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mitigation options including restrictions on aviation (reduced movements, preferred
routes, etc.) which limit noise levels, but at the same time often have an impact on
capacity, flight efficiency and emissions.
7.4.10 The degree of perceived annoyance for a given noise level can vary by culture and social
circumstances. However as pointed out by the World Health Organisation, noise above a
certain level has clearly adverse impacts on people’s health, quality of life and on other
factors such as housing values and the learning acuity of students in affected schools.
7.4.11 Two EC noise Directives of particular importance to aviation were implemented in
Europe. The first Directive (2002/30/EC [Ref. 31]) based on the ICAO ‘Balanced
Approach’ specifies the overall approach to airport noise management in Europe with a
particular focus on the equal treatment of reductions at source (aircraft and engine
PRR 2009 84 Chapter 7: Environment
standards), land-use planning restrictions, operational procedures (ATM) and operational
restrictions (including assessment and consultation requirements before their
introduction).
7.4.12 The second EC Directive (2002/49/EC
[Ref. 32]) provides guidance for Member
States on the assessment and management of
environmental noise using harmonised noise
metrics and subsequent publishing of noise
management plans. The EC directive
requires competent authorities in Member
States to draw up "strategic noise maps" for
major roads, railways, airports30 and
agglomerations, using harmonised noise
indicators and to draw up action plans to
reduce noise where necessary.
L(den) & L(night):
L(den) is advocated by the Directive 2002/49/49
as an indicator for the assessment of
environmental noise to which people are exposed.
It is a logarithmic composite of the L(day),
L(evening), and L(night) levels. L(den) It is
measured in decibels (dB) and makes use of Aweighted
average sound levels. Evening noise is
penalized by 5 dB and nightly noise by 10 dB.
L(night) is selected to assess potential sleep
disturbance. Both indicators can be determined
either by computation or by measurement further
described in the EC Directive.
7.4.13 For each major airport, two maps depicting the results in terms of the L(den), and
L(night) shall be produced. The strategic noise maps based on the L(den) and L(night)
indicator must at least show the 55, 60, 65, 70, and 75dB contours. Figure 100 shows the
strategic noise map for Paris Orly (ORY) airport.
7.4.14 These contours broadly equate to noise levels and metrics generally regarded as marking
the onset of significant disturbance around airports. Values similar to these are used for
planning restrictions on residential development. This does not mean that lower noise
levels are unimportant, but below these levels, there is a general consensus that the
majority of people are not unacceptably disturbed.
Figure 100: Strategic noise map for Paris Orly airport
30 “Applicable to ‘major airports’ shall mean a civil airport, designated by the Member State, which has more than
50 000 movements per year (a movement being a take-off or a landing), excluding those purely for training
purposes on light aircraft”;
PRR 2009 85 Chapter 7: Environment
7.4.15 In addition to the strategic noise maps, EC Directive 2002/49 [Ref. 32] requires States to
report the estimated total number of people affected by transport noise in agglomerations
with more than 250 000 inhabitants.
7.4.16 Figure 101 shows that more than half of the population in agglomerations with more than
250 000 inhabitants is affected by road noise levels exceeding 55dB Lden. The number of
people exposed to noise from major airports (Lden and Lnight) is shown in Annex VII.
7.4.17 Although exposure to noise
from railways (5%) and
airports (3%) is much
lower, it is interesting to
note that there is a higher
sensitivity towards aircraft
noise which is perceived to
be “louder” than noise
from other modes of
transport [Ref.. 32].
0%
10%
20%
30%
40%
50%
60%
Roads Railways Airports
% of people exposed to noise bands
Lden > 55 dB
Lnight > 50 dB
Source: European Topic Centre on Land Use and Spatial Information
Figure 101: People affected by aircraft noise
7.4.18 The aforementioned EC Directives 2002/30 [Ref. 31] and
2002/49 [Ref. 32] do not set either noise limits nor do they set
targets but leave the responsibility on Member States to agree
on acceptable noise levels. This resulted in a large number of
　
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