Environmental Engineering Reference
In-Depth Information
In some localities, compensation payments are made to nearby residents in rec-
ognition of the adverse effects of aircraft noise. Setting the level of compensation is,
however, a complex task. Valuations tend to draw upon a number of variables includ-
ing, for example, household income, period of residence and the value of a property.
Place-specific, socio-economic factors can also influence mitigation and compensa-
tion initiatives.
Finally, it should be noted that airports provide positive as well as negative
effects on property values. Positive development benefits in terms of access and
employment were noted in a study by Tomkins et al (1998) that focused upon the
impact of Manchester Airport on its nearby property market.
Sound-proofing of homes, public buildings and businesses in close proximity to
an airport is one tool widely used by airports in mitigating against aircraft noise.
However, while sound-proofing provides immediate relief against aircraft noise dis-
turbance, its effectiveness is limited. Firstly, such projects require large expenditure
that, depending upon the age of the building, may not be economically feasible. In
addition, while the sound level is significantly reduced within a building, it may be
ineffective in residential situations, especially during the summer months when indi-
viduals open windows and spend more time outdoors.
I
NTERNATIONAL
REGULATION
OF
AIRCRAFT
NOISE
-
THE
GLOBAL
PERSPECTIVE
The principles of sustainable development implicitly acknowledge limits to growth
or, at least, limits to the environmental consequences of growth. In terms of aircraft
noise and airport development, this will relate primarily to the level and nature of air
traffic, the proximity and size of neighbouring communities and the level of per-
ceived nuisance within those communities. Accordingly, future growth in air traffic,
coupled with increased intolerance to disturbance caused by aircraft noise, must be
offset by continuing and sustained improvements in aircraft noise technology and a
rolling airline-fleet replacement programme. Regulation should therefore seek to
drive the development and adoption of quieter technologies and the phase-out of
noisier aircraft.
The ICAO is the United Nations (UN) body that governs the civil air transport
industry. ICAO's remit extends to providing the regulatory framework within which
aircraft noise is controlled at a global level. ICAO regulation has been a major driver
for the introduction into service of improved aircraft noise technology - first, by set-
ting noise performance targets for aircraft to be licensed to fly and, second, through
the introduction of targets for the phase-out of operations by older, noisier aircraft.
Following increasing community opposition to aircraft noise and significant
improvements in airframe and engine technologies, all aircraft must meet the standards
set by the ICAO, which are contained in volume I of Annex 16 to the Convention on
International Civil Aviation. For jet-powered aircraft, there are three levels of stringency
in the standards. Stage 2 (Chapter 2) of Annex 16, volume I, contains the standards
that are applicable to jet aircraft designed before October 1977 and stage 3 (Chapter
3) contains more stringent standards applicable to those designed after that date. In
