Environmental Engineering Reference
In-Depth Information
comparatively affluent population in well-educated democracies with a high expec-
tation of quality of life and a low tolerance of nuisance.
A draft report to the European Parliament in 2000 (European Parliament, 2000)
stated that as many as one in three Europeans complain about noise from transport and
industrial sources and that particular concern is related to noise at night. The report
set out an EU noise policy that included a number of proposals of significance to the
air transport industry including:
•
the harmonization of methods of measuring noise exposure;
•
the differentiation of 'night' and 'day' noise-exposure levels;
•
the development of noise-exposure maps for the whole of the EU;
•
the adoption of medium- and long-term goals for reducing the number of peo-
ple affected by specific noise sources; and
•
a specific directive dealing with noise from aircraft near airports, including require-
ments for noise action plans and targets to be achieved over 10 to 20 years.
Being a global regulatory body, it is perhaps unreasonable to expect that the ICAO
could deliver new regulations that would meet the needs of residents living around
Europe's airports who are amongst the most 'noise-sensitive' individuals in the world.
It was not unexpected, therefore, that the 2001 ICAO Assembly failed to deliver the
level of increased stringency for Chapter 4 aircraft and the phase-out programme for
Chapter 3 aircraft that had been called for by the EU and, separately, by a number of
European states. This result would make it more difficult for the EU to achieve some
very significant noise policy objectives, and also for many of Europe's major airports
to manage their noise impact while meeting air traffic demand.
The EU states have recognized the challenge that noise disturbance poses to the
development of the European air transport system. They support the 'balanced
approach' to noise control proposed by the 33rd ICAO Assembly, and are develop-
ing a draft directive (2002/30/EC) relating to land-use planning in member states.
Furthermore, significant research and development (R&D) funding for improved
airframe and engine technology has been set aside. The 'balanced approach' concept
of aircraft noise management comprises four principal elements and requires strin-
gent assessment of all options for noise mitigation, including reduction of airplane
noise at source, land-use planning and management measures, noise-abatement oper-
ational procedures and operating restrictions (European Commission, 2002). While
remaining committed to the role of ICAO in laying down global regulation, the EU
does, however, acknowledge the need for a degree of regional and local flexibility to
reflect particular conditions. While a significant number of airports suffer from
noise-related capacity constraints, others, due to their particular geographical or
social and economic situation, face little opposition and enjoy local community sup-
port for growth. The European Commission (EC) acknowledges, however, the need
to avoid a 'free for all' emerging with the proliferation of local controls and restric-
tions across this region, and has proposed a common framework of rules and proce-
dures to support airports in developing their noise action plans (Directive 2002/30/
EC). Important amongst these are items designed to:
