Environmental Engineering Reference
In-Depth Information
600,000 movements in 2010. However, in a business-as-usual scenario, noise capac-
ity will fall short. In 2020, when traffic demand has doubled, the situation repeats: a
new runway is needed, but this investment is only justified if we can dispose of the
corresponding noise capacity. This means that at Schiphol the noise performance of
the overall fleet in 2020 has to improve by 3.75 decibel noise units - dB(A). This
will be roughly the same for other airports with comparable traffic figures. In terms
of reaching this, the majority (72 per cent) of the present fleet operating at Schiphol
will need to consist of planes not older than ten years. As the phase-out of Chapter 2
has already been completed, we will have to phase out almost all marginal Chapter 3
aircraft before 2010 (eg older 737s, A300, MD80, 747-300). For the period after
2010, new technology is urgently needed. These conclusions can also be drawn for
other airports.
The present international situation: CAEP 5
On the basis of the general assumption that world air traffic will double in the next
15 years, the Airports Council International (ACI) proposed and passed a policy of
increased noise stringency of minus 14 dB(A), with at least minus 4 dB(A) at each
measuring point. The ACI proposal also included the phase-out of substandard
Chapter 3 aircraft by 2005 and immediate operating restrictions for those aircraft.
With regard to this proposal and the problematic situation at most airports, the
results of CAEP 5 in January 2001 were rather disappointing. The Committee on
Aviation and Environmental Protection (CAEP) proposed a stringency of minus 10
dB(A), which will not be effective until 2006. It is only applicable for new aircraft
and there will be no phase-out of Chapter 3 aircraft. This means that the proposed
stringency will be insufficient and too late for most airports that want to develop
new capacity. As phase-out of substandard Chapter 3 aircraft is strongly needed, the
CAEP decision will lead to further differentiation in policies between states and
regions.
If ICAO-CAEP wants to be the primary international regulator - a role that is
needed - then it needs at least to reconsider its noise policies in order to:
•
sustain further growth with at least the same level of noise, but preferably an
improvement;
•
provide relief at noise-sensitive airports;
•
prevent regional proliferation of different rules; and
•
permit airport capacity development for meeting future traffic demand.
P
OTENTIAL
IMPROVEMENTS
TO
AIR
TRAFFIC
MANAGEMENT
Arthur Lieuwen and Ted Elliff, EUROCONTROL
Introduction
This commentary briefly describes some current EUROCONTROL initiatives that
are designed to improve European airspace management. Further details can be found
