Environmental Engineering Reference
In-Depth Information
at that airport. While this may subsequently trigger the need to apply restrictions at
that airport as well, measures need to be preventative rather than reactionary.
The future: tighter noise regulation
An increasing role for the EU should not conceal the fact that the industry needs to
be more forward looking. In our view, immediate steps need to be taken to support
the introduction of a phase-out of Chapter 3 aircraft, thereby keeping pressure on
both ends of the aircraft noise spectrum. To give the airlines some flexibility in this
respect, it is suggested that this is done in two phases: aircraft that are within a 5
dB(A) margin of the existing Chapter 3 standard should be phased out within a
period of four years; all other aircraft unable to meet a Chapter 4 standard should be
phased out by 2020 at the latest.
But the industry and ICAO also need to develop long-term objectives for air-
craft noise reduction. Environmental organizations believe that a cumulative reduc-
tion of 30 dB(A) compared to Chapter 3 by 2012 is a realistic target, and one that is
consistent with some internal industry targets. For example, Rolls-Royce's Noise
Reduction Target is to develop engine technology by 2010 that will reduce noise by
half relative to 1998 levels. Long-term goals can help manufacturers and airlines to
plan for the future with a degree of confidence, especially in respect of research and
development (R&D) programmes. Environmental targets are also required at the
airport level: an environmental capacity approach to noise management needs to be
developed, with particular attention given to the most emotive issue: night flights.
The long-term objective has to be to continually reduce the number of people
currently exposed to excessive noise levels. Failure to do so will guarantee that
actions similar to the Heathrow case will become commonplace, and that airport
environmental policy will become increasingly fragmented. Such an outcome, based
upon variable standards and uncertainty, is in no one's best interest.
Notes
1
This commentary is based on an article for
Issues in
Aviation Law and Policy
, 2001.
2
Case of Hatton and Others versus the UK (application no 36022/97), Judgement of the
European Court of Human Rights, Strasbourg, 2 October 2001
3
Currently Section 76 of the Civil Aviation Act 1982
4
The range of measures introduced at these airports includes the setting of departure
noise limits, noise insulation schemes for residential properties (except for Stansted,
which applies a voluntary scheme) and night-noise restrictions.
5
ICAO sets noise certification standards for aircraft, and these are contained within
Annex 16 to the Chicago Convention. With regard to subsonic jet aircraft, aircraft certi-
fied before 1977 are generally referred to as Chapter 2 (or Stage 2 in the US), while those
meeting the more stringent post-1977 standard are referred to as Chapter 3 (the term
'chapter' is a reference to the relevant section of Annex 16).
