By Shaun Milne

PASSENGER numbers have nose-dived at one of Scotland’s best known low-cost airports.

Glasgow Prestwick Airport said the number of people travelling through the Ayrshire hub are down 28 per cent year on year.

The plunge – to 152,000 passengers – was dismissed as being “in line with recent trends”.

But bosses are now pinning their hopes on winter-sun flights and summer bookings for 2010 to help see them through the recession.

Graeme Sweenie, chief commercial officer, admitted: “2009 has certainly been a challenging year for the airport.

Insisting that the airport’s prospects remained “excellent”, he pointed to the fact that operator Ryanair had recently laid on more winter flights as being a positive sign.

He added: “These new destinations are a huge vote of confidence in Glasgow Prestwick by Europe’s largest low fares airline.

Capacity

“The summer 2010 schedule is now on sale to over thirty destinations.”

“We understand that competing airlines at Glasgow Airport have reduced their capacity for summer 2010, so our strategy of being Scotland’s year-round gateway to sun, sea and sangria is working well for us, and hurting our competitors.”

Earlier this month figures released by aviation consultancy RDC Aviation showed that Britain’s 33 busiest airports had all reported lower figures for the first eight months of the year than previously.

British traveller are taking nine per cent fewer flights overall, it said, with Gatwick in London the biggest loser, seeing passenger traffic down by two million.

See more of our pictures at our Flickr site and videos at our dedicated channel,  Deadline TV.

New image in the visual pun photoshop contest

Just a extraction of the black bar code, warp rotate etc to fit the lamb Then displacement filter on two layers of the bar code one in overlay and on …
Baa Code photoshop picture

So, BAA’s monopoly is finally ending. We have met the news that Gatwick is to be bought by Global Infrastructure Partners (GIP) with mixed views. From a personal point of view the breaking up of such a monopoly can only be a good thing – how has it lasted so long?

From a Woodland Trust point of view, the ongoing threat of an additional runway which could threaten 75 hectares of ancient woodland (including the Trust’s Edolphs Copse and Ricketts Wood) is serious. There has been much debate on the likelihood of the additional runway. The Air Transport White Paper indicated the case for a second runway was not as strong here as at Stansted and Heathrow. The paper did however also recommended that the land around Gatwick was safeguarded from development to keep it free for airport expansion, and so the threat lingers like a bad smell or unpleasant taste.

There is unlikely to be further development until the legal agreement that was drawn up by West Sussex County Council in 1979 to prevent a second runway before 2019 expires but we don’t know what else GIP have in store as part of their plans to improve Gatwick. As part of the coalition AirportWatch we will automatically be keeping an eye on what happens at Gatwick - if these plans are at the expense of ancient woodland we will take the threat very seriously and fight for its protection.

Domaine: Informatique

Lien de l’offre: http://www.maestrovision.com/index.php?s=careers&lang=FR

I’m wondering if it is really true. I’m wondering if this really is victory – because no-one seems quite sure either way yet.

After all the campaigning and letter-writing and protesting, and after the government’s controversial decision on the matter, the ‘announcement’ that BAA will not be submitting plans for the third runway at Heathrow before the 2010 general election slipped out with barely a whimper last week in an article in The Sunday Times.

As one of the thousands of people who live under the Heathrow flightpath and who have been involved in the various local campaigns against the third runway, I should be dancing in the streets and cracking open the cooking champagne as a result of this apparently new decision, but, if anything, it’s left me feeling even more confused than before.

The final decision on the third runway was always going to be a complex and controversial one. Any financial and economic benefits of its development had to be weighed against the impact of a new runway on the lives of the communities in the immediate vicinity and under the wider flightpath of the airport. Or at least that was the theory, anyway.

Of course, when major projects like this are in the planning stages, the agencies involved (whether of big business, government, or – in this case – both) will always make lots of colourful and seemingly sincere noise about how they intend to listen to and take on board the views of ordinary people, particularly those who live locally to the development, and about how this type of consultation is an essential aspect of their decision-making process.

All of which they expect people to believe, and all of which is as likely to meaningfully happen as… well, a very unlikely thing. Forgive the cynicism, but having spent my entire life living under the Heathrow flightpath, it seems to me that neither the government nor BAA have ever seriously listened to the local people who also live, work and go to school with the constant roar of jet planes coming and going overhead at a rate of about one every ninety seconds (and that’s even with the policy of runway alternation in place). Believe me, that’s not fun.

So when the government gave the third runway the official OK back in January of this year, I was angry – but not surprised. Big business will always have more clout with government than the people that said government are elected to represent in the first place. And big business was always going to get its way, it seemed.

In this case, and despite this recent and apparent climb-down, it seems that big business (namely BAA) has got its way again. This latest move is just buying them some time – except no-one appears to have noticed this amid the backslapping.

And on that subject, is it just me, or have some of the jubilant spokespeople quoted in The Sunday Times got a little bit ahead of themselves? It seems to me that they are working on a rather large assumption Yes, BAA have insisted that they were never going to submit any plans until after next year’s elections – but that doesn’t necessarily mean the end of the third runway, as the likes of the shadow transport secretary Theresa Villiers and Edward Lister of Wandsworth council and the 2M group seem to think.

Of course, that still applies even if the Tories and their much-vaunted anti-expansion plans get in (assuming that does happen – and working on that assumption alone is a little worrying on a number of levels), because, quite frankly, I don’t believe a single word that comes out of David Cameron’s mouth, and neither should anyone else.

New Labour, on the other hand, already have some serious previous (under both Tony Blair and Gordon Brown) in worrying away at the corpses of dead or moribund policies – what’s the betting that, if (by some miracle) they did win the next election, they’d be completely unable to leave this one alone either?

Fortunately, there are some groups who do actually see this latest move from BAA for what it is – in part, anyway – including HACAN ClearSkies, whose response to the report was that “[t]he champagne is still on ice but this really does look like the end of the road for the third runway”.

But if you wave enough money – or possibilities for advancement – at any politician, from any party, and principles, morals, ethics, and often basic human decency go straight out the window. Conference and manifesto promises (and even full-blown, voted-on, actual policies) are truly flexible things in hands like these.

Which may well mean that we haven’t seen the end of the third runway just yet.

A close reading of the article in The Sunday Times paints a slightly different picture to that drawn by even the most dubious and difficult to convince of the runway’s opponents. What jumped out at me was this interesting little comment, almost hidden by the jubilation: “[p]ublicly, BAA executives are urging the Tories not to “close the door” on expansion plans and say they are still working on the project”.

That doesn’t suggest complete capitulation to me.

And an equally interesting report appeared yesterday, which also (to a cynic like me) suggests BAA haven’t given up yet. I suspect that they haven’t suddenly developed a much-needed social conscience when they announced that they would buy 700 homes which were/are threatened by the third runway in order to (their words): “reduce the uncertainty faced by residents wishing to sell their property (subject to eligibility)”. It’s the ’subject to eligibility’ bit I like. Classy touch, that.

I’d love it if this really was the end of the third runway plans, but I just can’t bring myself to believe that it is. Not yet, anyway – there is still some way to go if the further expansion of Heathrow truly is to be stopped. This all just seems too good to be true, and you know what is usually said about that…

We may have won the battle, but we sure as hell haven’t won the war.

La British Airport Authority (BAA) a annoncé qu’elle a vendu à l’aéroport de Gatwick, juste en dehors de la capitale, pour un chiffre de 1,51 milliards de livres à Global Infrastructure Partners qui est aussi propriètaire du London City Airport.

Sale d'attente à Gatwick

Ce montant sera utilisé par BAA principalement pour couvrir les dettes.

BAA, suivant les directives de la législation antitrust du Royaume-Uni , vendra également l’aéroport de Stanstead. BAA devra aussi se sépérer de l’un de ces deux aéroports: soit Edimbourg soit Glasgow.

L’aéroport de Gatwick fut ouvert en 1958; 34 millions de passagers y auront transité en 2009.

Que devrons esperer les passager?

Michael McGhee un “partner” GIP a déclaré que Gatwick sera modernisé.

“We will upgrade and modernise Gatwick to transform the experience for both business and leisure passengers.” (Source: The Daily Mirror)

Liens:

BAA

Gatwick Airport

Global Infrastructure Partners

Liens:

BAA agrees to sell Gatwick, the UK’s second busiest airport, to Global Infrastructure Partners for 1.5bn…. From BBC News. Full story

This site may contain information about: last minute travel deals. The blog is also related to: book a flight.

The sale of Gatwick Airport by BAA is due to happen soon, the airport operator’s parent company has said…. From BBC News. Full story

This site may contain information about: trip flights. The blog is also related to: heathrow airport.

because making sheep noises is fun

A hearing begins on Monday to hear airport operator BAA dispute an order forcing it to sell three airports…. From BBC News. Full story

This site may contain information about: tours airport. The blog is also related to: airport flights.

So it has been a relatively fantastic few weeks for the environmental movement, not just on a national level, but also on a local level.

Nationally, BAA have announced that they are scraping plans for a new runway at Heathrow and E.ON are throwing their plans for Kingsnorth power station away (at least for the time being).

This is fantastic news, as although blame has been put on the ‘credit crunch’, in reality, these are two projects that have drawn immense protest from the environmental movement, and it would be ridiculous to suggest that opposition to these projects did not play its part in their scrapping – although also ridiculous to suggest that other issues did not also influence the decision.

In Reading, after a 13 year struggle by campaign groups, Reading Borough Council have rejected current plans to build new homes on the Bath Road Reservoir. Elsewhere in Reading, groups campaigning to stop development on King’s Meadow have also recently enjoyed success.

In both these cases it previously looked as though Reading Borough Council were to give in to the developers, and although there is still a long way to go with both of these campaigns, their recent successes can only encourage fellow campaigners and local people in Reading that people power can win through. Exemplified further by BAA’s and E.ON’s recent news nationally.

So next stop is a campaign surrounding the future of Pincent’s Hill in Reading that i have previously written about (here, here, here and here). Blue Living, have recently put in a planning proposal, and the Save Pincent’s Hill campaign are working hard to ensure that as many letters of objection to this proposal are sent to West Berks as possible. Even Reading Borough Council are putting in a letter of protest to the plans.

Although i admit that my last few months in Reading i have been a bit lax in this campaign, i do know that there are some fantastic and committed people working hard to stop these developments in Pincent’s Hill, and i would ask everyone reading this to visit their websites, to send in letters of protest to West Berks Council (you don’t have to live in the area to do so) and to send messages of support to the group.

Let’s build on recent successes and really show what people power can achieve.

Glasgow airport’s operator confirms it is considering the closure of a terminal for a few weeks in the winter to cut costs…. From BBC News. Full story

This site may contain information about: cheap air flights. For a different topic see cabbage recipe. The blog is also related to: online travel.

My son and his guitar teacher were rehearsing Greenday’s ‘When September Ends’ when the phone rang. It was Alain calling and from then on, August changed and the ninth month too.

A mischievous man called Dan was in search of a writer-in-residence at Heathrow Airport among London’s literary agents and it seemed that Alain had already gnawed at Dan’s arm so urgently that the poor fellow had no choice but to appoint said author plus tag-along photographer to spend a period in Terminal 5, reporting on the daily stories of this aviation village, as an exercise in ‘transparent marketing’. This meant that if a family of cockroaches or Borrowers were discovered, we were free to crawl on all fours like David Attenborough and announce the zoology to the world.

‘Was I interested?’

Well, yes. Since being influenced by Martha Rosler’s ‘Observations of a Frequent Flyer‘, Le Corbusier’s concepts for transport hubs amid skyscrapers and David Pascoe’s musings on the social history on airspace, airports have remained my favourite nearly-places to visit. I have witnessed the debris of Concorde at its final landing site in Gonesse and we all remember the head of Pan Am’s ‘Maid of the Seas’ lying on its side like a slaughtered stallion in Lockerbie’s winter field. The miracles and catastrophes and everydayness of flight still leaves me weak at the knees while nagging doubts about corporate-sponsored journalism made me nervous about objectivity.

Ten years before, I had approached the British Airports Authority to attempt something similar during a struggling project: A personal celebration of modern air travel a century after the Wright Brothers’ first 12-second/120 feet flight at Kitty Hawk. A Heathrow diary certainly demanded attention but back then, I had ignorantly missed the whole point of marketing strategies. Within a week though, I had been handed a carte blanche wish-list, a handful of Heathrow Express train vouchers, a 30-day ID pass, a letter of intent and a small team from the airport’s Commercial and Marketing office (also our patrons) to timetable immaculately printed schedules.

Avoiding drips of something resembling hydraulic fluid, I ducked under the grimy belly of a Jumbo as its hollow wings were being filled with Jet A1 at a rate of 3,000 litres a minute and I thought of 2.2bn people – 40% of the world’s population – sitting in flying machines like this. The spell was broken when I spied my chaperone pointing at her watch to tell me that BA’s Chairman Willie Walsh was expecting us at BA’s glass-sided Waterside nerve centre. An hour later and we were squinting into bright sun with WW himself, yellowish stains from the Boeing’s toilet fluid on my favourite shirt.

A few days later, we were driven around the southern perimeter fence towards Gate Gourmet’s airline food factory. Alain had excitedly seen a main set of landing gear striking the surface of runway 27R (“Look, look at those wheels. Wonderful!” he bubbled). The night before, AOSU had walked over to us as I adjusted my tripod and crouched down at this piece of blackened concrete to touch the gluey black rubber that countless Bridgestones had skid-marked.

“I think we’d better move on,” AOSU suggested without the slightest hint of urgency. I glanced over his shoulder to see a bright diamond light growing brighter as 6 tons of Homo sapiens-created aluminium were bearing down on us – due to hit this sticky highway within two minutes.

“Now where else do you want to go .. Under an A380?” Alain and I looked at each other and nodded like primary school urchins allowed into the music room to bang drums.

The laborious and intensive making or breaking of books generally take months and even years to produce and yet Heathrow Diary has taken me just a blip for photography and leg-work. The biggest shock for me was a mid-point narrow boat holiday on the Brecon and Monmouth canal: A final day chugging up to Gilwern were followed too quickly the next morning as the lift doors separated at level 5 and there it was again .. the background hum of Departures. Instead of little vessels swaying at their moorings, there were wide-bodied airliners locked to their jetties. Never had the transition from the waterway to the taxiway seemed so shocking to an unwound metabolic rate of 2mph.

And if there were moments for me of exhilaration: I watched fellow-band members and their cellist from Oakham School inspecting her precious companion in Arrivals after its journey in the hold and a friend comically wrapped them both in the same pink towel. There was also 8 year-old Chandra – here at T5 with her family en-route between Trichy, Southern India and Washington, North America.

As they toured the cafes and shops to sip Mango smoothies, their suit cases were in an automated holding hangar four levels below being treated to a pampering of their own for the four hours of transit in the United Kingdom. The family’s Triple-Seven was being readied behind: Gate Gourmet meal trolleys laden with Welsh lamb cutlets about to cross the M25 at right-angles then westwards over Dinas Head where their cousins still grazed. Little tails wagging.

Chandra tossed her own cuddly animal into the air and for some time I thought it was the best picture of the project. It seemed to yell at me ‘adventure, childhood, privilege’ but like music, pictures take their time to worm their way in (or out) of one’s affections. One might start off by adoring the beautiful moment but after a time, annoying faults surface leaving only errors and thoughts of failure. Tight editing by friendly designers and editors can immortalize or cremate a picture. And it can be a painful last minute when the image drops off .. the radar.

Access to the security frisk teams took some time to arrange but I was very aware that I was being allowed to photograph everywhere that those ubiquitous signs told me I normally couldn’t. I almost fell foul of an invisible line at the feet of a man staring into an X-ray scanner screen. Simply overstepping that invisible boundary in the industrial carpet which separated airside and landside would have meant migrating from western to the eastern hemisphere at the Greenwich Meridian. Along the way, someone said to me that working within airport protocols can be like negotiating the Civil Service in its complexity and ever-shifting rules.

Cities were once defined if they had a cathedral and by the twenties, great capitals had airports as well to lend them gravitas. Given a chance to pace the floors of another glass palace of aviation as grand as Versaille, it would need to be Berlin’s Templehof but a round-the-world ticket might also tempt me to discover the world’s corrugated arrivals sheds – more legacies of the brothers Wilbur and Orville.

And all the while under the floorboards of Terminal 5 I never once saw any little people nor Blattaria orientalis.

‘A week at the Airport: A Heathrow Diary’ is published by Profile Books on 28^st September but currently available at Costa Coffee in all terminals.

So I’d unexpectedly been upgraded to business class on my return flight into Heathrow Terminal 3 a couple of weeks ago, and during the flight the steward had handed me a card authorising access to the ‘Fast Track’ channel at passport control. Great, I thought.

On arrival, the immigration area was jampacked and heaving with people: later, I counted 18 flights on the screens at baggage reclaim as having arrived in quick succession at Terminal 3, almost all of them long-haul (Singapore, Delhi, Muscat, Bangkok, Dubai, etc). Even the queue for EU passport-holders stretched out of the door. I sidled over to the Fast Track lane, showed my card, and joined the shortish queue.

25 minutes later I was still standing in line. Meanwhile, the entire queue of non-Fast Tracked EU passport-holders had been processed, and the hall was three-quarters empty.

You see, this was not Fast Track for EU passport-holders. Anybody and everybody who’d flown business class on the previous 18 flights was in that queue. So the two officials posted to Fast Track were having to do complete security checks on some people, with detailed questioning and referrals, before they could issue visas, as happens at the ‘Other Nationalities’ zone. Except that Other Nationalities has about 10 or 15 desks staffed, whereas Fast Track has only two.

I don’t even know who to blame: is it BAA’s fault, or the UK Border Agency, or the airlines?

Fast Track at a British airport is a relatively simple concept to grasp: obviously, it should be for EU passport-holders only. Whoever is to blame, next time I’m opting for the ordinary line.

I was invited to cover the BAA’s Trojan Family Pinning & Affirmation Ceremony today at the University of Southern California.  Thanks to Nicole Jones, the Assistant Director at the Office of Black Alumni Programs for inviting me down.  I will be photographing Nicole and Jason’s wedding in a couple weeks.  The ceremony is for African-American students and their parents that are new to the USC campus.  It was filled with performances and inspirational speeches.

BAA Ceremony

It was a cool experience to meet some of the prominent people at USC such as Maulana Karenga, Ph.D who is the creator of the end-of-the-year holiday of Kwanzaa.  Yeah that’s right.  He invented Kwanzaa.Also in attendance was Reverend Cecil “Chip” Murray who is the pastor of the famous First African Methodist Episcopal Church, also known as the First AME church.  You gotta look him up.  Remember the race riots after the Rodney King verdict?  OK get this… when the Los Angeles Fire Department is called to respond to multiple businesses on fire, they refuse to enter the area without protection.  They had good reason to fear for their safety.  Rioters were hungry for blood and revenge.  Well Rev. Murray and 100 of his church followers made a human shield between the rioters and the firefighters for the next three hours!  There’s more about him here.

Reverend Cecil Murray

Again thanks Nicole!

This is the first in a three-part series profiling Texas A&M’s 2009 football team. The result is what we at TaW get for opening up the floor in a cattle, er sheep call.

I’ve been a big Texas A&M fan from the time I was just a cell in a petrie dish. My donor apparently really liked it in College Station and I could feel that they had fallen in love with some of the great people there on more than one occassion. They were affectionate and made them feel like …

Blaaaaaaaaaaaaaaaaaaah! Sorry, these guys asked me to somehow talk about Aggie football. I don’t type very well, obviously, so faaaaaaaaaaaaaaaaargive me for any typos, misspellings or repeated references to Baaaaaaaacky Richardson.

Is this why they call them tailgates?

If there’s a delusion glimmer of hope for Aggies fans this year, it has to be at the offensive skill positions. Believe it or not, there are actually potential playmakers and for a team starved with talent there is some decent depth.

First up is WR Jeff Fuller. Fuller has elite skills and is in the 6-4, 210 range. The OU guys told me to say that they’re a little disappointed he didn’t stick with his OU verbal.  When Ryan Tannehill’s not under center or being sweet and taaaaaaaaaaaaaaander to one of my cousins, he provides another big downfield threat.

BlaaaaaaaaaaaaAAAAA&M has a potential big play threat at runningwith Cyrus Gray and incoming freshman Christine Michael, so the loss of Micheal Goodson is at least lessened by the recruited talent.

Jerrod Johnson might be the best athlete at the quarterback position, but he will have to beat out Ryan Tannehill. Johnson flashed moments of brilliance although often when the game was out of reach (Miami and OU) or against the equally as bad (KSU). However, there’s a talent there which could develop in year two into a real playmaker.

Unfortunately, that’s where the positives end. The OL last year was just overwhelmed against good competition and the situation there still appears to be far from settled.  Last year, the Aggies gave up a league leading 39 sacks. There’s not a single preseason 1^st , 2^nd , or even 3^rd team All Big 12 selection anywhere on the A&M line.  To highlight how lacking in talent the aggie OL is, they have five returning starters including several seniors, and they are still projecting three newcomers to take over starting positions. A&M is really pinning their hopes on LSU transfer Matt Allen and converted DL Lucas Patterson to settle this group and add a desperately needed infusion of talent. In addition, there’s very little incoming recruited talent here beyond incoming freshman center Patrick Lewis, who may end up starting.  So, all the talent at WR and RB could easily go to waste if there are no holes for Grayor Michael and no time for Johnson to find Fuller and Tannehill.

This might actually be an offense that could put up some points provided the OL improves, but it just doesn’t have the overall firepower to stay with UT, Tech, OSU, or OU. And once they fall behind by several TDs, the offense will forced to become one-dimensional reducing the effectiveness of their talented RBs.

They do have a reliable FG kicker in Randy Bullock should a FG be the difference in a close game.

One last note on the Aggie offense, they will have to replace graduated punter Justin Brantly, and the Aggies might be doing a lot of punting.

Airports are the very valuable asset of a country. Remarkably, Airports plays a very significant role in the country’s revenue. Knowing the importance of the green and energy efficient buildings, blue prints of the budding airports encompasses more eco-friendly and sustainable features. Moreover, the existing airports started to emerge as very efficient airports by revamping their infrastructure with energy efficient features. This saves the expenditure to a notable extent by saving the energy. Here is the list of three famous energy efficient airports in the world.

Heathrow Airport

Heathrow Airport is the world’s very busiest international airport in London, UK. This airport belongs to BAA, a leading airport company holding many airports in UK. As a part of the revamping plan of BAA, a very outstanding solar and renewable energy powered airport terminal with investment of £1 billion was designed. This energy efficient terminal is expected to emit 40 percent less carbon when comparing to other existing conventional buildings. This terminal is designed by foster along with its partners.

The design of the terminal consists of many large north facing windows, which will flood the natural daylight inside the terminal. Thus saving the electricity cost to a prominent extent. The roof with very efficient solar system will provide renewable energy to the building and it is coupled with energy center to provide heating and cooling and it is fueled by renewable resources itself. This airport also unveiled a lower energy, battery powered driverless airport pods, which generates no local emissions and moreover it is 70 percent more energy efficient than other cars and 50 percent energy efficient than the traditional buses.

San Francisco International Airport

San Francisco International Airport is located at San Francisco, California. The renovation plan of this San Francisco International Airport’s Terminal 2 (T2) encompasses many energy efficient and sustainable features. Some of the sustainable elements included in this renovation will minimize the green house gas emission by 1,667 tons per year. Electrical lightings and machinery will leads to the electrical consumption by 2.9 giga watt hours per year. The project also includes sensors at hangars and daylight harvestings that will automatically turn the light off when the space is not in use or when there is adequate sunlight inside.

This airport is working forward to achieve the 75 percent recycling by 2010 and 90 percent recycling by 2020 and for this attainment the T2 food vendors will be requested to use biodegradable tableware and the source separate all food waste and direct it to the off-Airport composting facility. The revamping planning also includes a dual plumbing system. Stand-alone plumbing system in the toilets and urinals will be supplied with the recycled water from the Airport’s Mel leong treatment plan.

To reduce the carbon foot prints, T2 includes preconditioned (PC) air and 400 Hz to the aircrafts at T2 gates that helps the aircraft auxiliary power units (APU) to conserve 1,400,000 gallons of jet fuel per year. It also reduces the carbon dioxide emission by 15,000 tons per year. San Francisco International Airport planned to install hydrogen fueling station fuel cell vehicles as a part of reducing carbon footprints.

Denver International Airport

Denver International Airport is sited at Colorado, USA, covers many innovative sustainable features. The roof of the Jeppeson Landside terminal of the Denver International airport is covered by the stressed-skin fabric that provides energy efficiency as well as natural day lightings. This terminal includes high performance glazing on all its fenestrations such as windows, doors, curtain walls or skylights. Jeppeson terminal also contains energy efficient lighting system; energy efficient mechanical system; and an advanced energy management and control system.

Denver International Airport is planning to build a solar electric-generating system at a cost of $ 7 million to generate power to its fuel storage and distribution system. Energy efficient escalators with the controllers soft start electric motors are implemented in this airport. Denver carried out a new contractor acoustic system replaces the old ceiling panels with ceiling grids, which will save $ 2 million. This aerodrome also planned to unveils a solar photovoltaic system. Denver Airport celebrated the Earth Day on 22 April, 2009 by distributing reusable grocery shopping to all the passengers in the Jeppeson Landside terminal.