KLM embraces the goals for reducing noise nuisance for residents around Schiphol. Therefore, we are investing 7 billion euros in quieter aircraft and have proposed significant measures in the Cleaner, Quieter, More Efficient plan. This shows that a smaller Schiphol is not necessary to achieve the noise targets. KLM finds it incomprehensible that the cabinet still intends to reduce to 478,000 aircraft movements.

Limiting the number of flights also carries a significant risk of retaliatory measures from other countries, which will not only affect aviation but also other Dutch companies.

We have serious doubts about the assumptions on which the ministry has based this number. The decision-making process does not meet the requirements of a careful Balanced Approach procedure, in which achieving the intended policy goal is central: noise reduction. Reduction of flight movements is not an end in itself and is expected to be legally unsustainable. We await the advice of the European Commission.

Aviation will always play a role in our lives if we want to explore the world, conduct business, and visit family. If the Netherlands is without a well-connected Schiphol, we are taking gigantic steps back in time. That is why it is so important that this decision is made on the right grounds.

KLM supports the government's wish to achieve a better balance between the interests of local residents and the economic importance of Schiphol and aviation. We endorse the goal of achieving a 20% reduction in noise pollution. Additionally, we believe that the legal protection of local residents must be properly addressed.  

The government is reportedly on the verge of making a significant decision that could have unnecessarily large negative consequences for the future of Schiphol, for KLM, and for the connectivity of the Netherlands with the rest of the world. This leads to a decision-making process that is inconsistent with the essence of a correct and careful Balanced Approach, where achieving the intended policy goal—noise reduction—is central. Reduction of flight movements is not an end in itself, may not be legally sustainable, and carries the risk of retaliation.  

I am writing to you because I want to prevent the government from making a careless and incomplete decision. Your ministry seems to be steering towards shrinkage, while this is not necessary to achieve the noise goal.  

What exactly is going wrong? 
The calculation model used by the Ministry of Infrastructure and Water Management (I&W) has been a major stumbling block for months. The sector, Schiphol, and we ourselves have continuously provided input to improve this model so that the government decision can be made properly and carefully. Specifically, we have pointed out the following to your ministry: 

1. Fleet renewal is barely considered The greatest contribution to reducing noise pollution comes from replacing older aircraft with new, quieter planes. As you know, KLM is investing €7 billion in fleet renewal in the coming years. In the calculations commissioned by your ministry, the new aircraft are barely considered, and the noise reduction that can be achieved with them is almost entirely ignored. Ignoring the impact of fleet renewal is contrary to the Balanced Approach. 

2. Impact of tariff differentiation is hardly considered Applying higher tariffs for older, noisier aircraft significantly contributes to encouraging airlines to use new and quieter planes. The model from Schiphol, where all available expertise and information is available, proves that tariff differentiation has a much greater impact than the ministry assumes. Although this fact is confirmed by research from external experts, this effect, which concerns at least 5,000 aircraft movements, is largely ignored in the assumptions and calculations of your ministry. 

3. An obvious calculation error is not corrected Experts from Schiphol, KLM, and the independent NLR have pointed out to the ministry that the model used in the calculation does not correspond with reality. The NLR indicates that the impact of this leads to an underestimation of noise reduction of about 1%, or around 5,000 aircraft movements. Your ministry dismisses this as "a model choice." But it is simply an (easily correctable) error, making the outcome unreliable and therefore unsustainable in the Balanced Approach.  

The Ministry of I&W also overlooks the fact that, in the event of a reduction in the number of flights, there are significant retaliation risks from the United States and other countries. This means that the impact on KLM's network is much greater than the proposed reduction, as KLM cannot choose which flights to cut when the US and other countries impose retaliatory measures. The fact that retaliation is not a theoretical risk became apparent last year when the Ministry of I&W, under your predecessor, presented a reduction scenario that did not meet the requirements of the Balanced Approach and was subsequently taken off the table.  

Altogether, this is a decision-making process that is inconsistent with the essence of a correct and careful Balanced Approach, which should lead to the balance your government is seeking according to the Coalition Agreement.  

I therefore urge you once again to consider the package of measures described in the sector plan Cleaner, Quieter, More Efficient, with which we can achieve a significant reduction in noise pollution by November 1, 2025. This is possible if the identified shortcomings in the model and the assumptions of I&W are corrected. The measures are: 

• We will fly more with our newest and quietest aircraft at night; 
• We will continue our investments in new and quieter aircraft worth €7 billion; 
• Together with Schiphol and the sector, we support the introduction of tariff differentiation, which also significantly contributes to quieter aircraft and thus less noise pollution.  

KLM, like Schiphol and the other involved sector parties, remains ready to support you, the ministry, and the government in the search for a better balance between the interests of local residents and the indispensable pillar that aviation is for Dutch society and the millions of Dutch people who travel with us every year. 

Awaiting your response, 
Sincerely, 

Marjan Rintel 
President & CEO KLM 

A major economic impact for national economies 

The study's findings highlight the major role played by the Air France-KLM Group in the economic dynamics of France – Air France's home country – and the Netherlands – KLM's home country. While in fiscal year 2023, the Air France-KLM Group generated a net income of 0.9 billion euros, its total economic impact is estimated at 48.9 billion euros in France and 21.9 billion euros in the Netherlands (or 723 euros per year per inhabitant in France and 1,228 euros per year per inhabitant in the Netherlands). The study concludes that for every euro invested, the Air France-KLM group generates 3.6 euros in the French economy, and 3.4 euros in the Dutch economy. 

These economic benefits take the form of direct investment, direct and indirect job creation, and spending with local suppliers and service providers. 

A driving force for employment in France and the Netherlands 

In addition to its economic and financial impact, the Air France-KLM Group also contributes significantly to the creation of skilled jobs that cannot be relocated. In 2022 and 2023, respectively, the various entities of the Air France-KLM Group recruited 4,000 and 5,000 permanent staff, namely pilots, flight attendants and mechanics. This dynamic will continue in 2024, particularly for pilots and aircraft maintenance activities. The Group is also particularly active in supporting access to employment for young people, through work-study programs and support for associations that promote inclusion. 

The impact study estimated that 552,570 jobs in France and 267,996 jobs in the Netherlands depended on Air France-KLM's activity, equivalent to the population of Lyon in France and Eindhoven in the Netherlands. These numbers include direct jobs (employees working directly for the Air France-KLM Group – around 46,000 in France and 26,000 in the Netherlands); indirect jobs (in related sectors such as suppliers, subcontractors, and service providers); as well as jobs induced by the Group's activity, for example in tourism. These jobs support the local economies of France and the Netherlands. 

Furthermore, the study highlights that each direct job created by the Group generates 11 additional jobs in France. In the Netherlands, the impact is also very positive: for every job created by the Group, 9.2 additional jobs are created in the Dutch economy. 

In France, shared benefits across all regions 

The socio-economic impact study shows that Air France-KLM's activity benefits all French regions, without exception. 

By way of example, in addition to strong air transport activity, the Occitanie region benefits from significant direct injections related to Air France-KLM’s purchasing of aircraft and aeronautical spare parts from Airbus, its subcontractors and service providers. Since 2018, Air France-KLM has ordered over 230 aircraft from Airbus, most of which are assembled in the Toulouse region. Air France also has a maintenance site in Toulouse. 

In the Bourgogne-Franche-Comté and Grand Est regions, Air France-KLM's contribution can be seen in its support for the wine industry, through purchases of wines, champagnes and spirits served on board Air France. In 2023, over 2.4 million bottles of wine and 1.3 million bottles of champagne were served on board Air France flights. 

The Île-de-France region remains the main beneficiary of the Group's impact. Thanks to the Paris-Charles de Gaulle hub and Paris-Orly airport, as well as the location of Air France’s and Transavia France’s headquarters, the Air France-KLM Group is a natural socio-economic catalyst for the Île-de-France region. Long the region's leading private sector employer, the Group contributes 3.2% of Île-de-France’s total GDP, for a total economic impact of nearly 25 billion euros. Representing 50% of the traffic at Paris-Charles de Gaulle and Paris-Orly airports, the Air France-KLM Group is a driving force behind the region's connectivity and national and international appeal, supporting all links across the local economy, industry, and tourism. 

In the Netherlands, a global hub supporting all sectors of the economy

Air France-KLM’s contribution to the Dutch economy mainly takes the form of connecting the country to the world. KLM has built one of the world’s most effective transit hub at Amsterdam-Schiphol Airport, connecting the Dutch capital to 160 destinations, far exceeding the natural potential of its home market. 

This makes the Netherlands one of the best-connected economic centres in the world, creating a favorable business climate for international organizations and corporations to establish or maintain their headquarters. 

Air France-KLM’s operations in the Netherlands also support Dutch exports, from flowers to medicines, notably via the Group’s cargo division, Air France-KLM Martinair Cargo. 

For more details, see Air France-KLM Group: a major socio-economic contributor to France and the Netherlands - nos engagements (foleon.com)

Note on methodology: 

The data in the impact study reflect the assessment of the socio-economic benefits of the Air France-KLM Group’s activity, which distinguishes four types of economic impact: 

- Direct impacts, including the remuneration of Air France-KLM Group staff working in their home region, as well as the Group's consumption of goods and services.

- Indirect impacts, resulting from the Air France-KLM group's activities, notably spending by passengers traveling on Group aircraft, as well as the economic activity of airports associated with the Group's activities. 

- Induced impacts, which are determined by the spending of the beneficiaries of direct and indirect impacts, including public bodies that benefit from tax revenue induced by the Air France-KLM group's activity. 

- Catalytic impacts, which represent the attractiveness of a given region for businesses, thanks to the Air France-KLM group's air traffic to the area. 

Stable, predictable operations are vital for customers and employees, who understandably expect this from us. We now have scarcely three months to make the necessary arrangements instead of the usual six. KLM will obviously do everything possible to operate the number of flights it has been allocated.

By contrast, the minister is opting for unnecessary reductions rather than actual improvements. We find it inconceivable that the minister plans to tear down what KLM has helped build over almost 104 years.

We do everything we can to make flying cleaner, quieter and more efficient. We carry that responsibility on a day-to-day basis. Drastically cutting the number of flight movements at Schiphol isn’t necessary to reduce noise levels. We demonstrated this in the “cleaner, quieter and more efficient” plan submitted to the minister on 15 June. The plan was verified externally by the independent Netherlands Aerospace Centre (NLR). By acquiring new, quieter aircraft, introducing smarter operational processes and by – as far as possible – deploying the quietest aircraft at night, our plan will achieve the night-time targets immediately and, after only three years, will deliver even more to local residents throughout the day and night. Innovation in the airline industry will enable us to fly cleaner, quieter and more efficient aircraft worldwide.