noise policies in airport regions

Transcription

NOISE POLICIES IN AIRPORT REGIONS
2
A Benchmark of Noise Management in EU Airport Regions
Written by
Pascal Garreau, Arcandia Consulting
© 2015 Airport Regions Conference
This document may be freely reviewed and abstracted provided due acknowledgement is made to the source.
Design and layout
Savion Ray
Brussels, 2015
4
CONTENTS
INTRODUCTION7
BACKGROUND AND OBJECTIVES OF THE REPORT7
METHODOLOGY AND DISCLAIMER7
AIRPORT MONOGRAPHS9
AMSTERDAM SCHIPOL (AMS)11
BARCELONA EL PRAT (BCN)15
PARIS – CHARLES DE GAULLE (CDG)19
COPENHAGEN (CPH)23
ROME – LEONARDO DA VINCI (FCO)27
FRANKFURT (FRA)29
HAMBURG (HAM)33
LONDON GATWICK (LGW)37
LONDON HEATHROW (LHR)41
ADOLFO SUAREZ MADRID-BARAJAS (MAD)47
MUNICH (MUN)51
PARIS ORLY (ORY)55
OSLO (OSL)59
PALMA DE MALLORCA (PMI)61
VIENNA (VIE)65
ZURICH (ZRH)69
ANALYSIS OF THE MAIN TRENDS RELATED TO NOISE MANAGEMENT POLICIES73
NOISE MONITORING SYSTEM75
LAND USE PLANNING AND MANAGEMENT77
NOISE ABATEMENT OPERATIONAL PROCEDURES79
OPERATING RESTRICTIONS81
MARKET-BASED MEASURES83
RECOMMANDATIONS85
NOISE, A COMPLEX ISSUE FOR AIRPORT DEVELOPMENT87
THE WAY NOISE MITIGATION TOOLS ARE IMPLEMENTED89
A KEY TO SUCCESS: A CLIMATE OF TRUST BETWEEN ACTORS91
A PROPOSED PATH FOR LOCAL AUTHORITIES93
ANNEXES95
THE ANALYSIS ON AN AIRPORT BY AIRPORT BASIS96
MAIN TOOLS OF THE BALANCED APPROACH101
GLOSSARY103
BIBLIOGRAPHY105
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INTRODUCTION
1. BACKGROUND AND OBJECTIVES OF THE
REPORT
Air traffic is growing. But as Angela Gittens, ACIWorld Director General, said during the 2012 ICAO
Air Transport Symposium “Aircraft noise is often the
main obstruction to obtaining permission to grow;
as we have seen just recently, adverse community
reaction to aircraft noise can lead to operational
restrictions and curfews; and curfews in one region
can lead to problems in another regions.” 1
Against this background, aviation industry
actors (manufacturers, airport operators, local
governments, regulatory authorities and airlines)
have looked at developing a large set of tools and
policies in order to reduce noise and mitigate its
impact and the nuisance it causes.
The goals followed by the various stakeholders of
the air transport community are numerous and can
potentially be difficult to reach at the same time:
··
··
··
··
··
Flight safety;
Development of aviation;
Development of airports;
Airline competitiveness;
Protection of residents’ health and quality of
life;
·· Limitation of greenhouse gas emissions.
In that perspective, ICAO (United Nations specialized
agency for civil aviation) recommends implementing
1
Angela Gittens, Director General, ACI World, ICAO Air
Transport Symposium, 18 April 2012
the various tools related to noise mitigation
in a balanced approach, aimed at ensuring the
consideration of different interests in the aviation
and airport activity. The main tools gathered by the
“balanced approach” are presented in the annex.
The aim followed by this “balanced approach” is
twofold: The first is to ensure that each airport
takes the measures that are appropriate to the local
context. ICAO therefore advocates an “airport-byairport” approach. This means that solutions to
noise problems must be adapted to each situation
and must take into account the future development
of the airport and therefore the evolution of noise
around it.
The situation of an airport related to noise and
especially noise disturbance may be linked to a lot
of factors, such as:
·· The activity of the airport: number of
movements, existing peak of traffic or not,
intense night traffic or not, type and size of
aircrafts among others.
·· Its location: close to crowded areas or not,
availability or lack of people-free areas – such
as sea – which can welcome flight-tracks
among others.
·· Its business-model: competitive compared to
other airports, bargaining power with other
stakeholders, especially airlines.
The second goal is to ensure that each airport
implements all measures available before entering
a restrictive or coercive logic vis-à-vis airlines.
In order to help local authorities to position the
airport they have on their territory vis-à-vis other
airports and to have a comprehensive overview of
the different tools that may exist, this report aims at
presenting the way several airports across Europe
are dealing with the noise issue.
To this end, we took an inventory of the tools
implemented by gathering them in monographs
presenting the biggest European airports.
2. METHODOLOGY AND DISCLAIMER
The analysed airports are the largest in Europe
(based on the annual number of passengers). This
list gathers various types of airports, of various
sized (from 20 million passengers a year to more
than 70 million) and of characteristics such
as intercontinental hubs (for instance London
Heathrow, Paris Charles de Gaulle and Frankfurt),
city airports (such as Paris Orly, Amsterdam) located
all over Europe. Nevertheless, we cannot consider
the set of analysed airports to be a representative
sample of European airports and of the measures
taken in order to tackle the noise issue.
Note that the information and data gathered in
this report mainly come from airports’ Internet
websites (environment section, charges guides,
AIP – Aeronautical Information Publication, etc).
No contact has been established with the airports.
Depending on the airport, the required information
is not always available online or may only be found
by pooling various documents. Thus, the accuracy,
updating and completeness of the information
may vary from one airport to another. Due to this,
further investigations (based on direct contact with
airports and authorities) could prove useful.
Apart from the reduction of noise at source (thought
aircraft and engine design for example), many
different tools exist. We can summarize them using
the following typology2:
·· Monitoring and information: the way in which
airports design their noise monitoring system
and the way in which stakeholders are kept
informed.
·· Land use planning and management: managing
land use in the vicinity of the airport in order to
reduce the number of people living there and
who are affected by noise.
·· Operational procedures: managing aircraft
operations in the air, but also on the ground, in
order to mitigate the noise (Noise Abatement
Operational Procedures).
·· Operating restrictions: imposing restrictions
on operations in order to reduce noise by
banning the noisiest aircraft or avoiding
disturbances at night.
·· Market-based tools: proposing financial
incentives to airlines (or imposing noise
charges) in order to get them to use quieter
aircraft.
However, the reader must note that indicators
used to assess noise levels (and the way they
are implemented) could vary from one airport to
another.3
Finally, it is important to consider that the different
tools and measures related to noise management
constitute a “system”: their elements are interrelated
and balanced with each other. Therefore, a measure
implemented at a specific airport cannot be
understood without taking into account the context
of the airport and the other tools.
In order to ensure an easy reading of the monographs
and to make cross-reading possible between
airports, we have used a common framework to
present the information gathered about the airports
in question.
3
2
8
Our typology is inspired by the four pillars of the ICAO
“Balanced pillar”. But we have decided to add a pillar
related to nosie monitoring and another one on the
market-based tools (which is considered by IACO as
part of the reducing noise at source pillar).
The Report from the Commission to the European
Parliament and the Council on the implementation
of the Environmental Noise Directive states that “according to article 6 of the END, the Commission was
mandated to establish common noise assessment
methods for the determination of the noise indicators. However, no deadline or timetable was provided
by the Directive. Until the harmonised methods are
available, the Directive established interim methods
to be used, but Member States also had the possibility to use their own methods. The Commission undertook an assessment of the degree of comparability of
the results generated by the different methods. The
assessment concluded that the national assessment
methods differ from the interim methods for 13 Member States. As a result, the Commission started the
development of harmonized assessment methods
(CNOSSOS-EU) (cf. 0) in 2008”.
AIRPORT
MONOGRAPHS
In 15 case study airports, we reviewed the noise
management policies and tools that have been
implemented.
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AMSTERDAM SCHIPHOL (AMS)
Points of interest for the benchmarking
·· Amsterdam Schiphol is located within the
Amsterdam urban area, the city suburbs
surround the airport.
·· As an integrated “Airport city”, Schiphol Airport
and its partners have developed the concept of
“Mainport” which serves as a hub of businesses
and activities that all reinforce each other.
Together, the partners involved (the airport
operators, the airlines, the metropolitan
authorities, etc) have created an international
and multimodal junction where flows of
people, goods, information, knowledge and
culture all converge. 4
Main tools
A. Monitoring and information
Monitoring system
Airport Profile *
1
Passengers: 52,6M PAX (2013)
Movements: 425,500 (2013)
Runways: 6 (1 is dedicated to
general aviation)
1*
Schiphol Group, Annual Report, 2013
About 100 airlines operate at Schiphol airport, serving
more than 320 direct destinations. Schiphol is a hub for
KLM (which represents more than 50% of its traffic) and a
core base for Corendon, Martinair, ArkeFly (member of TUI
Group), Transavia and Delta Air Lines.1
1
Wikipedia
The noise level is monitored by the BAS (Local
Community Contact Centre) with a network of 24
fixed measurement stations and one mobile one.
The BAS is also the information and complaints
centre to which local residents can address their
questions and complaints concerning air traffic.
The results of the noise monitoring and the
current distribution of aircraft noise between the
runways that are currently in use could be seen on
4
Schiphol Group, Annual Report, 2013
the FANOMOS website (Flight Tracking and Noise
Monitoring System).
Relationships with stakeholders
In parallel several institutions have been created
in order to strengthen the climate of trust between
the airport community and the local stakeholders.
·· “CROS overleg Schiphol”, the Schiphol Regional
Consultative Committee, is a discussion
platform connecting the aviation sector with
the region. CROS is responsible for defining
new noise mitigation procedures, monitoring
noise and giving an opinion on the way the
different noise policies are implemented.
·· Local authorities (regional councils and city
councils), citizens and airlines are members of
it.
·· “Alderstafle / Alders Platform”, is a
Consultative body for the aviation sector and
regional partners, chaired by former minister
and former Queen’s Commissioner Hans
Alders. It concerns itself with the future of the
Amsterdam Airport Schiphol Business area
In parallel, several initiatives have been launched by
the airport community aiming to improve the image
of the airport among local stakeholders:
·· Schiphol College Foundation: it aims to
strengthen the links between local companies,
schools and the local job market. The
Foundation helps job seekers, especially those
wishing to target those firms working with the
airport.
·· Schiphol Quality of Life Foundation (Stichting
Leefomgeving Schiphol): Established by the
Alderstafel, its goal is to enhance the quality
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of life in the surroundings of the airport (it
supports infrastructure projects, public space
renovation, etc).
·· Schiphol Found: it supports sports projects
·· Charity Partnership: every 3 years, Schiphol
develops a partnership with a specific NGO in
order to support it (UNICEF since January 2012).
B. Land use planning and management
An insulation program within the noise zones has
been implemented. The target was to guaranee a 26
dB(A) LAeq noise level in the buildings at night.
The related costs are taken in charge by the airport
charges (related to aircraft noise level).
This programme has now ended, since all the
houses have been insulated.
Moreover, there is a repurchasing or demolition
programme running in parallel. Demolition may be
decided in one of two cases:
·· The buildings are too close to the airport and
insulation would not be efficient because of
the noise level (between 65 dB and 71 dB Lden).
·· For security reasons (linked to air traffic).
Hence, since 2003,
·· 43 houses and 11 non-residential buildings
have been destroyed for noise reasons.
·· 82 houses and 21 non-residential buildings
have been destroyed for security reasons.
C. Noise abatement operational procedures
·· Following the opening of the 5th runway
in 2003, the authorities have decided to
implement:
·· A “flights dispersion system”.
·· A preferential runway system (during night and
outside of peak hours 2 runways are mainly
used, one for take-off, the other for landing).
Besides, other measures have been implemented:
·· Landing and take-off procedures in order to
avoid residential areas.
·· Check of the minimal use of APU and GPU.
·· Implementation of the RNAV (area navigation)
system.
·· Implementation of CDOs (Continuous Descent
Operations).
Schiphol Airport is open H24, but a slot system
limits the number of night flights (between 23:00
and 06:00). Furthermore, a maximum number of
movements per year is defined (510,000, among
which 32,000 between 23:00 and 07:00).
D. Operating restrictions
As of 1 April 2002 a total ban on Chapter 2 operations
is in force at Schiphol Airport. This ban is based on
European legislation.
If, in spite of the ban, Chapter 2 aircraft land at
Schiphol Airport an additional surcharge on the
landing charges will apply.
The basis for calculating the surcharge is as
follows:5
·· Up to 100 tonnes MTOW € 1,837.80 per landing.
·· Over 100 tonnes MTOW € 2,756.70 per landing.
E. Market-based tools
A modulated charge system has been implemented
in order to encourage the use of quieter aircraft and
to give advantages to day-time flights. The system
is based on6:
·· The type of aircraft.
·· The time of night or day.
·· The movement (landing or take-off).
·· The weight.
·· Etc.7
Airport charges
5
Shiphol Airport, Charges and Conditions, 2013
6 Charges and conditions 1 April 2013, Schiphol Group
7 Source: Charges and conditions 1 April 2013, Schiphol
Group
Classification
of Noise Categories
14
BARCELONA EL PRAT (BCN)
Main tools
Monitoring system
Barcelona - El Prat airport’s Environment
Department has 13 fixed and 3 mobile Noise
Measurement Terminals located in strategic places
around the perimeter of the airport to detect,
measure and associate the noise produced by
aircraft.
The locations of the Noise Measurement Terminals
(NMT) have been selected to appropriately measure
the environmental noise levels in the airport’s
area of influence, following the criteria agreed
in the Barcelona Airport Expansion Monitoring
Commission (Comisión de Seguimiento de la
Ampliación del Aeropuerto de Barcelona-El Prat,
CSAAB).
Information
Since July 2010, the Barcelona - El Prat airport has
made an interactive noise application (WebTrak)
available to the public, which provides real-time
information on noise levels and flight paths.
Airport Profile1*
Movements: 276,500 (2013)
Runways: 3
1*http://www.aena-aeropuertos.es/csee/
Satellite/Aeropuerto-Barcelona/en/
Page/1045569607435//Introduction.html
Barcelona airport is the second largest in Spain
after Madrid Adolfo Suarez Airport and is the main
airport of Catalonia. It is a main base for Vueling, a
hub for Iberia as well as a focus city for Air Europa.
Aena carries out Acoustic Insulation Plans (PAA),
aimed at minimizing the disturbance caused around
airports, the noise produced by aircraft during take-
off, landing, taxiing, engine tests and any other
operations.
To achieve this goal, Aena soundproofs homes
and buildings that are used for sensitive purposes
(educational, healthcare and cultural centres which
require special protection from noise pollution) and
that are located within the noise footprint of the
airports (isophones).
Depending on the noise levels to which these
buildings are subjected, the soundproofing projects
characteristically entail: installing double-glazed
windows, insulating façades and soundproofing
roofs.
Through its Acoustic Insulation Plan Office, Aena
provides anyone who may be interested with all the
advice they need about the execution of Acoustic
Insulation Plans.
Noise abatement procedures
·· RNAV (Area Navigation) departure procedures.
·· ATC follows the preferential configurations
and the preferential runway use in order to
reduce noise annoyance.
·· During night hours (between 23:00-07:00),
arrival procedures in continuous descent (CDA)
are authorized for noise abatement reasons.
·· Airplane flight paths are constantly monitored
by the airport’s Environmental Division,
which analyses any potential procedural or
regulatory violations and reports potential
non-compliances to Spain’s Aviation Safety
Agency, as appropriate.
·· So as to gradually decrease the number of
non-compliances and improve operations,
thereby reducing noise levels in surrounding
communities, individual meetings are held with
specific airlines to discuss improvements to
following standard routes, analysing specific
C. Operational procedures
Ground noise
The use of the aircraft APU is forbidden in the period
between 2 minutes after blocks for arrivals and 5
minutes before off-blocks for departure. The aircraft
APU can only be used when the fixed units are not
operative and the mobile units are not available.
Noise surcharge
points of contention and coordinating followup actions to improve flight procedures.
Specific bans
·· Gradual reduction of aircraft having Marginal
Conformity levels, up to 28 September 2012,
in compliance with resolution of 30 August
issued by The Spanish Civil Aviation Authority.
Night flights
·· Prohibition of night-time (between 23:00 and
07:00) operations of aircraft with noise levels
of 4 or higher.
E. MARKET BASED TOOLS
Airport charges are determined according to the
maximum take-off weight (MTOW), and vary
depending on the type, class of flight, and the noise
level of the aircraft.
Reverse use restrictions during night time hours.
Engine tests higher than idle regime may be carried
out at the engine test area established for such
purposes.
16
(*) B747-200-300; DC8-5060; DC10; A300B2; An124; B727; B737-200; IL76; Tu154; An72; YAK42; IL86; DC9; IL62; Tu134
(**) MD88-87-83-82; DC9-10; B747-737-733; A321-320-310-300
Note: The aircraft types given here are for illustrative purposes only, since the acoustic classification depends on each
aircraft’s noise certificate.
The amounts resulting from the application of the
regular rates shall be increased by the following
percentages according to the noise level of each
aircraft and to the schedule of the landing or take
off:8
The criterion applied to determine the noise
category for each aircraft is as follows:
·· Category 1: Aircraft with accumulative margin
up to 5 EPNdB.
between 5 EPNdB and 10 EPNdB.
over 15 EPNdB.
8 Source: AENA, Price Guide, 2014
18
PARIS – CHARLES DE GAULLE (CDG)
·· One of the largest intercontinental hubs, both
for passingers and cargo.
Main tools
Monitoring system
Monitoring devices:
·· 12 located in the different cities around the
airport
·· 8 dedicated to the IGMP (at the ends of the
runways)
·· 3 dedicated to engine tests
·· 2 within the airport vicinity
·· 1 by the swimming-pool of Roissy-en-France
Airport Profile
Passengers: 62M PAX (2013)
Movements: 498,000 (2013)
Runways: 4
Aéroports de Paris refers to the IGMP indicator
(“Indicateur Global Mesuré Pondéré”, the “weighted
measure-based overall” indicator) which represents
the global noise levels at Paris-Charles de Gaulle
airport.
The IGMP monitors the noise level in the vicinity of
the airport. The cap set is the yearly average noise
measured between 1999 and 2001.
The noise levels recorded is raised by:
·· 5db between 18:00 and 20:00 (evening period)
·· 10db between 22:00 and 06:00 (night period)
Relationships with stakeholders and information
tools
·· The Consultative Commission on the
Environment (CCE)
There is a “Commission Consultative de
l’Environnement” (Consultative commission on the
environment) which brings together representatives
from the surrounding cities, the local associations
and the airport community (airport operator and
users).9
The Commission is consulted on issues related to
the planning of the airport and operational matters
which could have an impact on the environment
(such as changing of the flight paths).
·· The Environment House
The Environment House seeks to bring the local
population and the airport community closer
together.
They provide information on ATM, the airport’s
environment policy, the various tools dedicated to
noise mitigation, etc.
·· VITRAIL
VITRAIL is a software that provides information
about flight tracks and noise levels. It is only
available for consultation in the Environment House
Measured and weighted noise index at Paris-Charles de Gaulle
and in some city halls. A free toll number is available
in order to keep people informed. Access to VITRAIL
is going to be possible through the internet soon.
·· ACNUSA (Autorité de contrôle des nuisances
aéroportuaires, Airport pollution control
authority)
ACNUSA is an independent administrative activity
Its activities and recommendations focus on:
·· Measurement of noise, according to suitable
measuring indicators set up like the IGMP,
·· Assessment of noise pollution,
·· Control of noise disturbance,
·· Limitation of the impact of air transport and
airport activity on the environment
Furthermore, the ACNUSA has the power to impose
administrative fines on airlines (up to €40,000),
in cases of noise regulation non-compliance, for
instance when an aircraft takes off after 00:00 at
CDG without a “night slot” or when an aircraft does
not fly the required path at low altitude (see below
for more informations).
There are more than 63,000 buildings in the
surroundings of the airport.
Like in the Paris region in general, there is a strong
demand for building around the airport. As a
consequence, the number of people affected by
noise tends to increase.
9 Source: Caussade P, Noise issues around CDG,
Royal Aeronautical Society, 15 Oct 2013.
20
Land use policies are defined by two noise maps/
areas: Noise exposure map (PEB: Plan d’exposition
au bruit)
To ban or limit building, to limit the number of
residents exposed to noise, several areas are
defined, with different kinds of bans.
The Noise Exposure Map estimates developments
in air activity, the extension of infrastructure and
developments in air traffic procedures in 10-15
years’ time.
·· Noise disturbance map (PGS: Plan de gêne
sonore)
--Residents living near France’s 10 largest
airports can receive aid in soundproofing
their homes. To determine which residents
are eligible for this aid, a Noise Disturbance
Map has been drawn up for the airports in
question.
--Three different noise areas are defined:
--Area I, indicates a very high level of noise
pollution limited by the Lden 70 index curve;
--Area II, indicates a high level of noise
pollution between the Lden 70 and Lden 65
index curves;
--Area III, indicates a moderate level of noise
pollution between the Lden 65 and Lden 55
index curves.
Take-off, landing procedures and flight tracks
·· Take-off levels procedures
In order to reduce the noise disturbance for the
population living under the flight paths, the goal
is to reach the 3,000 feet level as soon as possible
after take-off.
·· West procedures for take-off
West take-off is only allowed for chapter 3 aircrafts.
Specific flight paths must be used between 00:00
and 05:00.
·· East procedures for landing
Some specific flight paths are prohibited between
22:00 and 07:00
·· In 2007, it was decided to raise the ILS
interception level by 300 meters.
·· Noise cone
It is mandatory for aircraft to stay within a defined
“noise cone”.
Ground noise:
·· The use of reverse thrust is regulated
·· The use of APU is regulated
·· Engine test runs are regulated: Engine runups may only be carried out at predetermined
points. These restrictions do not apply to short
tests of less than 5 minutes and performed at
idling power not exceeding the power used for
starting and taxiing sequences. Between 22:00
– 06:00 run-ups are forbidden. Exceptions may
be granted.
Night flight restrictions
·· Night flights
There is no flight ban at CDG. Note that there are 168
night flights at CDG (41 between 22:00 and 23:00)
The number of slots between 00:00 and 04:59 has
been limited since 2003 and slots not being used
are lost. It is now below 20,000 per year (an average
of 55 in these hours).
As a consequence, a significant increase in the
periods of 22:00–00:00 and 05:00-06:00 can be
observed. In fact, during the rest of the night, there
is no restriction on the number of slots (other than
the restriction of the airport capacity).
Moreover, the following specific rules apply to the
noisiest aircraft:
·· Night time ban, from 23:30 to 06:00, on
ICAO Annex 16 chapter 2-certified aircraft
movements as well as engine trials.
·· Noisy chapter 3-certified aircraft and the
noisiest chapter 3 aircraft, between 23:15 to
6:00 local time of departure from the apron:
--Must be indicated as such to the air traffic
control service by the captain on first making
radiotelephone contact.
--Must comply with the special procedures for
take-off and initial climbing drawn up with a
view of limiting noise nuisance.
·· No aircraft for which the certified noise level at
the so-called over-flight point is greater than
99 EPNdB is allowed to take off from ParisCharles de Gaulle between 00:00 and 04:59,
local departure time from the apron.
·· No aircraft for which the certified noise level
at the so-called approach point is greater
than 104.5 EPNdB is allowed to land at ParisCharles de Gaulle between 00:30 and 05:29,
local arrival time on the apron.
·· Exemptions may be granted subject to
approval by the DGAC.
Penalty procedure
A fine by ACNUSA may be issued in cases of:
·· Arrival:
--Non-respect of time slot
--Non-respect of the procedure
--Non-respect of ban on chapter 2 aircraft
--Non-respect of ban on night flights of noisy
chapter 3 aircraft
--Non-respect of ban on day and night flights
Paris-Charles-de-Gaulle of the noisiest
Chapter 3 aircraft
--Non-respect of environmental protection
level
--Surpassing of the noise threshold - 99
EPNdB on arrival
·· Departure:
chapter 3 aircraft
--Non-respect of ban on day and night flights
Paris-Charles-de-Gaulle of the noisiest
Chapter 3 aircraft
level
--Surpassing of noise threshold - 104.5 EPNdB
on departure
--Unscheduled take-off between midnight
and 5am (CDG 00:00 – 05:00)
·· Nocturnal engine testing (engine testing)
22
The maximum fine is €1,500 for individuals and
€40,000 for corporations. The amount is set
depending on the circumstances and responsibilities
of the airline. For these reasons, ACNUSA can decide
not to issue the fine during a plenary meeting.
Restrictions based on the type of aircraft
In order to reduce noise pollution over Paris Charles
de Gaulle Airport, the following restrictions have
been imposed:
·· The noisiest airplanes according to standards
of ICAO Annex 16, Chapter 3, are not allowed to
operate at the airport;
·· Aircraft take-off between 00:00 and 04:59 is
prohibited from this airport if a departure time
slot within this time segment has not been
issued;
·· Airplanes which are certified according to
standards of ICAO Annex 16 Chapter 3, with a
cumulative margin between 5 and 8 EPNdB are
prohibited from landing between 23:30 and
06:15 and to take-off between 23:15 and 06:00
local time;
·· Airplanes with certified noise levels exceeding
value of 99 EPNdB by standards stated in
ICAO Annex 16, are prohibited from taking-off
between 00:00 and 04:59 local time;
·· Airplanes with certified noise level exceeding
the value of 104.5 EPNdB by standards stated
in ICAO Annex 16, are prohibited from landing
at the airport between 00:30 and 05:29 local
time.
E. MARKET-BASED TOOLS
Landing charges are adapted depending on
·· The weight of the aircraft (Maximum take-off
weight)
·· The noise class of the aircraft
·· The type of flight (training, test, etc.)
Furthermore, Charles de Gaulle Airport applies a
tax on take-off in order to finance sound insulation
around the airport (Taxe sur les nuisances sonores
aériennes or TNSA). The tax is based on noise
classification groups, the decimal logarithm of
maximum take-off weight of the aircraft and takeoff time (Lden system).
COPENHAGEN (CPH)
·· An airport located close to the urbanized areas
·· An airport whose runways enable departure
and landing over the sea
Main tools
Noise monitoring system
·· CPH monitors noise using a system with 12
permanent noise-measuring stations and 2
mobile ones.
·· Any noise limit violations logged by CPH, for
example levels exceeding the maximum limit
for take-offs and landings at night of 80 dB(A)
are reported to the environmental and aviation
authorities, which then handle the steps to be
taken with the airlines.
Significant noise reduction in spite of increase in
passenger numbers
Airport Profile
Movements: 245,000 (2013)
Runways: 3
The airport is the main hub of the three used by
Scandinavian Airlines and is also an operating
base for Thomas Cook Airlines Scandinavia and
Norwegian Air Shuttle.
·· The noise impact from aircraft landing and
taking off is calculated using the so-called
TDENL (Total Day-Evening-Night Level)
method. It is an expression of the average
noise exposure calculated on the basis of the
three busiest months of the year. TDENL is
the constant, equivalent A-weighted noise
pressure level during an average 24 hours
period with the addition of 5 dB for noise
events during the evening (07:00 – 22:00) and
10 dB for noise events during the night (22:00
– 07:00).
·· In the environmental approval granted to
Copenhagen Airport, the environmental
authorities set a limit for noise exposure,
which may not exceed a TDENL value of 147.4
(with a tolerance of 1 dB).
·· The airport’s TDENL was determined to be
145.6 dB in 2009. The noise exposure has fallen
by 6 dB since 1996.
Information
·· In the spring of 2013, CPH WebTrak™, a web
portal based on data from the noise monitoring
system was launched.
·· The portal allows the public to monitor the
airport’s flight operations and obtain upto-date information on everything from
aircraft type, take-offs and landings to noise
measurements. For the benefit of people living
in the vicinity of the airport, WebTrak also has
an option for obtaining this information based
on an exact address.
·· Note that:
--By the end of 2013, WebTrak had rounded
more than 38,000 visitors, corresponding to
an average of 139 a day.
--CPH received 24 queries from residents
about noise in 2013, and just over a third
of the queries were based on WebTrak
information.
·· In 2013, the airport began to systematically
track what people from Denmark and southern
Sweden think of Copenhagen Airport.
24
·· Thanks to land use planning strategy, the
main runways at the airport run parallel to
the Copenhagen Harbour fairway. This means
that the city centre and nearby suburban
areas are not disturbed by aircraft noise under
normal conditions. The airport’s location close
to the coast means that many approaches
and departures are over sea and not over the
residential areas around the airport.
·· Use of reverse thrust
·· Aircraft are only allowed to use reverse thrust
above idle for safety reasons.
Approach procedures
·· Compared to other major airports, the location
of Copenhagen Airport is unique in its relation
to the urban area of Copenhagen and its
neighbours. The airport’s location only eight
kilometres from the city centre means that its
location is one of the closest to a major city
in the world. But despite this short distance
to the city centre, due to the heading of the
dual parallel runway system (04R/22L and
04L/22R), most of the traffic takes place over
the Øresund Sea. In the opposite direction, the
30/12 runway has noise restrictions.
·· A number of tracks for corridor take-off and
arrival have been established to minimise the
number of dwellings exposed to noise. Aircraft
taking off must remain within these track
corridors until they are above sea. Approaching
aircraft must enter a corridor at a certain
distance. This requirement prevents aircraft
from flying over a number of residential areas.
For environmental reasons, the use of the cross
runway (12-30) is limited to a minimum and
is only used when special wind and weather
conditions make it absolutely necessary.
·· CPH undertakes controls for all flight
operations. Any failure is reported to the
Danish Civil Aviation Authority. Moreover, a
number of operating conditions apply to the
use of the runways during night time. Runway
22L must be used for night time take-offs and
arrivals if Runway 22L/R is in use.
Night time noise level restrictions
·· Aircraft noise at night and during the early hours
of the morning may cause sleep disruption and
is often perceived as a particular nuisance.
Arrivals and departures during night time
(23:00 to 06:00) are therefore restricted to a
maximum A-weighted noise level of 80 dB at
six measuring points located in the residential
areas.
·· With the 80 dB(A) noise limit the Environmental
Protection Agency wishes to ensure that
aircraft noise does not cause sleep disruption
for people living near the airport. In its
evaluation, the Agency includes a certain
assumed level of noise reduction provided
by the average Danish home. All measured
maximum noise levels exceeding the limit are
reported to the authorities.
·· Aircraft taxiing on taxiways and runways are
also subject to night time noise restrictions.
Engine run-ups
·· In connection with repair and maintenance
of aircraft, the engines are tested. Testing of
aircraft engines on the ground may produce
noise that can be a nuisance to the airport’s
neighbours.
·· To minimise noise disturbance, the airport
has set up four specially shielded and remote
areas where engines can be run up.
--Engine run-ups are not permitted between
23:00 and 05:00.
--Most engine run-ups are carried out in Test
Area 2, which has the highest level of noise
protection, with the shielding provided by
SAS’s large hangars to the north.
Use of APUs
·· To reduce noise, the APU (auxiliary power unit)
may only be used for five minutes before the
aircraft leaves the stand and for five minutes
after it arrives at the stand. Instead, the
aircraft must use the power and ventilation
facilities found at most stands. At stands
that do not have these facilities, the aircraft
can use a GPU (ground power unit), which is
a diesel or electric powered generator, which
emits considerably less noise than an APU.
·· Each year, CPH performs many inspections
to check the use of APUs by aircraft at the
different types of stands.
There is no specific market-based tool related to
noise10.
10 CPH Airport, Charges Regulations applying to Copenhagen Airports A/S
26
ROME – LEONARDO DA VINCI (FCO)
Interest points for the benchmarking
·· A major intercontinental hub
Main tools
The Rome-Leonardo Da Vinci airport was the first
in Italy to adopt a continuous monitoring system
integrated with radar data and equipped with
monitoring devices installed on the airport premises
and in the immediately surrounding area.
The noise monitoring system is capable of
integrating the noise level data measured by the
sensors with the radar data provided, within 24
hours, by ENAV (Italian CAA).
The monitoring system outside the airport grounds
is composed of 15 fixed stations and 3 “mobile”
stations for use in special situations.
B. Land planning and management
Building restrictions
Noise values are calculated in terms of LVA
(expressed in units of dB(A)), in accordance with
Italian noise regulations.
Airport Profile *
1
Movements: 298,000 (2013)
Runways: 4
1* Assaeroporti (Italian association of
airports): http://www.assaeroporti.
com/2014/06/06-2014/
The airport serves as a hub for Alitalia, the largest
Italian airline, and Vueling.
Note that Index LVA is similar to Ldn but it is
calculated taking into account 3 peak weeks chosen
in well-defined periods of the year and the night
period is considered from 23:00-06:00.
Three areas have been defined to assess the impact
of the airport:
·· Zone A: Lva < 65 dB(A)
--No restriction to buildings or land use
·· Zone B: 65 dB(A) > Lva < 75 dB(A)
--Restriction to buildings and land use
·· Zone C: Lva > 75 dB(A)
--Only buildings linked to airport and land use
only for airport facilities
Insulation programme
A national legislation dated 31 October 1997
prescribes noise insulation around airports and
specifies required indoor noise levels. The noise
insulation programmes are to be financed by the
national authorities and the airports out of funds
from noise-related airport charges.
Landing and taking-off procedures:
·· Special landing procedures are implemented
in order to avoid the most populated areas
·· Due to the application of a new noise
abatement procedure, aircraft provided with a
Noise Certificate meeting the requirements of
Chapter 2, Volume 1, ICAO Annex 16, will takeoff only from RWY 25 or RWY 16L/34R. RWY
16R/34L may only be used only in the case of
technical or safety reasons.
Ground noise
The use of reverse thrust is allowed only at idle
thrust except for provable safety reasons.
“Fast exits” have been installed on runway 1 to allow
aircraft to leave the landing runway without using
their “reverse” engine function.
·· Noise protection
An artificial dune of 4-6 meters in height alongside
runway 1 limits noise levels produced during taxiing
manoeuvres.
A barrier composed of plants, including typical
local bushes and trees, has been erected along the
Roma-Fiumicino motorway, to contain noise within
the airport grounds.
·· Test of engines
--There is a dedicated engine testing apron,
including the realisation of sound absorbing
barriers and sound insulation.
There are no specific restrictions, apart from the
international rules.
Apart from weight-based charges, there is no link
between the charge levels and the noise issues at
Rome airport11.
However, the Region of Lazio has introduced a new
“Regional tax on aircraft noise (IRESA)”. ADR (Rome
airports operator) started to charge this tax in May
2014. The main factors considered when setting
the tax levels are the aircraft Maximum Take-Off
Weight (MTOW) and the ICAO Certification Noise
Standard levels12.
11 ADR, Airport charges manual valid as of the 1 March
2014
12 ADR, Annual report, 2013
28
FRANKFURT (FRA)
·· Frankfurt is a Lufthansa and Star Alliance hub
and is one of the 3 largest airports in Europe.
·· A 4th runway was opened in 2011.
Main tools
Monitoring network
There are three different noise-monitoring systems
around the airport, operated by various actors:
·· FRAPORT (airport operator): manages a
network of about 25 stations;
·· The “Forum”: manages a network of 8 fixed
monitoring stations and 2 mobile ones;
·· The surrounding local authorities (City of
Frankfurt for example).
Information bodies
Airport Profile1*
Passengers: 58M PAX
Movements: 472,0002**
Runways: 4
1* Assaeroporti (Italian association of airports): http://
www.assaeroporti.com/2014/06/06-2014/
2**http://www.fraport.com/en/investor-relations/financial-and-air-traffic-figures/traffic-figures.html
·· Aircraft Noise Commission
(‘Fluglärmkommission’)
This Commission is a mandatory body for every
German airport. It brings together localities, the
airlines and the airport operator. It is consulted
in cases of flight track modifications. The
Commission holds a veto right. This kind of body
was created because of the first prostest against
airport developments and in order to enhance the
transparency of the decision-making process.
·· The Airport and Region Forum (ARF): an
independent body financed by the Finance
Ministry of Hessen. It has three pillars:
--A group of experts whose aim is to
suggest measures for the protection of the
environment;
--An assembly (Konvent), which is a forum
for sharing and exchanges between the
different stakeholders;
--A public information centre.
The Forum also monitors the noise (it has its own
monitoring network) and the impact of airport
activities on the environment (fauna and flora,
water, etc.);
·· Other initiatives aimed at informing the
population
The Fraport “Info-Mobile”: a mini-bus which
circulates the airport in order to inform the citizens
and communicate with them;
Supporting the local community: Fraport sponsors
various cultural and environmental activities in the
surrounding area;
Informing the population by providing them
statistics and data on flights and noise levels.
According to the “German Aircraft Noise Act”, there
are two noise contours in FRA:
·· Two day contours (06:00 – 22:00 hours) and
Day zone 1 (06:00 – 22:00): 60 db(A) LAeq: 29,000
people live within this zone.
30
Day Zone 2 (06:00 – 22:00): 55 dB(A) LAeq and more:
270,000 people live within this zone.
·· One night contour (22:00 - 06:00)
Night zone (22:00 – 06:00): 50 dB(A) LAeq and more
and a maximum of 6 “night peaks” of maximum 53
dB(A) during the night: 180,000 people live within
this zone.
The population living in the different zones is
growing every year.
Insulation programmes
·· Nearly 90,000 buildings are eligible for the
insulation programme.
·· Works covered by the insulation programme
(according to the German Air traffic Noise Act,
2007):
For housing in zone 1 (except new buildings):
The number of complaints due to noise disturbance
has risen over the last years.
·· Bedroom: new insulated windows, ventilation
system
·· Other rooms: new insulated windows
·· Facade insulation
·· Some financial compensation is available for
the outside (garden, balcony, etc.)
·· In some cases, the attic can be insulated
·· For housing in zone 2: There is no support for
new buildings
Repurchasing of houses
The level of tension related to noise between
the citizens, the local authorities and the airport
community is quite high in Frankfurt.
·· Zone 1:
All building is prohibited, except if the Regional
Government gives its explicit authorisation in
cases of major public interest. In all cases, schools,
hospitals, and retirement homes are prohibited.
·· Zone 2 and night zone:
There is no ban on housing. However, public
buildings such as schools, hospitals and retirement
homes need a specific authorization by the Regional
Government.
The airport authority has decided to buy some of
the houses located within zone 1 (especially those
under a flight track or very close to the new runway)
and to rent them to their former dwellers, in order to
protect them from depreciation.
Various measures have been implemented in
Frankfurt in order to reduce the noise:
·· Take-off procedure optimization (flights could
be dispersed in order to divide noise)
·· Use of preferential runways (especially
between 05:00 and 06:00)
·· RNAV approach
·· CDO
A system of fines exists in Frankfurt (for cases of
non-respect of air traffic control’s indications), but
fines are rare.
Noise charges
Restrictions have been implemented, related to the
type of aircraft
·· MD11, B747 and A380 are banned from the new
runway
·· Between 22:00 and 08:00, marginally
compliant aircraft are banned
·· Between 22:00 and 06:00, only chapter 4
compliant planes are authorized
·· Since October 2011, a curfew is applied between
23:00 and 05:00
The airport fees are adjusted to the aircraft noise
category (the categories are specific to the airport,
see above) and the hours.
For every type of aircraft, the noise level is measured
and the average level defines the noise category
(there are 12 categories). The list is revised every
year.
Fees are raised for flights between 22:00 and 23:00
and 05:00 and 06:00
The overall volume of noise-related charges rose
by more than 100% in 2013, from approximately €45
million to about €100 million, as a result of further
refining noise categories. Weight-based charges,
on the other hand, were reduced or eliminated
altogether.
By increasing the proportion of noise-dependant
charges, Fraport implemented one of the objectives
of the Alliance for Noise Abatement 2012, formed by
the aviation industry and the State of Hessen.
The number of noise categories has also been
increased, from 12 to 16, in order to better ascertain
the actual noise created by individual planes. The
idea is to charge more for noisy aircraft and thus
provide greater incentive for airlines to deploy
quieter planes. The calculation method has also
been refined, with both take-off and landing noise
being included.
A further innovation was the introduction of a Noise
Rating Index (NRI), with the aim of incentivizing
airlines to use technologically advanced aircraft.
Depending on how the individual aircraft is
classified, a reduction of up to 10% on noise-related
charges is granted.13
13 Source: Fraport, Airport Charges, 01/2014
32
HAMBURG (HAM)
·· An airport located close to the city
Main tools
Noise measurements are continuously conducted
in and around Hamburg Airport. The airport’s
Environmental Protection Unit also carries out
evaluations of the data.
Committed to developing a “good neighbour and
information policy”, Hamburg airport has developed
several tools:
Airport’s Neighbourhood Officer
Airport Profile1*
Passengers: 153,000 (2012)
Movements: 13.7 M (2012)
Runways: 2
1*http://www.airport.de/en/c_figures_traffic_figures.html
His/her main responsibility is to maintain contact
with organisations, associations, parties and other
institutions in the direct vicinity of the airport. He/
she is also the contact person for local schools and
kindergartens.
He/she also organises the active involvement of the
airport in events around the perimeter fence.
Around 60 airlines fly directly from Hamburg to
115 destinations worldwide. The largest airlines
(in terms of passenger figures) are Lufthansa, Air
Berlin, TUIfly, Condor, Germanwings and Air France1.
1 Airport website
Infomobil
Hamburg Airport’s “Infomobil” is present at local
events all year round. The Infomobil provides
information about all topics connected with
the airport, e.g. construction measures, noiseprotection programmes and security at the airport.
Aircraft Noise Commission (‘Fluglärmkommission’)
This Commission
is a mandatory body for every
German airport. It brings together the local
authorities, the airlines and the airport operator. It
is consulted
in cases of flight track modifications.
The Commission
holds a veto right. This kind of body
was created
because
of the first protests against
airport developments in IRA and in order to enhance
the transparency of the decision-making process.
Noise Protection Programme
Together with the government of the Free and
Hanseatic City of Hamburg and the state government
of Schleswig-Holstein, Hamburg Airport launched
its ninth Noise Protection Programme (NPP) in 2012.
·· Eligibility
According to the Aircraft Noise Act, residents of the
new Daytime Protection Zone 1 and Night Protection
Zone are entitled to have expenses reimbursed for
work carried out on structural noise-protection
measures. This includes noise-proofing on the
outside walls of habitable rooms, such as the
installation of soundproof windows, roof insulation
and ventilators in bedrooms.
Notably, soundproofing measures for facades and
roofs qualify for reimbursement for the first time,
in addition to windows and ventilators that were
already included.
In the Daytime Protection Zone 1, the qualifying
noise value was lowered from 75db(A) to 65db(A)
– a figure that now applies to all existing German
airports. In the new Night-time Protection Zone, a
value of 55db(A) outside the building applies. The
34
Night-time Protection Zone also includes areas in
which bedrooms are regularly (at least six times per
night) subject to aircraft noise levels of 57db(A).
·· Reimbursement process
--Reimbursement fees stretch to a maximum
of €150 per square metre of soundproofed
residential space and anything more must
be covered by the applicant.
--The airport has appointed an independent
assessor to inspect applicants’ buildings
and meets all the assessment costs.
--Another bonus for residents is that the
airport has issued ‘umbrella contracts’
to companies providing all the necessary
services more cheaply. The airport has
negotiated lower prices for the work than
individual householders could have achieved
due to the large volume of properties
involved.
Free installation of sound-absorbing ventilators
The airport has been providing local residents with
free installations of sound-absorbing ventilators in
bedrooms for many years. The ventilator takes on
the function of an opened window, particularly at
night. It provides the necessary fresh air, while the
window remains closed.
By 2012, some 15,000 households in the neighbouring
communities had been fitted with soundproof
windows. In addition, 9,300 soundproof ventilators
had been fitted in bedrooms.
Results
Over the past 30 years, Hamburg Airport has already
fitted soundproof windows in 15,000 residences in
the neighbouring area as part of the previous Noise
Protection Programmes and now a further 9,300
soundproof ventilators in bedrooms ensure access
to fresh air without windows being open.
Minimum Noise Routings Hamburg
·· Aircraft taking off must remain within the flight
expectation areas until reaching the minimum
flying height.
·· The take-off routes aim to direct aircraft that
are taking off in such a way that the number
of people affected by aircraft noise is kept to
a minimum.
·· These take-off routes are proposed by German
Air Traffic Control and, after being heard by the
German Aircraft Noise Protection Commission
(Fluglärmschutzkommission), are regulated by
the German Federal Aviation Administration.
Noise protection hangar
·· Lufthansa Technik AG’s aircraft maintenance
and overhauling test a lot of engines in HAM.
These test runs create a lot of noise.
·· Until 2001, only a noise protection hangar built
in 1963 was available for test runs, in which
large jets such as the A300, A330, 340, B747
and others could not be tested for technical
reasons. These had to be checked outside in
the airport.
·· In order to reduce the resulting noise exposure
to a peak level of a maximum of 65 dB(A), a
new noise protection hangar was developed
and built which has served the large jets, up to
wide-body aircraft since it was opened in 2001.
APU
Since 2006, Hamburg Airport has an APU-Sheriff.
·· In order to reduce the exposure to noise and
pollution on the apron both for employees and
neighbours, since February 2006, the APUs
(Auxiliary Power Units), must no longer be
used when the position is reached.
·· The APU-Sheriff ensures that the existing
regulations are observed and the APUs are
actually turned off. Controls are carried out
at various times, and so far, the pilots who
have been approached regarding this, showed
themselves to be very cooperative, reacting
promptly, so that regulatory measures were
not required.
·· By now, 90% of the aircraft at Hamburg Airport
use the service of ground power units.
Night flying restrictions
·· Flights normally operate from 06:00 to 23:00.
·· Between 23:00 and 24:00 only scheduled and
normal chartered services which have been
delayed may take off and land.
·· All air traffic that takes place after 23:00 and is
not provided for in the flight schedule requires
special authorisation from the aircraft noise
protection officer.
·· In addition, some noise surcharges are
applicable (see after for more information).
Airport charges based on noise
Since 1981, Hamburg Airport has been encouraging
all airlines to deploy more low-noise types of
aircraft. Old, loud aircraft have to pay very high
take-off and landing fees. The use of more modern
and quieter aircraft on the other hand is “rewarded”
with significantly lower fees.
Since 2001, the noise component in the fee is
calculated on the basis of the results of noise
measurements.
The schedule of charges is further coupled with
the existing restrictions on night flights and also
incorporates take-offs. The noise-related charge
thus increases by 100% for landings and take-offs
after 22:00 and by 200% after 23:00. This measure
also encourages compliance with the restrictions.
Aircraft have been classified into seven noise
classes, and the noise-related portion of the charge
represents 30% of the total landing charge. The
landing charge has been one contributing factor to
the significant reduction in noise levels at Hamburg
since the introduction of the noise quota.
Noise Quota
A noise quota was established in 1998. It is based
on the level of noise pollution generated in 1997,
calculated according to the air traffic at the time.
This represents an upper noise limit for the airport
that must not be exceeded in the future.
36
LONDON GATWICK (LGW)
·· Although it has two runways, Gatwick airport
has to operate with a single runway (the
northern runway can only be used when the
main runway is out of use for any reason), which
represents a huge operational constraint.
Main tools
Noise monitoring
Gatwick Airport has a noise and track-keeping
system, which takes radar data from ATC radars
and combines it with flight information and data
from both static and mobile noise monitors around
the airport.
There are 5 of these around Gatwick, the locations
and distances of which were decided in 2000
following consultation. The location of the monitors
takes into account the noise preferential routes.
Additionally, mobile monitors are used in various
community locations to provide information relating
to the local noise climate.
Airport Profile *
1
Movements: 250,000 (2013)
Runways: 2
1* Source: ACI
Gatwick is London’s second-largest international
airport and the second busiest (by total passenger
traffic) in the United Kingdom (after Heathrow).
Noise contours levels
The legal requirement is for Gatwick Airport Limited
to consider noise issues affecting the area shown by
the dB Lden noise contours as being within the 55
dB(A), Lden or more and 50 dB(A), Lnight contours
referred to above. It is understood that these
contours take into account aircraft noise, being
noise during the take-off and landing ground roll.
By considering noise created by taxiing aircraft
and engine testing carried out within the airport
perimeter, the noise action plan goes further than
the legal requirement.
·· Departures and Arrivals Codes of Practice
The Departures and Arrivals Codes of Practice
are collaborative initiatives driven by Sustainable
Aviation and its member organisations. Many years
of work, including trials, modelling and data analysis
have led to the development of best practice
methods for arriving and departing aircraft. These
have been identified and implemented throughout
airlines in order to reduce noise and emissions.
·· Quiet and Clean Innovation Group
The Quiet and Clean Innovation Group is a dedicated
team looking at creating ground-breaking solutions
within the Fly Quiet and Clean programme. The
group is technical by nature with its membership
comprising airlines, NATS and the regulator. It is
different from the Noise and Track Monitoring
Advisory Group and the Flight Operations Safety
Committee.
·· Sustainable Aviation
Sustainable Aviation is an essential link within
the programme because of its reputation
38
within industry. You can find out more at www.
sustainableaviation.co.uk
Sustainable Aviation is a proactive coalition
of airlines, airports, engine and airframe
manufacturers and air traffic management,
established specifically to address sustainability
issues. It is entirely focused on finding collaborative
ways of improving environmental performance and
ensuring sustainable growth. It also lobbies for
a balanced policy debate to safeguard the future
development of the industry.
Web tracking
WebTrak is an on-line application that allows
people to see and track flights using Gatwick Airport
as well as showing the aircraft type, flight number,
speed and altitude.
London Gatwick has announced that it is significantly
expanding its noise insulation scheme, making it the
most innovative of any airport in Europe. The new
scheme will cover over one thousand more homes
across Surrey, Sussex and Kent. They will be able to
apply for up to £3,000 towards double-glazing for
their windows and doors as well as loft insulation.
This will mean that over 40% more homes will be
protected from noise than are covered under the old
scheme.
The major changes to the scheme are two-fold:
·· Firstly, the noise boundary for the scheme
has increased by lowering the level of noise
from 66 Leq to 60 Leq as a baseline with the
boundary line drawn flexibly to ensure entire
roads and communities are included.
·· Secondly, the noise contour boundary has
been drawn along the flight paths at 15km to
both the east and west of the airport.
Crucially, the scheme takes into account both the
increased sensitivity people have towards noise
levels as well as the frequency at which they might
be overflown. If the new scheme is taken up by all
eligible households in the Gatwick area it would
cover around 2,000 homes.
Airport operators are expected to:
·· Offer households subject to high noise levels
(66 dB(A) Leq or more) assistance with the cost
of relocating.
·· Offer acoustic insulation (applied to residential
properties) to other noise-sensitive buildings,
such as schools and hospitals, exposed to
medium to high levels of noise (63 dB(A) Leq
or more).
To address the impact of future airport growth the
government also expects airport operators to:
·· Offer to purchase those properties suffering
from both a high level of noise (69 dB(A) Leq
or more) and a large increase in noise (3 dB(A)
Leq or more).
·· Offer acoustic insulation to any residential
property that suffers from both a medium to
high level of noise (63 dB(A) Leq or more) and
a large increase in noise (3 dB(A) Leq or more).
The airport operator has written to those locan
authorities who are eligible with more details on the
scheme and information on how to apply.
A-CDM
Airport Collaborative Decision Making aims to
improve the operational efficiency of all airport
operators by reducing delays, increasing the
predictability of events during a flight and
optimising resources. This in turn provides the best
environmental solutions and reduces noise and
emissions for aircraft on the ground and in the air.
Airspace Design
Gatwick and NATS, the air traffic services provider,
are working together to look at how the airspace
directly affecting Gatwick flights can be better
managed with more direct routes and better ways
of operating. The result will be reduced noise and
emissions.
Precise Area Navigation (P-RNAV)
Precision based satellite navigation is the ability of
an aircraft’s flight management system to navigate
by means of waypoints defined by latitude and
longitude, rather than by conventional ground
based navigational aids.
The deployment of P-RNAV will realise a number of
operational benefits, including controller and pilot
workload, improved situational awareness, noise
reduction, reduced emissions, fuel savings and
reduced engine maintenance costs.
Noise Action Plan (NAP)
The NAP is an evolving five-year plan for how
Gatwick manages noise, which was adopted by the
Secretary of State for Transport in 2010. The NAP
sets out how to manage noise not only on a day-today basis, but also in the medium and longer term.
··
Continuous descent approach (CDA)
An industry-wide group has produced a code
of best practice for arrivals noise and has
developed technology to enable easy and accurate
measurement of a continuous descent approach
(CDA).
Under this procedure, pilots descend on a
continuous, smooth glide path – like standing on
an escalator rather than walking down steep stairs.
Pilots don’t have to vary the amount of power
going into the engines – it is constant – and they
stay higher above the ground than during a stepapproach.
Over 80% of Gatwick arrivals use CDA – this rises
to about 90% at night. The airport is constantly
working with airlines to get all pilots to use it.
Ground noise mitigation
·· Gatwick airport is discouraging pilots from using
‘reverse thrust’ when they land.
·· Reverse thrust is one way of slowing down
the plane once it has landed. There are some
situations though – a wet runway for instance
– when it still needs to be used to add braking
power. Because of the noise, the Government
asks pilots not to use reverse thrust between
··
··
··
··
23:00 and 06:00 except in the interests of
safety.
Gatwick airport is working with ATC to cut
down the amount of time that planes wait
to take off, or are taxiing, so that the engines
aren’t running for so long (A-CDM).
Gatwick airport is plugging planes into the mains
electrical supply while they are on stand.
Gatwick airport is using landscaping (such as
earth barriers and walls), to provide noise barriers
between the planes and the local community.
Gatwick airport restricts the duration and location
of engine testing.
Gatwick airport also restricts the use of APUs
while on stand.
Night time noise restrictions
The basic requirement is that during the ‘night
period’ (23:00 – 07:00), the noisiest types of aircraft
(classified as QC8 and QC16) may not be scheduled
to land or take-off. From 23:30 to 06:00, the ‘night
quota period’, aircraft movements are restricted by
movement limits:
·· The limits apply at 6.5km from the start of the
roll, i.e. the point on the runway at which the
plane starts to move in order to take off.
·· If a plane surpasses these levels, it will be fined.
The money is dedicated to local community
projects.
--94dB during the day.
--89dB during the ‘shoulder period’ (23:0023:30 and 06:00-07:00)
--87dB at night (23:30-06:00)
The flight paths and flight levels
There are some specific procedures for take-offs
and landings. For example, pilots have to avoid
flying over Horley or Crawley when they take off.
The airport
and ATC work with the airlines to
improve
their
performance.
Financial incentives
To reduce noise levels further, Gatwick has worked
out a discount scheme for airlines that use the
quietest aircraft, so that they have an incentive
to use quieter planes. But if an airline uses noisy
planes, the airport will actually charge them more
to use the airport.
This scheme means that the noisiest planes can end
up paying three times the normal landing charge,
while many pay one and a half times the charge. On
the other hand, the airlines with the quietest planes
pay less than the normal charge – just 90%.
40
Charges
LONDON HEATHROW (LHR)
·· Heathrow is the largest European airport
·· The airport operates close to saturation
Main tools
Monitoring network
There are 12 fixed noise-monitoring devices around
Heathrow. Fixed noise monitors at the airport are
located:
·· At approximately 6.5km from start-of-roll. This
encourages aircraft operators to gain height
and then reduce engine power and noise as
soon as possible.
·· Under the noise preferential routes, as was
decided in the early 1990s following public
consultation.
Information bodies
Airport Profile1*
Movements: 472,000 (2013)
Runways: 2
1* Source: ACI
Heathrow is the busiest airport in the United
Kingdom and the third busiest airport in the
world in total passenger traffic, handling more
international passengers than any other airport
around the globe. It is also the busiest airport in
Europe by passenger traffic.
·· Aircraft Noise Monitoring Advisory Committee
(ANMAC)
The Aircraft Noise Monitoring Advisory Committee
was set up by the Government in the early 1990s to
advise them on the operation of the noise monitoring
equipment which BAA had been required to install
by the DfT (Department for Transport) under the
Civil Aviation Act of 1982. Since then the committee
has been used as an advisory body on various noise
issues.
Membership includes representatives from
NATS (ANSP), the Environmental Research and
Consultancy Division (ERCD) of the CAA, the
Scheduling Committees and their technical advice,
BAA from Heathrow and Stansted, representatives
from Gatwick and a representative and technical
advisor from the Consultative Committees of the
three airports.
The committee is chaired by the head of the Aviation
Environment Division at the DfT.
·· Heathrow Airport Consultative Committee
(HACC)
The HACC is an independent committee, which
includes representatives of airport users, local
authorities and other bodies concerned with the
locality. Heathrow Airport Limited meets a statutory
obligation by consulting with the committee.
The HACC meets six times a year and is a public
forum.
·· Noise and Track Keeping Working Group
(NTKWG)
The NTKWG is a group set up by Heathrow
Airport Limited comprising local community
representatives, air traffic control and airport
personnel. It is active on noise and track-keeping
and other related environmental issues and reports
on these to the HACC.
·· Flight Operations Performance Committee
(FLOPC)
FLOPC is an internal committee of Heathrow Airport
Limited. Its membership consists of pilots, NATS
42
and Heathrow Airport Limited’s Airside Operations
team.
It reviews noise, track and CDA performance, shares
best practices and also advises on noise abatement
procedures. A report from the FLOPC is presented at
each NTKWG meeting.
·· Local Focus Forum (LFF)
The LFF was set up to keep residents up to
date with progress on Terminal 5. It represents
residents’ associations and councillors closest
to the airport. With Terminal 5 now complete, the
forum has continued and is now an opportunity to
share information on pending developments and
operational impacts that might affect the local area.
·· Flight Evaluation Unit (FEU)
Heathrow Airport Limited monitors compliance
with the various noise control measures and
handles noise queries and complaints through its
Flight Evaluation Unit (FEU). The FEU responds to
all queries/complaints and reports on complaints
to DfT and the HACC, on which local people are
represented by both local authorities and noise
groups.
Information systems and reporting
·· WebTrak
WebTrak is an on-line facility that allows people to
see and track flights using Heathrow airport as well
as showing the aircraft type, flight number, speed
and altitude they are flying at. For security reasons,
the data is delayed by between 24 and 48 hours so
the tracks cannot be viewed in real time.
·· Reporting
Currently the airport operator produces an annual
FEU report which provides detailed information on
performance against noise control measures.
Population living around the airport
The airport has two runways, five passenger
terminals and one cargo terminal with two aprons.
The airport is located approximately 13 miles (21
km) west of the City of London and is surrounded by
suburban housing, business buildings and mixeduse open land to the north and south, suburban
housing and business premises to the east and three
large reservoirs, mixed-use open land, housing and
business premises to the west.
As the airport is West of London and as its runways
run East–West, an aircraft landing approach is
usually directly over the conurbation of London
when the wind is westerly.
Community Buildings Noise Insulation Scheme
For eligible community buildings (hospitals, schools
and colleges, nurseries attached to schools and
hospices, nursing homes, registered nurseries,
libraries and community halls, etc.) that fall within
the 2002 63dBAL Noise Contour.
Home Relocation Assistance Scheme
For properties that fall within the 2002 69dBA Leq
noise contour, this scheme provides eligible homeowners with financial assistance for the costs of
moving away from areas subject to high levels of
airport noise.
Night Noise Insulation Scheme
·· The residential night noise insulation scheme
is based on the noise footprint of the noisiest
aircraft regularly operating in the night quota
period (23:30 – 06:00).
·· Since the scheme is intended to mitigate the
impact of night flights, rooms eligible for
insulation are bedrooms or bed-sitting rooms
only (which are used as bedrooms on most
days of the year).
·· The scheme provides noise insulation for all
bedrooms or bed-sitting areas in approximately
41,000 homes around Heathrow.
Residential Day Noise Insulation Scheme
·· The Day Noise Scheme provides acoustic
insulation to residential buildings in the
community. This includes free double-glazing
or half price double-glazing plus loft insulation
to external windows and doors only.
Preferential runway use and Noise preferential
routes (NPRs)
A westerly preference was introduced in the 1960s
to reduce the number of aircraft taking off in an
easterly direction over London i.e. over the most
heavily populated side of the airport.
A system of runway alternation was introduced
in 1972-73 for aircraft landing during westerly
operations (i.e. when arriving aircraft make their
final approach over London) to provide predictable
periods of relief from the noise of landing aircraft
for communities under the final approach tracks to
the east of the airport.
the airline may be subject to the payment of noise
supplements14.
The daytime pattern rotates on a weekly basis
and the runway that is designated for landing
aircraft from 06:00 to 15:00 one week will be the
runway designated for landing aircraft from 15:00
to the last departure the following week. Runway
alternation does not operate in the daytime during
easterly operations due to the Cranford Agreement
(see below).
A voluntary code of practice is in place which was
compiled by a group representing Heathrow airport,
airlines, NATS, CAA and the DfT, and is primarily
concerned with Heathrow, Gatwick and Stansted
airports. The code encourages air traffic controllers
and pilots to fly a CDA from 6,000 ft. The code was
originally produced in 2002 and later revised in
November 2006.15
The “Cranford Agreement” is a verbal undertaking
dating from the 1950s to avoid the use of the
northern runway for take-offs in an easterly
direction over Cranford unless necessary (e.g. when
the southern runway is closed). In order to observe
the Cranford Agreement, aircraft depart to the east
using the southern runway and arrive using the
northern runway.
Continuous descent operations (CDO)
Summary of operational
procedures
After take-off the aircraft shall be operated in such
a way that it is at a height of no less than 1,000 ft
AAL (above aerodrome level) at 6.5 km from the
start of roll as measured along the departure track
of that aircraft.
Changes to the Noise Preferential Route structure
are rare and stability is regarded as important, so
that people may know where aircraft noise will be
experienced.
Note that if an aircraft departure infringes on
noise levels or if the aircraft does not operate in
accordance with airport noise preferential routes
(both measures of the noise monitoring system)
14 Source: Heathrow Airport, Conditions of Use including
Airport, Charges from 1 April 2014
15 Summary of operational procedures
Source: London Heathrow, A quieter Heathrow, 2013
Ground noise
·· APU
use is banned.
·· There are some specific rules related to the
different terminals (taxiing, use of engine for
maintenance,
etc.)
·· Limiting
the
use
of reverse thrust. To minimise
disturbance
in
areas
adjacent to the aerodrome,
commanders
of
aircraft
are requested to avoid
the use of reverse thrust after landing, whilst
still ensuring the safe operation of the aircraft,
between 23:30 and 06:00.
--The airport authority has not given notice to the
aircraft operator precluding take-off.
--Source: Heathrow Airport, Environmental Noise
Directive Noise Action Plan 2010-2015, The action
plan –December 2010
The quota count system
(categories)
--It was scheduled to take off prior to 23:00 hours;
--The take-off was delayed for reasons beyond the
control of the aircraft operator; and
44
Departure noise limits
There are noise limits applied at the fixed noise
monitors for departing aircraft.
·· Night quota period23:30 – 06:00
--87 dBA Lmax
·· Shoulder periods 23:00 – 23:30, 06:00 – 07:00
--89 dBA Lmax
Night period and night quota period
A voluntary agreement with the airlines that no
early morning arrivals will be scheduled to land
before 04:30.
The ‘night period’ is 23:00 – 07:00 hours. During this
period the noisiest types of aircraft classified QC/8
and QC/16 may not be scheduled to land or take-off.
From 23:30 to 06:00, the ‘night quota period’, aircraft
movements are restricted by movement limits with
noise quotas as a supplementary measure. These
are set for each season.
·· Any aircraft which has a quota count of 4, 8,
or 16 may not be scheduled to take off or land
during the night quota period;
·· Any aircraft which has a quota count of 8 or 16
may not be scheduled to take off or land during
the night period;
·· Any aircraft which has a quota count of 8 or
16 may not take off during the night period,
except in the period between 23:00 and 23:30
hours in circumstances where:
serious hardship or suffering to passengers or
animals;
·· Delays to aircraft resulting from widespread
and prolonged disruption of air traffic.
·· Daytime period
--94 dBA Lmax
07:00 – 23:00
Airlines whose aircraft breach the noise limits
are fined. The money raised is donated to local
community projects through the Noise Fines Fund.
It can be noted that the Secretary of State has
the power to specify circumstances in which
movements may be disregarded from the night
restrictions by the airport managers and has the
power to authorise that specific flights should be
disregarded.
The airport companies may disregard night
movements under the following exceptional
circumstances:
·· Delays to aircraft which are likely to lead
to serious congestion at the aerodrome or
Differential noise charges
The charges system implemented at Heathrow
encourages the use of quieter aircraft by charging
more for the noisiest aircraft and less for the
quietest.
Source: Heathrow Airport, Conditions of Use
including Airport, Charges from 1 April 2014
Noise charging categories
*This represents the sum of the differences between the certified noise values for a particular aircraft registration
at the three monitoring points (Flyover, Sideline and Approach) and the Chapter 3 limits at these points.
Night Period: Between 00:00-03:29 UTC (GMT) 1 April to 31 October, and 01:00-04:29 UTC (GMT) 1 November to 31
March, Noise Charges are 2.5 times the normal charges in the Night Period.
46
ADOLFO SUAREZ MADRID-BARAJAS (MAD)
·· Madrid is an intercontinental hub, especially
for Latin America.
Main tools
Noise monitoring network
·· In flight noise monitoring
The 27 measurement terminals are located at those
points with greatest exposure to aeronautical
noise, close to the air routes, in order to improve
the control and measurement of the degree of noise
pollution caused by aeronautical operations in the
localities that may be affected.
The information provided by the monitoring system
is used to ensure that aircraft comply with the
established routes and procedures, measuring
the noise level registered by the microphones
distributed in the vicinity. In the event of noncompliance, an inquiry is carried out and a complaint
is filed with the Spanish Airspace Security Agency in
case any disciplinary action should be required.
Airport Profile1*
Passengers: 39,7 M PAX (2013)
Movements: 33,000 (2013)
Runways: 4
1* AENA, TRÁFICO DE PASAJEROS, OPERACIONES Y CARGA EN LOS AEROPUERTOS
ESPAÑOLES, 2013
A fourth terminal was inaugurated in 2006. During its
construction, two more runways (15L/33R and 18L/36R)
were also developed in addition to the two existing ones.
Terminals 1, 2 and 3 are adjacent terminals that are home
to SkyTeam and Star Alliance airlines, as well as Air Europa.
Terminal 4 is home to Iberia, its franchise Air Nostrum and
all Oneworld partner airlines.
In addition to the monitoring stations, the airport has
other measurement terminals, some of which are
portable, which enable other types of studies and
participation in specific measurement campaigns.
·· Ground
noise monitoring
The acoustic control is not only limited to aircraft
in flight, but noise control is also carried out on the
aircraft
on the ground, especially during the night,
in aircraft
apron areas, close to the populations
bordering
on
the airport. The system controls
aircraft
with
video
cameras that enable any possible
case of non-compliance to be recorded, both in realtime and logged.
Internet information site
The WebTrak system enables the flight path of
planes taking off from or landing at Adolfo Suárez
Madrid-Barajas airport and noise levels associated
with them to be observed.
The information provided by WebTrak includes
flight number, type of aircraft, altitude and flight
path taken.
·· Noise Technical Working Group
In order to reach a consensus and minimise the noise
impact, meetings are held with representatives
from town halls affected by airport operations
through the Noise Technical Working Group (GTTR
in Spanish), which was created in 2009. This group
makes proposals and analyses them in an effort to
find alternatives to minimise noise levels.
·· Information centre
Adolfo Suárez Madrid-Barajas airport runs an
Environmental Information and Service Office
48
(Ofima) to deal with enquiries and complaints from
the general public related to environmental issues:
noise, smells, air pollution, etc.
Aena carries out Acoustic Insulation Plans, aimed to
minimise the disturbance caused around airports,
the noise produced by aircraft during take-off, landing,
taxiing, engine tests and any other operations. To
achieve this goal, Aena soundproofs homes and
buildings that are used for sensitive purposes
(educational, healthcare and cultural centres which
require special protection from noise pollution) and
that are located inside the noise footprint of the
airports (isophones).
windows, insulating façades and soundproofing roofs.
Through its Acoustic Insulation Plan Office, Aena
Insulation Plans, which are conducted according to
the following procedure:
·· Inclusion of homes within the scope of the
Acoustic Insulation Plans.
·· In situ acoustic measurements of existing
insulation in these homes which enable to
determine whether supplementary insulation
is needed.
·· Drafting and approving the corresponding
acoustic insulation project.
·· Execution and control of project and payment
for work done with prior approval of the
execution of the insulation project undertaken.
Monitoring and enforcement of established
procedures and applicable regulations
Madrid-Barajas airport is the first within the Aena
network to introduce “green landings”, an approach
manoeuvre consisting of a continuous descent
without horizontal stretches and with the engines
at minimum power, thereby enabling an average
reduction of 25% in CO2 emissions in each approach
manoeuvre and a saving of 25% in fuel consumption,
as well as a substantial reduction in noise pollution
in the area around the airport.
As for examples, several procedures have been
implemented:
·· Introduction of PRNAV departure procedures.
·· ATC follows the preferential configurations and
the preferential runway use in order to reduce
noise annoyance.
by the airport’s Environmental Division, which
analyses any potential procedural or regulatory
violations and reports potential non-compliances
to Spain’s Aviation Safety Agency, as appropriate.
·· So as to gradually decrease the number of noncompliances and improve operations, thereby
reducing noise levels in surrounding communities,
individual meetings are held with specific airlines
to discuss improvements to following standard
routes, analysing specific points of contention
and coordinating follow-up actions to improve
flight procedures.
·· Periodic meetings are also held with the Trajectory
Analysis Technical Group. This group meets for
the purpose of improving operations, reducing
deviations and minimizing environmental
impacts in and around the airport. This group
includes representatives from various pilot and
airline associations, from the Air Navigation Office
and from the airport. It reviews and analyses
proposals for improving the arrival and departure
routes for Madrid-Barajas Airport.
Noise charging categories
Ground noise
·· Reverse use restrictions during night-time
hours (23:00 – 07:00 hours).
·· Engine performance testing higher than idle
regime may be carried out 24 hours a day at
the engine testing area established for such
purposes.
·· Restrictions on engine testing, except in
infrastructure built for said purpose.
Specific bans
Gradual reduction of aircraft having Marginal
Conformity levels, up to 28 September 2012, in
compliance with a resolution issued by The Spanish
Civil Aviation Authority.
Applicable surchages for noise
categories
Noise quota
Departure and arrival operations classified as CR-4
or above are forbidden.
From 02 November 2006 partial restrictions due
to noise quota are established between 23:00 and
07:00.16
Night flight
·· Infrastructure use restrictions during night
time hours and operations on aprons R-5, R-6
and South Dock.
·· Prohibition of night time (between 23:00 and
07:00) operations of aircraft with noise levels
of 4 or higher (aircraft with accumulative
margin over 15 EPNdB).
16 Source: AIP, 21/08/2014
Since 2007 a noise surcharge has been applied in
addition to the normal landing fee, the amount of
which depends on the aircraft category and on the
time of the operation.
The purpose of this measure is to discourage the
use of noisy aircraft. This law also envisions a
higher penalty for night time operations (twice the
amount of daytime operations).
Applicable surcharges for noise categories17
up to 5 EPNdB.
over 15 EPNdB.
17 Source: AENA, 2012 Environmental Report, Madrid Barajas
50
MUNICH (MUN)
·· A recent debate has taken place on the
development of a new runway.
Main tools
At Munich Airport, planned construction of a third
runway has brought the noise issue to the fore
despite the fact that it is a greenfield site specifically
selected to have a limited noise impact.
In June 2012, residents of Munich voted by a narrow
margin to oppose construction of the third runway.
That vote was technically only enforceable for one
year, and the High Administrative Court of Bavaria
has since given the legal go-ahead for the runway.
There are 16 permanent measurement stations
within a 20-kilometer radius of the airport. Their
locations were chosen in consultation with the
Aircraft Noise Commission.
Airport Profile *
1
Passengers: 38.7M
Movements: 382,000
Runways: 2
1* Munich Airport, Annual Traffic Report,
2013
Munich airport is the second hub for Lufthansa,
and one of the largest bases for Air Berlin.
To ensure that they generate useful data, the
stations are mostly positioned as close as possible
to the approach and departure paths and the
affected residential areas.
Moreover the airport operates two mobile
measurement stations, which can be requested by
representatives of cities that are not covered.
Since 2012, the data from the mobile measuring
stations have been transmitted wirelessly to the
central office at Munich Airport. This innovation
makes it possible to provide online information on
the current flight noise situation at any time.
Like in every airport in Germany, there is an Aircraft
Noise Commission (‘Fluglärmkommission’). This
Commission is a mandatory body. It brings together
local authorities, airlines and airport operators. It is
consulted in cases of flight track modifications. The
Commission holds a veto right. Note that this kind
of body was created because of the first protests
against airport developments and in order to
enhance the transparency of the decision-making
process.
Granting buyout entitlements
On the basis of the “constitutional threshold for
reasonable noise exposure”, the most recent high
court rulings state that property owners are entitled
to demand the purchase of their land in cases where
they are subjected to a continuous noise level of
LEqu = 70 dB(A) during the daytime and 60 dB(A) at
night.
In its planning permission ruling, the District
Government of Upper Bavaria substantially
broadened this entitlement and declared that 100
landowners in the district of Attaching in Freising
would be entitled to have their land purchased.
Although the noise levels on their land do not reach
LAeq = 70 dB(A) during the daytime and 60 dB(A)
at night, the properties lie within a strip extending
210 meters to the north and south and 2,000
52
meters to the east and west of the extended axis
of the planned third runway and are therefore also
concerned.
Consequently, the District Government of Upper
Bavaria has significantly exceeded the legal
requirements in the interest of protecting local
residents.
Passive noise protection
The Aircraft Noise Act organises the reimbursement
of expenses for noise insulation in buildings and
compensation for restrictions on the use of outdoor
living area:
·· In the daytime noise protection zone ((LEqu =
60 dB(A) during the daytime):
Noise protection measures and compensation are
granted.
·· In the night time protection zone (LEqu = 50
dB(A) or LEmax = 6 x 68 dB(A)):
The affected parties are entitled to noise protection
for buildings including ventilation equipment.
·· Some of the buildings are located both in the
daytime protection zone 1 and the night time
protection zone.
For this area, the planning permission ruling already
provides for and implements entitlements to the
reimbursement of noise protection measures.
Consequently, some 80 percent of the buildings
within the existing combined day/night protection
zone are already provided with noise protection.
Ground noise mitigation
·· Engine test runs
--For test runs, a special acoustically insulated
hangar was built in the south-west of the
airport grounds to limit noise emissions.
--Engine test runs must be limited to the
minimum, unavoidable number, particularly
between 22:00 and 06:00. If necessary, the
airport operating company can announce
use restrictions.
·· Taxiing
--In general, aircraft can be rolled into the
hangar only with the assistance of a tug.
--Jet-powered aircraft are not permitted to
taxi into the noise protection hangar under
their own power between 22:00 and 06:00
hours.
·· Flight paths
--All aircraft taking off and landing at Munich
Airport must keep to the flight paths
published by German Air Traffic Control.
--Clearance for any deviations is granted
by the responsible air traffic controller.
However, this generally occurs only for
safety reasons as a result of bad weather or
other hazards.
Night flights
Flight operations during night time hours at Munich
Airport (22:00 – 06:00) are allowed only with
particularly quiet aircraft, and only to a limited
extent:
·· During the core period (00:00 – 05:00):
Only mail flights and surveying flights by German
Air Traffic Control are automatically permitted.
Exceptions are made for emergency and assistance
flights, landings for air safety reasons and individual
flights for good causes as approved by the
responsible authority, the Bavarian State Ministry
of Economic Affairs, Infrastructure, Transport and
Technology.
·· During the night time hours (22:00 - 00:00 and
05:00–06:00):
Only aircraft on the so-called Ministry of Transport
bonus list are allowed to operate.
Exceptions are permitted only for delayed aircraft
movements or early landings with aircraft that
meet at least the ICAO Chapter 3 noise standards.
·· In addition, night-time take-offs and landings
must meet at least one of the following criteria:
Scheduled flights in regularly scheduled or charter
operations (max. 28 per night);
Flights by airlines with a home base in Munich;
Flights that do not cause a mean noise level higher
than 75 dB(A) at the noise measurement stations in
the vicinity of Munich Airport;
Training and practice flights.18
18 Noise classes
Source: Munich Airport, Tariff regulations, 01/2014
Nosie classes
·· Noise
quota
- -Night flights are permitted only to the extent
that the total noise caused by all night flights
does not exceed a specified maximum
annual quota. The calculation is based on
the number of take-offs and landings and
the type and size of aircraft used.
- -Consequently, a higher number of night
time aircraft movements is permitted with
quieter aircraft, and the use of louder aircraft
decreases the number of permissible
movements.
--Moreover, the energy-equivalent continuous
noise level, Leq, in the average night in a
calendar year at the points of intersection
of the flight paths with the boundary of the
combined day/night protection zone cannot
exceed 50 dB(A).
Munich Airport influences the aircraft used through
noise-based landing charges. Airlines that use
quiet aircraft benefit from a graded, widely spread
system of charges.
The noise-based take-off and landing fees can
be as much as eight times as expensive for a loud
aircraft type as for a quiet one. These charges are
determined on the basis of fixed noise classes,
which are based on the measured, average take-off
and landing noise levels.
54
PARIS - ORLY (ORY)
·· Orly is located close to the urbanized areas
Noise mitigation or abatement procedures
Monitoring system
There are:
·· 4 noise monitoring devices.
·· 2 devices dedicated to test engine.
·· Otherwise, BRUITPARIS (the regional agency in
charge of noise monitoring) has developed its
own network and information system.
Relationships with stakeholders and information
tools
Airport Profile1*
Passengers: 28.3M PAX (2013)
Movements: 230,000 (2013)
Runways: 3
1* Union des aéroports français, “Statistiques
annuelles de l’aéroport de Paris-Orly”,
2014
Prior to the construction of Charles de Gaulle
Airport, Orly was the main airport of Paris. Even with
the shift of most international traffic to Charles de
Gaulle Airport, Orly remains the busiest French
airport for domestic traffic and the second busiest
French airport overall in terms of passenger traffic.
·· The Consultative commission on the
environment
--There is a “Commission Consultative de
l’Environnement” (Consultative commission on
the environment) gathering representatives
from the local authorities, local associations
and the airport community (airport operator
and users).
--The Commission is consulted on issues related
to the planning of the airport and operational
matters which could have an impact on the
environment (such as changes to flight paths).
·· The
Environment House
- -Environment House seek to bring the local
population and the airport community
closer together.
- -They provide information on ATM, the
airport’s environment policy, the various
tools dedicated to noise mitigation, etc.
·· VITRAIL
--VITRAIL is a software that provides information
about flight tracks and noise levels. It is only
available for consultation in the Environments
Houses and in some city halls.
--A free toll number is available in order to
inform people.
·· ACNUSA (Autorité de contrôle des nuisances
aéroportuaires, Airport pollution control
authority)
--ACNUSA is an independent administrative
body
--Its activities and recommendations focus
on:
--Measurement of noise, on suitable
measuring indicators set up like the
IGMP,
--Assessment of noise pollution,
--Control of noise disturbance,
--Limitation of the impact of air transport
and airport activity on the environment
--Furthermore, the ACNUSA has the power to
impose administrative fines on airlines (up
to €40,000), in cases of non-compliance
with noise regulation.
56
Land use policies are defined be two noise maps:
·· Noise exposure map (PEB: Plan d’exposition au
bruit)
--To ban or limit building, to limit the number
of residents exposed to noise (several areas
are defined, with different kind of bans).
--The Noise Exposure Map estimates
developments in air activity, the expansion
of infrastructure and developments in air
traffic procedures in 10-15 years’ time.
·· Noise disturbance map (PGS: Plan de gêne
sonore)
--Residents living near France’s ten largest
airports can receive aid in soundproofing
their homes. To determine which residents
are eligible for this aid, a Noise Disturbance
Map has been drawn up for the airports in
question.
--Three different noise areas are defined:
--Area I indicates a very high level of noise
pollution limited by the Lden 70 index
curve;
--Area II indicates a high level of noise
pollution between the Lden 70 and Lden
65 index curves;
--Area III indicates a moderate level of noise
pollution between the Lden 65 and Lden
55 index curves.
The insulation programme is finance by a specific tax
(TNSA: taxe sur les nuisances sonores aériennes),
which is levied for each aircraft movement.
Approach levels
In 2007, it was decided to raise the ILS interception
level by 300 meters.
Noise cone
It is mandatory for aircraft to stay within a defined
“noise cone”.
CDO (continuous descent operations)
Ground noise:
·· The use of reverse thrust is regulated.
·· The use of APU is regulated.
Night curfew
·· There has been a night flight ban since 1968.
·· Flights are prohibited between 23:15 and 06:00
for take-offs and between 23:30 and 06:15 for
landings.
Maximal number of movements
·· The maximum number of slots is fixed at
250,000 per year.
·· There is also a maximum number of chapter 2
aircraft movements. Take-off and landing for
any aircraft relevant to chapter 2 is prohibited
at Paris-Orly, when the number of flight
operations using aircraft relevant to chapter 2
by the aircraft operator reaches the following
values:
--25% of the maximum number for flight
operations relevant to chapter 2 for the
fourth quarter of the year 1999;
operations relevant to chapter 2 for the
years 2000 and 2001;
operations relevant to chapter 2 for the first
quarter of the year 2002.
Penalty procedure
A fine can be issued by ACNUSA in case of:
·· Arrival:
chapter 3 aircraft
level
--Surpassing of noise threshold - 99 EPNdB
on arrival
·· Departure:
--Non-respect of time slot (time slot - D)
chapter 3 aircraft
level
--Surpassing of noise threshold - 104.5 EPNdB
on departure (noise threshold - D)
·· Nocturnal engine testing (engine testing)
The maximum fine is €1,500 for individuals and
€40,000 for corporations. The amount is set
depending on circumstances and responsibilities of
the airline.
For these reasons, ACNUSA can decide during a
plenary meeting not to issue the fine.
Landing charges are modulated depending on:
·· The weight of the aircraft (Maximum take-off
weight);
·· The noise class of the aircraft;
·· The type of flight (training, test, etc.) 58
OSLO (OSL)
Oslo Airport has implemented strong noise
abatement operational procedures (especially the
“point merge system” which concentrates flights
above the least crowded areas).
Main tools
There is a Noise and Flight Track Monitoring system
with 11 stations.
According to AVINOR (the Norway airports
operator), the most important tool for preventing
increased aircraft noise exposure in residential
areas is the establishment of good noise zone maps.
Municipalities are obliged to use these maps in their
land use planning19.
Airport Profile1*
Movements: 234,500 (2013)
Runways: 2
Departure procedures
Oslo Airport acts as the main domestic hub
and international airport for Norway, and is the
second-busiest airport in the Nordic countries. It
is a hub for Scandinavian Airlines, an operating
base for Norwegian Air Shuttle, and a focus city
for Widerøe.
Departures from Oslo Airport Gardermoen must
follow “tolerances corridors” and flight levels
during climbing in order to avoid populated areas.
19 AVINOR, CSR report, 2013
1* AVINOR website
Landing procedures
Arrivals
at Oslo Airport Gardermoen must follow
“convergence points” and flight levels during
landing in order to avoid populated areas.
During the night period, jet engine reversal beyond
idle reverse
is not permitted after landing.
Night flights
·· Between 22:30 and 24:00 local time, the
following rules apply:
--For jets and propeller aircraft with MTOW
exceeding 5700 kg and four propellers
or more, RWY 01 R and RWY 19 R are to be
used for landing and RWY 01 L and 19 L for
departure (segregated runway operation).
--For other traffic, RWY 01 L and 19 R must
be used (single runway operation), except
60
in cases of runway closure or limited use
based on § 7, second point.
·· Between 24:00 and 06:30
--RWY 01 L and 19 R are to be used (single
runway operation).
--In special situations segregated runway
operation may be used when this is required
for efficient traffic regulation.
Use of APU
The use of APU after arrival at – or before departure
from – a parking stand supplied with a ground
power unit and air conditioning, must not exceed
five minutes.
This limitation does not apply when ambient air
temperature at the parking stands is below ÷15º
Celsius or above +20º Celsius.
Departures with aircraft not complying with noise
regulations of ICAO Annex 16, Vol 1.5, edition July
2008 chapter 3 are not permitted during the period
between 16:00 and 08:00.
Departures with aircraft having a noise certification
exceeding 88 EPNdB at departure are not permitted
between 24:00 – 06:30.
Training flights with landing training and touchand-go circuits are prohibited.
There is no identified noise surcharge system.
PALMA DE MALLORCA (PMI)
·· Palma de Mallorca is an airport mainly
dedicated to tourism
Main tools
Noise monitoring
Palma de Mallorca Airport’s Environment
Department has Noise Measurement Terminals
(NMT) located in strategic places around the
perimeter of the airport to detect, measure and
associate the noise produced by aircraft as they fly
over the microphones installed in strategic zones in
the surrounding area.
The locations of the measurement terminals
were selected in order to correctly measure
environmental noise levels in the airport’s area of
influence. There are 8 fixed terminals and 2 mobile
ones, which are used for the daily environmental
monitoring of aircraft noise pollution.
Airport Profile1*
Passengers: 22.8M PAX (2013)
Movements: 170,000 (2013)
Runways: 2
1*AENA
Internet information site
PMI is the third largest airport in Spain after
Madrid and Barcelona Airports. During the
summer months it is one of the busiest airports
in Europe.
The airport is the main base for the Spanish
carrier Air Europa and also a focus airport for
German carrier Air Berlin.
The WebTrak system enables the flight path of
planes taking off or landing and noise levels
associated with them to be observed.
The information provided by the WebTrak includes
flight number, type of aircraft, altitude and flight
path taken.
B. Land
use planning and management
Aena carries out Acoustic Insulation Plans (PAA),
aimed at minimising the disturbance caused around
airports,
the noise produced by aircraft during takeoff, landing,
taxiing, engine tests and any other
operations.
To
achieve this goal, Aena soundproofs
homes and buildings that are used for sensitive
purposes (educational, healthcare and cultural
centres which require special protection from noise
pollution) and that are located inside the noise
footprint of the airports (isophones).
windows, insulating façades and soundproofing
roofs.
Through its Acoustic Insulation Plan Office, Aena
Insulation Plans, which are conducted according to
the following procedure:
·· Inclusion of homes within the scope of the
Acoustic Insulation Plans.
·· In situ acoustic measurements of existing
insulation in these homes which enable to
determine whether supplementary insulation
is needed.
·· Drafting and approving the corresponding
acoustic insulation projects.
Execution and control of project and payment for
work done with prior approval of the execution of
the insulation project undertaken.
62
As for examples, several procedures have been
implemented:
·· Introduction of PRNAV departure procedures.
·· ATC follows the preferential configurations
and the preferential runway use in order to
reduce noise annoyance.
by the airport’s Environmental Division,
which analyses any potential procedural or
regulatory violations and reports potential
non-compliances to Spain’s Aviation Safety
Agency, as appropriate.
·· So as to gradually decrease the number of
non-compliances and improve operations,
thereby reducing noise levels in surrounding
communities, individual meetings are held with
specific airlines to discuss improvements to
following standard routes, analysing specific
points of contention and coordinating followup actions to improve flight procedures.
Ground noise
·· Engine tests
Run-up tests of engines will only be authorized
outside of night hours and may only be carried out
at a dedicated place. Any other situation must be
authorized by the Airport Management.
Engine performance testing higher than idle regime
is forbidden in the stand. It may only be conducted
at a dedicated place.
Run-up tests at idle regime do not have any
schedule restrictions. They can be carried out when
the aircraft is in the stand, if the boarding bridge is
disconnected.
·· Use of APU
Auxiliary Power Point (APU) tests may be authorised
by the Airport Management outside of night hours if
excessive noise is not perceived in apron.
Reverse thrust other than idle thrust cannot be
used, except for safety reasons, during night hours.
Training flights are forbidden at night time. All
training operations must be undertaken on runway
24R/06L.
Airport charges are determined according to the
maximum take-off weight (MTOW), and vary
depending on the type, class of flight, and the noise
level of the aircraft.
The amounts resulting from the application of the
regular rates shall be increased by the following
percentages according to the noise level of each
aircraft and to the schedule of the landing or take
off.
up to 5 EPNdB.
over 15 EPNdB.20
Nosie categories
20 Source: AENA, Price Guide, 2014
64
VIENNA (VIE)
Vienna Airport has implemented a mediation
process in order to handle issues and conflicts
related to flight operations.
Main tools
Noise monitoring system
In 1992 the FANOMOS flight track and noisemonitoring system was put into operation at Vienna
Airport.
There are 15 fixed and 3 mobile measuring points
in residential areas close to the airport that
continuously measure the noise levels of passing
aircraft and determine the values for the day leg
(06:00-22:00) and night leg (22:00-06:00).
Online, at www.flugspuren.at, Vienna Airport and
Austro Control provide a new tracking service for
aircraft in the Vienna area. The Internet tracking tool
is a practical means of making the measures agreed
during mediation more transparent and accessible.
Airport Profile1*
Movements: 231,000 (2013)
Runways: 2
1*http://www.viennaairport.com/en/company/flughafen_wien_ag/fwag_group_
facts__figures_
It is the country’s biggest airport and serves as
a hub for Austrian Airlines and its subsidiary
Tyrolean Airways as well as Niki.
In 2000 a mediation process was launched to
study the current impact of Vienna Airport and its
environmental projects and development plans.
In a process involving some 50 stakeholders
(citizens’ initiatives, local communities, the
provinces of Lower Austria and Vienna, Austrian
Airlines Group, Austro Control (air traffic control),
Flughafen Wien AG, etc.) solutions were agreed
to keep the disturbance caused by air traffic at an
acceptable level for the population concerned.
Following the conclusion of the mediation process,
the Dialogforum Vienna Airport is continuing the
dialogue between the stakeholders and monitoring
the implementation of the mediation agreement.
·· Dialogue forum
This communication platform includes stakeholders
from the neighbourhood advisory board,
Austrocontrol (the ANSP) and Austrian Airlines, all
communities in the greater region surrounding the
airport, 16 citizens‘ initiatives from these regions, the
provinces of Vienna, lower Austria and Burgenland,
the environmental protection agencies of Vienna
and lower Austria and, through the so-called district
conferences, the communities of Gänserndorf,
Bruck a.d.l., Baden, Mödling, the greater Vienna
area and, through the city conference, the various
districts of Vienna.
The dialogue forum deals with measures to be
implemented on the basis of the mediation contracts,
topics that were not settled during the mediation process
and issues resulting from recent developments.
The dialogue forum evaluates the success of air traffic
measures each year and documents the results in an
assessment report that is published on its website (http://
www.dialogforum.at).
66
·· Internet site
There is a separate website to provide information
on environmental data relating to Vienna airport.
In particular, measurement data is available
from 15 stationary and three mobile flight noise
measurement stations.
·· Information centre
The VisitairCenter at Vienna airport is also a product
of the mediation process. Roughly 60,000 guests
stop at this exhibit each year to learn more about
the airport. The bus tours of the apron, which
provide a close real-time look at the hectic activity
at the airport, is especially popular.
Since the beginning of 2004, the infoline
“Environment and Aviation” has been available for
complaints about air traffic.
Programme resources are offered to 12,000
households in the region. The total cost will run to
around 51.5 million euros, of which 37 million will
be paid directly by Flughafen Wien AG. The other
14.5 million will come from the Flughafen Wien AG
environmental fund.
The Vienna Airport Noise Protection Programme
covers zones with a continuous noise level of
·· More than 54 dB during the day; and
·· More than 45 dB during the night.
Depending on the particularities of the home in
question, the following investments are supported:
·· Installation of noise protection windows and/
or noise protection doors;
·· Renovation of walls and roofs;
·· Installation of noise-protected ventilation
systems;
·· Under certain conditions, the construction of
conservatories.
Depending on the noise zone, 50% to 100% of the
investment cost is covered by the programme.
The noise protection programme for the
neighbouring communities, which was a direct
product of the mediation process, was continued
in 2012 by Flughafen Wien AG together with the
dialogue forum and the environmental fund.
In flight noise zone 4 (with continuous noise levels
of over 65 dB during the day and over 57 dB during
the night), property could be purchased at market
value upon request by the owner.
The goal of this programme is to improve the quality
of life for the nearly 12,000 residents in eligible
households. Nearly all households affected by
flight noise had been evaluated by the end of 2012,
after which expert opinions were prepared for the
residents interested in taking advantage of the
programme and renovations were carried out to
improve noise protection.
Ground noise:
·· Taxiing
--A number of measures have been developed
for parking and taxiing aircraft to minimise
noise emissions from the apron.
--For example, one engine is turned off when
aircraft are taxiing on the apron, as singleengine taxiing saves energy and reduces
noise.
·· Use of APU
--Start-up of APU max. 30 minutes before
estimated departure. Shut down of APU
max. 30 minutes after touch down.
·· Maximum noise level
--There is a maximum noise level of LPA=85
dB(A) measured at each cargo door and
passenger door.
Night flight
One of many points on which agreement was
reached during the mediation process on the
construction of the third runway at Vienna Airport
was the introduction of a limit on flight movements
to prevent noise during the night hours.
The number of flight movements between 23:30
and 05:30 is gradually being reduced, starting in
2007, until a maximum of 3,000 flight movements
per year. This corresponds to an average of four
landings and four take-offs per night.
Approach and departure procedure
The use of approach and departure paths is strictly
regulated during the night hours.
Between 21:00 and 07:00, only two defined flight
paths are open for take-off and landing, and wide
segments over the built-up area of Vienna are out of
bounds for air traffic.
Noise surcharge is based on calculations using noise
certification levels, mainly based on the Maximum
take-off weight (according to the Noise Certificate
of the aircraft)21.
The goals of the charges are:
·· Funding the insulation programme.
·· Bringing airlines to operate the best mix of
aircrafts while keeping noise emissions as low
as possible.
·· Getting airlines to invest in quieter aircrafts.
21 Vienna International Airport, Airport Charges Regulation, 2014
68
ZURICH (ZRH)
·· An intercontinental hub
·· An airport close to a foreign border (Germany)
Main tools
The first initiatives related to noise mitigation were
taken in 1972, when a night time curfew was enacted,
as well as in 1974 when new approach routes were
introduced. A noise charge was instituted in 1980,
and in 1984, an agreement was made regarding
arrivals and departures to the airport via German
airspace.
A treaty was signed in 2001, regarding the limitation
of flights over Germany. Negotiations have been
under way since 2003 about the procedures and
noise pollution over Germany and Switzerland22.
The Noise Management department at Flughafen
Zürich AG currently operates 14 fixed monitoring
terminals in the vicinity of the airport.
Airport Profile *
1
Movements: 262,000 (2013)
Runways: 3
1* Zurich Airport, Facts and figures, 2013
Zurich Airport is the largest international airport
in Switzerland and the principal hub of Swiss
International Air Lines.
The data are published in the monthly noise
bulletin. This bulletin provides information on the
development of overall noise exposure and aircraft
noise pollution at all fixed monitoring terminals
belonging to Flughafen Zürich AG. It also contains
detailed statistics on flight movements and the
issue of night-flight permits.
22http://www.zurich-airport.com/the-company/zurich-airport-ag/airport-history
Additional
noise measurement vehicles and devices
are used
for
various temporary noise measurement
campaigns.
B. Land
use planning and management
Noise
maps
Under the Cantonal Airport Act, Flughafen Zürich
AG is obliged to calculate the level of aircraft noise
exposure caused by its actual flight movements.
Article 38 of the Noise Abatement Ordinance
(NAO) stipulates that aircraft noise emissions
must be determined by calculation (performed by
the independent Swiss Federal Laboratories for
Materials Testing and Research).
The aircraft noise maps show areas where
thresholds have been exceeded. The threshold
curves with the day and night noise values are
illustrated per sensitivity level for residential zones
(SLII), mixed residential/industrial zones (SLIII) and
industrial zones (SLIV).
Sound insulation programs
The sound insulation focuses on passive noise
containment in buildings and finances sound
insulation measures. As the airport’s operator,
Flughafen Zürich AG is obliged by law to fund these
protective measures.
Owners of properties that are noise-sensitive
and located within a defined perimeter (“sound
insulation perimeter”) are entitled to soundinsulating windows.
70
Property owners who have already taken the
initiative of fitting sound-insulating windows are
reimbursed for their investment by Flughafen
Zürich AG. Between 1999 and 2013, around CHF 171
million was spent for sound-insulating measures in
more than 4,200 buildings. Of the CHF 20.6 million in
expenses in 2013, CHF 10.6 million was attributable
to window renovation and CHF 10.0 million to
reimbursements.
In early December 2013, the Swiss CAA approved
Zurich Airport’s south-side sound insulation
concept. Residential properties exposed to noise
from the southern approach to runway 34 are to
be equipped with automatic closing mechanisms
for bedroom windows. The occupants of around
1,300 buildings in the municipalities of Opfikon
Glattbrugg, Wallisellen, Zurich and Dübendorf will
benefit from this concept.
Airport of Zurich Noise Fund
The Airport of Zurich Noise Fund (AZNF) is a scheme
for offsetting costs incurred through aircraft
noise. As it operates under licence from the federal
government, Flughafen Zürich AG has the right to
refinance all costs incurred in connection with flight
operations through charges.
This refinancing is carried out using the following
schemes:
·· Daytime noise charge as an addition to the
landing charge
·· Night time noise charge (for take-offs and
landings between 21:00 and 07:00)
The term “noise-related cost” refers to all costs
arising for the company in association with aircraft
noise, as listed below:
·· Costs for the sound insulation programme
(“2010 Programme”);
·· Costs for formal expropriations;
·· Other external expenses in connection with
noise (e.g. costs for school outings due to
closed school grounds, as incurred in 2000);
·· Internal expenses relating to aircraft noise,
including associated personnel costs, technical
equipment, noise measurement, office space,
costs for legal advice;
·· Any external expenses relating to aircraft
noise (legal advice, consulting, studies and
experts’ reports, costs for information and PR
activities, noise costs charged by the Canton or
any other authority);
·· Expenses in connection with wake turbulence
and flyover altitudes, special expenses for
vortex protection;
·· Costs related to the use of fixed assets: a
variety of fixed assets are used in connection
with noise protection and noise measurement
(e.g. noise measurement systems, vehicles, IT
equipment), which are owned by Flughafen
Zürich AG and “let” to the AZNF. The costs of
these fixed assets are calculated on the basis
of required depreciation and applying a rate of
7% for the capital employed;
·· Investment cost for noise protection facilities/
infrastructure for engine run-up tests.
Low noise flight paths
Take-off and approach routes to and from Zurich
Airport are configured in such a way as to avoid
direct overflights of densely populated areas
wherever possible.
Adherence to these low-noise flight paths is
consequently mandatory during the daytime up
to an altitude of at least 5,000 feet, and at night
up to 8,000 feet and is continually monitored by
Flughafen Zürich AG.
In the event of a significant deviation from
these prescribed routes, the erroneous take-off
procedure is investigated in detail in the interests
of noise containment. If there are no justifiable
reasons, such as the avoidance of storm cells or
concrete instructions from air traffic control, the
pilot in question is contacted and asked to provide
details. This procedure ensures that airlines strive
to optimise their future take-off behaviour.
Ground Noise
In August 2014, a new closed noise protection
hangar was put in operation, enabling indoor engine
ground testing of long-haul aircraft up to the size of
a Boeing 747–800.
Curfew on night time operations.
Flights are discouraged after 22:00 and flights
arriving or departing after 23:00 require a special
permit.
Such night flights are only authorised when there
are justifiable grounds for them. Flughafen Zürich
AG endeavours to minimise the number of night
flights by continually optimising the punctuality
of departing flights. Special authorisations were
issued for a total of 186 flights (2012: 273 flights)
which took place during the night time curfew.
Zurich Aircraft Noise Index (ZFI)
In 2007, the Cantonal Council’s counter-proposal to
a cantonal referendum was accepted. The counterproposal comprises the following three elements:
·· The canton will request that the Federal
government approve a seven-hour night time
curfew (= status quo).
·· Once the number of flights per year reaches
320,000, the canton will re-assess the
situation.
·· On 25 November 2007, Zurich’s voters rejected
the initiative to restrict light movements to
250,000. The counterproposal of the Canton of
Zurich to set up the Zurich Aircraft Noise Index
(ZFI) was, however, accepted. This stipulates
a maximum of 47,000 people exposed to high
levels of aircraft noise.
Zurich Airport’s noise charge model stipulates
that every aircraft is classified in one of five noise
categories based on noise measurements. Different
noise charges apply depending on the noise
category.
·· Noise class I comprises the noisiest and noise
class V the least noisy aircraft types. The noise
charge increases with each noise class and
ranges from CHF 0 (noise class V) to CHF 2,000
(noise class I).
·· During the night between 22:00 and 06:00,
additional night time noise charges are levied,
which increase in half-hourly increments.
Since 2013, flights between 06:00–07:00
and between 21:00–22:00 have also had to
pay a noise charge supplement. The aim is to
ensure that as few noisy flight movements as
possible occur in the sensitive shoulder hours
and during the night.
All revenue from noise charges is credited to the
Airport of Zurich Noise Fund (AZNF) and is used
only for specific purposes, i.e. for costs relating to
aircraft noise.
Note that Flughafen Zürich AG will draft a new
proposal for noise charges to be levied early in
the morning, late in the evening and at night. This
must be submitted to FOCA by the end of 2014.
This will meet the Federal Administrative Court’s
requirement to strengthen the incentive effect
of noise charges early in the morning, late in the
evening and at night.
72
WHAT ARE THE
MAIN TRENDS
RELATED TO NOISE
MANAGEMENT
POLICIES?
Following the results of our investigation on how the
selected airports are dealing with noise and implementing
mitigation tools, some global trends can be detected for
the different types of tools.
74
NOISE MONITORING SYSTEM AND RELATIONSHIPS WITH STAKEHOLDERS
Monitoring systems
Monitoring networks are constituted of fixed
measurement stations. In addition, many networks
have mobile monitoring devices devoted to ad-hoc
measurements.
The number and the location of the monitoring
devices vary from airport to airport (with no
apparent link to the number of runways or the
number of aircraft movements). For example, Paris
Charles de Gaulle has 4 runways and 14 monitoring
devices; Frankfurt, with the same number of
runways has about 35 monitoring devices.
Information and relationships with stakeholders
A. Information tools
The trust and transparent relationships between
airports and their stakeholders are usually
considered as one of the success-keys for avoiding
strong protests against the airport development.
In that perspective, all the targeted airports have
developed systems aiming to inform the people on
noise levels around runways and under the flights
tracks.
Depending on airports, different monitoring
networks may exist. They can be placed under
the responsibility of the airport itself, or under an
independent body (local authority, ad-hoc body,
etc.).
Various types of tools are proposed. They are
usually websites displaying noise measurement
results from the monitoring stations. Some airports,
like Frankfurt, also propose mobile applications for
smartphones.
In some cases, several networks have been
established and managed by different actors. For
example, in Frankfurt, noise is monitored by Fraport
(the airport operator), the Forum (the mediation
body) and the local authorities surrounding the
airport.
In addition, some airports have developed
information centres, proposing exhibitions about
aircraft noise, the way an airport is running, etc. They
can also organiSe tours of the airport premises.
Some mobile-information centres (such as
information buses) can also establish contact with
the people.
Fraport, the Frankfurt airport operator, has
established a BürgBüro, which is in charge of the
stakeholder information, manages an “Info-Bus”
and a 24/7 hotline.
B. Mediation process
Beyond information, some airports have developed
mediation processes with their stakeholders. They
have usually been established at the occasion of a
development project (a new runway for example,
like in Vienna or Frankfurt).
These processes bring together the various
stakeholders (airport operator, airlines, local
authorities, ANSP, local residents’ associations,
environmental protection authorities, business
communitIES, etc) in order to manage the airport
growth without major resistance from residents
through the definition of a broad consensus
and the solving of conflicts before escalation. In
that perspective, the flight tracks, the hours of
operations, etc could be subject to mediation.
In Vienna airport, which is considered to boast
one of the best examples of mediation, one of the
results of the mediation process concluded was a
binding mediation agreement under civil law, the
creation of a Dialogue Forum and the setting up of an
environment fund. Flughafen Wien AG has assumed
responsibilities in the interests of local inhabitants
that go far beyond its legal requirements23.
23http://www.viennaairport.com/en/company/
flughafen_wien_ag/third_runway_project/dialogue_
with_surrounding_communities
C. Fining tools
There are, in some airports, a fining system aiming
at reducing noise by punishing airlines which don’t
respect:
·· Noise
abatement operational procedures
(especially
flight tracks).
·· Operating
restrictions (especially operating
hours).
·· Noise caps (a maximum noise level could
be fixed for departure or arrival and aircraft
exceeding it may be punished).
Few airports have this kind of tool. Among our
selection, Charles de Gaulle and Orly, with a national
independent authority in charge of the fining system
for the major airports (ACNUSA), is one of the main
examples. Note that in France the fine could amount
to 40,000€. London Gatwick has also a system to
fine airlines which fail to respect flight procedures.
76
LAND USE PLANNING AND MANAGEMENT
Land-use planning is a crucial process for
minimising the number of people exposed to high
levels of aircraft noise.
Airports need to work with local authorities to put
in place zoning rules in areas impacted by high
levels of aircraft noise. Effective land-use planning
can discourage or prevent inappropriate new
residential, health or educational developments,
and encourage light industry or storage areas not
sensitive to aircraft noise. For example, there are
some building restrictions around Rome airport.
In most jurisdictions, however, airport operators
have no authority or control over land-use planning
off the airport site. Hence, these tools are difficult
to identify because they are usually under the
responsibility of the various local authorities in the
surrounding area.
Thus, airports can only seek and encourage
local governments to protect airports from the
encroachment of residential and other noise
sensitive land use. In these areas, governments
must take a long-term proactive planning approach
to using land around airport facilities to ensure that
now and in the future, there will be no development
that could be impacted by aircraft noise. To this end,
strategic long-term planning was defined around
the major French airports.
However, urban pressure is often very strong
around airports. These areas are very attractive and
valuable:
·· They often have significant land reserves (due
to construction freeze);
·· They are centres of economic development
and important job providers;
·· They are often very well-connected by efficient
public transport and road access.
Hence, despite the official ban on building around
the airport, some local authorities do grant permits.
Passive protection programmes
In some areas, sound insulation and ventilation can
be required for new or existing dwellings to at least
improve the indoor noise levels.
Noise reduction tools (passive protection measures)
are implemented, aiming to reduce the disturbance
for residents, for example by defining standards
for building insulation or providing financial and
technical assistance.
The main eligibility requirement is the location of
the dwelling within a noise contour (as defined by
the European Directive). Nevertheless, we note
that some airports may provide support outside of
these areas on a case-by-case basis (dwellers have
to prove they are subject to disturbance). Vienna,
following the conclusions of the mediation process,
decided to develop an insulation programme, which
went beyond the legal requirements.
Homeowners can receive financial support for the
insulation of one or more rooms of their house (most
often, the bedrooms). The installation of ventilation
systems is sometimes also provided. Moreover, in
some cases (Frankfurt for example) compensation
for outdoor spaces is possible (like terraces and
gardens).
In some cases, it is also possible to benefit from
relocation assistance or to redeem a house (to
leave the noisy area or to rent the house, which
then allows to prevent a decline in the value of
the property). This is the case in Amsterdam and
Frankfurt.
78
NOISE ABATEMENT OPERATIONAL PROCEDURES
Noise abatement procedures
Various measures aiming to reduce the noise
emitted by aircraft in flight and on the ground are
often implemented.
A. Flight tracks
Airports opt for two different strategies: flights
concentration or dispersion:
·· Concentration of flights in the less populated
areas. The majority of airports analysed opt
for this approach aiming to focus the approach
and take-off tracks on the less densely
populated areas, thereby reducing the number
of people affected by noise.
·· Flight dispersion. Unlike previous airports,
some platforms, often in densely populated
areas, have opted for a dispersion of noise
by spreading operations, using different
approach and take-off tracks. That was the
case of Brussels Airport (which is not analysed
in this report).
Track concentration can mean that a smaller
number of residents are subjected to a higher
number of flyovers. Air traffic management and
airspace design needs to be undertaken in careful
consultation with community groups. Issues such as
the relative benefits of track concentration versus
track dispersion need to be carefully considered.
These measures are helped by the fact that recent
developments in required navigation performance
mean that aircraft can now follow designated
tracks very precisely. This can avoid random track
spreading and the resulting ‘spaghetti’ radar flight
track maps. Thus, some airports have adopted
“sound cones” and RNAV (Area navigation) to ensure
the accuracy of the trajectories. Oslo has recently
implemented a “point merge system”, aiming to
concentrate arriving and departing flights. Similar
measures have been taken in Barcelona, Frankfurt,
London - Gatwick, Madrid and Palma.
B. Flight angles and CDOs
Some airports have implemented, or tested, CDO
(continuous descent operations) that ensure a
continuous descent of aircraft (and not in stages).
That could, according to the local context, reduce
noise impact on the ground. This is the case in
Amsterdam, Barcelona, Frankfurt and London Gatwick, among others.
In some platforms, this measure was accompanied
by enhancement of the ILS level.
In addition, some measures are related to climb
angles and the orientation of flaps in order to reduce
noise (like at Paris - Charles de Gaulle).
C. Ground noise related measures
The measures taken in order to reduce noise on the
ground are influenced by the proximity of housing
areas close to the airport infrastructure (runways,
taxiways, apron, test areas).
The measures most commonly implemented are:
·· Regulation of the taxiway usage, related
to the hours of operation. That is the case,
for example, in Barcelona, Paris airports,
Copenhagen, Rome, and London-Gatwick.
During landing, aircraft often use reverse thrust to
reduce speed. Jet engines have a kind of “shield”
which can be activated to send the jet stream
forward and this helps reduce speed. This causes a
good deal of noise, especially in older aircraft types,
therefore aircraft are only allowed to use reverse
thrust above idle for safety reasons.
These measures exist in Barcelona, Paris airports,
Copenhagen and Rome for example.
·· Engine run-ups regulation
In connection with repair and maintenance of
aircraft, the engines are tested. Testing of aircraft
engines on the ground may produce noise that can
be a nuisance to the airport’s neighbours. The areas
and hours of testing are regulated. Some airports
have built specific test-hangars (like in Rome or
Hamburg).
·· Use of APU’s
Most jet aircraft have an APU (auxiliary power unit), a
small jet engine that produces power for the aircraft
when it is on the ground and the main engines are
turned off. The APU is most often located in the tail
of the aircraft. Like other jet engines, it emits some
noise when in use. Hence, some airports restrict
its usage when the aircraft is on gate (Oslo, Palma,
Paris, Vienna, etc.).
Transversely, some airports, like London Gatwick,
have decided to implement a comprehensive
approach to traffic management, both in-flight and
on the ground, in conjunction with air traffic. Thus,
Eurocontrol has developed the concept of A-CDM
(airport - collaborative decision making) which aims
to coordinate all actors involved in the management
of aircraft (from approach to landing and taxiing)
to ensure smooth flow and avoid stops / restarts,
which are noise factors and consume energy.
80
OPERATING RESTRICTIONS
In terms of restrictions, we can distinguish:
·· Aircraft bans (for all times), related to their
noise level.
·· Curfews, which can be strictly enforced, with
exceptions granted for exceptional reasons
(official or emergency flights for example)
or on a more flexible basis. That is the case
in Frankfurt between 23:00 and 05:00 for all
aircraft, in Paris CDG at night for the noisiest
aircraft.
·· Severe restrictions on night operations,
particularly through very high airport charges
levels and quota-counts (see Market-based
tools).
Note that time restrictions and restrictions on the
use of certain aircraft types appear to be linked
to the type of traffic hosted by the airport and its
development strategy. Thus, freight platforms
impose few restrictions while restrictions at
airports targeting low-cost airlines appear tighter.
82
MARKET-BASED MEASURES
A. Airports charges based on noise
Airports often implement differential charges based on
noise emissions to encourage the use of quieter aircraft
and discourage noisy operations (during all times
or especially during the evening or at night). Many
airports have implemented these kinds of tools. Note
that according to the information we have gathered,
Copenhagen and Rome do not have market based tools.
Noise penalties, imposed on aircraft exceeding certain
noise levels can be a tool to put pressure on airlines to
adapt their fleet and the way they operate flights.
Various options are implemented by airports to
modulate the level of charges:
·· Depending on the acoustic certificate, often
coupled with other criteria (such as weight,
number of engines, etc.);
·· Depending on the take-off weight;
·· Depending on the fact that the aircraft is part
of an acoustic category defined by the airport
(according to the average noise level monitored on
a yearly basis by the airport) and hours. Annually,
the airport verifies that aircraft are in the right
category and modifies its list if appropriate.
B. Quota-counts
Some airports have also implemented quota-counts,
like among others Hamburg, London Gatwick, London
Heathrow, Madrid and Munich.
This kind of tool is based on a simple cap on the number
of permissible aircraft movements or a complex
classification system that assigns values to different
take-offs and landings based on a given aircraft’s noise
certification. To this end, a number of quota counts is
defined per year (for all flights, or just for night flights),
and airlines must submit requests for slots within this
allowance. Thus, they have a choice of either using
fewer slots with noisier aircraft, or more slots with
quieter aircraft.
84
CONCLUSION AND
RECOMMENDATIONS
86
NOISE, A COMPLEX ISSUE FOR AIRPORT DEVELOPMENT
Airports operate in contexts in which stakeholders
have interests, criteria and varied and sometimes
contradictory temporalities:
·· Airports operators act most often as a business
and want to develop loyalty and attract
airlines, passengers, cargo and other revenue
sources (retail, real estate, parking, etc.);
·· Airlines want to ensure profitability, including
reducing operating costs;
·· Local authorities want to ensure the long-term
development of their territory, by enhancing
its connectivity, its competitive position and
ensuring job creation;
·· Residents, represented by associations
(different models exist, with different modes
of representation), and local authorities want
to preserve their quality of life.
The long-term, sustainable development of airports
must bring together all of these interests and goals.
However, some airports face opposition from their
neighbours and local stakeholders (especially
because of noise disturbance). This can jeopardise
current activities and the airport’s ability to grow.
Thus, local tensions related to noise must be
managed in order to ensure the sustainable and
long-term development of airports.
FOCUS: The difficulty of measuring the perceived disturbance.
The number of complaints is often an indicator considered by airports and public authorities. But this
indicator presents several difficulties:
--Citizens complain through different channels and it is therefore sometimes difficult to centralise
complaints.
--It is difficult to distinguish between complaints directly related to noise and complaints motivated
by the rejection of air transports at large or “automatic” complaints (for some airports, a majority
of complaints come from a limited number of citizens (even specialised websites).
Although scientific studies have proven that noise
is a real issue for health (which could lead to stress,
anxiety, sleep disturbance, etc.), the link between
the actual noise associated with airport activity
and the perceived disturbance is often difficult to
identify.
the physical phenomenon of exposure to aircraft
sound. However, it is the human response to this
(i.e. disturbance) that explains opposition to airport
development. Hence, a variation of the measured
noise rarely results in a variation of complaints and
a change in the way the population is feeling.
According to a Manchester University report,
there is no consensus as to the best means of
illustrating aircraft noise exposure24. The debate
is still open as to what must be measured (higher
single events, average levels of noise, etc). In all
hypotheses, what is measured and/or modelled is
As a consequence, any attempt to improve noise
management should engage with the physiological,
psychological and sociological determinants of
disturbance.
24Paul Hooper, Manchester Metropolitan University,
January 2009, Indices to enhance understanding and
management of community responses to aircraft
noise exposure
88
THE WAY NOISE MITIGATION TOOLS ARE IMPLEMENTED
An overview of the way the largest airports
implement noise mitigation tools shows that the
question is not only to know if a tool is implemented
or not but how it is implemented.
Indeed, for all the tools there are various levels
of implementation. In that perspective, we can
consider that for each tool, we can have some
initiatives taken, or a global set of measures that is
more or less ambitious or restrictive. For example,
regarding the passive protection tools, the level of
intervention vary from one airport to another:
--Some can propose grants to the owners of
houses located within the noise contours;
--Some pay for double-glazing windows and
roof soundproofing;
--Some add ventilation systems;
--Some repurchase houses.
Regarding the various rules and restrictions that
could be applied, the differences could also be
important from one airport to another:
·· More or less comprehensive
·· More or less compliance control procedures
·· More or less sanctions in case of no compliance
In order to analyse the way the various noise
mitigation tools are implemented and to rank them,
we have “marked” them.
Based on the five types of tools we analysed (see above),
we have selected the two main tools in each type:
·· Noise monitoring systems:
--Noise monitoring network
--Information and mediation with stakeholders
·· Land use planning and management:
--Building restrictions
--Passive protection
·· Operational procedures:
--Flight procedures
--Ground noise related measures
·· Operating restrictions:
--Maximum number of movements and noise
caps
--Traffic restrictions
·· Market-based tools:
--Noise related charges
--Fines
Then we gave a mark for the tools and the way
they are implemented in the studied airports. This
mixes the fact that the tool is used and the
indicator
way it is implemented on a 3 degrees scale:
·· 1 point: Few initiative (for example, related to
traffic restrictions: chapter 2 are banned);
·· 2 points: Some more initiatives have been taken
example, related to traffic restrictions:
(for
some
categories of aircraft are banned during
night);
·· 3 points: The tool in use on a real restrictive or
ambitious way (for example, related to traffic
restrictions: there is a night flights ban.
Based on these results the graph below show that
the “types of tools” with the highest score are
ranked as follows:
·· Operational procedures;
·· Noise monitoring systems;
·· Land use planning and management;
·· Market-based tools;
·· Operating restrictions.
The details, tools by tools (see the graph below),
shows that there are 3 categories of tools, related to
the way they are implemented (number of airports
using them and the way they use it):
·· The “must have” tools, strongly implemented,
almost in every airport:
--Noise monitoring
--Flight procedures
--Passive protection
--Ground noise related measures
--Noise related charges
These tools are part of a common tool-box for
airports, they constitute the regular set of tools
which are implemented all over the study’s airports.
·· The “average” tools, for which there could be
strong differences from one airport to another:
--Information and mediation with the
stakeholders
--Maximum number of movements or noise
caps
--Traffic restrictions
These tools are quite often implemented, but with
some differences between airports.
·· The “rare” tools, which are used only by a few
number of airports or which are never strongly
implemented:
--Building restrictions
--Fines
Generally speaking those tools are quite rare. Only a
few airports implement them.
90
A KEY TO SUCCESS: CLIMATE OF TRUST BETWEEN ACTORS
It is important to ensure a balance between the
different interests related to airports and to make
it possible for the different players to see their
achievements. The challenge is to maintain this
balance in the long-term even if external elements
come into play to modify its terms (development of
local air traffic through the arrival of a new company
for example).
Beyond the different noise management measures
(active and passive), it seems that this balance
is achieved through the establishment and
preservation of real trust between actors, allowing
everyone to know that their interests are being
taken into account.
It is thus important to:
·· Follow the evolution of this balance, including
the monitoring of the population’s feelings;
·· Establish a communication strategy as well as
transparent and objective information;
·· Establish forums for dialogue between the
parties, stakeholders and residents to ensure
they can express their points of view and be
heard.
92
ANNEXES
94
THE ANALYSIS ON AN AIRPORT BY AIRPORT BASIS
NB: These graphs are not a ranking of the airports.
They show how airports implement the various
noise mitigation tools, in respect of their specific
context. The criteria used are presented in chart
2.
Chart 1: Results of the analysis
Chart 2: Criteria
Based on the above results, the following “radars”
show, airport by airport how the various tools are
balanced.
96
98
100
MAIN TOOLS OF THE BALANCED APPROACH
Reduction of noise at source
The first ICAO international standards for aircraft
noise were adopted in 1971. Since then, international
certification standards have periodically been made
more stringent. At its last meeting in February 2013, the
ICAO Committee on Aviation Environmental Protection
reviewed technological feasibility, environmental
benefits and economic factors and reached a consensus
to move forward with a new standard that will result
in a reduction of 7 Effective Perceived Noise Decibels
(EPNdB) compared to the current Chapter 4 Standard.
25
The new standard, “Chapter 14”, will be applicable to
new aircraft types for which a request for certification
is submitted after 31 December 2017 and for lowerweight new aircraft as of 2020.
As defined by ICAO under the Balanced Approach,
“reduction of noise at source” is limited to noise
reduction through the adoption and implementation of
noise certification standards.
However, reduction of noise at source is not limited to
the development of new, more stringent standards or
new, quieter aircraft types. It also results from constant
technology improvements throughout the life cycle
of an aircraft type. Such technology improvements
are progressively integrated into the fleet mix, thus
improving its overall noise performance.
25Source:
ICAO, Guidance to the balanced approach to aircraft noise
management, 2008
IATA: http://www.iata.org/policy/environment/Pages/default.aspx
Land use planning and management
The ICAO Assembly stated that “the number of people
affected by aircraft noise is dependent on the way in
which the use of land surrounding an airport is planned
and managed, and in particular the extent to which
residential development and other noise-sensitive
activities are controlled.”
Land-use planning and management measures can be
categorized as:
·· Planning instruments: comprehensive planning,
noise zoning, subdivision regulations, transfer of
development rights, and easement acquisition.
·· Mitigating instruments: building codes, noise
insulation programmes, land acquisition and
relocation, transaction assistance, real estate
disclosure, and noise barriers.
·· Financial instruments: capital improvements,
tax incentives, and noise-related airport charges
for revenue generation to assist in funding noise
mitigation efforts.
Operating restrictions
Under the Balanced Approach, an operating restriction
is defined as “any noise-related action that limits or
reduces an aircraft’s access to an airport.” Operating
restrictions can improve the noise climate by limiting
or prohibiting movements of the noisiest aircraft at an
airport.
As examples of operating restrictions, we can list:
·· Cap rules. These global measures define the
maximum number of operations not to be
··
··
··
··
··
exceeded at an airport often for a given time
period of the year.
Noise quotas. A noise quota (sometimes expressed
as a “noise budget”) is generally used to cap the
total noise level from aircraft operations within
a given area over or around the airport to some
established total value over a given period of time
(six months, one year, etc.).
Non-addition rules. Non-addition rules are
measures of aircraft-specific restrictions aimed at
prohibiting the new operation of specific aircraft
or the operation of new (additional) aircraft based
on noise performance using noise certification
levels.
Nature of flights. The nature of flights may be used
as the criteria for partial operating restrictions in
order to limit access to an airport.
Night-time restrictions. Due to the particular
importance of the night for sleep, restrictions
during night time are of special concern.
Curfews. Airport curfews are global or aircraftspecific partial operating restrictions that prohibit
take-off and/or landing during an identified time
period.
Noise abatement operational procedures
Take-off
and climb procedures that alleviate noise at
some noise-sensitive locations around the airport.
Among them, we could list:
·· Use
of flight departure and approach routings
- -Noise preferential routes. Also known as
minimum noise routes, these routes may be
established to ensure that departing and
arriving aircraft avoid overflying noise-sensitive
areas in the vicinity of the airport.
--SID/STAR procedures. All aircraft should operate
to and from airports using standard instrument
departure (SID) and, if appropriate, standard
terminal arrival (STAR) procedures. The main
purpose of these procedures is to provide
obstacle clearance protection to the aircraft;
however, they also enable the development
and implementation of noise abatement flight
tracks for aircraft.
--Dispersed flight tracks. Successive departing
aircraft may be dispersed on different flight
tracks over wide-ranging areas. Dispersing
flight tracks in this way tends to decrease
the length of the noise exposure areas and to
increase the width.
--Automated arrival and departure procedures.
Automated arrival and departure procedures
based on area navigation (RNAV) procedures
and systems using on-board flight management
102
systems
(FMS)/RNAV
systems
provide
improved accuracy and control when operating
SIDs, STARs and reduced power/reduced drag
techniques (see paragraphs 6.3.8 to 6.3.10)
therefore minimizing the width of the noise
exposed area and increasing its length.
·· Use of runways
--Noise preferential runways. Noise preferential
runways provide preferred runway directions
for take-off or landing, appropriate to the
operation. They are selected for noise
abatement purposes, the intent being to utilize
whenever possible those runways which enable
aircraft to avoid noise-sensitive areas during
the initial departure and final approach phases
of flight.
--Displaced thresholds. Reduction of noise can be
achieved by displacing the commencement of
the take-off and the landing threshold.
·· Use of approach procedures
--Descent profiles. Descent profiles may reduce
the noise exposure of an aircraft by maintaining
higher than normal approach altitudes/angles
and instrument landing system (ILS) glide slope
interception from a higher altitude.
--Reduced power/reduced drag techniques.
Their principle consists in delaying wing flap
extension and landing gear deployment as
much as possible, consistent with air traffic
control (ATC) speed, height clearance and safe
operation.
--Continuous descent approach (CDA). CDA ideally
allows an uninterrupted descent from cruising
altitude. CDA reduces the noise experienced
on the ground by reducing the overall thrust
required during initial descent and keeping the
aircraft higher for longer. In addition to noise
reduction, CDA can provide emission benefits.
·· Use of ground-based operational procedures
--In some cases, in order to minimize ground
noise, the use of reverse thrust for jet or
propeller engines can be limited to reverse idle.
--These measures may include limiting aircraft
engine ground running.
--Auxiliary power unit (APU) operation is required
in order to provide aircraft system power and
air conditioning for aircraft maintenance, preflight preparation and, more importantly, engine
start at departure. Operational measures may
be introduced to reduce noise in the vicinity
of the parked aircraft and minimize operation
provided that alternative sources are available
such as ground support equipment (GSE) and/
or terminal bridge services.
--Operational measures may be introduced in
order to reduce taxiing time and distance.
--Building barriers and engine test-pens to
contain and deflect noise.
GLOSSARY
AIP: Aeronautical information publication. A
publication issued by or with the authority of a State
and containing aeronautical information of a lasting
character essential to air navigation.
26
ANSP: Air Navigation Service Provider. Any public or
private entity providing air navigation services for
general air traffic.
APU: Auxiliary power unit. A device on a vehicle that
provides energy for functions other than propulsion.
CDA: Continuous descent approach. Commonly
referring to the initial approach phase between
6,000 ft and the interception of the glide slope, CDA
ideally allows an uninterrupted descent from cruising
altitude; in practice, it is usually defined as a descent
with no segment of level flight exceeding 2 or 2.5 NM.
CDA reduces the noise experienced on the ground
by reducing the overall thrust required during initial
descent and keeping the aircraft higher for longer. In
addition to noise reduction, CDA can provide emission
benefits.
CDM: Collaborative Decision Making. A set of
applications aimed at improving flight operations
through the increased involvement of airspace users,
ATM service providers, airport operators and other
stakeholders in the process of air traffic management.
26 Sources:
EUROCONTROL ATM Lexicon (http://atmlexicon.eurocontrol.
int)
European Environment Agency, Good practice guide on noise
exposure and potential health effects, 2010
Massport Noise Glossary (https://www.massport.com/environment/environmental-reporting/noise-abatement/
noise-glossary/)
CDO: Continuous descent operation. An operation,
enabled by airspace design, procedure design and
ATC facilitation, in which an arriving aircraft descends
continuously, to the greatest possible extent, by
employing minimum engine thrust, ideally in a low
drag configuration, prior to the final approach fix /final
approach point.
dB: The Decibel (dB) is the unit used to measure the
magnitude or intensity of sound. Decibel means 1/10 of
Bel (named after Alexander Graham Bell). The decibel
uses a logarithmic scale to cover the very large range
of sound pressures that can be heard by the human ear.
Under the decibel unit of measurement, a 10 dB increase
will be perceived by most people to be a doubling in
loudness, i.e., 80 dB seems twice as loud as 70 dB.
dBA: The A-weighted Decibel (dBA) is the most common
unit used for measuring environmental sound levels. It
adjusts, or weights, the frequency components of sound
to conform with the normal response of the human
ear at conversational levels. dBA is an international
metric that is used for assessing environmental noise
exposure of all noise sources.
EPNdB: The Effective Perceived Noise Level (EPNdB)
is another unit of measurement for aircraft noise. It is
based on how people judge the annoyance of sounds
they hear with corrections made for the duration of the
event and for pure tones.
IATA: International Air Transport Association.
ICAO: International Civil Aviation Organization (United
Nations specialized agency for civil aviation).
ILS: Instrument Landing System. A combination of
radio navigation services intended to facilitate aircraft
in landing by providing lateral and vertical guidance
including indications of distance from the optimum
point of landing.
Lday: Average sound pressure level over 1 day. This day
can be chosen so that it is representative of a longer
period — for example, Lday occurs in the environment
noise directive; if used in that context, a yearly average
daytime level is to be understood.
Lden: Average sound pressure level over all days,
evenings and nights in a year. In this compound indicator
the evening value gets a penalty of 5 dB and the night
value of 10 dB. This is the ‘general purpose’ indicator
defined in EU-directive 2002/49.
Ldn: Average sound pressure level over a whole day.
This whole day can be chosen so that it is representative
of a longer period. In this compound indicator the night
value gets a penalty of 10 dB.
Lmax: Maximum sound pressure level occurring in an
interval, usually the passage of a vehicle.
Lnight: Average sound pressure level over 1 night. This
night can be chosen so that it is representative of a
longer period — Lnight also occurs in the environment
noise directive; if used in that context, a yearly average
night time level is to be understood. This is the night
time indicator defined in EU-directive 2002/49 and
used by WHO (World Health Organization).
L24h: Average sound pressure level over a whole
day. This whole day can be chosen so that it is
representative
of a longer period.
PAX: Passengers
Movements: An aircraft take-off or landing at an
airport RNAV: Area navigation. A method of instrument
flight rules
(IFR) navigation that allows an aircraft
to choose any course within a network of navigation
beacons, rather than navigating directly to and from
104
the beacons. This can conserve flight distance,
reduce congestion, and allow flights into airports
without beacons.
RNAV: Area navigation. A method of navigation that
permits aircraft operation on any desired flight path
with the coverage of station-referenced navigation
aids within the limits of the capability of selfcontained aids, or a combination of these.
SEL: Sound exposure level = Sound pressure level
over an interval normalised to 1 second.
SID: Standard instrument departure. A designated
instrument flight rule (IFR) departure route
linking the aerodrome or a specified runway of
the aerodrome with a specified significant point,
normally on a designated ATS route, at which the en
route phase of a flight commences.
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·· The companies of the Austrian air transport
industry, Environment and aviation, 2008
·· Dialog Forum, COMMUNICATION PROCESS WITH
THE REGION, Presentation by Franz Jöchlinger
Regional Coordinator, 2012
Zurich (ZRH)
·· Zurich airport, Annual report, 2013
106
Airport Regions Conference
Rue Montoyer 21
1000 Bruxelles, Belgium
108
Telephone: +32 2 513 48 85 / 73 15
E-mail: info@airportregions.org
Website: www.airportregions.org

noise policies in airport regions

Transcription

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