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4.7.3 When an airport expansion project is planned, most likely it will face opposition from local community groups because of the additional noise.  If that does not seriously hinder the project, it will result in additional costs to compensate the residents and property owners or for the additional spending on measures and equipments which might be required to reduce the noise effect. If the airport is located in a densely populated area, the cost of acquiring the land to lengthen a runway, handle larger aircraft, add a new runway, or to expand terminal capacity, may well be prohibitively expensive, even if environmental concerns could be met.
4.8 Security aspects
4.8.1 Following the events of 11 September 2001, States reacted immediately to improve aviation security by implementing increased security measures to protect their airports and aircraft against acts of unlawful interference, at the same time introducing additional new security provisions. In February 2002, ICAO held a High-level Ministerial Conference on Aviation Security to consider several actions for strengthening aviation security.  The Conference recognized, inter alia, that Annex 17 to the Chicago Convention does not differentiate between air transport on the one hand, and general aviation and aerial work operations on the other. Also, the ongoing work of the Aviation Security Panel (AVSECP) includes the incorporation in Annex 17 of provisions for general aviation, including business aviation.
4.8.2 As to the recovery of security costs from the users, ICAO policy guidance provides that the authorities concerned may recover the costs of security measures at airports from the users in a fair and equitable manner, subject to consultation; that any charges or transfers of security costs should be directly related to the costs of providing the security services concerned and should be designed to recover no more than the relevant costs involved; that civil aviation should not be charged for any costs that would be incurred for more general security functions performed by States such as general policing, intelligence gathering and national security; and that no discrimination should be exercised between the various categories of users when charging for the level of security provided.
4.8.3
With respect to air navigation services, ICAO policy specifies that the costs for certain security measures of a preventive nature, which are specifically related to civil aviation and performed on a routine basis, may be included in the cost basis for air navigation services charges to the extent that they have not already been considered in the context of safety-related measures.

5.
ANALYSIS OF THE PRESENT SITUATION AND OUTLOOK FOR THE FUTURE

5.1 Although international general and business aviation operations at most airports in the world can still be performed in a relatively satisfactory manner, their access to congested and capacity-constrained airports is becoming more and more difficult.  It should be noted, however, that international general and business aviation representative associations support the development and encourage the use of reliever airports in major metropolitan areas, as well as the joint use of military airports, wherever feasible.
5.2 Growing congestion at major airports creates a situation that may seriously inhibit the operations of international general and business aviation at such airports.  Operations at major airports are needed by business aviation, for example, in order to be able to make connections to scheduled flights, or for activities that take place on major airports sites or in their close vicinity.  Table 2 lists the top 50 airports worldwide in terms of total commercial aircraft movements in 2003. As shown in the table these airports tend to be concentrated in North America (USA 25; Canada 2; Mexico 1), Europe (17) and Asia/Pacific (5).  The table illustrates only the volume of traffic at these airports and it should not be assumed that all of them are congested as this depends on the size and facilities at the airport and on its ability to handle the high volume of traffic. Current ICAO forecasts indicate an increase in the global demand in terms of passenger-kilometres performed at an annual rate of 4.4 per cent for the period 2002-2015, with aircraft movements growing at an average annual growth rate of 4.2 per cent for the same period. This means that airports and air traffic management systems will be expected to accommodate almost a 1.7 fold increase (in both passenger traffic and aircraft movements) by the year 2015. With the steady growth of traffic every year, and without adding sufficient infrastructure and capacity to handle the demand, it is expected that more airports will be included in the list of congested/capacity-constrained airports potentially resulting in more restrictions on business aviation operations in the future.
　
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