engleski

Airport noise regulation beyond chapter 3 and its economic implications

According to noise standards set by ICAO Annex 16, Volume I (Aircraft Noise) aircraft are certified under 3 Chapters. In the US the end of 1999. saw the total elimination of operations by Chapter 2 aircraft and the same goal will be attained in Europe by April 2002. Since noise levels near airports are determined not only by the fleet mix serving the airport, but also by the number of aircraft movements, the problem of aircraft noise, due to anticipated future traffic growth, continues to arouse public concern, particularly in densely populated urban regions in Europe where pressures for the improved noise standards are ever growing. The EU-US dispute over restrictions on hushkitted and re-engined aircraft that have been upgraded from Chapter 2 to Chapter 3 noise levels and the potential increase in noise levels at some airports after the complete phase-out of Chapter 2 aircraft prompted the renewed focus on noise issue. Situation at main European airports regarding noise regulation is being analyzed in paper and it has been found that wide variety of restrictions on operations of particular types of aircraft and noise-based surcharges on landings are established. Such measures cause fragmentation of the aviation market, impact the competitiveness among carriers, increase their costs and impose a heavy economic burden. This kind of regional based practice erodes ICAO’s jurisdiction and lead to a proliferation of local rules that are uncoordinated and inconsistent. Reaching an international consensus on aircraft noise policy and global approach to resolving the problem, not only through reducing noise at source, but also through noise abatement operating measures and compatible land-use planning are essential for orderly maintaining a worldwide air transportation system.

noise standards ; aircraft noise policy ; aviation market fragmentation ; hushkitted and re-engined aircraft

nije evidentirano