Proposed environmental measures to reduce aircraft noise and emissions at European airports are stirring up a storm of protest.
The European Commission looks set to adopt Ecac recommendations to ban hushkitted Chapter II aircraft after 1 April 1999. An official confirms that the Commission's proposals, which are due to be published by the end of September, 'agree on the requirements and main points' of the Ecac recommendations.
The Association of European Airlines is furious at the prospect of a European ban on hushkitted equipment coming into effect before the worldwide deadline in 2002. Le Thi Mai, general manager for infrastructure and the environment at the AEA, says the unilateral ban will discriminate against European carriers and questions its effectiveness 'if all non-Ecac carriers can [continue to] fly with non-hushkitted aircraft.'
While the wider debate rages in Brussels, three European airports have already taken steps to curb the impact of aircraft on the environment. Amsterdam/Schiphol is introducing a temporary ban on all Chapter II aircraft from October until 1 January 1998 between 2300 and 0600, to ensure that the airport remains within its specified noise limits for the year. Schiphol is already close to its 1997 noise quota.
Annemarie Jorritsma, the Netherlands' transport minister, is also seeking Brussels approval to make Schiphol a slot-restricted airport, with landing slots apportioned by an independent administrator, as at Frankfurt and London/ Heathrow. Unlike Heathrow and Frankfurt, however, the restrictive system at Schiphol would be based on environmental and not capacity grounds. Schiphol has capacity to spare and a fifth runway is set to be introduced at the airport in 18 months. The development of the fifth runway may be superseded by new plans to construct up to two runways on an artificial island to be created in the North Sea, says Frank Wade of consultants SH&E, who advises Schiphol.
Meanwhile, Iata is considering legal action to oppose new emissions charges introduced at Zürich airport in September and set to follow at Geneva in January 1998. The charges could represent an increase of up to 40 per cent on landing charges at Zürich. Geneva has yet to set its charges. Iata's primary objection is that there is 'no scientific basis for the charges proposed', says Leonie Dobbie, Iata's director of environment.
Lois Jones
Source: Airline Business
