1. This course is prepared under the Erasmus+ KA-210-YOU Project titled
«Skilling Youth for the Next Generation Air Transport Management»
Sustainability
Management in Aviation
Environmental dimension – Aircraft noise – Part IV
Prof. Dr. Frank Fichert
Worms University of Applied Sciences
2. Overview
• Incentives as part of the airport charging scheme
• Taxes and other incentives
Aircraft noise – Part IV 2
(Financial) Incentives
3. In many countries, airports levy charges for the use of the airport
infrastructure. Design differs significantly, but usually includes
• Movement related charges
(for take-off and/or landing, usually weight based, e.g., Euro/ton MTOM)
• Passenger related charges (similar for freight)
Aircraft noise – Part IV 3
Incentives within charging schemes
4. Movement related charges might be differentiated, based on
technical standard of aircraft.
Example for Nuremberg airport (Germany), 2012
Aircraft noise – Part IV 4
Incentives within charging schemes
Standard Chapter 3
bonus list
Chapter 3 Chapter 2 No certification
Charge per ton
MTOM (Euro)
8.61 12.50 33.22 54.88
Difference to
charge for chapter 3
bonus list (in %)
+45.2 +385.8 +637.4
5. Discussion:
Rather ‘broad’ classification. In 2012 only very few Chapter 2 aircraft
(operating restrictions already in place).
German ministry for transport introduced ‘bonus list’ already in 1994,
aircraft that are ‘undercutting’ the Chapter 3 standard significantly.
Easy to calculate ‘savings’ for airlines, e.g. Chapter 3 aircraft bonus
list vs. Chapter 3 aircraft not on bonus list with 80 t MTOM:
=> 311.20 Euro savings per movement
=> Incentives increase with number
of movements
(stronger incentives for home carriers)
Aircraft noise – Part IV 5
Incentives within charging schemes
6. More ‘sophisticated’ schemes possible
(and used at many European airports)
Option 1: Incentives based on noise emissions during certification
(Reduction on charges based on difference between
standard and emissions)
Option 2: Noise emissions measured at a specific airport for a
specific aircraft type (either average or even for each movement)
Usually as ‘noise surcharge’
Option 3: Combination of option 1 and option 2
Additionally: Even bigger incentives for movements during night
Aircraft noise – Part IV 6
Incentives within charging schemes
7. Example Stuttgart airport (2022) – Noise surcharge
(if noise emissions between 90 and 92dB: 1,000 Euro surcharge
Aircraft noise – Part IV 7
Incentives within charging schemes
8. Discussion:
Incentives small for smaller aircraft (because MTOM is rather small
and absolute noise emissions are rather small – see Stuttgart if noise
is below 86 dB.
Airport charges are usually regulated (airports as ‘natural
monopolies’), incentive schemes have to be revenue neutral.
Noise taxes as an alternative (with additional financial burden for the
airline industry)
Aircraft noise – Part IV 8
Incentives within charging schemes
9. Quota count scheme at UK airports:
Based on noise emissions, quota counts (QC) are allocated to
different aircraft types.
Total number of QC during a period (especially during night) is limited.
Airlines might increase number of movements during this period if they
substitute noisy aircraft (e.g., one movement with 4QC) with less noisy
aircraft (e.g., two movements with two QC each).
Design of QC scheme similar to (simplified) emissions trading
scheme.
Aircraft noise – Part IV 9
Other Incentives
10. Airlines might
• Adapt fleet assignment (short term option – ‘redistributing’ noise, if
airline operates ‘heterogeneous’ fleet)
However: Do differences in incentives reflect differences in local
noise problems?
• Invest into less noisy aircraft (long term option) – Noise surcharges
as one (small?) element in airline’s investment decisions
• Large difficulties in assessing effectiveness of financial incentives.
Aircraft noise – Part IV 10
Effects / discussion
11. Please have a closer look at incentive schemes implemented by
different airports and classify them according to the information
on slide 6.
Advice:
• Select airports from different countries (incentives are quite common in
Western Europe)
• Select larger and smaller airports (larger airports usually use more
sophisticated incentive schemes)
Aircraft noise – Part IV 11
Task
=> Please then continue with video/slides ‘Sust S/V 03-05’
