DELIVERING SUSTAINABLE GROWTH IN AVIATION SESSION 2: MANAGING/
REGULATING NOISE AT AIRPORTS
Active Noise Abatement
by voluntary cooperation
of relevant stakeholders
Günter Lanz, CEO Environment & Community Center,
November 2016
Forum Airport & Region | Nonprofit House of Environment GmbH | 31.10.2016
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Communication and
Cooperation
Forum Airport & Region | Nonprofit House of Environment GmbH | 31.10.2016
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Linked with the expansion decision
~
Build
up
Anti-noiseagreement
Night-flight ban
Optimizing
Regional
Dialogue Forum the existing
system
Forum Airport & Region | Nonprofit House of Environment GmbH | 31.10.2016
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Today’s organization of Active Noise
Abatement in FRA / EDDF
Board of Representatives
Board of Directors & Steering Committee
Construction
DIALOGUE
INFORMATION
Expert Group Active
Noise Abatement
Convention
Environment and
Communication
Centre - ECC
Members/participants:
airport, airlines, air traffic control, NGOs, regional
authorities, local municipalities, district administrator,
mayors, independent experts
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4 October 2016, east operations 4 hours
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26.09.2016, 4 hours in both directions
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16.09.2016, 4 hours west operation
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Cooperation in active noise abatement –
the priority issue
Experts sent by the airport, airlines, municipal
authorities/communities, regional government, air traffic
control, VC and the Umwelthaus are working on measures
and projects for active noise abatement.
All aspects are addressed, i.e. noise, emissions, fuel
consumption, flight routes, airport capacity.
The uppermost priority is safety.
Proposals are examined according to a joint catalogue of
criteria, the effects are evaluated or calculated.
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The catalogue of criteria – beyond
politics
Criteria for the evaluation of measures:
1.
2.
3.
4.
5.
Measures which require a restriction of operations in terms of time
and/or capacity are not part of the work of the FFR.
Safety and the capacity required for the respective period must be
ensured.
The measures must not put the competitiveness of the actors in the
aviation sector as an important location factor for the land of Hessen at
risk.
The aim is to substantially reduce the indices while keeping the extent
of and the number of people affected by new burdens as low as
possible.
The index region has priority for the evaluation. In addition, the possible
relief and burden effects should be identified in another control region
(outside of the index region) to check whether the advantages and
disadvantages of an alternative are better or worse than in the index
region.
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…..
6.
7.
8.
If the intended relief effect cannot be represented properly with the
indices, additional evaluation criteria should be applied. This is decided
on a case-to-case basis by the ExpASS.
Relief for highly affected areas has priority over less highly affected
areas. It should also be avoided that additional burdens are placed on
areas already highly affected in order to relieve areas with lower
exposure. The number of people highly affected should be reduced as far
as possible and at least not increased. This can mean in some cases
that the maximum possible reduction of the indices is not implemented.
In the case of measures with noise-shifting effect, it must be examined
whether these could lead to a re-classification of the noise abatement
area. Such measures should be implemented as reservedly as possible
and always as part of a package of measures. If the classification of the
noise abatement area is changed, this must not be at the expense of the
aviation sector but must be funded in some other way.
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….
Criteria for implementation / package formation
1.
2.
3.
4.
5.
Measures that have only relief effects and no burden effects should be
introduced with priority.
In the configuration of packages of measures for active noise abatement
the areas burdened by measures should, as far as possible, be relieved by
other measures.
All measures should be considered from a financial point of view. Measures
with a positive cost-benefits estimate should be introduced with priority.
If the implementation of active noise abatement measures causes
disadvantage to actors in the aviation sector, this should be compensated
as far as possible by the effects of other measures.
In the case of different, mutually exclusive measures with similar noise
abatement potential, preference should be given to measures for which
further relief effects can be achieved in the medium or long term, e.g. by an
expansion of the application area, the application times or by optimization
so that these measures have a higher noise abatement potential in the
medium or long term.
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…..
6.
7.
8.
An already introduced measure can be suspended, for example, if another
measure which is not compatible with the introduced measure is proven to
have a higher noise abatement potential.
Measures to be introduced in the short term should be such that they are
applicable for all current users of FRA. For the introduction or expansion of
other measures in the medium or long term, additional requirements can be
placed on equipment/training of aviation participants.
The package should contain measures that can be implemented
immediately on the necessary approvals being granted. In addition to this, it
should be made clear that there are different, time-based implementation
horizons for different measures, and additional potentials can be harnessed
at a later date after further examination.
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Measures and projects
1st package of measures
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Measures and projects so far - status
• 3.2° approach angle on the new North-West runway
• CDO in regular operation, increase of usage proportions
• Raising of downwind legs by at least 1000 ft, raising of
overflights over Mainz and Offenbach
• GBAS – ILS-look-alike for standard flights 3° in parallel
dependent operation
• Better exploitation of the tailwind component for more west
operation
• A320 family, vortex generators
• Decommissioning of B737-300
• DROPs Early Morning
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• Segmented RNAV approach for delayed flights
• Segmented ILS approach with time extension from 22:00
hrs
• Spreading of noise charges over 12 classes for take-offs
and landings
• LowNoiseAugmentationSystem research project LNAS
• Double Slope - research project, 4.49° to 3° approach angle
• Independent segmented parallel – research project with
DLR and support of Boeing
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2nd package of measures
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4 pillars of a package
1st pillar: optimization of existing measures
2nd pillar: reintroduction of measures
3rd pillar: research and development
4th pillar: basic conditions
All measures are – as far as possible –– individually evaluated in
terms of noise
All measures are – as far as possible– evaluated collectively in the
package in terms of noise
Usually 2 scenarios:
- What would it be like at present-day operations if …
- What would it be like at operations with 701,000 movements
“Plan
2020”?
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& Region
| Nonprofit House of Environment GmbH | 31.10.2016
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Examples of 2nd package
Use of new procedures: RF leg for take-offs and landings
for more precise navigation of flight routes
Segmented approaches to bypass settlement areas
GBAS 3.2° on all runways – straight-in, later curved
Specific difficulty in Frankfurt:
Predominantly parallel independent operation with all
runways
Research and development: LNAS – Low Noise
Augmentation System
Independent segmented/curved and straight-in approaches
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Support for communities with especially
high aviation noise exposure
Regional funds, 1 st round, once-off subsidies and loans,
total of ca. 250 million Euro
 support for private persons  passive noise
abatement
 support for schools, kindergartens  passive noise
abatement
 support for communities, projects for sustainable
community development
Regional funds, 2 nd round, permanent, annually 4.5 million
Euro
 support for communities, projects for sustainable
community development
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Conclusion
1.
2.
3.
4.
5.
6.
Active noise abatement measures are predominantly airportspecific  f.e. increase of tracking precision on the south bypass
Monitoring and calculation instruments are transferrable, but basic
principles are airport-specific  index, surveys (HA), traffic
volumes and mix
Measures at source are aircraft type-specific, but then transferrable
to all  vortex generators to A320 family
New procedures and current equipment are transferrable  RNP,
RNAV, GBAS
Cooperation of Airport, Airlines, Air Traffic Control (DFS),
Communities and Regional Government in the protected space is
indispensable
A lot of patience is required!
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Forum Flughafen und Region
Gemeinnützige Umwelthaus GmbH
Rüsselsheimer Str. 100 | 65451 Kelsterbach
www.umwelthaus.org
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