Noise around Schiphol - after the opening of the fifth runway
On 1 January 2003, Schiphol will start to use the fifth runway. From that time onwards, the policy will change and new standards will apply based on European standard noise units. These noise units are part of a European campaign intended to result in a complete and consistent picture of nuisance and sleep disturbance caused by the noise of (among other things) air traffic. What do these new standards mean and how should they be seen in relation to the current standards?
What can you see on the map?
The map shows, for the situation with five runways (mid-2003), the contours for total noise exposure using the new noise unit (Lden) and the current noise measure (Ke). You can see the 58 dB(A) and the larger 50 dB(A) Lden contours. The policy is confined to limit values in the the 58 dB(A) range for a number of enforcement locations (see under 'the new noise standards'). The 50 dB(A) contour shows noise exposure in the wider area around Schiphol.
- Start interactive atlas: Noise around Schiphol - after the opening of the fifth runway
- See also the Noise exposure and dwellings exposed to noise around Schiphol airport, 1990-2002 indicator.
The current noise standards
To protect local residents in the Schiphol area against noise from air traffic, the government has drawn up standards for noise exposure generated by air traffic. These noise standards describe the total noise exposure in Kosten Units (Ke, named after the parliamentary commission Kosten) and the night noise exposure (LAeqnight) in decibels (dB(A)). The standard for the total noise exposure is 35 Ke. The standard for the night noise exposure is 26 dB(A) LAeq night.
These standards have been converted into noise zones: areas around Schiphol where the annual noise exposure is allowed to exceed the value of 35 Ke or 26 dB(A) LAeq night respectively. Outside these areas, the annual noise exposure must not exceed the standard. There are 15,100 homes within the 35 Ke zone, and 10,100 homes within the dB(A) LAeq night zone.
Actual noise exposure - measured or calculated?
Actual noise exposure is not measured. The way the annual noise exposure should be calculated is laid down in law. For example, there is a regulation for total noise exposure (the Kosten method ) and a regulation for noise exposure generated by regular night flights (the LAeqnight method). The calculation takes into account numerous factors such as numbers of aeroplanes per runway, size, type and age of aeroplanes, takeoff and landing times, and approach routes. In the past, the National Aerospace Laboratory (NLR) almost always carried out these calculations.
The new noise standards
Because of the opening of an additional, fifth runway in 2003, the system of noise standards has undergone a drastic revision. Instead of a noise zone, the system will be based, from 2003 onwards, on limit values at a limited number of enforcement locations (monitoring sites). And instead of the Ke and the LAeq night, the government will, from 2003 onwards, use the noise units Lden and Lnight (both based on the unit dB(A)).
A limit value for noise exposure has been set for each enforcement point. For total noise exposure, this limit value fluctuates around 58 dB(A) (Lden). For night noise exposure, this limit value fluctuates around 49 dB(A) (Lnight).
Lden en Lnight are new, European units intended for the calculation of a complete and consistent picture of nuisance and sleep disturbance respectively by environmental noise in Europe. Because of another calculation method, Ke and LAeq night cannot be converted straightforwardly into Lden or Lnight respectively.
Concrete objectives for noise nuisance from Schiphol with the fifth runway
In concrete terms, there are two objectives for the new situation with the fifth runway (Ministry of Transport and Public Works, 1995):
- With the opening of the fifth runway in 2003, the number of homes subjected to high levels of noise exposure should decrease from 15,000 to 10,000 and
- severe noise nuisance in the wider area around Schiphol should be reduced by half compared to 1990.
Difference between the current and the new standard
The Ke method is very different from the new European method (Lden) (RIVM, 2002). The main reason is that the Ke method does not include in the calculations aeroplanes with a maximum noise level on the ground of less than 65 dB(A). These plane movements are not therefore included in the calculation of the severe nuisance. Because many aeroplanes are quieter compared to 1990, fewer and fewer aeroplanes are included in the Ke calculation. Especially at larger distances from the airport, there are therefore considerable reductions in the calculated noise exposure in Ke; even after the opening of the fifth runway.
In the new European method (Lden), that includes all aeroplanes, the calculated noise exposure in the wider area around Schiphol decreases less. There will actually be an increase in the future because aeroplanes are not expected to become much quieter in the years to come.
Other maps
You can simulate the following situations yourself:
- As in the comparison above of the current and the new policy for total noise exposure, you can compare the night noise exposure. To do so, select the maps for LAeq night (night noise exposure) and Lnight (maximum night noise exposure after opening of the fifth runway in 2003).
- With the maps 'Lden 2001' en 'Lden 1993', you can see the changes between 1993 and 2001, based on the new standard for the five-runway system.
- In order to establish a picture of the current policy and the current noise situation around Schiphol, select the maps under 'current standard'. For example, the maps for 1993 and 2001 provide you with a picture of the changes in noise exposure during that period. See also: Noise around Schiphol - current situation and current policy.
