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 

What is paramount is that we must invest in cleaner, quieter, more fuel-efficient aircraft to make a difference sooner during the day and at night. New aircraft are 40-50% quieter than their predecessors, which means they immediately reduce noise impact substantially, as confirmed by data gathered in recent years. That is why KLM is investing €7 billion in aircraft that a cleaner, quieter and more fuel-efficient

→ View the complete infographic (pdf)

→ View the complete infographic (pdf)

National taxes make airfare more expensive for Dutch nationals, who switch to airports in neighbouring countries. Transfer passengers likewise choose another hub for their transfer. This is displacement, not sustainability. Such evasive behaviour increases carbon emissions.

→ View the complete infographic (pdf)

→ View the complete infographic (pdf)

KLM is committed to further reducing noise impact for people residing in the greater Schiphol area. We are an international trading nation and KLM wants to keep connecting the Netherlands with the rest of the world, in balance with the environment. A similar ambition is acknowledged in the new government’s coalition agreement.

Our industry-wide plan “Cleaner, quieter and more fuel-efficient” shows that we can achieve the government's noise reduction target without drastically reducing the number of flight movements at Schiphol. This revised package includes various elements of our plan, including our proposals for tariff differentiation, higher airport fees for noisy aircraft, and fleet renewal with quieter aircraft.

Unfortunately, the package also includes measures that are harmful and not proportionate. This includes the proposed blanket ban on certain aircraft types from 2025, without giving our industry time to seek suitable alternatives. This would have major consequences for our cargo operation, where we ordered new, quieter aircraft two years ago, which are only expected to be delivered in 2026.

This means there’s a focus on shrinkage, instead of seeking a balanced approach to reducing noise impact. This ignores potential consequences such as countermeasures for Dutch airlines abroad, legal feasibility, and damage to the Netherlands as a trading nation.

It is of great importance that we carefully pursue a balanced approach that complies with European guidelines and that we jointly seek a good solution that is in the best interests of the communities surrounding Schiphol and that acknowledges the importance of air transport for the Netherlands. European regulations state that shrinkage should never be an end in itself, we must continue to focus on noise reduction. KLM is in favour of integrated implementation of the industry-wide plan “Cleaner, quieter and more fuel-efficient”, which will ensure that the government's noise reduction target is achieved within the designated period, without undue damage to our industry and the local business climate.

We will carefully examine the proposed measures in this revised package before presenting our vision in more detail.

KLM and BARIN initially chose not to publish the report, because they have many reservations about the methodology used and the conclusions drawn. As a result, the findings are incomplete and lack balance. The objections boil down to the following:

• In the Social Cost-Benefits Analysis, the effects on climate are calculated at a global level, while the negative effects for passengers and the airline industry are calculated for the Netherlands only. Consequently, the positive outcomes predicted in the Environment & Noise Variant are greatly exaggerated and do not present a realistic scenario.
• The report does not consider the effects of air traffic moving away from Schiphol to other airports in the world.
• The report ignores the risks that the proposed scenario (Environment & Noise Variant) poses to the future of the airline industry in the Netherlands, to employment, the business climate, and to the continued existence of KLM. None of these important factors are sufficiently reflected in the report's calculations and conclusions.

KLM and BARIN will continue to work hard to strike a balance between the airline industry and the environment. KLM has emphasized this in its sector plan “cleaner, quieter and more efficient” and in the “10 Commitments” that KLM and 30 other industry parties and research institutes have signed up to. Together, these highlight the need for greater improvement and a further toughening of measures across the airline industry, which should be implemented globally, or at the very least at a European level.

The Ministry of Infrastructure & Water Management is expected to submit the SCBA to the House of Representatives of the Netherlands in the near future. The letter and attachment from KLM and BARIN to the Ministry are enclosed as a download.

We have agreed to a number of announced measures, such as the cleaner, quieter and more economical plan, to accelerate the reduction of noise pollution. KLM shares the government’s environmental concerns and is fully committed to reducing its environmental footprint. Air France-KLM has accelerated its long-term, multi-billion euro investment plan in fleet renewal and in the use of sustainable aviation fuel. In the coming months, KLM and Transavia will receive their first Airbus A320neo family aircraft, with a noise footprint reduced by 33% on average. Since the year 2000s, the Group has already reduced its noise emissions by 40%.

More sustainable and quieter

The new Airbus A350 constitutes a major step in building a cleaner and quieter fleet, producing 40% less noise and burning 25% less fuel than similar aircraft of the older generation. The hull of the aircraft largely consists of reinforced, lightweight materials (composites and titanium), ensuring that longer distances can be covered with less fuel. In combination with the use of sustainable aviation fuel (SAF) and other operational innovations and efficiency gains, these new aircraft will significantly contribute to making operations cleaner, quieter and more fuel-efficient. The Airbus A350 is also important in terms of customer experience, comfort and efficiency.

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.

Schiphol was a logical starting point because it is KLM’s home base. As the range of the Pipistrel is limited, only four destination airports were possible options. Lelystad Airport was chosen because it is easily accessible, with excellent recharging facilities, top-notch runways, and a fully functioning air traffic control centre.

Insight into logistics and infrastructure

KLM has partnered with EFC and the E-Flight Academy to acquire knowledge about electric flight and to ascertain what impact this technology will have on KLM’s logistics and infrastructure needs. Jolanda Stevens: “Electric flight will also affect flight handling. Electric aircraft have to be recharged, which takes time, and we will need to cooperate with Amsterdam Airport Schiphol and Air Traffic Control the Netherlands to ensure that this mode of flying is not only safe, but also provided with the correct power supply. This two-day event has helped us gain more insight into such matters."

Zero Emission Aviation: backing various technologies simultaneously

The Pipistrel Velis Electro is the world’s first and only certified electric aircraft. The two-seater plane has a flight range of 50 minutes (plus 10 minutes reserve). This means it will not play a part in serving KLM’s network of destinations. However, KLM is researching how electric flight may be incorporated into future operations. Various market experts predict that by 2035 there may be an electric aircraft that can carry 50 to 100 passengers, with a range of 90 minutes (i.e. 400-750 kilometres). The batteries required for such flights are heavy, which is why it would be unrealistic to develop larger aircraft for longer routes, such as between Amsterdam and New York. Stevens: “Looking at the future of zero-emission flights, KLM is backing different technologies and innovations simultaneously. With our sector partners at home and abroad, we’re researching flights powered by electricity, hydrogen and hybrid forms, and assessing how these developments can be accelerated.”
 

KLM’s climate strategy

The responsibilities attached to operating an airline are immense. To reduce our impact on the environment, we need to ensure that future operations are cleaner, quieter, and more fuel-efficient. The route to Zero Emission Aviation is an essential element of our climate strategy. A great deal of work still needs to be done to ensure the success of new technologies, with every piece of the puzzle falling into place. This includes new aircraft, different infrastructure, changes to the way airspace is used, adjustments to airline operations, and, at the heart of it all, the availability of green energy. Intensive cooperation between the players in the value chain is vital, making this an interesting journey with many obstacles and uncertainties. Nevertheless, KLM is doing its utmost to reduce CO₂ emissions with measures that are currently available, which include upscaling the production and use of sustainable aviation fuel and reducing fuel consumption through fleet renewal and increased operational efficiency. We must also continue to improve the integration of different modes of transport, such as air-rail.

About the Electric Flying Connection

The Electric Flying Connection (EFC) is a trade association for electric flight and already has more than 50 members, representing a wide array of companies in the electric flight ecosystem, including airlines (such as KLM), manufacturers of electric aircraft, and aircraft components, flight academies, organizations developing recharging infrastructure, airports and more. The main objective of the EFC is to forge connections between the right, relevant players within the value chain, with a view to advancing the sustainability of air transport.

 Pictures: Arnoud Raeven

The current judgement by the Amsterdam Court of Appeal creates a lack of clarity and causes uncertainty for passengers and the aviation sector. This is because it is unclear how the experimental scheme will be applied, how it should be enforced and ultimately - how the ruling will affect the number of aircraft movements at Schiphol. Moreover, the judgement conflicts with national, European and international regulations. It is in the interests of all parties to obtain clarity.

We are disappointed about the ruling and are studying it. The court does not specify in concrete terms how an experimental regulation can be applied. As a result, it is currently unclear when, how and in what way the ruling will be implemented and what it means for the number of aircraft movements at Schiphol.

KLM will continue to engage with other stakeholders in seeking the best way to reduce the number of people affected by aircraft noise. To this end, we have submitted a plan for cleaner, quieter, more fuel-efficient flight operations on 15 June. We are convinced that these measures will enable us to reduce noise impact and CO₂ emissions, while retaining our network. We would very much like to achieve this in cooperation with government and airport authorities, Air Traffic Control the Netherlands (LVNL) and other stakeholders, within the framework of the balanced approach required by the EU in the context of the noise reduction targets the ministry has set.

The Netherlands faces major challenges in the coming decades, which will require everyone to help make our country greener and cleaner. At the same time, we want to ensure quieter conditions for people living near airports. That is why the Dutch ministry has set new noise targets.

The minister’s plan focuses on drastically reducing the number of flights to achieve these targets as quickly as possible. Unfortunately, this proposal also has many drawbacks. In its current form, the minister’s plan does not revolve around renewal and improvement. No distinction is drawn between newer and older aircraft, which are less clean and less silent. The plan also fails to consider that drastic cutbacks in flights will have an impact on national assets. 

The KLM Group therefore proposes a smarter, three-pronged approach.

Firstly: investment in new aircraft. The money we’re earning today will be invested in tomorrow’s cleaner, quieter, more efficient aircraft. The KLM Group will be investing EUR 6 to 7 billion in this in the coming years. New aircraft are on average 50% more silent than the aircraft they replace, constituting a substantial reduction in noise impact, as supported by figures gathered in recent years.

Secondly, the KLM Group has conducted extensive research into adopting smarter processes that will ensure quieter operations. This will also substantially reduce noise impact. Examples include alternative flight approach procedures, ensuring that aircraft spend less time at low altitudes. This implies different climbing and approach procedures, which makes implementation challenging for airlines as well as Air Traffic Control the Netherlands (LVNL). However, if all other operators join the KLM Group in pursuing such change, we will be able to achieve our noise targets in cooperation with Schiphol, LVNL and the government. If these agreements are monitored by the Human Environ­ment and Transport Inspectorate (ILT), we can ensure that all airlines adhere to them.

Thirdly, we will adjust flight schedules so that we deploy our quietest aircraft at night. We also propose that higher airport fees are charged for noisier aircraft than for silent aircraft at Schiphol. This will ensure that there is an incentive for all airlines operating at Schiphol to reduce noise impact by deploying their most silent fleet.

We will achieve our night-time targets from 2024 and, in three years’ time, we will achieve our target for the entire day. In the years thereafter, our plan will lead to a stronger decline in noise than the plan proposed by the minister. In three years’ time, the result will already be better for local residents. It’s a choice between scrapping flights as a short-term solution or aiming for smart improvement.

If everyone is prepared to contribute to this challenge, then our plan will ensure that 18% fewer people experience serious nigh-time noise impact by 2024. By 2026, our smart plan will ensure that 20% fewer people will experience noise nuisance through­out the day. This reduction will continue in subsequent years.

Our aim is to reduce impact on the areas surrounding airports. Aiming solely for fewer flights and a strict 2024 deadline, is not the only way. There are other ways to solve this problem. Our approach ensures that noise impact will continue to decline.

We fully accept our responsibility and are acting accordingly. That is why we wish to engage constructively with one another, so that we opt for the smartest approach that will demonstrably lead to a cleaner, quieter, more fuel-efficient solution.

In that context, the KLM Group, together with other parties in the sector (easyJet, TUI, Corendon, BARIN), sought possible packages of measures that comply with the principles of the Balanced Approach. This has resulted in a package of measures that meets the stated noise targets and is more balanced, reasonable and less costly to society in welfare and prosperity.

Update 31 August 2023: the entire document that was sent to the minister can now be found under downloads.

Click on the image to enlarge or download the infographic