Noise Abatement Measures An assessment study at GSA airports

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1 Sustainable Airport Solutions Noise Abatement Measures An assessment study at GSA airports

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3 Study on Assessment of Noise Abatement Measures at Partner Airports of the Green Sustainable Airports Project (GSA) Report

4 Study on Noise Abatement Measures at Partner Airports of the GSA Project This Report has been prepared for Janina Zimmermann Freie Hansestadt Bremen Der Senator für Wirtschaft, Arbeit und Häfen Zweite Schlachtpforte Bremen Germany Phone: janina.zimmermann@wuh.bremen.de This Report has been prepared by UNICONSULT Universal Transport Consulting GmbH Burchardkai Hamburg Germany Phone: o.zeike@uniconsult-hamburg.de Web: Editors Thomas Brauner, Dr. Olaf Zeike HAMBURG, 17 th October 2013 II

5 Study on Noise Abatement Measures at Partner Airports of the GSA Project Index Executive Summary Introduction Main objectives of the study Airports covered by this study Methodology Noise Abatement Measures covered by this study Overview of existing Noise Abatement Measures at GSA Partner Airports Noise Abatement Measures for aircraft ground operation at GSA Partner Airports Noise Abatement Measures for aircraft air operation at GSA Partner Airports Overview of existing Noise Abatement Measures at other airports Noise Abatement Measures for aircraft ground operation at the airports Hamburg and Nürnberg Noise Abatement Measures for aircraft air operation at the airports Hamburg and Nürnberg Innovations during the GSA Project Evaluation of measures Evaluation of Noise Abatement Measures for aircraft ground operation Evaluation of Noise Abatement Measures for aircraft air operation Ranking of top Noise Abatement Measures for aircraft ground operation Ranking of top Noise Abatement Measures for aircraft air operation Recommendations Annex 1: Noise Abatement Measures at GSA Partner Airports in detail Annex 2: Noise Abatement Measures at the Airports Hamburg and Nürnberg in detail III

6 Study on Noise Abatement Measures at Partner Airports of the GSA Project List of Figures Figure 1 Noise Abatement Baseline Study prepared by UNICONSULT... 4 Figure 2 Airports covered by this study... 6 Figure 3 Innovations during the GSA Project Figure 4 Evaluation of Noise Abatement Measures for aircraft ground operation Figure 5 Evaluation of Noise Abatement Measures for aircraft air operation Figure 6 Top Noise Abatement Measures for aircraft ground operation Figure 7 Top Noise Abatement Measures for aircraft air operation List of Tables Table 1 Key facts of the airports... 7 Table 2 Documentation of telephone interviews and site visits... 8 Table 3 Noise Abatement Measures for aircraft ground operation... 9 Table 4 Noise Abatement Measures for aircraft air operation Table 5 Noise Abatement Measures for aircraft ground operation at GSA Partner Airports Table 6 Noise Abatement Measures for aircraft air operation at GSA Partner Airports Table 7 Table 8 Noise Abatement Measures for aircraft ground operation at the airports Hamburg and Nürnberg Noise Abatement Measures for aircraft air operation at the Airports Hamburg and Nürnberg IV

7 Study on Noise Abatement Measures at Partner Airports of the GSA Project Executive Summary Project P contracted UNICONSULT in order to elaborate 11. In this report, the implemented Noise Abatement Measures at GSA Partner Airports are analysed and described. In addition, the Noise Abatement Measures at two further airports are analysed: Hamburg Airport: an airport very close to large residential areas with a high number of residents affected by aircraft noise Airport Nürnberg: an airport similar to Bremen Airport concerning size and amount of traffic. The situation is very diverse at GSA Partner Airports: In Bremen, Kortrijk and Southend, a high number of residents around the airport are affected by noise as the area near these airports is densely populated. In Billund, Groningen and Sandefjord-Torp, only a few residents are affected. The amount of noise varies significantly, too, since the number of aircraft movements and the mix of aircraft types is very different. All GSA Partner Airports implemented a high number of Noise Abatement Measures in order to protect the residents around the airports. Airports with a more severe noise situation implemented more Noise Abatement Measures than airports with a less severe situation. The airports Bremen, Groningen and Southend made significant progress with the implementation of further Noise Abatement Measures during the GSA Project. Other airports are preparing the implementation of further measures. Based on the knowledge gained from the questionnaires, four site visits, four telephone Abatement Measures is possible. The efficiency of noise abatement is the most important evaluation criteria. The development of individual Noise Abatement Measures at an airport needs evaluation of the situation in more detail and a precise balance of ecological and economic aspects, including interests of the aviation industry, traffic related interest and the interest of local residents, e.g. concerning the need for noise protection. Nevertheless, the ranking of recommended measures seems suitable for a lot of cases. 1

8 Study on Noise Abatement Measures at Partner Airports of the GSA Project Top measures for aircraft ground operation: Time restrictions for engine test runs Avoiding long taxi times and queues before line-up Use of ground power units (GPU). Top measures for aircraft air operation: Night flight restrictions Restrictions for training purposes Precise definition of departure routes. Most of the Noise Abatement Measures do no not require high investments. Only some measures, such as passive noise protection, hangars for engine test runs or noise protection walls require higher investments. 2

9 Study on Noise Abatement Measures at Partner Airports of the GSA Project 1 Introduction The Bremen is dealing with Noise Abatement Measures as an important part of transport and environmental policy in order to minimise noise impact for inhabitants. Noise Abatement Measures are specifically important for the City Airport Bremen due to its central location. SWAH and the City Airport Bremen are project partners of the EU INTERREG IVB NSR study, which is elaborated by UNICONSULT Universal Transport Consulting GmbH. Green Sustainable Airports (GSA) is a project designed to make regional airports frontrunners in sustainable development. It aims to establish strategies and solutions for a more eco-efficient and green regional aviation industry. In a multi-national partnership, the project focuses on regional airport communication, regional cooperation and policy resolutions to safeguard the role of regional airports as accessibility gateways by improving public perception and acceptance. As a major objective, GSA tries to conciliate all for reducing negative impacts of airport operations on the environment and society. The partnership works towards the following goals: Build an international network in which knowledge will be developed, shared and implemented; Measure the current and future Carbon Footprint of all partner airports; Implement 'Quick wins' - energy saving measures that are cheap and easy to implement with fast results on energy saving; Develop and test sustainable innovative applications contributing to a sustainable The expected results will contribute to a better, faster, cheaper and greener way of running airports while benefits will be realized to all stakeholders. In the framework of GSA Project Component 3, Sub-Activity 3 UNICONSULT prepared a Baseline Study about Noise Abatement Measures on behalf of project partner Senator für Wirtschaft, Arbeit und Häfen, Bremen. The Study contains a set of tools to limit noise exposure to the environment, which are subdivided into Noise Abatement Measures for aircraft ground operation and aircraft air operation. 3

10 Study on Noise Abatement Measures at Partner Airports of the GSA Project Figure 1 Noise Abatement Baseline Study prepared by UNICONSULT Source: GSA Project The results of the Baseline Study were presented at the GSA Partner Meeting in Kent, October The report covers possible solutions. It does not include the individual activities of GSA Partner Airports, though. of Free Hanseatic City of Bremen, contracted UNICONSULT Universal Transport Consulting GmbH, Hamburg, to enrich the results of the GSA Project with an Assessment Report on Noise Abatement Measures at GSA Partner Airports in order to document effort and success of the airports in this field and to provide a more tangible result of the GSA Project. Furthermore the measures are being evaluated within this report and recommendations for airports with different conditions are being developed. 4

11 Study on Noise Abatement Measures at Partner Airports of the GSA Project 1.1 Main objectives of the study The elaboration of the assessment report on Noise Abatement Measures at GSA Partner Airports has the following main objectives: Complementary study to the Baseline Study on the implementation of Noise Abatement Measures at GSA Partner Airports Trans-national documentation of Noise Abatement Measures Assessment in how far suggested measures are implemented at GSA Partner Airports Evaluation of efficiency of Noise Abatement Measures Analysis and evaluation of experiences made Development of recommendations for other airports Documentation of activities towards general public and policy Delivery of an additional output of the GSA Project. 5

12 Study on Noise Abatement Measures at Partner Airports of the GSA Project 1.2 Airports covered by this study The following airports are covered by this study. These are the six partner airports of the GSA project as well as Hamburg Airport and Airport Nürnberg. The IATA 1 airport codes are given in brackets behind the names of the airports. Figure 2 Airports covered by this study The airports are very different concerning size, traffic and their location. Some are very close the neighbourhood residents and close to the city centre some are only affecting a few residents. The following table names the key facts concerning aircraft movements, number of passengers and distance to the city centre. 1 IATA: International Air Transport Association 6

13 Study on Noise Abatement Measures at Partner Airports of the GSA Project Table 1 Key facts of the airports Source: UNICONSULT, 2013 The biggest of the GSA Partner Airports concerning total passengers are Billund Airport (Denmark) and City Airport Bremen (Germany). Groningen Airport Eelde has about the same level of aircraft movements per year, with not even 10% of the total passenger movement of those two airports, though. This is due to a large amount of training flights. Groningen Airport Eelde is main airport for commercial pilot training in Netherlands and also has a training base for Air Traffic Control (ATC) training. 7

14 Study on Noise Abatement Measures at Partner Airports of the GSA Project 1.3 Methodology The data acquisition of this report is based on five main approaches: Desktop research Site visits Questionnaire Telephone interviews UNICONSULT expertise. The following table documents the telephone interviews and site visits carried out by UNICONSULT during the elaboration of this study. Altogether, four site visits have been carried out as well as four telephone interviews, so that all airports covered by this study were interviewed. Table 2 Documentation of telephone interviews and site visits Source: UNICONSULT,

15 Study on Noise Abatement Measures at Partner Airports of the GSA Project 2 Noise Abatement Measures covered by this study Noise Abatement Measures can basically be classified as Noise Abatement Measures for aircraft ground operation and Noise Abatement Measures for aircraft air operation and The following Noise Abatement Measures are covered by this study. A detailed description Through site visits and telephone interviews, several further measures were identified in measure concerning aircraft ground operation (see table 3) and three further measures for aircraft air operation (see table 4). Table 3 Noise Abatement Measures for aircraft ground operation Source: UNICONSULT, 2013/ Baseline Study,

16 Study on Noise Abatement Measures at Partner Airports of the GSA Project Table 4 Noise Abatement Measures for aircraft air operation Source: UNICONSULT, 2013/ Baseline Study,

17 Study on Noise Abatement Measures at Partner Airports of the GSA Project 3 Overview of existing Noise Abatement Measures at GSA Partner Airports Many of the above mentioned measures are implemented at one or more of the partner aew over all existing Noise Abatement Measures at those six airports. This information has been gathered through questionnaires, site visits and telephone interviews with each airport, as mentioned in chapter Noise Abatement Measures for aircraft ground operation at GSA Partner Airports Table 5 Noise Abatement Measures for aircraft ground operation at GSA Partner Airports Source: UNICONSULT, 2013 The City Airport Bremen is the only airport that is equipped with several noise protection walls. The first walls have been built around 30 years ago. There are earth walls as well as vertical noise protection walls existing. The western wall mainly for noise abatement caused by taxiing traffic whilst the south-eastern wall is mainly to protect direct neighbour residents from take-off and landing noise impact. Effects are with a noticeable effect where rather small source-drain spacing exists, especially for noise from ground operation close by (e.g. through taxiing). 11

18 Study on Noise Abatement Measures at Partner Airports of the GSA Project Besides Bremen Airport, Billund Airport has a small wall between a newly built aircraft hangar and another building in the southern part of the airport. Taxiing with one engine off is only being executed at Southend Airport. Aer Lingus Regional (operated by Aer Arann) trials a taxiing procedure with one engine only. The other main operator at Southend Airport, easyjet, is currently investigating on applying one engine taxiing procedures in the future. Due to short distances of taxiing at Southend Airport the noise abatement potentials of this measure are limited. Ground power units (GPU) are used at four of the six airports (Bremen, Billund, Sandefjord Torp and Southend) also resulting in a limitation of auxiliary power unit (APU) usage at those airports. At Kortrijk-Wevelgem one single GPU is available, which is rarely used due to the airport aircraft movement structure with a focus on General Aviation. Groningen Airport Eelde has no GPUs, which is also due to the high share of training and General Aviation flights. Commercial traffic has a share of about 5% only. All airports have rules on non-sensitive areas that have to be used for engine test runs; also none of the airports has a hangar building to carry out those tests. Those areas are in general characterised as either as far away from neighbourhood residents and/or with a predetermined direction of noise emission affecting as few people as possible with the noise impact. Also, all of the partner airports except Sandefjord Torp have applied time restrictions for test runs at their airports. Sandefjord Torp has no formal restrictions, but airport users are informed about desired times for engine test runs. A relevant airport neighbour (a farmer with horses close to airport) is informed each time before a test run via text messages. Kortrijk-Wevelgem Airport is the only one of the partner airports with applied rules on avoiding long taxi times and queues before line-up. There are priority rules existing for jets and turboprops in order to avoid high noise impact and emissions. Billund Airport has partly implemented rules on avoiding long taxi times and queues before line-up during the winter time in order to coordinate the de-icing capacities. For details on the existing measures at the airports, see Annex 1. 12

19 Study on Noise Abatement Measures at Partner Airports of the GSA Project 3.2 Noise Abatement Measures for aircraft air operation at GSA Partner Airports Table 6 Noise Abatement Measures for aircraft air operation at GSA Partner Airports Source: UNICONSULT, 2013 All GSA Partner Airports have applied several administrative regulations concerning noise abatement. Night flight restrictions are applied at every airport, although in a different interpretation and depth depending on the local circumstances. Restrictions for training purposes exist at five of the six airports. In addition, Bremen Groningen and Kortrijk- Wevelgem have applied airport charges that are depending on noise emissions. A Quota count (noise contingent) is available at four of the airports: Bremen, Billund, Groningen and Southend. 13

20 Study on Noise Abatement Measures at Partner Airports of the GSA Project Kortrijk-Wevelgem also bans certain types of aircraft. Major turboprop aircrafts are not welcome as this is regulated through the airports environmental licence. Billund Airport indirectly bans certain aircraft types through their night flight restrictions: During the period from 11 p.m. to 6 a.m., take-off may take place only if an advance approval has been issued by Billund Airport. For a list of approved aircraft types, this approval will be given on short notice. The list covers nearly all narrow-body aircraft types. Nearly all widebody aircraft types are not on this list, though. When it comes to financial tools, additional charges for night or late arrivals are the most common implemented measure at the GSA Partner Airports. Bremen, Southend and Kortrijk-Wevelgem have applied such charges. Groningen has implemented a general surcharge for landings after 6 p.m. and Torp Sandefjord has a charge in order to cover additional costs. This charge is not related to noise abatement incentives, though. Nevertheless, it has a certain effect. Penalties for delayed flights exist at Kortrijk- Wevelgem, with a modulation depending on operating times. Additional fees for exceptions exist in Bremen, combined with their night flight restrictions and their additional charges for night arrivals. There is an exception for two home carrier aircraft landings per night. For these movements no extra charges are relevant before 11 p.m. and between 11 p.m. and midnight a reduced surcharge is applied. In addition, Groningen Airport Eelde offers refunds on airport charges for general aviation aircrafts (< 6 tons) with good noise certificates. A passive noise protection scheme is currently only available in Bremen. In addition to Earlier than required by federal German legislation, Airport Bremen set up the programme that will support airport neighbours in a non-bureaucratic way. Up to five million Euros for passive noise protection measures will be spent until Several further measures including thrust reduction, selected use of runways, use of different runway directions, intersection take-off and extension of take-off run available as well as regulations to avoid the use of a thrust reverser and continuous descent approach are each applied at one to three of the GSA Partner airports (see table above). The measure precise definition of departure routes exists at each airport. Noise monitoring is being carried out at most airports (all except Billund and Torp), although there are two different approaches of noise monitoring. Whilst some airports actually monitor noise emittance, other airports have modelling systems to calculate noise impacts through a system with input criteria such as aircraft type, time, wind situation, landing/ take-off direction etc. 14

21 Study on Noise Abatement Measures at Partner Airports of the GSA Project Public relations, constant dialogue and exchange of experience are important for all airports and are existing in different characteristics at each airport. Billund Airport also keeps up a good informal dialogue with neighbourhood residents, but not about noise topics, though. For details on the existing measures at the airports, see Annex 1. 15

22 Study on Noise Abatement Measures at Partner Airports of the GSA Project 4 Overview of existing Noise Abatement Measures at other airports In addition to the six GSA Partner Airports, the airports Hamburg and Bremen were examined as further examples for the implementation of Noise Abatement Measures. Hamburg Airport was selected as it is an airport very close to large residential areas with a high number of residents affected by noise impacts caused by the airport. Airport Nürnberg is an airport with similar general circumstances and conditions compared to Bremen Airport, both concerning size and the amount of traffic. It was thus also selected for this study. 4.1 Noise Abatement Measures for aircraft ground operation at the airports Hamburg and Nürnberg The following table gives an overview over all existing Noise Abatement Measures for aircraft ground operation of both airports. Table 7 Noise Abatement Measures for aircraft ground operation at the airports Hamburg and Nürnberg Source: UNICONSULT, 2013 Hamburg Airport has a noise protection wall along one of their two runways. Also, several buildings at Hamburg Airport have a noise protection function and are arranged in a way to shield noise from residents south and east of the airport. 16

23 Study on Noise Abatement Measures at Partner Airports of the GSA Project Both airports use ground power units (GPU) and thus have limitations for the use of auxiliary power units established. For engine test runs, Hamburg Airport has a hangar, in which most of the test runs are executed. At Airport Nürnberg, the usage of a defined engine test run area is mandatory, where noise shielding effects from the terminal building can be used. In addition, Airport between 10 p.m. and 6 a.m. Furthermore Hamburg Airport developed a coordination system of engine start-up and line-up together with the ATC. In addition a system to avoid long taxi distances was developed, too. For details on the existing measures at both airports, see Annex 2. 17

24 Study on Noise Abatement Measures at Partner Airports of the GSA Project 4.2 Noise Abatement Measures for aircraft air operation at the airports Hamburg and Nürnberg Table 8 Noise Abatement Measures for aircraft air operation at the Airports Hamburg and Nürnberg Source: UNICONSULT, 2013 Both airports have implemented several administrative regulations. They have airport charges depending on noise emissions, night flight restrictions and restrictions for training purposes implemented. Additionally, at Hamburg Airport a noise contingent exists. Financial tools are less extensive, with one established measure at each airport. Hamburg Airport charges additional fees for exceptions, while Airport Nürnberg has implemented four categories of additional charges for night or late arrivals depending on the time of arrival. 18

25 Study on Noise Abatement Measures at Partner Airports of the GSA Project Hamburg Airport has in addition to that implemented a passive noise protection scheme, the selected use of runways, the use of different runway directions and the avoiding of the usage of thrust reversers. Airport Nürnberg also limits the use of thrust reversers, but with a recommendation to avoid the usage during night times only. Also, Airport Nürnberg uses continuous descent approach procedures. Finally, both airports have defined precise departure routes, are continuously monitoring their aircraft noise impact at several installed monitoring points and are active in public relations and have a constant dialogue with neighbourhood residents and/ or local stakeholders concerning noise topics. For details on the existing measures at both airports, see Annex 2. 19

26 Study on Noise Abatement Measures at Partner Airports of the GSA Project 5 Innovations during the GSA Project The existence of the variety of Noise Abatement Measures at the airports has been established within a long process of developing noise abatement strategies accompanied by the development of airports and the aviation sector in general. Within the duration of the GSA Project, which started in autumn 2010, several innovations concerning noise abatement have been implemented at the Partner Airports involved. The following figure gives an overview regarding those innovations and the progress made. Figure 3 Innovations during the GSA Project Source: UNICONSULT, 2013 Further measures will be implemented in the near future. 20

27 Study on Noise Abatement Measures at Partner Airports of the GSA Project 6 Evaluation of measures The Noise Abatement Measures described in chapters 2 to 4 and described in detail in annex 1 and 2 for each airport, were evaluated with regard to their Noise Abatement potential Investment costs Implementation time Image/ public relation effects. Note: The evaluation is based on investment costs for Noise Abatement Measures only. Possible reduced airport revenues due to Noise Abatement Measures leading to a reduction of traffic and a potential reduction of regional economic benefits of air transport are not considered. A scoring-system has been used to assess and analyse measures. The scoring is based on the findings of on-site visits and questionnaires, findings of the expert telephone interviews carried out as well as expertise and evaluation of the consultants. The criteria mentioned above have been weighted in order to be able to create a ranking of measures concerning aircraft ground operation and aircraft air operation. The weighting of the criteria is set as follows: Noise Abatement potential: 40% Investment costs: 30% Implementation time: 10% Image / Public relation effects: 20%. The scoring has been carried out with the following defined rules for awarding points: The individual points multiplied with the factors for the weighting give the total score per Noise Abatement Measure. At the end of the evaluation a ranking for all Noise Abatement Measures for aircraft ground operation and all Noise Abatement Measures for aircraft air operation is compiled. 21

28 Study on Noise Abatement Measures at Partner Airports of the GSA Project 6.1 Evaluation of Noise Abatement Measures for aircraft ground operation Figure 4 Evaluation of Noise Abatement Measures for aircraft ground operation Source: UNICONSULT, 2013 A high potential for noise abatement is allocated to the measure time restrictions for test runs as the only one of the measures for aircraft ground operation. Medium noise abatement potential is seen for ground power unit usage as well as auxiliary power unit limitation and for the measure of avoiding long taxi times and queues before line-up. Whilst for most of the measures low investment costs can be expected, the purchase of ground power units and the preparation of selected engine test run areas are usually medium investments. Noise protection walls is assessed as a measure with high investment costs and so is the limitation of auxiliary power unit usage, as this measures implies the above mentioned purchase of a sufficient amount of ground power units in advance. All of the aircraft ground operation measures can be realised within a short or medium implementation time. Concerning possible PR and image effects noise protection walls and time restrictions for test runs are assessed as the measures with the highest impact, followed by ground power unit usage and limitation of auxiliary power units as well as the selection of non-sensitive engine test run areas. 22

29 Study on Noise Abatement Measures at Partner Airports of the GSA Project 6.2 Evaluation of Noise Abatement Measures for aircraft air operation Figure 5 Evaluation of Noise Abatement Measures for aircraft air operation Source: UNICONSULT, 2013 When it comes to aircraft air operation measures night flight restrictions, restrictions for training purposes, passive noise protection schemes and the precise definition of departure routes can be seen as the measures with the highest noise abatement potential. Most measures have low investment costs only. Exceptions are passive noise protection, extension of take-off run available (through runway extension) and continuous monitoring of aircraft noise with high expected investment costs. Public relations, constant dialogue and exchange of experience is assessed as a measure with medium investment costs, as this usually high manpower requirements and creates costs for events and publications/ materials. For most of the measures a short implementation time can be assumed, with a few exceptions, too. Passive noise protection and the extension of take-off run available would 23

30 Study on Noise Abatement Measures at Partner Airports of the GSA Project need a long time of implementation. A medium duration of implementation is assumed for the usage of taxiways for take-off, due to needed approval and possible constructional adaption. For the implementation of continuous descent approach it is also assumed to have a medium implementation time as the process has to be implemented together with ATC. Continuous monitoring of aircraft noise also has a medium duration of implementation, as a monitoring system needs to be set up. Finally, the highest expected positive impact trough image/ PR effects can be expected for night flight restrictions, restrictions for training purposes, ban of certain aircraft types, passive noise protection, precise definition of departure routes as well as public relations and constant dialogue with neighbourhood residents and local stakeholders. 24

31 Study on Noise Abatement Measures at Partner Airports of the GSA Project 6.3 Ranking of top Noise Abatement Measures for aircraft ground operation The following figure shows the ranking of the top Noise Abatement Measures for aircraft ground operation resulting from the evaluation carried out. Figure 6 Top Noise Abatement Measures for aircraft ground operation Source: UNICONSULT, 2013 Time restrictions for test runs has been identified as rank number 1 measure with a high noise abatement potential, low investment costs, a short implementation time and high possible image effects. Avoiding long taxi times and queues before line-up was ranked 2 nd place, as it has a medium noise abatement potential, but low investment costs and a short implementation time. Possible image effects are assessed to be rather low, though. power and pre- 25

32 Study on Noise Abatement Measures at Partner Airports of the GSA Project 6.4 Ranking of top Noise Abatement Measures for aircraft air operation The following figure shows the ranking of the top Noise Abatement Measures for aircraft air operation resulting from the evaluation carried out. Figure 7 Top Noise Abatement Measures for aircraft air operation Source: UNICONSULT, 2013 he ssesset resute shre r for oth ht fht restrtos estrtos for tr purposes. oth tr s e s ht te fhts usu he high impact on neighbourhood residents and thus those measures have a high noise abatement potential. Investment costs are assessed as low for both measures with a short implementation time, too. In addition, both are suitable to be used for high effects concerning strengthening a positive image and using it for PR. Precise definition of departure routes has been ranked as top 3 measure. It also has a high noise abatement potential, low investment cost and high potential concerning image/ PR effects. Implementation time has been assessed to be slightly longer then for the two measures ranked number 1, though. he further top esures re o use of thrust reerser eete use of rus of ert rrft tpes to hres for ht or te rrs sse ose protectio s e s se of fferet rus see ure. Of those further top esures sse ose proteto hs the hhest ose teet potet ut ths s also followed by high investment costs, while the implementation time is rather long. 26

33 Study on Noise Abatement Measures at Partner Airports of the GSA Project 7 Recommendations Based on the details of existing Noise Abatement Measures at the GSA Partner Airports, at Hamburg Airport and Airport Nürnberg, as well as through the evaluation of measures, recommendations of appropriate measures can be given. The development of individual Noise Abatement Measures at an airport needs evaluation of the situation in more detail and a precise balance of ecological and economic aspects, including interests of the aviation industry, traffic related interest and the interest of local residents, e.g. concerning the need for noise protection. Nevertheless, the ranking of recommended measures seems suitable for a lot of cases. The following figure gives an overview of Noise Abatement Measures that are recommendable for Airports in general Airports with severe noise problems Airports with severe noise problems especially at night Airports with a high share of training flights Airports with noise problems due to engine test runs. 27

34 Study on Noise Abatement Measures at Partner Airports of the GSA Project For airports with severe noise problems in general and airports with severe noise problems especially at night, the same set of suitable measures is being recommended, even though the noise impact might have different characteristics. Constant dialogue and communication as well as continuous monitoring of aircraft noise emissions can be seen as important measures with a cross section function, recommendable for all types of airports in order to support implemented specific Noise Abatement Measures. 28

35 Study on Noise Abatement Measures at Partner Airports of the GSA Project Annex 1: Noise Abatement Measures at GSA Partner Airports in detail 29

36 Airport profile: Airport Bremen City Airport Bremen Total passengers 2012: 2,447,007 Total aircraft movements 2012: 44,737 of which commercial traffic: 38,295 Runways (length): 2 (2,040 m and 700 m) Total air freight 2012: 643 tons No. of airlines/destinations: 17/ 48 Others: maintenance by Atlas Air Service, flight school and 2 flight clubs Source: ADV/ UNICONSULT, 2013 Characteristics Size concerning passengers < 500, ,000 to 2.5 million 2.5 to 5 million > 5 million Size concerning aircraft movements < 25,000 25,000 to 50,000 50,000 to 75,000 > 75,000 Relevant night flight problems none few medium substantial BRE Adjacent residential areas none few / sufficient distance medium many/ direct proximity Source: UNICONSULT, 2013 October 2013 Study on Noise Abatement Measures at GSA Partner Airports 30

37 Airport Bremen is located in relative proximity to the city center with surrounding residential areas Location and Traffic at Airport Bremen Surrounding residential areas on both sides of the runway, city center proximity Ryanair, Lufthansa, German Wings, Air France, KLM, Air Berlin, Turkish Airlines, Germania, BMI and other airlines flying from BRE Reasons for complaints about noise mainly are due to (delayed) evening flights and sporadic military flights Source: Google Earth October 2013 Study on Noise Abatement Measures at GSA Partner Airports 31

38 at Airport Bremen Noise Abatement Measures for Aircraft Ground Operation Noise Abatement Measures BRE A Noise protection walls See separate page B Taxiing with one engine off C Use of ground power units (GPU), electrical power and pre-conditioned air supply D Limitation of auxiliary power units (APU) use E Selection of non-sensitive area for engine test runs Baseline Study F Time restrictions for test runs Obligatory use of GPUs at terminal passenger bridge locations, at other locations voluntary use of GPU Limitation when using terminal passenger bridge locations Specific defined run-up point, predetermined direction of noise emission G Use of push-back tractor for compass calibration H Performing push-backs in non-sensitive areas Use of above mentioned run-up point for compass calibration and time restrictions, but no use of push-back tractor I Avoiding long taxi times and queues before line-up Further Measures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 32

39 at Airport Bremen Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures BRE A Administrative regulations Airport charges depending on noise emissions Quota count (noise contingent) Night flight restrictions Restrictions for training purposes Ban of certain aircraft types B Financial tools See separate page See separate page See separate page Time restrictions: not allowed after 9 p.m. and after 1 p.m. on weekends Regular complaints about military flights; 400-1,200 flights per year; airport has no impact Baseline Study Penalties for delayed flights Additional charges for night or late arrivals Additional fees for exceptions Refunds for improved noise abatement procedures See separate page See separate page October 2013 Study on Noise Abatement Measures at GSA Partner Airports 33

40 at Airport Bremen Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures BRE C Passive noise protection (refunds for noise protection See separate page D Thrust reduction E Selected use of runways F Use of different runway directions G Intersection take-off H Extension of take-off run available (TORA) I Use of taxiways for take-off J Avoiding use of thrust reverser K Continuous descent approach (CDA) See separate page Coordinated by air-traffic control If no safety restrictions, p decision Further Measures Baseline Study L Precise definition of departure routes M Continuous monitoring of aircraft noise N Public Relations, constant dialogue and exchange of experience See separate page See separate page See separate page October 2013 Study on Noise Abatement Measures at GSA Partner Airports 34

41 at Airport Bremen Details of specific Noise Abatement Measures Source: Google Earth Noise Abatement Measures BRE A Noise protection walls First walls have been built around 30 years ago 3 earth walls and vertical noise protection walls exist Western wall mainly for noise abatement caused by taxiing traffic South-eastern wall to protect direct neighbour residents from take-off and landing noise emissions Effects are with a noticeable effect where a rather small source-drain spacing exists, especially for noise from ground operation close by (e.g. taxiing) south-eastern wall Source: Google Earth western wall Source: UNICONSULT October 2013 Study on Noise Abatement Measures at GSA Partner Airports 35

42 at Airport Bremen Details of specific Noise Abatement Measures Noise Abatement Measures BRE Airport charges depending on noise emissions Updated structure of fees since 1 st September 2013 Aircrafts without noise certificate pay higher landing fees than aircrafts with noise certificate Quota count (noise contingent) Aircraft noise outline of 67 db(a) can legally only be exceeded by 1 db(a) Slightly decreasing flight movements; on total, it has become quieter drawbacks of noise contigents: no statement on single-event emission sound pressure level and night flights Airport Bremen will put a special focus on single-event emission sound pressure level and the publication of data of those single-events as well as combining emissions with flight tracking in the future Night flight restrictions Night flight restrictions from 10 p.m. to 7 a.m. Noisy jets are only permitted between 7 a.m. and 10 p.m., quiet jets (at least complying with ICAO, chapter 3) are permitted to land until 10:30 p.m. and take-off from 6 a.m. 2 (quiet) home carrier aircrafts are allowed to land until 11 p.m. (or midnight, in case of delayed flights) without preannouncement Other delayed flights require special approval, ambulance flights are allowed all night October 2013 Study on Noise Abatement Measures at GSA Partner Airports 36

43 at Airport Bremen Details of specific Noise Abatement Measures Noise Abatement Measures BRE Additional charges for night or late arrivals Additional fees for exceptions 10:30 to 11 p.m.: +20% charges 11 p.m. to midnight: +100% charges Midnight to 6 a.m.: +400% 2 home carrier aircrafts per night are allowed without extra charges before 11 p.m. and with +50% between 11 p.m. and midnight Further plans include the future integration of acutal noise emissions and pollution into fee structure C Passive noise protection (refunds for noise protection Passive noise protection programme for residents within the protection zones as shown on the map Zones were defined in 2009 Day Zone 1: compensation for noise protection in recreation rooms, living rooms and bedrooms Night Zone 1: compensation for noise protection in bedrooms In addition to former programmes the new noise protection scheme October 2013 Earlier than required by federal German legislation, Airport Bremen set up the programme that will support airport neighbours in a non-bureaucratic way Up to five million Euros for passive noise protection measures will be spent until 2019 Source: wirtschaft.bremen.de Day Zone 1: > 65 db(a) Day Zone 2: > 60 db(a) Night Zone: > 55 db(a) October 2013 Study on Noise Abatement Measures at GSA Partner Airports 37

44 at Airport Bremen Details of specific Noise Abatement Measures Noise Abatement Measures BRE E Selected use of runways Second runway (length 700 m) is recommended to be used for general aviation Decision by air traffic control and pilots Potential to be used more often L Precise definition of departure routes Optimized departure routes in order to minimize noise for residents around the airport M Continuous monitoring of aircraft noise Continious monitoring at 9 measuring points and with one mobile measuring facility For more than 40 years already Regular publication of results Improvement concerning monitoring and short term publication of single-event emission sound pressure level is planned for the future as well as combining emissions with flight tracking departure routes and measuring points Source: Airport Bremen, Umweltbericht October 2013 Study on Noise Abatement Measures at GSA Partner Airports 38

45 at Airport Bremen Details of specific Noise Abatement Measures Noise Abatement Measures BRE N Public Relations, constant dialogue and exchange of experience Aircraft noise commission with regular meetings Complaints representative Website and information flyers Potential for better communication and exchange through direct talks with neighbourhood residents, active and emotional Regular newsletters, newspapers or noise reports could also improve mutual understanding and exchange Source: Rami Tarawneh October 2013 Study on Noise Abatement Measures at GSA Partner Airports 39

46 at Airport Bremen Summary Airport Bremen Airport located in relative proximity to city center with surrounding residential areas Regular complaints, good complaint management in general Rather strict night flight restrictions Potentials in public relations and constant dialogue Most efficient measures 1) Night flight restrictions 2) Structure of fees (landing fees, additional charges for night or late arrivals) 3) Passive noise protection 4) Public relations and constant dialogue as important trans-sectional function for all measures Source: via-bremen.com October 2013 Study on Noise Abatement Measures at GSA Partner Airports 40

47 Airport profile: Billund Airport Billund Airport Total passengers 2012: 2,734,807 Total aircraft movements 2012: 50,021 Runways (length): 1 (3,100 m) Total air freight 2012: 61,666 tons No. of airlines/destinations: 12/ 40 Others: Flying school for helicopters Source: UNICONSULT, 2013 Characteristics Size concerning passengers < 500, ,000 to 2.5 million 2.5 to 5 million > 5 million Size concerning aircraft movements < 25,000 25,000 to 50,000 50,000 to 75,000 > 75,000 BLL Relevant night flight problems none few medium substantial Adjacent residential areas none few / sufficient distance medium many/ direct proximity Source: UNICONSULT, 2013 October 2013 Study on Noise Abatement Measures at GSA Partner Airports 41

48 Billund Airport is located close to the city of Billund Location of Billund Airport Some residential areas in the north-western part of the city are affected especially by noise from aircraft take-offs on runway 27. In this area, the development of residential areas is restricted. The airport is accepted by the neighbours. Complaints from neighbours do not occur. On average, there is one complaint per month about engine test runs from people working in offices close to the airport. Source: Google Earth October 2013 Study on Noise Abatement Measures at GSA Partner Airports 42

49 at Billund Airport Noise Abatement Measures for Aircraft Ground Operation Noise Abatement Measures BLL A Noise protection walls () Small wall between a new aircraft hanger and another building in the southern part of the airport B Taxiing with one engine off C Use of ground power units (GPU), electrical power and pre-conditioned air supply D Limitation of auxiliary power units (APU) use E Selection of non-sensitive area for engine test runs Baseline Study F Time restrictions for test runs See separate page See separate page See separate page G Use of push-back tractor for compass calibration H Performing push-backs in non-sensitive areas I Avoiding long taxi times and queues before line-up () Only in winter in order to coordinate de-icing capacities Further Measures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 43

50 at Billund Airport Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures BLL A Administrative regulations Airport charges depending on noise emissions Quota count (noise contingent) Night flight restrictions Restrictions for training purposes Ban of certain aircraft types B Financial tools () See separate page See separate page See separate page Indirect (see night flight restrictions) Baseline Study Penalties for delayed flights Additional charges for night or late arrivals Additional fees for exceptions Handling charges are slightly higher during the late evening hours, but pricing is not related to any noise abatement objectives Refunds for improved noise abatement procedures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 44

51 at Billund Airport Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures BLL C Passive noise protection (refunds for noise protection D Thrust reduction E Selected use of runways F Use of different runway directions G Intersection take-off H Extension of take-off run available (TORA) I Use of taxiways for take-off J Avoiding use of thrust reverser Baseline Study K Continuous descent approach (CDA) Depending on traffic situation, decision See separate page See separate page Only if no safety restrictions, p decision L Precise definition of departure routes M Continuous monitoring of aircraft noise Further Measures N Public Relations, constant dialogue and exchange of experience See separate page Noise has a small section within the environment report Good informal dialogue with neighbours, but not about noise October 2013 Study on Noise Abatement Measures at GSA Partner Airports 45

52 at Billund Airport Details of specific Noise Abatement Measures Noise Abatement Measures BLL D Limitation of auxiliary power units (APU) use Allowed 5 min. after on block and 5 min. before leaving the apron If outside air temperature is below -10 C or above +25 C, allowed 15 minutes before leaving the apron Ground handling staff survey whether pilots follow the rules Problems occur only in very few cases because most pilots know the airport and the rules regarding APU use Limitation also for reduction of fine particles (better working environment for ground staff) G Time restrictions for test runs 281 engine test runs in 2012 In 2012, there were no tests with larger jets like Boeing 737 Engine test runs are not allowed at night (11 p.m. - 6 a.m.) After 6 p.m., tests are allowed only when an aircraft is needed for a scheduled flight Engine test runs for up to five minutes of duration For other test runs, there are specified places Facility with walls Larger jets, e.g. Boeing 737, in the eastern part of the airport Other places Engine test runs have to be reported October 2013 Study on Noise Abatement Measures at GSA Partner Airports 46

53 at Billund Airport Details of specific Noise Abatement Measures Noise Abatement Measures BLL E Selection of non-sensitive area for engine test runs In the south-eastern part of the airport there is a test-facility for aircrafts up to the size of ATR 72. The facility is used for about 23% of all engine tests in The location is not suitable in certain wind conditions. Source: Google Earth Source: UNICONSULT Source: Billund Airport October 2013 Study on Noise Abatement Measures at GSA Partner Airports 47

54 at Billund Airport Details of specific Noise Abatement Measures Noise Abatement Measures BLL L Precise definition of departure routes The most important aspect is a right turn after take-off from runway 27 In 2012, 65 times, the standard departure procedure was not used. Reason in 61 cases: weather conditions Source: AIP Denmark October 2013 Study on Noise Abatement Measures at GSA Partner Airports 48

55 at Billund Airport Details of specific Noise Abatement Measures Noise Abatement Measures BLL F Use of different runway directions G Intersection take-off Use of runway depending on the direction of the wind At night preferred use of runway 09 for take-offs and runway 27 for landings Intersection take-off for smaller planes from taxiway F and M (see AIP). Dornier 328 (Sun Air of Scandinavia) also use F and M. Approval by ATC Analysis initiated by request from Ryanair to use taxiway M for intersection take-off. Source: AIP Denmark October 2013 Study on Noise Abatement Measures at GSA Partner Airports 49

56 at Billund Airport Details of specific Noise Abatement Measures Noise Abatement Measures BLL A Administrative regulations Quota count (noise contingent) Night flight restrictions Ban of certain aircraft types () There are noise calculations which lead to a movement contingent of approx. 130,000 annual movements During the period from 11 p.m. to 6 a.m., take-off may take place only if an advance approval has been issued by Billund Airport For a list of approved aircraft types, this approval will be given on short notice. The list covers nearly all narrow-body aircraft types. Nearly all wide-body aircraft types are not on the list. They will be added to the list if their noise is below certain noise amounts (long-term development) In 2012, 897 take-offs took place during the period from 11 p.m. to 6 a.m. In 2008 and 2009 the number was approx Restrictions for training purposes Helicopters Only 2,500 movements per year (up to 500 in one month) allowed Only weekdays from 9 a.m. to 5 p.m. local time Other aircraft Only weekdays from 9 a.m. to 3 p.m. local time Training is not a big topic There is a flight school for helicopters, but not for planes On total, less than 1,000 training flight movements per year, of which 94 with aircraft between 5.7 and 20.0 tons MTOW No training with aircrafts larger than 20 tons MTOW took place October 2013 Study on Noise Abatement Measures at GSA Partner Airports 50

57 at Billund Airport Summary Billund No severe problems with noise The airport is accepted by the neighbours Engine test runs caused some problems (281 test runs) in 2012 Most efficient measures 1) Restrictions for new residential areas 2) Night time limitations 3) Restrictions for engine testing 4) Precise definition of departure routes 5) Limitations for training with helicopters Source: airliners.net October 2013 Study on Noise Abatement Measures at GSA Partner Airports 51

58 Airport profile: Groningen Airport Eelde Groningen Airport Eelde Total passengers 2012: 208,700 Total aircraft movements 2012: 46,400 of which commercial traffic: 5% (~2,300) Runways (length): 2 (2,500 m and 1,500 m) Total air freight 2012: - No. of airlines/destinations: 3/ 13 General Aviation: General Aviation Terminal Others: 2 flight clubs, 3 training schools and air trafficcontrol training, main airport for commercial pilot training in Netherlands Source: UNICONSULT, 2013 Characteristics Size concerning passengers < 500, ,000 to 2.5 million 2.5 to 5 million > 5 million Size concerning aircraft movements < 25,000 25,000 to 50,000 50,000 to 75,000 > 75,000 Relevant night flight problems none few medium substantial GRQ Adjacent residential areas none few / sufficient distance medium many/ direct proximity Source: UNICONSULT, 2013 October 2013 Study on Noise Abatement Measures at GSA Partner Airports 52

59 Groningen Airport Eelde is located around 10 km south of Groningen with few affected residential areas Location and Traffic of Groningen Airport Eelde Some residential areas in the north-west and south-east of the airport Comparably few residential areas with major noise disturbances High share of training flights with repeated circular flights Commercial traffic with larger aircraft (mainly Boeing and -800): 23 take-offs per week during summer season Source: Groningen Airport Eelde October 2013 Study on Noise Abatement Measures at GSA Partner Airports 53

60 at Groningen Airport Eelde Noise Abatement Measures for Aircraft Ground Operation Noise Abatement Measures GRQ A Noise protection walls B Taxiing with one engine off C Use of ground power units (GPU), electrical power and pre-conditioned air supply D Limitation of auxiliary power units (APU) use E Selection of non-sensitive area for engine test runs Baseline Study F Time restrictions for test runs See separate page Test runs only allowed between 8 a.m. and 8 p.m. G Use of push-back tractor for compass calibration Compass calibration carried out on test run platform, but without tractors H Performing push-backs in non-sensitive areas I Avoiding long taxi times and queues before line-up Further Measures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 54

61 at Groningen Airport Eelde Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures GRQ A Administrative regulations Airport charges depending on noise emissions Quota count (noise contingent) Night flight restrictions Restrictions for training purposes Ban of certain aircraft types B Financial tools See separate page See separate page See separate page See separate page Baseline Study Penalties for delayed flights Additional charges for night or late arrivals () Surcharge for landings after 6 p.m. Additional fees for exceptions Refunds for improved noise abatement procedures See separate page October 2013 Study on Noise Abatement Measures at GSA Partner Airports 55

62 at Groningen Airport Eelde Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures GRQ C Passive noise protection (refunds for noise protection Available before 2002, about 20 houses on total were equipped with noise protection investments D Thrust reduction E Selected use of runways F Use of different runway directions G Intersection take-off H Extension of take-off run available (TORA) See separate page I Use of taxiways for take-off Baseline Study J Avoiding use of thrust reverser K Continuous descent approach (CDA) See separate page L Precise definition of departure routes M Continuous monitoring of aircraft noise Further Measures N Public Relations, constant dialogue and exchange of experience Routes are regulated in AIP, diverting from routes causes fines imposed by government See separate page See separate page October 2013 Study on Noise Abatement Measures at GSA Partner Airports 56

63 at Groningen Airport Eelde Details of specific Noise Abatement Measures Noise Abatement Measures GRQ Source: AIP Netherlands E Selection of non-sensitive area for engine test runs 2 specific test run platforms existing since 1998 One of them is mainly used, the other one is a smaller, private platform, which is only used occasionally Main engine test platform placed between the runways with optimized noise emission direction Airport charges depending on noise emissions Surcharge depending on noise certificates for small aircrafts < 6 tons 8 categories of charges Since 2011 Quota count (noise contingent) Standardized system for all airports in NL Continuous monitoring and calculation of noise contour for quarterly reporting Night flight restrictions Airport closed between 11 p.m. and 6:30 a.m. (7:30 a.m. on weekends/ public holidays) Extension of opening possible for delayed flights until midnight Medical/emergency flights possible all night (about occasions per year) October 2013 Study on Noise Abatement Measures at GSA Partner Airports 57

64 at Groningen Airport Eelde Details of specific Noise Abatement Measures Noise Abatement Measures GRQ Restrictions for training purposes Time restrictions: trainings are only allowed between 8 a.m. and 10 p.m. on weekdays; between 10 a.m.and 7 p.m. on sundays/public holidays Restrictions on aircraft size: trainings only allowed for aircrafts < 6 tons Surcharge for training and circular flights since 2009 (35% to 50%) Refunds for improved noise abatement procedures General aviation aircrafts (< 6 tons) with good noise certificates get refunds on the airport charges Noise certificate category 4: -5% Noise certificate category 5/6: -10% Noise certificate category 7/8: -15% H Extension of take-off run available (TORA) Runway 05/23 has been extended from 1,800 to 2,500 m Extension finished 24 th April not the reason for extending the runway Runway extension Source: Groningen Airport Eelde; modified by UNICONSULT October 2013 Study on Noise Abatement Measures at GSA Partner Airports 58

65 at Groningen Airport Eelde Details of specific Noise Abatement Measures Noise Abatement Measures GRQ CDA K Continuous descent approach (CDA) Established since February 2012 Initiated by airport with good cooperation between airport and air-traffic control Requires conditions with few traffic Is used by 80% of commercial traffic at Groningen Airport Eelde CDA has a 40% smaller noise contour footprint and consumes less fuel, too Maximum noise levels are 6-10 db(a) lower than for a stepped approach Noise reduction can only be observed for remote residents, not for direct neigbourhood residents No CDA Source: Groningen Airport Eelde; illustration modified by UNICONSULT M Continuous monitoring of aircraft noise No actual measuring, but calculation through a measuring tool connected to airport information system Criteria like aircraft type, wind conditions, time, route etc. are considered Information/ noise calculations published by government October 2013 Study on Noise Abatement Measures at GSA Partner Airports 59

66 at Groningen Airport Eelde Details of specific Noise Abatement Measures Noise Abatement Measures GRQ N Public Relations, constant dialogue and exchange of experience Airport platform event (initiative of airport) 3-4 times a year Additional information event for neighbourhood and public once a year Flyers and proactive information policy in order to inform about news and changes Around 1,200 complaints per year 80-90% of complaints concerning training flights Regular meetings, communication and mutual understanding with training schools in order to stay informed about their plans and worries as well as sensitizing them for noise abatement topics affecting the airport No night-time flight problems Tool to visualize and analyse complaints (map complaints, connect them to flight data etc.) Source: UNICONSULT October 2013 Study on Noise Abatement Measures at GSA Partner Airports 60

67 at Groningen Airport Eelde Summary Groningen Airport Eelde Mostly General Aviation, especially training flights 5% commercial traffic Complaints (around 1,200 per year) mostly concerning training flights No significant night flight problems Most efficient measures 1) Airport charges depending on noise emissions and surcharges after 6 p.m. 2) Continuous Descent Approach 3) Regular meetings, communication and mutual understanding with training schools in order to be informed about their plans and worries as well as sensitizing them for noise abatement topics affecting the airport Source: UNICONSULT October 2013 Study on Noise Abatement Measures at GSA Partner Airports 61

68 Airport profile: Sandefjord Torp Airport TORP Sandefjord Lufthavn Total passengers 2012: 1,712,392 Total aircraft movements 2012: 39,758 Of which commercial traffic: 21,608 Runways (length): 1 (2,949 m) Total air freight 2012: no cargo planes No. of airlines/ destinations: 5/ 40 General Aviation: All kinds of General Aviation, only very few business jets per day Source: UNICONSULT, 2013 Characteristics Size concerning passengers < 500, ,000 to 2.5 million 2.5 to 5 million > 5 million TRF Size concenring aircraft movements < 25,000 25,000 to 50,000 50,000 to 75,000 > 75,000 Relevant night flight problems none few medium substantial Adjacent residential areas none few / sufficient distance medium many/ direct proximity Source: UNICONSULT, 2013 October 2013 Study on Noise Abatement Measures at GSA Partner Airports 62

69 Sandefjord Torp Airport is located far from larger residential areas Location and traffic at Sandefjord Torp Only very few neighbours are affected by noise Source: Google Earth Wideroe has the highest share in scheduled flights. The airline uses only Bombardier Dash 8-100/200/300/400 aircraft which produce less noise than jet aircraft KLM, Norwegian, Ryanair and Wizzair are the other relevant airlines There are only very few complaints about noise Between 5 and 10 complaints per year are related to engine test runs Some complaints are related to training flights with helicopters / their flight paths Almost no military flights October 2013 Study on Noise Abatement Measures at GSA Partner Airports 63

70 at Sandefjord Torp Airport Noise Abatement Measures for Aircraft Ground Operation Noise Abatement Measures TRF A Noise protection walls B Taxiing with one engine off C Use of ground power units (GPU), electrical power and pre-conditioned air supply D Limitation of auxiliary power units (APU) use E Selection of non-sensitive area for engine test runs Baseline Study F Time restrictions for test runs () 5 minutes before take-off, 5 minutes after landing See separate page See separate page G Use of push-back tractor for compass calibration H Performing push-backs in non-sensitive areas Not possible, due to small apron I Avoiding long taxi times and queues before line-up No relevant peaks Further Measures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 64

71 at Sandefjord Torp Airport Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures TRF A Administrative regulations Airport charges depending on noise emissions Quota count (noise contingent) Night flight restrictions Restrictions for training purposes Ban of certain aircraft types B Financial tools See separate page See separate page Baseline Study Penalties for delayed flights Additional charges for night or late arrivals Additional fees for exceptions () Charge in order to cover additional costs. Charge not related to noise abatement incentive Standard fees for Ambulance and Police flights Refunds for improved noise abatement procedures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 65

72 at Sandefjord Torp Airport Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures TRF C Passive noise protection (refunds for noise protection D Thrust reduction E Selected use of runways F Use of different runway directions G Intersection take-off H Extension of take-off run available (TORA) I Use of taxiways for take-off Baseline Study J Avoiding use of thrust reverser K Continuous descent approach (CDA) L Precise definition of departure routes M Continuous monitoring of aircraft noise Further Measures N Public Relations, constant dialogue and exchange of experience For IFR. ATC instructions for VFR traffic Very good informal dialogue with neighbours and land owner association Noise is sometimes a topic in the airport magazine October 2013 Study on Noise Abatement Measures at GSA Partner Airports 66

73 at Sandefjord Torp Airport Source: Google Earth Details of specific Noise Abatement Measures Noise Abatement Measures TRF E Selection of non-sensitive area for engine test runs Test runs are allowed with idle power outside the hangar Other test runs have to use a noise pit in the north-eastern part of the airport The wall is approx. 10 years old and was extended 4 years ago The expenditure was less than 1 million NOK Source: Google Earth October 2013 Study on Noise Abatement Measures at GSA Partner Airports 67

74 at Sandefjord Torp Airport Details of specific Noise Abatement Measures Noise Abatement Measures TRF F Time restrictions for test runs () No formal restrictions, but airport user are informed about desired times for engine test runs (preferably at opening hours or close to those times) A relevant airport neighbour (farmer with horses close to airport) is informed each time before a text via SMS Night flight restrictions Night flight restrictions from 11 p.m. to 6 a.m., four arrivals per night are allowed until 12 p.m. Delayed flights are allowed to land, medical and police flights are allowed all night Restrictions for training purposes Helicopter Training only 8 a.m. to 6 p.m. Monday to Friday 8 a.m. to 4 p.m. Saturday Sunday no training Planes with fixed wings No restriction Monday to Friday 6 a.m. to 5 p.m. Saturday 1 p.m. to 11 pm. Sunday Training flights should preferably use routes over farmland October 2013 Study on Noise Abatement Measures at GSA Partner Airports 68

75 at Sandefjord Torp Airport Summary Sandefjord Torp The noise problem is very limited at Sandefjord Torp Airport Some pragmatic solutions were established in order to deal with problems (engine test runs, helicopter training) Most efficient measures 1) Night time flight restrictions 2) Training flight restrictions 3) Precise definition of departure routes / flight paths Source: Christoffer Enge October 2013 Study on Noise Abatement Measures at GSA Partner Airports 69

76 Airport profile: London Southend Airport London Southend Airport Total passengers 2012: 623,588 Total aircraft movements 2012: 30,280 Of which commercial traffic: 7,273 Runways (length): 1 (1,799 m) Total air freight 2012: movements No. of airlines/ destinations: 4/ 17 General Aviation: helicopter & fixed wing training school, several Flying clubs with pilot training Others: Maintenance/ repair/ overhaul Source: UNICONSULT, 2013 Characteristics Size concerning passengers < 500, ,000 to 2.5 million 2.5 to 5 million > 5 million Size concerning aircraft movements < 25,000 25,000 to 50,000 50,000 to 75,000 > 75,000 Relevant night flight problems none few medium substantial SEN Adjacent residential areas none few / sufficient distance medium many/ direct proximity Source: UNICONSULT, 2013 October 2013 Study on Noise Abatement Measures at GSA Partner Airports 70

77 Southend Airport has densely populated residential areas in the south and south-west of the runway Location and traffic Southend On south-western end of the runway denser population than on the north-eastern side Main (based) operating airlines: easyjet (Airbus A 319 and Aer Lingus (Aer Arann ATR aircraft) New air traffic control tower and new train station opened 2011 New terminal building and apron opened 2012 Extended runway opened March 2012 Complaints about noise increased due to runway extension, but are expected to decrease again Source: Google Earth October 2013 Study on Noise Abatement Measures at GSA Partner Airports 71

78 at Southend Airport Noise Abatement Measures for Aircraft Ground Operation Noise Abatement Measures SEN A Noise protection walls B Taxiing with one engine off See separate page C Use of ground power units (GPU), electrical power and pre-conditioned air supply D Limitation of auxiliary power units (APU) use E Selection of non-sensitive area for engine test runs Baseline Study F Time restrictions for test runs 5 fixed, electrical GPUs are provided at the newly built terminal since 2012 Mobile diesel fuel GPU devices available at other stands See separate page See separate page G Use of push-back tractor for compass calibration H Performing push-backs in non-sensitive areas I Avoiding long taxi times and queues before line-up Further Measures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 72

79 at Southend Airport Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures SEN A Administrative regulations Airport charges depending on noise emissions Quota count (noise contingent) Night flight restrictions Restrictions for training purposes Ban of certain aircraft types B Financial tools See separate page See separate page Baseline Study Penalties for delayed flights Additional charges for night or late arrivals Additional fees for exceptions General night surcharge, applies to General Aviation only, as scheduled flights are not allowed during night times Refunds for improved noise abatement procedures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 73

80 at Southend Airport Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures SEN C Passive noise protection (refunds for noise protection See separate page D Thrust reduction E Selected use of runways F Use of different runway directions G Intersection take-off H Extension of take-off run available (TORA) I Use of taxiways for take-off See separate page Baseline Study J Avoiding use of thrust reverser K Continuous descent approach (CDA) L Precise definition of departure routes M Continuous monitoring of aircraft noise Further Measures N Public Relations, constant dialogue and exchange of experience See separate page See separate page See separate page October 2013 Study on Noise Abatement Measures at GSA Partner Airports 74

81 at Southend Airport Details of specific Noise Abatement Measures Noise Abatement Measures SEN B Taxiing with one engine off Aer Lingus Regional (operated by Aer Arann) trials a taxiing procedure with one engine only Other main operator easyjet currently investigating on applying one engine taxiing procedure in the future Short distance of taxiing at Southend Airport (o the eastern end of the runway) limit the noise abatement potentials of this measure E Selection of non-sensitive area for engine test runs F Time restrictions for test runs Fixed engine test run site defined with maximised possible distance to neighbourhood residents Testing developed Engine tests only permitted during daytimes 8 a.m. to 8 p.m. Monday to Friday 8 a.m. to 6 p.m. on Saturday 9 a.m. to 6 p.m. on Sunday Quota count (noise contingent) Quota limits for Annual total air transport movements of 53,300 Annual cargo air transport movements of 5,300 Annual Boeing aircraft movements of 2,150 October 2013 Study on Noise Abatement Measures at GSA Partner Airports 75

82 at Southend Airport Details of specific Noise Abatement Measures Noise Abatement Measures SEN Night flight restrictions Maximum of 120 night flights permitted per month during 11 p.m. and 6.30 a.m. Maximum of 3 scheduled passenger flight landings per night between 11 p.m. and p.m. No scheduled passenger flights between p.m. and 6.30 a.m. C Passive noise protection (refunds for noise protection Daytime noise contours 63 db(a), summer comparison, 2012 Noise contour assessment carried out every two years Neighbourhood residents exposed to > 63 db(a) are granted passive noise protection Available since runway extension in 2012 This passive noise insulation scheme is relevant for a total of 12 properties Source: Southend Airport, Annual Report , modified by UNICONSULT October 2013 Study on Noise Abatement Measures at GSA Partner Airports 76

83 at Southend Airport Details of specific Noise Abatement Measures Noise Abatement Measures SEN F Use of different runway directions Preferred runway scheme developed During night period all aircraft operations (take-offs and landings) to/ from the less populated north-eastern direction During daytime at least 50% of aircraft operations to/ from north-eastern direction Depending on wind and weather conditions, procedure is advised for landings/ take-offs with less than 5 knots of wind decision Noise preferential routes L Precise definition of departure routes Noise preferential routes introduced to minimise number of residents affected by departing aircraft noise Straight departure for 2.5 miles when departing in the south-west direction and 1.0 miles when departing in the north-east direction Source: Southend Airport, Annual Report October 2013 Study on Noise Abatement Measures at GSA Partner Airports 77

84 at Southend Airport Details of specific Noise Abatement Measures Noise Abatement Measures SEN M Continuous monitoring of aircraft noise 2 fixed monitors and 1 mobile unit Single noise event data recorded New, modern monitoring system introduced after runway extension in 2012 No single event data published, only noise contours Noise Monitor Locations N Public Relations, constant dialogue and exchange of experience Source: Southend Airport, Annual Report Airport Consultative Committee, bringing local representatives together quarterly event, noise as one of several topics results of the meetings published online Proactive contact with neighbourhood residents when it comes to development work or construction sites Website and flyers Good and constant dialogue with based operating airlines, giving a chance of sensitisation concering noise topics October 2013 Study on Noise Abatement Measures at GSA Partner Airports 78

85 at Southend Airport Summary Southend Airport Southend Airport has faced a lot of development recently with a new terminal building, new tower, new railway station and especially a runway extension all between 2011 and 2012 Several Noise Abatement Measures have recently been implemented accompanying the runway extension Noise complaints increased in 2012/13 during the first time of the extended runway, but are expected to decrease again (2012/13: 3050; 2011/12: 782) Source: Southend Airport Most efficient measures 1) Use of different runway directions 2) Precise definition of departure routes 3) Noise monitoring system, giving the opportunity to link complaints with noise events and facts 4) Lively and constant dialogue with based operating airlines October 2013 Study on Noise Abatement Measures at GSA Partner Airports 79

86 Airport profile: Kortrijk Airport International Airport Kortrijk-Wevelgem Total passengers 2012: 69,227 Total aircraft movements 2012: 33,531 Of which commercial traffic: 3,703 Runways (length): 1 (1,838 m) Total air freight 2012: 2.1 t No. of airlines/ destinations: 2 (only air taxi and charter) General Aviation: main user Abelag Aviation and A.S.L., also used by flying clubs and schools Others: Engineering, maintenance, repair Source: UNICONSULT, 2013 Characteristics Size concerning passengers < 500, ,000 to 2.5 million 2.5 to 5 million > 5 million Size concerning aircraft movements < 25,000 25,000 to 50,000 50,000 to 75,000 > 75,000 Relevant night flight problems none few medium substantial KJK Adjacent residential areas none few / sufficient distance medium many/ direct proximity Source: UNICONSULT, 2013 October 2013 Study on Noise Abatement Measures at GSA Partner Airports 80

87 International Airport Kortrijk-Wevelgem is surrounded by nearby residential areas Location and traffic Kortrijk-Wevelgem On both ends of the runways residential areas are in direct proximity The airport is mainly used for General Aviation Main users are Abelag aviation and A.S.L. as well as flight clubs and flying schools Increasing significance of helicopter training flights: in 2012, 20% of movements were helicopter movements There are only very few complaints about noise each year (around 15) Complaints are mostly related to training flights Source: Google Earth October 2013 Study on Noise Abatement Measures at GSA Partner Airports 81

88 at Airport Kortrijk-Wevelgem Noise Abatement Measures for Aircraft Ground Operation Noise Abatement Measures KJK A Noise protection walls B Taxiing with one engine off C Use of ground power units (GPU), electrical power and pre-conditioned air supply D Limitation of auxiliary power units (APU) use E Selection of non-sensitive area for engine test runs Baseline Study F Time restrictions for test runs G Use of push-back tractor for compass calibration () One GPU available, but rarely used Companies are asked to use non-sensitive areas, although there is no specific declared test run area available Only between 8-11 a.m. and 1-5 p.m.; No test runs on weekends H Performing push-backs in non-sensitive areas I Avoiding long taxi times and queues before line-up Priority rules for jets and turboprops in order to avoid high noise impact and emmissions Further Measures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 82

89 at Airport Kortrijk-Wevelgem Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures KJK A Administrative regulations Airport charges depending on noise emissions Quota count (noise contingent) Extra fees for touch and go/ low approach Night flight restrictions Restrictions for training purposes Ban of certain aircraft types B Financial tools See separate page See separate page Major turboprop aircrafts are not welcome as regulated through the airports licence Baseline Study Penalties for delayed flights Additional charges for night or late arrivals Additional fees for exceptions Modulation depending on operating times Highest charges between 11 p.m. and 6 a.m. Refunds for improved noise abatement procedures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 83

90 at Airport Kortrijk-Wevelgem Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures KJK C Passive noise protection (refunds for noise protection D Thrust reduction () Regulated take-off and climb procedures E Selected use of runways F Use of different runway directions G Intersection take-off H Extension of take-off run available (TORA) I Use of taxiways for take-off Baseline Study J Avoiding use of thrust reverser K Continuous descent approach (CDA) L Precise definition of departure routes M Continuous monitoring of aircraft noise Further Measures N Public Relations, constant dialogue and exchange of experience Monitoring of aircraft noise contour through a calculation system, published every 2 years Yearly meeting with residents, regular newsletter distributed to media and published online October 2013 Study on Noise Abatement Measures at GSA Partner Airports 84

91 at Airport Kortrijk-Wevelgem Details of specific Noise Abatement Measures Noise Abatement Measures KJK Night flight restrictions Night time opening of airport on request only Extra charges Limited to 15 flights per month between 11 p.m. and 6 a.m. Restrictions for training purposes Time restrictions: training flights are only allowed during daytimes No training flights allowed on Sundays, holidays and Saturday afternoon/ evening Avoiding of repetitive movements, as they are the biggest cause of complaints by residents: agreement with helicopter flight schools to practice repetitive movements outside the airport area, where no residents are being disturbed October 2013 Study on Noise Abatement Measures at GSA Partner Airports 85

92 at Airport Kortrijk-Wevelgem Summary Kortrijk-Wevelgem Mostly General Aviation Only very few complaints per year despite direct proximity to residential areas Increasing number of helicopter flights equalling 20% of total movements Most efficient measures 1) Avoiding of repetetive movements through agreements, especially with helicopter training schools 2) Time restrictions for training purposes (especially on weekends) 3) Night time flight restrictions Source: Airliners.net October 2013 Study on Noise Abatement Measures at GSA Partner Airports 86

93 Study on Noise Abatement Measures at Partner Airports of the GSA Project Annex 2: Noise Abatement Measures at the Airports Hamburg and Nürnberg in detail 87

94 Airport profile: Hamburg Airport Hamburg Airport Total passengers 2012: 13,697,402 Total aircraft movements 2012: 152,896 Of which commercial traffic: 137,201 Runways (length): 2 (3,666 m and 3,250 m) Total air freight 2012: 28,174 tons No. of airlines/ destinations: 69/ > 100 General Aviation: dedicated, 450 m² GA terminal, about 50 companies operate jets from Hamburg Others: Lufthansa Technik site Source: ADV/ UNICONSULT, 2013 Characteristics Size concerning passengers < 500, ,000 to 2.5 million 2.5 to 5 million > 5 million Size concerning aircraft movements < 25,000 25,000 to 50,000 50,000 to 75,000 > 75,000 Relevant night flight problems none few medium substantial HAM Adjacent residential areas none few / sufficient distance medium many/ direct proximity Source: UNICONSULT, 2013 October 2013 Study on Noise Abatement Measures at GSA Partner Airports 88

95 Hamburg Airport is located close to several large residential areas Location and traffic at Hamburg Airport Hamburg Airport is more than 100 years old The airport has much more traffic than all GSA Partner Airports The areas west, east and south of the airport are densely populated Most of the scheduled flights are operated with jet aircraft Wide-body aircraft have only a small share in movements Source: Google Earth October 2013 Study on Noise Abatement Measures at GSA Partner Airports 89

96 at Hamburg Airport Noise Abatement Measures for Aircraft Ground Operation Noise Abatement Measures HAM A Noise protection walls See separate page B Taxiing with one engine off C Use of ground power units (GPU), electrical power and pre-conditioned air supply D Limitation of auxiliary power units (APU) use E Selection of non-sensitive area for engine test runs Baseline Study F Time restrictions for test runs APU-observes whether pilots are following the rules Hangar for engine test runs at Lufthansa Technik Base. See separate page Only very few engine test runs outside the hangar for engine test runs G Use of push-back tractor for compass calibration H Performing push-backs in non-sensitive areas Depending on the use of runways I Avoiding long taxi times and queues before line-up Together with the ATC a system for the coordination of engine start-up and line-up was developed. In addition a system to avoid long taxi distances was developed Further Measures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 90

97 at Hamburg Airport Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures HAM A Administrative regulations Airport charges depending on noise emissions Quota count (noise contingent) Night flight restrictions Restrictions for training purposes Ban of certain aircraft types B Financial tools () See separate page See separate page See separate page See separate page Baseline Study Penalties for delayed flights Additional charges for night or late arrivals Additional fees for exceptions Refunds for improved noise abatement procedures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 91

98 at Hamburg Airport Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures HAM C Passive noise protection (refunds for noise protection See separate page D Thrust reduction E Selected use of runways F Use of different runway directions G Intersection take-off H Extension of take-off run available (TORA) Baseline Study I Use of taxiways for take-off J Avoiding use of thrust reverser K Continuous descent approach (CDA) See separate page See separate page Pilots are requested to avoid the use of thrust reverser, depending on weather situation L Precise definition of departure routes M Continuous monitoring of aircraft noise Further Measures N Public Relations, constant dialogue and exchange of experience See separate page October 2013 Study on Noise Abatement Measures at GSA Partner Airports 92

99 Several buildings at Hamburg Airport have a noise protection function 1 Noise protection wall 2 Buildings in the east of the airport (including terminal 1 and 2) 3 Lufthansa Technik in the south of the airport 4 Hangar for engine test runs Source: Hamburg Airport Source: Google Earth October 2013 Study on Noise Abatement Measures at GSA Partner Airports 93

100 at Hamburg Airport Details of specific Noise Abatement Measures Noise Abatement Measures HAM A Administrative regulations Airport charges depending on noise emissions The fees systems considers seven different noise groups. Aircraft types (-versions) are allocated to different noise groups, based on measuring of aircraft noise at Hamburg Airport Quota count (noise contingent) Since 1999 the area around the airport which is affected by a certain noise level is calculated each year. The area must not be larger than the affected area in If yes, the airport has to implement further Noise Abatement Measures In recent years the affected area was much smaller. The noise contingent does not affect the development of the airport Night flight restrictions The airport is closed from 11 p.m. to 6 a.m. (exeptions for medical flights) Exeptions needed after midnight) Restrictions for training purposes () Training has a low share in total aircraft movements No training after 5 p.m. allowed (evening traffic peak, no Noise Abatement Measure) October 2013 Study on Noise Abatement Measures at GSA Partner Airports 94

101 at Hamburg Airport Details of specific Noise Abatement Measures Noise Abatement Measures HAM C Passive noise protection (refunds for noise protection Implementation of up to 9 noise protection programmes (9 th programme on a voluntary base) Funding of passive noise protection measures (e.g. for better windows, up to 150 per m2) for buildings in certain areas around the airport Map of the 13 measuring facilities for noise emissions around Hamburg Airport E Selected use of runways F Use of different runway directions If wind conditions allow take-offs preferably take place on runway 33 If wind conditions allow take-offs on runway 15 and landings on runway 33 will be avoided In the time from 6 a.m. to 7 a.m. take-offs preferably use runway 33 In the time from 10 p.m. to 11. pm. landings use preferably runway 15 M Continuous monitoring of aircraft noise Aircraft noise is continuously measured with the help of 13 measuring facilities N Public Relations, constant dialogue and exchange of experience Airport has implemented numerous PR measures (e.g. regular noise report, newspaper for airport neighbours, airport magazine with occasional report Source: Hamburg Airport October 2013 Study on Noise Abatement Measures at GSA Partner Airports 95

102 at Hamburg Airport Summary Hamburg Hamburg Airport developed a lot of Noise Abatement Measures The development took several years and a large investment was necessary Most efficient measures 1) Night flight restrictions 2) Passive noise protection 3) Reduced use of APU and avoiding of long taxi times Source: UNICONSULT October 2013 Study on Noise Abatement Measures at GSA Partner Airports 96

103 Airport profile: Airport Nürnberg Airport Nürnberg Total passengers 2012: 3,597,136 Total aircraft movements 2012: 64,375 Of which commercial traffic: 50,434 Runways (length): 1 (2,700 m) Total air freight 2012: 9,974 tons No. of airlines/ destinations: 20/ 43 General Aviation: Dedicated General Aviation Terminal (GAT) Others: One flight school, since 2012 maintenance by FAI and Aero-Dienst Source: ADV/ UNICONSULT, 2013 Characteristics Size concerning passengers < 500, ,000 to 2.5 million 2.5 to 5 million > 5 million Size concerning aircraft movements < 25,000 25,000 to 50,000 50,000 to 75,000 > 75,000 Relevant night flight problems none few medium substantial NUE Adjacent residential areas none few / sufficient distance medium many/ direct proximity Source: UNICONSULT, 2013 October 2013 Study on Noise Abatement Measures at GSA Partner Airports 97

104 Airport Nürnberg is located in relative proximity to the city centre with few direct neighbourhood residents Location and traffic Airport Nürnberg Few direct neighbourhood residents but relative proximity to city centre Mainly commercial traffic and one local flight school as well as maintenance Ryanair, Air Berlin, Lufthansa, Germanwings, Air France, KLM, Turkish Airlines and other airlines flying from NUE Comparatively few noise complaints per year ( in average) Source: Google Earth October 2013 Study on Noise Abatement Measures at GSA Partner Airports 98

105 at Airport Nürnberg Noise Abatement Measures for Aircraft Ground Operation Noise Abatement Measures NUE A Noise protection walls B Taxiing with one engine off Not applicable due to short taxiing distances C Use of ground power units (GPU), electrical power and pre-conditioned air supply D Limitation of auxiliary power units (APU) use E Selection of non-sensitive area for engine test runs Baseline Study F Time restrictions for test runs () GPU-usage is obligatory, fixed GPUs at terminal passenger bridges, otherwise mobile GPUs Defined area, usage of noise shielding effects from the terminal building Forbidden between 10 p.m. and 6 a.m. G Use of push-back tractor for compass calibration H Performing push-backs in non-sensitive areas I Avoiding long taxi times and queues before line-up Further Measures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 99

106 at Airport Nürnberg Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures NUE A Administrative regulations Airport charges depending on noise emissions Quota count (noise contingent) Night flight restrictions Restrictions for training purposes Ban of certain aircraft types B Financial tools () See separate page Only aircrafts listed on the so called Bonus list for takeoff and Transport Ministry are allowed See separate page Baseline Study Penalties for delayed flights Additional charges for night or late arrivals Additional fees for exceptions See seperate page Refunds for improved noise abatement procedures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 100

107 at Airport Nürnberg Noise Abatement Measures for Aircraft Air Operation Noise Abatement Measures NUE C Passive noise protection (refunds for noise protection Voluntary passive noise protection programme between 1997 and 2009 D Thrust reduction E Selected use of runways F Use of different runway directions G Intersection take-off H Extension of take-off run available (TORA) Baseline Study I Use of taxiways for take-off J Avoiding use of thrust reverser K Continuous descent approach (CDA) () Not applicable due to length of runway Recommendation to avoid thrust reverser during night-times only Depending on L Precise definition of departure routes See separate page M Continuous monitoring of aircraft noise N Public Relations, constant dialogue and exchange of experience Continuous monitoring at 9 measuring points, since 1991, publication via immission report See separate page Further Measures October 2013 Study on Noise Abatement Measures at GSA Partner Airports 101

108 at Airport Nürnberg Details of specific Noise Abatement Measures Noise Abatement Measures NUE W Airport charges depending on noise emissions Updated structure of fees since 2013 Focus on airport charges depending on noise emission Fee depending on noise certificate Restrictions for training purposes Recommended routes for training flights External flying schools are obeyed to pre-announcements, no night-time trainings allowed Since 2011: no repetitive take-offs and landings during night-time Additional charges for night or late arrivals Four categories of additional charges depending on time of arrival 10 to 11 p.m. +20% 11 p.m. to midnight +100% midnight to 5 a.m. +450% 5 to 6 a.m. +100% October 2013 Study on Noise Abatement Measures at GSA Partner Airports 102

109 at Airport Nürnberg Details of specific Noise Abatement Measures Noise Abatement Measures NUE W M Precise definition of departure routes Optimised routes in order to affect as few residents as possible So called minimum noise routings Binding routes for pilots Partly quite sharp turns in order to decrease noise emissions for Nürnberg city centre, Fürth, Erlangen and other residents (see map) Source: Airport Nürnberg, Erläuterungen Immissionsbericht O Public Relations, constant dialogue and exchange of experience Quarterly Airport Report, distributed to neigbourhood residents Info flyers, website Regular meetings and information events Personal contact, e.g. in case of relevant complaints or major issues, personal visits of residents October 2013 Study on Noise Abatement Measures at GSA Partner Airports 103

110 at Airport Nürnberg Summary Airport Nürnberg Only few complaints per year compared to the amount of movements Relatively non-restrictive night flight opportunities, but incentives to take-off and landing during day-times through new landing fee structure Altogether only few night-time take-offs and landings: The proportion of night-time traffic is only 6.5% of total traffic Engine test run and training restrictions Focus on constant and intensive dialogue with neighbourhood residents as one important key for mutual agreements and understanding Most efficient measures 1) Airport charges depending on noise emissions and additional charges for night or late arrivals 2) Constant and intensive dialogue with neighbourhood residents 3) Continuous monitoring of aircraft noise, in order to be able to present facts and proof on actual noise emissions Source: Airport Nürnberg October 2013 Study on Noise Abatement Measures at GSA Partner Airports 104

111

112 Contact Provincie Drenthe: Project Management Mr. Ben van Os, Ms. Deirdre Buist, Website: October 2013 Graphic design Docucentrum, provincie Drenthe ROM&N

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