Aviation Consultants
24.171.09 • November 2024
Balanced Approach study Schiphol Airport
Third addendum
Aviation Consultants
24.171.09 • November 2024
Balanced Approach study Schiphol Airport
Third addendum
25 November 2024
24.171.09
pag. 2/20
Balanced Approach study Schiphol Airport
Third addendum
Report
Ministry of Infrastructure and Water Management
Directorate-General for Aviation and Maritime Affairs
Rijnstraat 8
2515 XP The Hague
The Netherlands
To70
PO Box 85818
2508 CM The Hague, The Netherlands
tel. +31 (0)70 3922 322
Email: info@to70.nl
By:
Desley Kemper (To70)
The Hague, November 2024
25 November 2024
24.171.09
pag. 3/20
Summary
The Dutch Ministry of Infrastructure and Water Management (IenW) has commissioned To70 to update
the Balanced Approach study report (our reference 22.171.201, 23.171.272 and 23.171.373). In this third
addendum, an updated combination of measure(s) is presented that contributes to meeting the noise
abatement objective in november 2025. This summary provides an overview of the main results. The most
cost-effective combination of measure to meet the noise abatement objectives in November 2025 is
presented in the table below.
Pillar
Combination of measures
Reduce noise at source
Use of quieter aircraft during nighttime period
Stimulate use of quieter aircraft through airport charges
Additional fleet renewal
Operating restrictions
Ban aircraft with cumulative margin lower than 13 EPNdB during nighttime
Cap the number of movements during the nighttime to 27,000 movements
The reduction in terms of noise exposure of the proposed combination of measures has been calculated,
resulting in the following reduction compared to the baseline scenario (november 2025):
Measure
Number of highly
annoyed people
within 48 dB(A)
Lden
Number of houses
within 58 dB(A)
Lden
Number of
severely sleep
disturbed people
within 40 dB(A)
Lnight
Number of houses
within 48 dB(A)
Lnight
Baseline scenario
111,955
6,962
24,502
5,750
Noise abatement objective
-17%
-17%
-15%
-15%
Impact of combination of
measures
96,616 (-13.7%)
6,178 (-11.3%)
15,412 (-36.8%)
3,356 (-41.6%)
Impact on noise abatement
objectives
Objective is not met
(-3,3%)
Objective is not met
(-5.7%)
Objective is met
Objective is met
Impact of combination of
measures incl. capacity
reduction to 470.000
movements
90,571 (-19.1%)
5,817 (-16.4%)
15,412 (-37.1%)
3,356 (-41.6%)
Impact on noise abatement
objectives
Objective is met
Objective is not met
(-0.5%)
Objective is met
Objective is met
Impact of combination of
measures incl. capacity
reduction to 465.000
movements
89,509 (-20.0%)
5,763 (-17.2%)
15,412 (-37.1%)
3,356 (-41.6%)
Impact on noise abatement
objectives
Objective is met
Objective is met
Objective is met
Objective is met
1 https://www.internetconsultatie.nl/balanced_approach_schiphol/document/11061
3 https://www.internetconsultatie.nl/aanvullende_raadpleging_ba/document/12645
25 November 2024
24.171.09
pag. 4/20
The results of this combination of measures leads to the following observations:
•
Based on the results it can be concluded that the Lnight noise abatement objectives of -15% are
met with a significant margin;
•
The Lden noise abatement objectives of -17% are not met with the combination of measures. A
capacity reduction measure of the total number of movements is required to meet the Lden noise
abatement objectives;
•
The required capacity reduction of the total number of movements to meet all the noise
abatement objectives (without overshooting the objectives) lies approximately between
466.000 movement and 467.000 movements per year. This bandwidth is based on the results of
the calculations of the combination of measures including capacity reduction to 470.000 and
465.000 movements per year.
25 November 2024
24.171.09
pag. 5/20
Table of Contents
25 November 2024
24.171.09
pag. 6/20
1
Introduction
1.1
Introduction
The Dutch Ministry of Infrastructure and Water Management (IenW) has commissioned To70 to update
the Balanced Approach study report and its addenda (our references 22.171.20, 23.171.27 and 23.171.37).
This third addendum contains an updated combination of measures to meet the noise abatement
objectives for november 2025.
1.2
Research question
IenW has commissioned To70 to update the Balanced Approach study. The following has been asked to
perform:
•
Refinement of existing measures on the shortlist based on more detailed information gathered from
stakeholders;
•
Develop a new combination of measures with the existing measures (refined with stakeholder input),
but excluding the measure ‘Minimize the use of the secondary runways between 13:00 – 15:00‘;
•
Calculate the most cost effective (combination of) measure(s) to meet the noise abatement
objectives.
1.3
Scope and assumptions
•
IenW has provided To70 with more detailed information regarding the measures;
•
IenW commissioned To70 to establish a new combination of measures that would result in a
reduction of 17% (relative to the baseline scenario) for the Lden noise abatement objectives in
November 2025 instead of the 20% in the initial study and the 15-17% in the second addendum
published in May 2024;
•
The baseline scenario which was developed to represent the situation of November 2024 will also be
used as baseline scenario for November 2025;
•
This update has been performed in line with the same methodology and tools as used in the
Balanced Approach study report (our reference 22.171.20);
•
This research is performed in close parallel with research performed by Decisio and Beelining about
the cost-effectiveness of the (combination of) measures to meet the noise abatement objectives.
1.4
Reading guide
It is advisable to read this (third) addendum alongside the mentioned Balanced Approach study report
and addenda. Chapter 2 provides an overview updates and reassessments of the measures. Chapter 3
closes this addendum with the calculation of the combination of measure(s) to meet the noise abatement
objectives.
25 November 2024
24.171.09
pag. 7/20
2
Updates and reassessments
2.1
Noise abatement objectives
IenW has decided to shift the noise abatement objectives to november 2025 (from november 2024). As a
result the Lden noise abatement objectives are set at -17% compared to the -15% to -17% for the Lden noise
abatement objectives as presented in the second addendum. Based on this decision, To70 was tasked by
IenW to establish a combination of measures that would meet all the objectives as presented in Table 1.
Table 1 - noise abatement objectives
Criteria related to the noise abatement objective
Noise abatement objectives
November 2025
Number of houses within the 58 dB(A) Lden contour
-17%
Number of highly annoyed people within the 48 dB(A) Lden contour
-17%
Number of houses within the 48 dB(A) Lnight contour
-15%
Number of severely sleep disturbed people within the 40 dB(A) Lnight contour
-15%
2.2
Updated baseline scenario
The decision to refine the measures has also resulted in an updated noise load database that is being used
for this study. The noise load database is filled with noise grids, containing the average noise exposure
around the airport for a specific aircraft/runway/route/procedure combination. The noise load database as
used in the previous calculations was deemed unfit to use for the calculation with the refined measures.
This is mainly due to insufficient availability of noise grids of latest generation aircraft (such as the
Embraer 195-E2 and the Airbus A321neo) in the noise load database. These aircraft are present in the
baseline scenario and increased use of these aircrafts can be found in the measures. Therefore, the noise
load database was updated and filled with noise grids that were required to accurately calculate the noise
exposure for the refined measures.
However, the baseline scenario needed to be recalculated with the update noise load database to
properly compare the result of the baseline scenario to the result of the updated (combination) of
measures. Table 2 provides a comparison between the result of the initial baseline scenario and the result
of the baseline scenario with the updated noise load database.
Table 2 - noise abatement objectives
Criteria related to the noise abatement objective
Result of initial
baseline scenario
Result of updated
baseline scenario
Number of houses within the 58 dB(A) Lden contour
7,081
6,962
Number of highly annoyed people within the 48 dB(A) Lden contour
113,862
111,955
Number of houses within the 48 dB(A) Lnight contour
5,685
5,750
Number of severely sleep disturbed people within the 40 dB(A)
Lnight contour
24,365
24,502
The total annual average noise exposure (Lden) of the baseline scenario has decreased as a result of using
the updated noise load database. This can be explained by the fact that the noise grids of latest
generation aircrafts were not available and that these movements were previously calculated using an
25 November 2024
24.171.09
pag. 8/20
average noise exposure footprint. Given that the average noise exposure footprint is bigger than the
noise exposure footprint of a latest generation aircraft (as they are less noisy), the new calculation results
in a smaller noise exposure footprint and subsequently in less houses and people within the relevant
noise contours.
There is no significant change of the total annual average noise exposure for the night period (Lnight) of the
baseline scenario as a result of using the updated noise load database. This can be explained by the fact
that the largest part of the update of the noise load database is related to the addition of the noise grids
of latest generation aircraft, which are only present in small numbers in the nighttime period of the
baseline scenario.
2.3
Selection and refinement of existing measures
IenW has commissioned To70 to refine the existing measures with input provided by stakeholders. The
following measures are refined and part of the combination of measures:
•
Use of quieter aircraft during nighttime period;
•
Additional fleet renewal;
•
Stimulate use of quieter aircraft through airport charges;
•
Ban aircraft with cumulative margin lower than 13 EPNdB during nighttime;
•
Cap the number of movements during the nighttime to 27,000 movements;
The measure ‘Minimize the use of the secondary runways between 13:00 – 15:00’ was removed from the
shortlist of measures as this measures was deemed operationally unfeasible by the stakeholders.
Use of quieter aircraft during nighttime period
A measure was proposed to shift noisier wide body aircraft movements from the nighttime period to the
daytime period and use quieter aircraft during the nighttime period. This measure is based on input from
KLM and contains two elements:
•
Shift wide-body aircraft (A330-220, A330-300 and B777-300ER) movements during nighttime to
the daytime period and fill that slot with a narrow-body aircraft (E195-E2) during nighttime;
•
Replacing a noisier wide-body aircraft with a less-noisy wide-body aircraft, e.g. replacing a B777-
200 for a B787-10.
With this measure, the number of night movements remains the same, but the Lden penalty for the
nighttime movements (10x penalty) is applied to a (quieter) aircraft instead of a (noisier) wide-body
aircraft.
Around 1,400 wide-body aircraft (A330-220, A330-300 and B777-300ER) movements were moved out of
the night-time period and replaced with an equal amount of latest generation narrow-body aircraft (E195-
E2). Roughly 850 night-time movements with a noisier wide-body aircraft (B777-200) were substituted by
latest generation and less-noisy wide-body aircraft (B787-9 and B787-10) from the daytime. Table 3
provides an overview of the number of movements per aircraft type.
25 November 2024
24.171.09
pag. 9/20
Table 3 – Changes per aircraft type between day-time and night-time
Change
Aircraft type
Change in number of movements
From night-time period (23:00 – 07:00)
to day-time period (07:00 – 19:00)
A332
468
A333
260
B772
832
B77W
676
Total
-2,236
From day-time period (07:00 – 19:00)
to night-time period (23:00 – 07:00)
B789
364
B78X
468
E295
1404
Total
+2,236
It is expected that the noise exposure will significantly decrease as a result of this measure compared to
the previous calculations due to the availability of Embraer 190-E2 (E295) noise grids in the noise load
database. This measure will effectively reduce the noise impact of 20,124 movements (90% of the 2,236
movements multiplied by penalty factor 10 in the Lden calculations) by a less noisy aircraft.
Stimulate use of quieter aircraft through airport charges
A differentiation in airport charges based on the aircraft noise performance is already in place at Schiphol
Airport. Schiphol distinguishes aircrafts in 7 categories, ranging from S1 (noisiest aircraft class) to S7 (least
noisy aircraft class). The measure to (further) stimulate use of quieter aircraft through airport charges is
aimed at further reducing the noise impact by encouraging airlines to replace noisy aircraft with quieter
aircraft. This measure aims to do this through stronger differentiation of airport charges.
Schiphol Airport provided an overview of all the airlines/aircraft combinations that served the airport in
2023, including their noise category (S1, S2, S3 etc.). Based on expert judgment, the airline/aircraft
combinations that will be affected by this measure are identified and a substitute aircraft was selected by
looking at the airline’s options within their current fleet. It remains uncertain whether this measure will
make airlines change aircraft types for all of their movements. Therefore, IenW provided To70 with a table
(see Table 4) containing the probability per airline type/noise category to identify the number of
movements that need to be replaced for the purpose of the noise calculations.
Table 4 – Probability per airline type/noise category
Noise category
Legacy carrier
Low cost carrier
Freight carrier
Easyjet
S1
100%
100%
100%
n/a
S2
25%
12,5%
12,5%
25%
S3
12,5%
6,25%
6,25%
12,5%
S4
6,25%
3,125%
3,125%
6,25%
S5
0%
0%
0%
0%
Table 5 provides an overview of the resulting change in the number of movements per aircraft type as a
result of this measure (taking into consideration the probability as presented in Table 4).
25 November 2024
24.171.09
pag. 10/20
Table 5 – Number of movements changes due to stronger differentiation of airport charges
Aircraft type
Increased number of
movements due to measure
Aircraft type
Decreased number of movements
due to measure
A20N
+4366
A320
-3423
B38M
+2538
B738
-2669
A339
+2014
A333
-2402
B788
+1581
B763
-1249
A359
+993
A319
-817
A21N
+578
A321
-513
BCS3
+334
B77W
-426
A388
+120
A332
-418
B748
+112
E170
-250
B789
+69
B772
-188
B78X
+38
B764
-148
B744
-112
E190
-68
B737
-60
Total
+ 12,743
Total
- 12,743
It is expected that the noise exposure will significantly decrease as a result of this measure compared to
the previous calculations since the number of movements affected by this measure have increased from
850 movements to 12,743 movements. The steep increase in the number of movements that has changed
is a result from taking into account all noise categories instead of only taking into account a change in
noise category S1 (as was done in the previous calculations).
It must also be noted that the majority of the aircraft types with increased number of movements are also
heavier and therefore can lead to increased noise exposure at specific locations (primarily at locations that
are predominantly affected by arrivals).
Additional fleet renewal
It was already mentioned in our second addendum that the fleet renewal until November 2025 is
exceeding the rate of the historic trends at Schiphol Airport. Main driver for this is the fleet renewal
process of KLM and Transavia. The updated noise load database is compatible to accurately calculate the
reduction of noise exposure as a result of the latest generation aircraft expected to be introduced until
November 2025. KLM and Transavia provided information on when aircrafts will be added to their fleet
and which aircrafts it will replace. The exact number of aircrafts expected to be delivered until November
2025 by KLM and Transavia cannot be disclosed in this report, since it was deemed confidential by KLM
and Transavia. Table 6 provides an high-level overview of the changes in number of movements per
aircraft type of these airlines.
25 November 2024
24.171.09
pag. 11/20
Table 6 – Number of movements changes due to fleet renewal by KLM and Transavia
Aircraft type
Increased number of
movements due to measure
Aircraft type
Decreased number of movements
due to measure
A21N
+43,988
B737
-15,217
E295
+16,163
B738
-13,102
B78X
+2,880
E190
-31,832
B772
-2,880
Total
+ 63,031
Total
- 63,031
IenW has requested To70 to use a 20% margin on the aircrafts expected to be delivered in the last three
months up to November 2025 to take into account any delayed introduction of new aircraft.
Ban aircraft with cumulative margin lower than 13 EPNdB during nighttime
Banning aircraft with a poor noise performance is possible through EU regulation 598/2014. Currently,
Chapter 3 aircrafts with a cumulative margin of less than 10 EPNdB can be banned based on this
regulation. The Royal Schiphol Group proposed a measure to ban aircrafts with a cumulative margin less
than 13 EPNdB during nighttime.
Schiphol Airport provided an overview of all the airlines/aircraft combinations with a cumulative margin
less than 13 EPNdB that has flown to/from the airport in 2023. In total, 46 unique airline/aircraft type
combinations fall within this category which together accounted for 2,326 movements in 2023. These
movements can be categorized in the following different ways:
•
Movements of airlines that have sufficient alternative compliant aircraft types available in their
fleet to absorb the measure without changing the aircraft type operating to/from Schiphol;
o
E.g. A legacy carrier swapping an Airbus A320 with a cumulative margin less than 13
EPNdB with an Airbus A320 with a cumulative margin higher than 13 EPNdB;
•
Movements of airlines that don’t have a direct alternative aircraft type available in their fleet
have been assigned an alternative aircraft type;
•
KLM, Transavia and Martinair specific changes:
o
All Airbus A330-200 and Airbus A330-300 movements and 75% of the Boeing 747-400
movements (3 out of 4 aircrafts) of KLM/Martinair will reduce their maximum take-off
weight in order to achieve a cumulative margin higher than 13 EPNdB.
o
The remaining 25% of the Boeing 747-400 movements of Martinair during the night-
time period will be substituted with day-time movements of KLM and Transavia
o
Boeing 737-900 and Boeing 737-800 aircraft from KLM and Transavia with a cumulative
margin less than 13 EPNdB will not be used during the night-time period. Boeing 737-
900 and Boeing 737-800 aircraft from KLM and Transavia with a with a cumulative
margin higher than 13 EPNdB will operate at night.
Table 7 contains an overview of the number of movements changed as a result of implementation of this
measure.
25 November 2024
24.171.09
pag. 12/20
Table 7 – Change in number of movements per aircraft type by implementing measure to ban
aircraft with a cumulative margin lower than -13 EPNdB during nighttime
Aircraft type
Increased number of
movements due to measure
Aircraft type
Decreased number of movements
due to measure
B738
+50
B734
-50
A332
+72
A306
-72
B748
+25
B744
-25
Total
+147
Total
- 147
In addition, the reduction of the take-off weight for the Airbus A330-200, Airbus A330-300 and the Boeing
747-400 of KLM and Martinair will decrease the noise exposure of all movements with these aircrafts.
It is expected that the reduction of the noise exposure as a result of this measure will be less significant
compared to the previous calculations since the number of movements affected by this measure have
decreased from 2,600 movements to 147 movements. The steep decrease in the number of movements
that has changed is a result of a more detailed analysis into which airlines can absorb this measure with
similar aircraft within their fleet.
Cap the number of movements during the nighttime to 27,000 movements
A cap on the number of movements during the nighttime to 27,000 movements was already part of our
second addendum. As described in our initial study, the number of movements in the night period is first
reduced to 29,000 movements through a pro rata reduction per airline. The flights were removed from the
first and last hour of the night period (between 23:00 – 00:00 and between 06:00 – 07:00) as was assumed
to be expected. In case this method did not yield the target of flights that were to be removed, flights
were removed in the adjacent hour blocks, that are further away from the edges of the night period. This
iterative process of selecting adjacent hour blocks to remove flights was performed until the target was
reached. This results in most flights being removed closest to the edge of the night period. A further
reduction of the number of flights 27,000 movements was achieved by (linear) downscaling the number
of night movements of the scenario with 29,000 movements to 27,000 movements. No change is
expected of the impact of this measure compared to our previous calculations.
25 November 2024
24.171.09
pag. 13/20
3
Combination of measures and results
3.1
Combination of measures
A combination of measures was made based on the philosophy of the Balanced Approach, starting with
measures from the ‘Reduce noise at source’ pillar and moving down to the last pillar ‘operating
restrictions’. To meet the noise abatement objectives, a combination of measures was made as described
Table 8 - Proposed combination of measures
Pillar
Combination of measures
Reduce noise at source
Use of quieter aircraft during nighttime period
Stimulate use of quieter aircraft through airport charges
Additional fleet renewal
Operating restrictions
Ban aircraft with cumulative margin lower than 13 EPNdB during
nighttime
Cap the number of movements during the nighttime to 27,000
movements
The order in which measures are implemented on the baseline scenario has impact on the effectiveness of
the measure. For example, the measure to ban aircraft with cumulative margin less than 13 EPNdB during
nighttime is less effective if airline already decide to change aircraft as a result of the measure stimulate
use of quieter aircraft through airport charges. Following the philosophy of the Balanced Approach
regulation, the impact of the combination has been determined as follows:
1.
As a first step, the three measures from pillar ‘Reduce noise at source’ are implemented on the
baseline scenario;
a.
First, the measure ‘Use of quieter aircraft during nighttime period’ was implemented;
b. Secondly, the measure ‘Stimulate use of quieter aircraft through airport charges’ was
implemented;
c.
Thirdly, the measure ‘Additional fleet renewal’ was implemented.
2.
After step 1 was completed, it was concluded that none of the noise abatement objectives were
met and that measures from the ‘Operating restrictions’ pillar are required to meet the noise
abatement objectives;
3.
The first operating restriction that was added was the measure ‘Ban aircraft with a cumulative
margin lower than 13 EPNdB during nighttime’. This didn’t result in the required reduction to
meet the noise abatement objectives;
4.
Finally, the cap the number of movements during the nighttime to 27,000 movements was
added to the combination of measures, which also didn’t result in the required reduction to
meet the noise abatement objectives;
The methodology to calculate the impact of the combination of measures has been optimised to ensure
that the desired outcome of the proposed measures:
•
It was stated by KLM that the measures ’Use of quieter aircraft during nighttime period’ and
‘additional fleet renewal’ will not be affected by the measure ‘Cap the number of movements
during the nighttime to 27,000 movements’. Therefore the calculations have been performed by
25 November 2024
24.171.09
pag. 14/20
starting with the reduction to 27,000 movements during the nighttime in order to prevent that
the effectiveness of these measure as intended will be compromised.
•
The cap on the number of movements during the nighttime to 27,000 movements results in a
shift between the number of departures and arrivals. This is caused by the non-even distribution
of departures and arrivals across the day, evening and night period. The number of departures
and arrivals has been scaled back to the distribution between departure and arrivals (near 50/50
distribution) as present in the baseline scenario. Scaling has been done on the number of
departures and arrivals in the day an evening period to minimise the impact that this scaling has
on the measures.
3.2
Results of (combination of) measures
Table 9 contains an overview of the noise impact of the individual measures compared to the baseline
scenario.
Table 9 - overview results of individual measures
Measure
Number of highly
annoyed people
within 48 dB(A)
Lden
Number of houses
within 58 dB(A)
Lden
Number of
severely sleep
disturbed people
within 40 dB(A)
Lnight
Number of houses
within 48 dB(A)
Lnight
Use of quieter aircraft during
nighttime period
-1.2%
-1.1%
-6.3%
-8.1%
Stimulate use of quieter
aircraft through airport
charges
-1.4%
-1.3%
-0.7%
-2.1%
Additional fleet renewal
-4.9%
-3.6%
-7.2%
-8.2%
Ban aircraft with cumulative
margin lower than 13 EPNdB
during nighttime
-1.0%
-0.7%
-3.3%
-2.0%
Cap the number of
movements during the
nighttime to 27,000
movements
-5.0%
-4.2%
-18.7%
-22.4%
Table 10 contains an overview of the noise impact of the combination of measures compared to the
baseline scenario. The noise abatement objective per criterion is also displayed in the table. The results of
the combination using the END criteria are presented in Appendix A .
25 November 2024
24.171.09
pag. 15/20
Table 10 - overview results of combination of measures
Measure
Number of highly
annoyed people
within 48 dB(A)
Lden
Number of houses
within 58 dB(A)
Lden
Number of
severely sleep
disturbed people
within 40 dB(A)
Lnight
Number of houses
within 48 dB(A)
Lnight
Baseline scenario
111,955
6,962
24,502
5,750
Noise abatement objective
-17%
-17%
-15%
-15%
Impact of combination of
measures
96,616 (-13.7%)
6,178 (-11.3%)
15,412 (-36.8%)
3,356 (-41.6%)
Impact on noise abatement
objectives
Objective is not
met (-3,3%)
Objective is not
met (-5.7%)
Objective is met
Objective is met
Based on the results it can be concluded that the Lnight noise abatement objectives of -15% are met with a
significant margin. The Lden noise abatement objectives of -17% are not met with this combination of
measures. A capacity reduction measure of the total number of movements is required to meet the Lden
noise abatement objectives. The estimated required capacity reduction of the total number of
movements to meet all the noise abatement objective has been determined based on the results of
previous calculations:
1.
Combination of measures including a capacity reduction to 470,000 movements;
2.
Combination of measures including a capacity reduction to 465,000 movements;
The reduction of the total number of movements has been modelled by (linear) downscaling the day- and
evening movements. Scaling down the traffic in a linear way has was used since it is unclear how the
reduction of the number of movements will take place, given that this will be determined by airlines
reacting to a capacity reduction, and how this will affect the number of movements per runway.
Therefore, a possible shift in runway use as a result of less movements is not taken into account in these
calculations.
25 November 2024
24.171.09
pag. 16/20
Table 11 - overview results of combination of measures including capacity reduction
Measure
Number of highly
annoyed people
within 48 dB(A)
Lden
Number of houses
within 58 dB(A)
Lden
Number of
severely sleep
disturbed people
within 40 dB(A)
Lnight
Number of houses
within 48 dB(A)
Lnight
Baseline scenario
111,955
6,962
24,502
5,750
Noise abatement objective
-17%
-17%
-15%
-15%
Impact of combination of
measures
96,616 (-13.7%)
6,178 (-11.3%)
15,412 (-36.8%)
3,356 (-41.6%)
Impact on noise abatement
objectives
Objective is not met
(-3,3%)
Objective is not met
(-5.7%)
Objective is met
Objective is met
Impact of combination of
measures incl. capacity
reduction to 470.000
movements
90,571 (-19.1%)
5,817 (-16.4%)
15,412 (-37.1%)
3,356 (-41.6%)
Impact on noise abatement
objectives
Objective is met
Objective is not met
(-0.5%)
Objective is met
Objective is met
Impact of combination of
measures incl. capacity
reduction to 465.000
movements
89,509 (-20.0%)
5,763 (-17.2%)
15,412 (-37.1%)
3,356 (-41.6%)
Impact on noise abatement
objectives
Objective is met
Objective is met
Objective is met
Objective is met
Table 11 shows that the combination of measures including a capacity reduction to 470.000 movements
does result in meeting the number of highly annoyed people within 48 dB(A) Lden noise objective.
However, the noise objective for the number of houses within 58 dB(A) Lden has not been met with the
reduction to 470.000 movements. The combination of measures including a capacity reduction to 465.000
movements will result in also meeting the noise objective for the number of houses within 58 dB(A) Lden
with a margin of 0,2%.
Appendix B contains the noise contours of the baseline scenario compared to the combination of
measures that will result in meeting the noise abatement objectives.
25 November 2024
24.171.09
pag. 17/20
A Appendix A – EU Directive 2002/49/EC (END) criteria
This annex contains the impact of the combinations of measures (excluding and including capacity
redcutions) for the following EU Directive 2002/49/EC (END) criteria:
•
Number of highly annoyed people within the 55 dB(A) Lden contour;
•
Number of houses within the 55 dB(A) Lden contour;
•
Number of severely sleep disturbed people within the 50 dB(A) Lnight contour;
•
Number of houses within the 50 dB(A) Lnight contour.
Reduction compared to the baseline scenario
Measure or combination
Number of highly
annoyed people
within 55 dB(A) Lden
Number of houses
within 55 dB(A) Lden
Number of severely
sleep disturbed
people within 50
dB(A) Lnight
Number of houses
within 50 dB(A)
Lnight
Baseline scenario
17,792
19,389
1,493
2,843
Combination of measures
14,885 (-16.3%)
16,059 (-17.2%)
302 (-79.8%)
547 (-80.8%)
Combination of measures incl.
capacity reduction to 470.000
movements
13,623 (-23.4%)
14,620 (-24.6%)
302 (-79.8%)
547 (-80.8%)
Combination of measures incl.
capacity reduction to 465.000
movements
13,447 (-24.4%)
14,429 (-25.6%)
302 (-79.8%)
547 (-80.8%)
25 November 2024
24.171.09
pag. 18/20
B Noise contours
Figure 1 – Baseline scenario and combination of measures - 48 and 58 dB(A) Lden contour
25 November 2024
24.171.09
pag. 19/20
Figure 2 - Baseline scenario and combination of measures - 45 dB(A) Lden contour
25 November 2024
24.171.09
pag. 20/20
Figure 3 - Baseline scenario and combination of measures - 40 and 48 dB(A) Lnight contour