetlands and stormwater processes because of overlapping

Cumulative number of airports

12

15

38

32

29

0

5

10

15

20

25

30

35

40

Daily

Weekly

Monthly

Annually

As requested

Cumulative response
Appendix II

Survey Responses on Airport Information

Page 54 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

state, county, and federal permitting requirements and (2) a lack of

accountability and communication within FAA on environmental impact

statements that impedes airport expansion projects.
Page 55 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports ApendxiI
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 56 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 57 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 58 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 59 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 60 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 61 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 62 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 63 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 64 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 65 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 66 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 67 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 68 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 69 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Appendix III

GAO’s Survey of the Nation’s 50 Busiest

Commercial Service Airports

Page 70 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports
Page 71 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Appendix IV

List of the 50 Busiest Commercial Service

Airports, Based on 1998 Data From FAA ApendxiIV

Officials from each of the following airports responded to the survey in

appendix III.

• Anchorage International

• Atlanta International

• Austin/Bergstrom International

• Baltimore-Washington International

• Boston/Logan International

• Charlotte/Douglas International

• Chicago/Midway

• Chicago/O’Hare International

• Cleveland Hopkins International

• Covington/Cincinnati International

• Dallas Love Field

• Dallas/Fort Worth International

• Denver International

• Detroit Metro Wayne County

• Fort Lauderdale/Hollywood

• Honolulu International

• Houston Hobby

• Houston/George Bush Intercontinental

• Indianapolis International

• John F. Kennedy International

• Kansas City International

• La Guardia

• Lambert/St. Louis International

• Las Vegas/McCarran International

• Los Angeles International

• Memphis International

• Metropolitan Oakland International

• Miami International

• Milwaukee/General Mitchell International

• Minneapolis/St. Paul International

• Nashville International

• New Orleans International/Moisant

• Newark International

• Ontario International

• Orlando International

• Philadelphia International

• Phoenix Sky Harbor International

• Pittsburgh International

• Port Columbus International
Appendix IV

List of the 50 Busiest Commercial Service

Airports, Based on 1998 Data From FAA

Page 72 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

• Portland International

• Raleigh-Durham International

• Reno/Tahoe International

• Ronald Reagan Washington National

• Salt Lake City International

• San Diego International/Lindbergh

• San Francisco International

• San Jose International

• Seattle Tacoma International

• Tampa International

• Washington Dulles International
Page 73 GAO/RCED-00-222 Survey of the 50 Busiest Commercial Airports

Appendix V

GAO Contacts and Staff Acknowledgments ApendxiV

GAO Contacts Gerald L. Dillingham, (202) 512-2834

Belva Martin, (202) 512-2834

Staff

Acknowledgments

In addition to those named above, Danielle Bartoni, Sandra Cantler, Keith

Cunningham, Beverly Dulaney, and Fran Featherston made key

contributions to this report.

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