Federal Department of the Environment, Transport, Energy and Communications DETEC Federal Office of Civil Aviation FOCA

23.08.2017

Sectoral Aviation Infrastructure Plan (SAIP)

Part IIIC Project Plan Airport Adjustment

Imprint

Publisher Federal Office of Civil Aviation FOCA

Federal Office for Spatial Development ARE

Maps reproduced with the consent of Federal Office for Civil Protection FOCP, Inventory of Cultural Goods Federal Office of Culture FOC Federal Office of Topography swisstopo, © 2017 swisstopo Federal Statistical Office FSO Federal Office for the Environment FOEN

Maps and graphic design SIRKOM GmbH, 3184 Wünnewil

Procurement source In electronic form: www.sil-zuerich.admin.ch

08.2017

Sectoral Aviation Infrastructure Plan (SAIP)  23.08.2017 Part IIIC Sectoral Plan content  Infrastructure-specific goals and procedures ZH-1 Project Plan

Project Plan

Contents

INITIAL SITUATION General information and technical data 13 Purpose of the installation, function in the network (existing situation) 14 Arrangement with Germany 14 Status of planning, coordination 15 DETERMINATIONS 1 Intended purpose 20 2 General conditions relating to operation 20 3 Operating regulations 22 4 Harmonisation with regional development 22 5 Area subject to noise effects 23 6 Evidence of noise pollution 23 7 General conditions in relation to the infrastructure 24 8 24 9 Airport perimeter 25 10 26 11 28 EXPLANATIONS 1 Intended purpose 30 2 General conditions relating to operation 30 3 Operating regulations 32 4 Harmonisation with regional development (demarcation line) 33 5 Area subject to noise effects 33 6 Evidence of noise pollution 35 7 General conditions in relation to the infrastructure 36 8 37 9 Airport perimeter 38 10 40 11 41 12 Binding nature of the content of this Project Plan 44

FIGURES RELATING TO THE EXPLANATIONS 1 Deployment of the flight operations concept 57 2 Approach and departure routes 58 3 Infrastructure and perimeter 59

Explanation of terms relating to the Project Plan 61 11

Sectoral Aviation Infrastructure Plan (SAIP)  23.08.2017 Part IIIC Sectoral Plan content  Infrastructure-specific goals and procedures ZH-1

Installation: Zurich ZH-1 Subnet: National airport

INITIAL SITUATION

General information and technical data: Reference: Subnet National Airports - Location canton: Zurich III – B1

- Perimeter , , , Rümlang, municipalities: Winkel Foundation documents: ZH: Bachenbülach, , Buchs - Documentation for the - Municipalities with (ZH), Bülach, , Dübendorf, adjustment of the constraint limitation: , Fällanden, Hochfelden, Höri, SAIP Project Plan of a) Safety zone plan Kloten, Küsnacht (ZH), , Maur, 15.09.2016 with for existing , , , reports on operation Nürensdorf, , Oberglatt, - Implementation of safety measures in the Opfikon, , , Rümlang, SAIP (incl. demand Stadel, , Winkel, Zollikon, forecast of February Zumikon, 2014) ZH: , , Brütten, Buch am - Demarcation line b) Additional areas Irchel, Dällikon, Dänikon, , - Renewal of airport with constraint , Freienstein-Teufen, , installations and limitation in the Hüntwangen, Illnau-Effretikon, Lindau, upgrading of the project plan , , , marshland in the “Goldenes Tor” areas , Schöfflisdorf, Schwerzen- - Rümlang tank farm bach, , Volketswil, Wangen- - Extension of runway Brüttisellen, , , 32 in the Vorder- Weisslingen, , Zell moos area

AG: , Kaiserstuhl, Rümikon - Final report coordination

ZH: Bachenbülach, Bachs, Bassersdorf, process of 02.02.2010 - Municipalities with , Boppelsen, Buch am - Operating regulations noise impact Irchel, Buchs, Bülach, Dällikon, Dielsdorf, of 30.06.2011 (Planning value ES Dietlikon, Dorf, Dübendorf, Eglisau, - Operating licence of II): , Freienstein-Teufen, , 31.05.2001 a) permissible noise Glattfelden, Hochfelden, Höri, , - Safety zones plan of immissions Illnau-Effretikon, Kloten, Lindau, Neerach, 04.07.1983 according to Niederglatt, Niederhasli, , with additions of operating Nürensdorf, Oberglatt, Oberweningen, 03.06.2003 and regulations) Oetwil an der , Opfikon, 15.01.2013 Otelfingen, Regensdorf, Rorbas, Rümlang, - Noise exposure register Schleinikon, Schöfflisdorf, Stadel, of 14.07.2015 Steinmaur, Turbenthal, , - Project zone for Wallisellen, Weiach, , extension of runway Weisslingen, Wildberg, Winkel, 28 to the west of Winterthur, Zell, Zürich 07.10.2015 AG: , Fisibach, , , , Würenlos SH: Buchberg, Rüdlingen

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- b) additional areas ZH: Adlikon, Andelfingen, Brütten, subject to noise Dägerlen, , Fällanden, , impacts in the Hettlingen, Neftenbach, Regensberg, Project Plan Seuzach, Thalheim an der Thur, Zollikon, Zumikon AG: , Lengnau, Neuenhof, , , ,

- Traffic capacity: -  4 years (2012−2015): 265,500 - Max. 10 years (2011): 279,000 - Demand forecast 2030: 346,000

Purpose of the installation, function in the network (existing situation): 's largest national airport, part of the national and international aviation system, together with and - Mulhouse airports constitutes the central infrastructure of Swiss aviation. Homebase of Swiss, provides connections worldwide and to the European centres. Primarily serves scheduled and charter traffic, also available for commercial and non-commercial aviation. Arrangement with Germany: In 2003 the Swiss federal parliament rejected an initial treaty on the use of South German airspace for approaches and departures. In the 220th Implementation Ordinance of 10 March 2005 (IO), Germany then enacted unilateral measures to restrict approaches and departures in German airspace (curfews in the morning and in the evening). On 4 September 2012 Germany and Switzerland signed a new international treaty. The Federal Council adopted the message concerning this treaty in December 2012. Though the Swiss parliament adopted the treaty in 2013, ratification is still pending in Germany. It is not currently known when it will be possible to conclude the ratification process. Against this background, this Project Plan remains limited to the circumstances which comply with the provisions of the IO and which can be regulated independently of the content of the treaty. In relation to implementation of the international treaty, the Project Plan would have to be adapted once more; for example, the provisions on flight operations would be affected. In this connection, the introduction of a curved northern approach would have to be examined, instead of the southern approaches.

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Status of planning, coordination: The determinations in this Project Plan are based on the one hand on the coordination process between the competent authorities of the Confederation, the siting canton and Zurich Airport which took place between 2004 and 2009. The neighbouring cantons were also involved. The results of this process are included in the final report of 2 February 2010 and formed the basis for the first version of the Project Plan dated 26 June 2013. On the other hand, recommended spatially relevant measures from the 2012 safety investigation at Zurich Airport are implemented by this Project Plan. These measures are described in the documentation for the adjustment of the SAIP Project Plan dated 15 September 2016 and concern both the expansion of the infrastructure and the adjustment of flight operations. The intended purpose and the function of Zurich Airport, as stated in the Project Plan, are also based on the design guidelines of the SAIP relating to the national airports (SAIP Parts IIIB and IIIB1 dated 18 October 2000) and the Federal Council aviation policy report dated 24 February 2016. The determinations in relation to flight operations and the airport infrastructure are based on a comprehensive optimisation with a general balancing of the interests of society, the economy and environmental protection. They conform to the principles of sustainability, as far as these can be adhered to at the sectoral plan stage. They will have to be implemented in the operating regulations or with the award of planning approvals. The necessary procedures in accordance with the Aviation Act, including the environmental impact assessment (EIA) will have to be introduced after the adoption of the Project Plan. The determinations also take into account the airport policy of the siting canton of Zurich and are harmonised with its spatial development, as far as the safety requirements and the preservation of the function of the airport allow this. The same applies to the structure planning of the neighbouring cantons of and which are directly affected. The implementation of the recommended safety measures aims to reduce the hazards in the operation of the airport. In particular, the number of crossovers on the runways and in the air is to be reduced, thereby reducing the complexity of flight operations. This Project Plan limits itself to area protection necessary for this; the detailed examination of the individual measures will take place within the future approval procedures in relation to infrastructure and the operating regulations.

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With this implementation, the long-term operating variant “EIO”, used to date as a basis for the general conditions of operation on the existing runway system will be superseded by an operating variant which meets the safety requirements. This variant “4-LVP” is based on operation on extended runways 28 and 32 and also includes, among other things, southern departures straight ahead in the event of Bise wind or fog. It is the result of an evaluation of variants which is also described in the documentation for the adjustment of the SAIP Project Plan of 15 September 2016 and which in addition to safety and operational criteria also took into account noise impact as an essential selection criterion. In order to estimate the future traffic capacity of the airport, a demand forecast was produced. Accordingly, on the basis of operating variant “4-LVP”, approximately 346,000 flight movements and approximately 39 million passengers can be expected by 2030. The demand predicted for Zurich Airport, independent of the planned operating variant, cannot therefore be met; it is anticipated that approximately 8% of flight movements and 10% of passengers will have to be diverted to other airports. The capacity requirement indicated in the forecast of approximately 90 take-offs and landings per hour will also not be able to be achieved. In the case of operation with landings from the north or east during the day, however, a target capacity of 70 movements per hour can be attempted. The predicted demand could be met on a long-term basis only on a parallel runway system. However, after a detailed examination of the effects of a new parallel runway on the utilisation of the surrounding space, DETEC decided to reject spatial planning for such an operating variant. It classified the chances of implementation in the densely populated region of the airport in the future as low. In this decision it also considered the attitude of the siting canton of Zurich. The aircraft noise calculations which are entered in the Project Plan as the "demarcation line” and the “area subject to noise effects", are based on the demand forecast. Harmonisation between the development of flight operations and residential development is ensured by the demarcation line (DML). The relevant conditions are defined by the cantons in their guideline planning. The area subject to noise effects defines the room for manoeuvre for the future orientation and intensity of flight operations. The general balancing of interests was undertaken with this determination which is necessary for granting of easements for renovations in accordance with the Environmental Protection Act (EPA). The final assessment will have to be undertaken during the subsequent approval procedures. The precautionary limitation of emissions at source in the sense of the EPA remains mandatory. In the Project Plan, periodic monitoring of noise pollution is also regulated.

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The periods of operation are restricted to the period from 06:00 to 23:00, with the possibility for extensions until 23:30 in gradual decline. They are already currently in force and are the result of balancing transport and economic interests on the one hand and protection of the population from noise on the other. At the same time, flight operations must continue to be assured during this period. A further expansion of the night-flight ban or more extensive restriction of the number of flight movements at night- time would not be compatible with operation of the airport as a hub for intercontinental traffic. In the morning and evening hours, however, runway use is restricted for noise reasons. Flights after 23:30 are still possible but must be of an exceptional nature. The DML and the area subject to noise effects, particularly to the north and east of the airport, are affected by flight operations during night-time hours (22:00 - 06:00). In order to better harmonise noise protection and residential development, the Federal Council issued an amendment to the Noise Protection Ordinance (NPO), which entered into force on 1 February 2015. The subject of this change was the application of the existing noise limit values within these periods. If the noise limit values were to be changed, the DML and the areas subject to noise effects would have to be adapted accordingly. The approach and departure routes used as a basis for the flight noise calculations, as well as the flight procedures to be applied, are laid down in the operating regulations. As a precondition, a safety assessment will be undertaken in accordance with the guidelines in force. There are two possible outcomes: either there would have to be a deviation from the hypotheses adopted for the determinations in this Project Plan or it would not be possible to achieve the hourly capacities used as a basis for planning. At the same time the safety zone plan for maintaining freedom from obstacles in the approach and departure corridors will have to be examined and adapted. The “obstacle-free area" contained in the Project Plan refers to this safety zone plan. The departure routes rely on satellite-based navigation technology. They deviate in some cases from the routes which are currently being flown. As far as possible, their alignment takes into consideration the requirements of spatial planning and noise protection. They can be implemented and introduced in the operating regulations as soon as this navigation technology is approved for use.

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The change from current operation to the planned long-term operating variant will have to be undertaken gradually. The DML and the area subject to noise effects, as well as the long-term operating variant “4-LVP” and the operation specified in the Operating Regulations 2011 which are in force, therefore also take into account the prospective intermediate stages of this conversion. The airport perimeter delimits the area used by the airport installations. It is harmonised with the surrounding uses of the space and protected areas, in particular in the urban area of Kloten and the Kloten cantonal area plan plus the municipal area of Rümlang with the cantonal project for flood protection and for the rehabilitation of the River . The perimeter also includes the area for the extension of runways 28 in the west and 32 in the north planned in accordance with the safety assessment. With the approval by the Federal Council on 18 September 2015, this perimeter was also defined in the structure plan of the canton of Zurich. To improve safety, existing crossings between runway 28 and taxiways are to be eliminated and the traffic flows on the ground are to be completely separated. A new taxiway which runs around the eastern end of runway 28, and new turnoffs for landings on runway 14 are planned. This new taxiway project serves to upgrade the airport installations in order to ensure safety and to maintain the operation of the airport.

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DETERMINATIONS F Z V 1 Intended purpose: Zurich Airport is an international airport. It must establish • conditions which enable airlines to offer the best possible direct connections within Europe and to key centres worldwide and to survive in competition with other airports. Operation as a hub must be possible. The airport has to meet demand for air transport services in the • interests of Switzerland as a business location, as far as this is compatible with the principles of sustainability. The following determinations are consistent with this requirement.

The airport provides an efficient infrastructure and general • operating conditions which are in accordance with its function and the international standard. It provides capacity aligned to this function, as far as this is possible in the context of the statutory provisions and the following definitions relating to operation and

the infrastructure.

The approach and departure system in the course of the day must • be organised within this framework so that safe and efficient flying operations are possible and so that the hourly capacities necessary to handle the volume of traffic are available.

Scheduled flights have priority over charter traffic. As far as the • remaining capacity allows, the airport is open to other air traffic. In this case, flights operating under instrument flight rules have priority.

2 General conditions relating to operation: Operation of the airport is restricted to the following times: • Daytime operation 06:00 to 22:00, night-time operation until 23:00. Within these times flight operations must be assured. Delayed take-offs and landings are to be permitted until 23:30 without special authorisation. However, the airport operator, together with air traffic control and the airlines, makes every possible operational

and economically viable effort to reduce such delays. In particular, these also include measures to improve capacity within the framework of the following determinations relating to the operation and infrastructure of the airport. After 23:30, the airport operator may grant exceptional approval of a justified application by the airline concerned; in the process it takes into account the principles of proportionality. It must ensure that flights after 23:30 are of an exceptional nature and that delays do not become the rule; the ban on night-time flights must remain very largely free from exceptions over the year.

In terms of the operation of the airport, however, safety must be • guaranteed at all times. The international and national standards in force, as well as the results of safety investigations, must be implemented - in co-ordination with the conditions on the airport and with due consideration of the following determinations relating

to operation and infrastructure.

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F Z V In relation to the operation of the airport, the environmental • impact must be limited in accordance with the principles of the

environmental protection legislation. Technical and operational measures must be implemented within the economically

sustainable framework. In particular, on the one hand noise and pollutant emissions are to be limited, whilst the traffic and operational processes are optimised and preference is given to low-emission aircraft when fees are set. On the infrastructure side, on the other hand, full advantage is to be taken of the opportunities of technical progress, as soon as they are sufficiently well developed to be exploited. Special attention is to be given to restricting night-time noise exposure.

Flight operations are to be handled on a long-term basis on a • system using extended runways 28 and 32. In daytime operation, approaches are usually made from the north, or from the east when there is a strong west wind. If landings are not possible from

the north or the east owing to the wind or weather conditions,

approaches are made from the south. Take-offs are made to the west and to the south with a left turn. If there is a Bise wind or fog, take-offs are made to the south; in this case for eastward departures full separation from possible go-arounds on runway 14 must be ensured. Southward departures are flown straight as far as possible; westward departures must turn right as soon as possible. During the morning curfews, landings are made from the south, if • visibility and wind values permit this. Take-offs are flown to the west and the north; in the case of northern landings (an exception according to the DML), to the south and west. Before 06:30 take- offs to the south are permissible only if take-offs to the west are not possible for technical or operational reasons.

At night after 21:00 or during the evening curfews and during • night-time operation after 22:00, landings as a rule take place from

the east; in the event of insufficient weather conditions for landings

from the east, landings are from the south or north. Take-offs are usually made to the north and west; in night-time operation only to

the north, as a rule. In the case of landings from the north, take- offs to the west are also possible.

In the case of operation with landings from the north and east, • throughout the day an hourly capacity of 70 flight movements must be made available. Observance of the “area subject to noise effects” is reserved (see point 5).

With regard to implementation of the provisions agreed with • Germany on the use of South German airspace, the “General conditions relating to operation" are to be adapted after consultation of the cantons concerned. In this case, a curved northern approach based on satellite technology can also be used

in place of the southern approaches, if this is equivalent in terms of safety, environmental impact and capacity.

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F Z V 3 Operating regulations: After the adoption of the Project Plan by the Federal Council, the • operating regulations are to be adapted to these provisions. The switch from the current operation on the existing runway system to operation on extended runways with straight southern departures can take place gradually.

In particular, in the operating regulations the approach and • departure routes must also be defined; the airspace structure must be configured accordingly. As far as possible, the flight routes take into account the requirements of both operational

capacity and noise protection. Their use depends on the air traffic control rules which are in force. In particular, the assignment of flight routes depends primarily on the destination of the flights and the volume of traffic.

The take-off routes can be departed from on instructions from air • traffic control at a height of 5000 feet. In the period between 22:00 and 06:00, aircraft are usually managed on the assigned departure route until they reach flight level 80; in order to separate crossing aircraft, air traffic control may deviate from this, starting from an

altitude of 5000 feet. Routing of approaches up to the final approach point depends on the navigation technology available.

Co-ordination with flight operations on Dübendorf aerodrome must • be ensured; priority must be granted to the operation of Zurich Airport. Military operation of Emmen aerodrome must be assured by appropriate coordination at all times; the military aerodrome has priority in the case of missions.

4 Harmonisation with regional development: The Confederation and the cantons specify a congruent • demarcation line. This demarcation line secures the area for long-term operational development of the airport and ensures harmonisation with the surrounding types of use of the space (Map

1). It lays down a mandatory framework both for the definition of the “area subject to noise effects” in the SAIP (see point 5) and for the determinations in the cantonal guideline plans. Outside of the demarcation line, the flight operations specified in the operating regulations cannot even in the long term cause any noise pollution which exceeds the immission limit value of sensitivity stage II (IGW SS II) according to the Noise Protection Ordinance (NPO). Within the demarcation line, the cantons specify the provisions for regional development in their guideline plan.

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F Z V 5 Area subject to noise effects: The area subject to noise effects limits the development of flight • operations (Map 2).

The permissible noise immissions and the associated legal • consequences of the Noise Protection Ordinance (NPO) are specified on approval of the operating regulations. These

“permissible noise immissions” must lie within the area subject to noise effects, whereby the stipulations for daytime and night-time operation must be complied with separately.

If an improvement in the noise situation can be achieved, the • Federal Council can adapt the “area subject to noise effects” after consultation of the cantons concerned. The proof that such an improvement can be achieved is to be provided in the environmental impact assessment (EIA) relating to the operating

regulations. Such an adjustment is likewise possible if this is necessary as a result of new safety conditions. In connection with an adjustment of the “General conditions relating to operation" to new conditions concerning the use of South German airspace, such an adjustment must absolutely be made.

6 Evidence of noise pollution: The aircraft noise pollution caused by flight operations must be • accounted for and analysed annually. The permissible noise pollution authorised in the procedure relating to the operating regulations must in principle be complied with. Any violations of the permissible noise pollution are to be justified and measures must be indicated as to how these violations can be avoided in the

future. If it is ascertained or expected that noise immissions substantially • exceed (1 dB(A) or more) the permissible impact in the long term (3 years or more), the competent federal agencies take measures necessary for a reduction of the noise pollution.

As a basis for this, the airport operator, within 9 months of • conclusion of the noise survey period, submits to the federal agencies a situation analysis and proposed measures. The federal agencies inform the cantons concerned and the organisations operationally affected of the results of the situation analysis and

consult them about measures for noise reduction.

If no such measures are possible for safety-related or operational • reasons, an adjustment of the permissible noise pollution is to be examined in the context of an approval procedure according to the Aviation Act. The provisions in relation to the area subject to noise effects are to be complied with in this case.

Cantonal systems for monitoring noise pollution are used for • opinion-forming within the canton. They are not binding on the Confederation.

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F Z V 7 General conditions in relation to the infrastructure: The airport provides an infrastructure which is in accordance with • its function as a hub and with the international standard. It is based on the existing runway system. To improve safety and operational processes, extensions of • runways 28 to the west and runway 32 to the north are envisaged. The taxiway system and the other infrastructure installations are to be reviewed and if necessary adapted to the requirements. In particular, in the case of crossing of take-off and landing traffic • on runway 28 by taxiway traffic, appropriate measures are to be taken to ease the situation. Solutions involving bypassing of the runway at the eastern end are to be followed up. Furthermore, where possible measures on the taxiway system are to be

envisaged in order to minimise the runway occupancy time. The definitive balancing of the benefits against the interests of spatial planning and environmental protection takes place within the respective approval procedures in accordance with the Aviation Act.

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F Z V 9 Airport perimeter:

The airport perimeter circumscribes the area occupied by the • airport installations, including the areas necessary for their extension and renovation (Map 4). Among other things, this includes areas for  the westward extension of runway 28 including the associated runway end safety zone and the installation of navigation aids [1],  the northward extension of runway 32 including the associated runway end safety zone and the possible rerouting of the service road and airport fence [2],  the extension of the taxiway system at the eastern end of runway 28 (bypassing of runway 28 and de-icing locations) and for adaptation of the handling and logistics structures [3],  the construction of high-speed taxiways from runway 14 eastward with rerouting of the service route and airport fence plus upgrading of the marshland [4],  Apron extensions, structures for handling, aircraft maintenance, airport maintenance and logistics (in particular also for the relocation of general aviation structures and installations) plus the associated development and parking [5],  a helicopter base [6],  the extension of the rainwater treatment installations [7],

 the extension of the tank farm for the storage of aviation fuels [8],  structures and installations for airport maintenance, aircraft maintenance, logistics and parking [9, 10, 11]. The main use of these extension areas depends on this statement of intended purpose. Other, subordinate airport installations are not excluded.

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EXPLANATIONS COMPETENT AGENCY 1 Intended purpose Federal agency responsible Zurich Airport is Switzerland's largest and most important national airport. for civil aviation: Federal It is of central social and economic importance. It is a key infrastructure Office of Civil Aviation for satisfying the mobility demands of business and society. The airport (FOCA), 3003 has to demonstrate a high level of safety in an international comparison, Airport operator: Flughafen generate economic benefits, meet the mobility needs of the population Zürich AG, Postfach, and business and avoid harmful effects on people and nature as far as 8058 Zürich-Flughafen possible.

The report on Switzerland's aviation policy (Lupo 2016) adopted on 24 February 2016 by the Federal Council states that Zurich Airport must continue in the future to fulfil its role as one of the European hubs for global aviation. It is able to offer an attractive framework to enable the airport and airlines to withstand competition from other countries. The airport has to enable an airline to operate a hub. In order to ease the foreseeable bottlenecks in the short and medium term, the existing capacities must be used as efficiently as possible. When the flight procedures and approach and departure routes are defined, special consideration must be given to noise protection. In this context, compliance with a high safety standard is always a priority.

The determinations relating to the statement of intended purpose, like the other determinations in this Project Plan, are derived from these aviation policy baselines and take into account the principles contained in the concept part of the SAIP of 18 October 2000. They are the result of a comprehensive optimisation process with a general balancing of the interests of the society, the economy and environmental protection and therefore conform to the principles of sustainability. The definition of the order of priority for types of traffic is intended to contribute to optimal utilisation of the limited capacity of the airport, in particular during peak hours, for the air traffic which is in the public interest (scheduled and charter flights). The airport is intended to be available to general aviation flights as far as the remaining capacity permits. As previously, specific types of traffic are not to be excluded.

However, flights operating under instrument flight rules (IFR) are to be prioritised over flights operating under visual flight rules (VFR). This order of priority deviates from the existing arrangement, whereby commercial flights (IFR and VFR) are prioritised over non-commercial flights. The use of the infrastructure should also be governed using market economy measures, e.g. as far as possible through the configuration of the fee system. 2 General conditions in relation to operation The determinations in relation to flight operations are based on a system with extended runways 28 to the west and 32 to the north. They take into consideration the restrictions on the use of South German airspace. These flight operations correspond to operating variant “4-LVP” in accordance with the report on implementation of safety measures in the SAIP dated 15 September 2016. They can be assured throughout the year and under all weather conditions. They consist of various flight operations concepts. A flight operations concept ensures simultaneous landing and take-off operations in a specific operating phase. Depending on the time of day and weather situations, specific concepts only can be applied.

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The basic character of flight operations in daytime operation is defined in mandatory form by the stipulated directions of approach and departure. For the southern straight take-offs, safe operation must be assured in fog and Bise wind situations. At the same time, delay situations in daytime operation can be avoided, allowing the reliability and quality of airport operation to be improved. Straight southern take-offs do not therefore serve to increase overall capacity. Figure 1 shows the flight operations concepts applied. In so far as the designated periods of operation within daytime operation are not fixed in mandatory terms in this Project Plan or in any other legal foundation, they are to be understood as guideline times; in their application, deviations of ±15 minutes can be expected. The approach and departures routes shown in Figure 2 are used as a basis for the determinations relating to flight operations. The alignment of these flight routes requires a satellite-based navigation standard. Until its complete introduction, traffic on routes which are based on conventional navigation technology will have to be managed. The change in flight operation can be introduced in stages (cf. also Section 3). The statement of intended purpose includes the principle that the airport must make available the necessary hourly capacity in accordance with its function to handle the traffic volume. This principle is concretised by the determination of the capacity limit of 70 flight movements per hour in the case of application of the northern and eastern concept in daytime operation. The number of take-offs and landings per hour currently planned is slightly lower than this figure. Against this background the set value is to be understood as a target, in order to improve or at least not further limit the reliability, stability and efficiency of peak-time traffic handling. In the case of the southern concept, this capacity cannot be achieved by a large margin; in the case of operation during night-time hours it is restricted to a considerably lower level because of the area subject to noise effects. The capacity which is actually available will result from the detailed review after the safety assessment. The periods of operation relating to daytime and night-time operation apply as a mandatory standard for the operating regulations. Because of the arrangement according to which regular flight operations may be planned only up to 23:00, compared with other countries very strict regulation is imposed for an airport with direct intercontinental connections and hub operation. In addition, reducing the backlog of delayed flights until 23:30 without special authorisation is to be avoided if possible. The airport operator makes all operationally possible and economically sustainable efforts to achieve this, in conjunction with air traffic control and the airlines, in particular by exhausting the available capacities during the day and by taking targeted measures to improve these capacities (e.g. optimisation of flight routes and flight operations procedures), in so far as this is possible within the framework of the provisions of this Project Plan. It is a matter of taking account of this fact in the context of the balancing of interests which is necessary for the granting of exceptional authorisations during the overnight curfew.

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The special arrangement for take-offs and landings during the night flight curfews is enshrined in the operating regulations. It must comply with the federal legislation in force (Art. 39d Ordinance on Aviation Infrastructure - OAI) and ensure that operability of the airport is guaranteed even in extraordinary operating situations. These may include, for example, serious meteorological conditions as well as technical or operational disruption. When requests for exceptions are assessed, the efforts of the airlines to avoid delays as well as the consequences of a rejection of the exceptional authorisation for passengers and the airline must also be considered and balanced against the population's increased need for rest at night. 3 Operating regulations The determinations in relation to operation will be implemented in the operating regulations after the adoption of the Project Plan by the Federal Council. The operating regulations currently in force, of 30 June 2011, will therefore have to be amended. According to the provisions of the Aviation Act, planning applications for essential adaptations to the infrastructure will have to be submitted at the same time. This implementation can be expressly phased; a process for the implementation of some of the determinations in the Project Plan is currently in progress (the airport operator's application of 25 October 2013). The binding approach and departure routes will be determined not in the Project Plan but in the operating regulations. However, the Project Plan lays down the framework for this determination, with general principles. In addition, the flight routes agreed during the coordination process with the cantons constitute a factor in relation to the noise calculations (cf. Section 5), which also restricts the scope for deviations from the alignment of these routes. The departure routes used as a basis for the noise calculation in relation to the straight southern take-off have been discussed with the Air Force; their alignment is harmonised with the operation of the Emmen military aerodrome. They can therefore be implemented. However, operational coordination with Air Force operations requires a prior review within the framework of the operating regulations (operation concept) and a technical upgrade of air traffic control on the Emmen military aerodrome. The application or operation of the redefined flight operations concepts (approach and departure routes and the associated approach and departure procedures) presupposes a comprehensive safety assessment in accordance with the national and international standards in force (PANS OPS Report, Safety Assessment). This assessment takes place in the course of the approval procedure relating to the operating regulations and before the commencement of flight operations. As a result of this assessment, deviations from the planned alignment and assignment of the flight routes cannot be excluded. In this regard, the implementation of the determined flight operations is subject to a specific reservation. On the basis of the safety assessments already undertaken, however, it can be assumed that it is feasible in its essential respects. The determination according to which it will be possible to exit the departure routes at a height of 5000 feet (above sea level) corresponds in daytime operation (06:00 to 22:00) to current air traffic control practice. In the night-time hours, the departure routes may be exited only at flight level 80 (8000 feet above sea level, standard atmospheric pressure). In principle this arrangement should be maintained. However, deviations from these departure routes are already possible above 5000 feet in order to guarantee coordination with traffic on approach. Additional restrictions would increase the complexity of the overall system and would limit capacity. In particular, in the periods with a large volume of traffic, flexible traffic management above 5000 feet is essential in order to maintain the airport's capacity and avoid delays. .

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Sectoral Aviation Infrastructure Plan (SAIP)  23.08.2017 Part IIIC Sectoral Plan contents specific goals and standards / Project Plans ZH-1

In relation to the concentration of the noise immissions above the densely populated area in the vicinity of the airport, if necessary, waypoints can be introduced into the operating regulations which it would be mandatory to pass over. Technological innovations in navigation which contribute to safety or to noise protection are to be examined and introduced as soon as they are commercially available. 4 Harmonisation with spatial development (demarcation line) The operational development of the airport and the surrounding uses of space are harmonised by means of the demarcation line (DML), which the Confederation and the cantons concerned define congruently in their planning instruments. The DML shown in Map 1 corresponds to the noise envelope for the immission limit value of sensitivity stage II (IGW SS II) in accordance with the Noise Protection Ordinance (NPO). This envelope consists of the “permissible noise immissions” (NPO Art. 37a) according to the current operating regulations from June 2011, the noise envelope relating to long-term operating variant “4-LVP” and the noise envelopes of two prospective intermediate stages on the way to this operating variant (cf. also report on the demarcation line in the documentation relating to the Project Plan dated 15 September 2016). Outside of the fixed DML, it can be assumed in the long term that the flight operations will not cause noise pollution which exceeds IGW SS II. Conversely, within the DML a breach of the IGW and the corresponding consequences according to the NPO can be expected. The specifications for spatial development within the AGL are laid down by the cantons concerned - Zurich, Aargau and Schaffhausen - in their structure planning (e.g. restrictions in the residential area). They take appropriate precautions in their spatial planning to avoid future conflicts between operation of the airport and surrounding utilisation as far as possible. The DML is therefore intended to define a reliable framework for spatial development (in particular for residential development in the region of the airport) and consequent medium- to long-term legal security. 5 Area subject to noise effects The scope of development for flight operations is limited by the “area subject to noise effects”. This area is a sectoral planning instrument. The stipulations according to the NPO are applied not directly but only following the definition of the “permissible noise immissions” in the approval framework for the operating regulations. The “area subject to noise effects” is based on the noise envelopes for the same operating conditions as the DML (cf. Section 4). Map 2 shows the noise envelopes for the planning value (PW) and the IGW of ES II for daytime operation and in the first night-time hour according to the NPO. They also show the noise envelopes of ES III and IV. The determining factors for the calculation of these envelopes are the annual number of movements and their distribution over daytime and night-time operation, the composition of the fleet and the flight routes. The forecast traffic for the year 2030 is used as a basis for the noise calculations of operating variant “4-LVP” (demand forecast of February 2014). The annual number of movements is approximately 346,000 in total, of which approximately 36,000 movements fall under general aviation. In the case of operation in the first night-time hour (22:00 to 23:00) 12,800 flight movements are used for calculation purposes.

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Sectoral Aviation Infrastructure Plan (SAIP)  23.08.2017 Part IIIC Sectoral Plan content  Infrastructure-specific goals and procedures ZH-1

The individual foundations for the noise calculation (capacities and movement numbers according to the demand forecast, fleet composition in daytime and night-time operation and ranges of variation) are to be taken from the documentation for the adaptation of the SAIP Project Plan dated 15 September 2016 (reports relating to the aircraft noise calculation of November 2015). Map 2 also shows separately the envelope for the planning value of ES II of the “permissible noise immissions” according to the Operating Regulations 2011 (noise envelope for daytime and night-time operation). The municipalities concerned are listed under the “Initial situation". Also affected by the “area subject to noise effects” are the municipalities of Adlikon, Andelfingen, Brütten, Dägerlen, Dinhard, Fällanden, Henggart, Hettlingen, Neftenbach, Regensberg, Seuzach, Thalheim an der Thur, Zollikon and Zumikon in the canton of Zurich, as well as the municipalities of Killwangen, Lengnau, Neuenhof, Oberrohrdorf, Remetschwil, Spreitenbach and Wislikofen in Aargau canton. The “area subject to noise effects” must be taken into consideration as a mandatory stipulation during the approval of the operating regulations, i.e. the “permissible noise immissions” according to the NPO - differentiated according to daytime and night-time operation - must not exceed the values of these noise envelopes. The definition of the noise envelope for night-time operation is based on the forecast traffic in the first night-time hour. It assumes that the noise pollution in the second night-time hour (possible reduction of backlog of delayed flights between 23:00 and 23:30) is less than in the first hour. The “permissible noise immissions" must not exceed the values of the “area subject to noise effects” for night-time operation for both the first and the second night-time hour. The “area subject to noise effects” is intended to indicate to the authorities, for structural and usage planning, the possible extent of noise pollution, which becomes relevant with the approval of the operating regulations for the banning and development of construction zones. Such usage restrictions, however, are applied only after the definition of the “permissible noise immissions” according to NPO Art. 37a. Provisions for spatial development in the cantonal guideline plans must be adapted to the demarcation line (cf. Section 4). To improve the noise situation, the Federal Council can adapt the “area subject to noise effects” after consulting the cantons concerned. The evidence that such an improvement can be achieved is to be provided in the environmental impact assessment (EIA) relating to the operating regulations. Such an adjustment is likewise possible if this is necessary as a result of the implementation of new safety requirements. The noise exposure register (NER) is generated on the basis of the noise pollution determined according to the provisions of the NPO. Usually the noise envelopes stipulated in the NER correspond to the “permissible noise immissions”, as specified on the approval of the operating regulations. The airport operator operates a charging model in accordance with the legal basis in force which takes into appropriate consideration the noise and pollutant emissions of aircraft based on the current state of the art.

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Sectoral Aviation Infrastructure Plan (SAIP)  23.08.2017 Part IIIC Sectoral Plan contents specific goals and standards / Project Plans ZH-1

7 General conditions in relation the infrastructure The determinations relating to the infrastructure define the frameworks for the structural development of the airport. They are in accord with the determinations relating to operation and are also based on operating variant “4-LVP”. The existing and planned infrastructure installations are shown in Figure 3. The fundamental balancing of interests with surrounding usage and protected areas has taken place. Deviations during the definitive design of these installations are possible, in so far as they fall within the defined scope of development (cf. Section 9). The final assessment in the context of the planning approval procedures is also reserved. More detailed information on the planned structures of runway and taxiway systems and on their harmonisation with the environment can be found in the documentation relating to the adaptation of the SAIP Project Plan of 15 September 2016. The extension of runway 28 to the west is intended to enable landings for all types of aircraft in all weather conditions. In this way diverting flights to runway 34 can be avoided; this contributes to reducing complexity in operation and to improving safety. The necessary covering (culvert) of the River Glatt requires an exceptional authorisation in accordance with the Waters Protection Act. According to an initial assessment of the legal situation, such an authorisation can be granted, but the definitive assessment of the situation remains reserved in the planning approval procedure. The northward extension of runway 32 is intended to enable take-offs for all aircraft types, avoiding diversion onto the longer runway 34. The location of the accompanying structures in the Vordermoos area (airport fence, service road) will still have to be determined in the planning approval procedure in accordance with nature protection. The construction of a new taxiway around the eastern end of runway 28 means that existing crossovers between the runway and taxi traffic can be eliminated. New taxiway turn-offs to the left from runway 14 will serve to separate taxiing traffic on the ground. This project is also a measure by means of which the risks in the operation of the airport can be reduced and an improvement in safety can be achieved.

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Sectoral Aviation Infrastructure Plan (SAIP)  23.08.2017 Part IIIC Sectoral Plan content  Infrastructure-specific goals and procedures ZH-1

9 Airport perimeter The airport perimeter consists on the one hand of the areas which serve the infrastructure for aircraft take-offs and landings (runways and taxiways, including safety areas). The position and extent of these areas are in principle defined by the international standards in force. On the other hand, it covers the areas used by the other airport installations (structures and installations for passenger and cargo handling, business aviation structures and installations, landside traffic areas including parking, supply and disposal installations, etc.). The requirement for additional areas for airport installations results from the extension of runways 28 and 32, the extension of the taxiway system at the eastern end of runway 28 and along runway 14 (cf. Section 7), the associated relocation of general aviation structures and installations on the western side of the airport, requirements for space in the area of the gates due to the introduction of EU safety regulations, the space requirement in the passenger handling area due to the implementation of the Schengen agreement, the space requirement for mandatory stockpiling of aviation fuel or the space requirement for the treatment of the rain water (retention filter basin). The additional requirement for space at the airport terminal (for parking facilities, among other things) is justified by the predicted increase in the volume of traffic (higher passenger numbers). The statement of intended purpose, as determined for the individual extension areas within the perimeter, is based on the airport operator's master plan. The statement of intended purpose describes the main use of these areas and is binding in this regard. The construction of ancillary airport installations or installations used only for a limited period which do not conform to this intended purpose is possible in justified cases.

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Sectoral Aviation Infrastructure Plan (SAIP)  23.08.2017 Part IIIC Sectoral Plan contents specific goals and standards / Project Plans ZH-1

12 Binding nature of the content of this Project Plan: On adoption by the Federal Council, the “determinations" are binding on authorities at all levels. Pursuant to Art. 22 of the Spatial Planning Ordinance (SPO) this also applies to Zurich Airport AG, which as the licensee is one of the “organisations and persons under public and private law... entrusted with the fulfilment of public duties" listed therein. In addition, in accordance with the operating licence of 31 May 2001, “the quantity and management of the permissible air traffic" must conform to the stipulations of the SAIP". The “Explanations” are intended to explain the determined situation in greater detail; in this sense, no independent binding character is attached to them. The same applies to the technical data and the information on the status of planning and coordination in the section entitled "Initial situation".

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Sectoral Aviation Infrastructure Plan (SAIP)  23.08.2017 Part IIIC Sectoral Plan content  Infrastructure-specific goals and procedures ZH-1

FIGURES RELATING TO THE EXPLANATIONS

Figure 1: Deployment of the flight operations concept Operation on a system with extended runways 28 for landings and 32 for take-offs with restrictions in German airspace • During IO curfews in the morning: 06:00-07:00 southern approaches, Sa/Su 06:00-09:00 southern approaches; in the evening: 21:00-23:30 eastern approaches, Sa/Su 20:00-23:30 eastern approaches • Outside IO curfew times: main landing direction from the north, if strong west wind from the east; take-offs to the west and south with left turn, in the case of Bise wind or fog, take offs to the south, straight • Take-offs in night-time operation usually to the north • Southern approaches in rare weather situations with strong north wind and poor visibility

Application of the flight operations concepts as a function of weather situation and time of day (changeover times +/– 15 min.):

Weather situation s

-

wind

wind

wind

Bise

south south

visibility

Time

Light

wind poor wind

ng northng

Light

o

rong west west rong r

Fog Bise wind

Good Poor visibility St wind St west visibility 06:00 - 06:30 S 18 S 18 N 1.13 A O 2.0n N 1.13 A S 18 S 18 06:30 - 07:00 S 6.0 S 6.0 N 1.13 A O 1.0a N 1.13 A S 18 S 6.0 07:00 - 09:00 Sa/So S 6.0 S 6.0 N 1.13 A O 1.0a N 1.13 A S 18 S 6.0 07:00 /09:00 - 20:00 N 1.11 N 1.11 N 1.13 A O 1.0a N 1.13 A N 1.13 A S 6.0 /21:00 20:00 - 21:00 Sa/So O 1.0a S 6.0 N 1.13 A O 1.0a N 1.13 A S 18 S 6.0 21:00 - 22:00 O 1.0a S 6.0 N 1.13 A O 1.0a N 1.13 A S 18 S 6.0 22:00 - 23:00 (23:30) O 2.0n S 18 N 3.2 O 2.0n N 1.11n S 18 S 18

Daytime First night-time hour 06:00 to 22:00 22:00 to 23:00 (23:30)

Take-off Landing

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Sectoral Aviation Infrastructure Plan (SAIP)  23.08.2017 Part IIIC Sectoral Plan content  Infrastructure-specific goals and procedures ZH-1

Figure 2: Approach and departure routes

SAIP Project Plan Zurich Airport – Overview of departure routes

Departure routes Route management in the trans-frontier Exit point approach and departure area has still to be Military training areas with 5 NM buffer area jointly planned with German air trffic control and amicably harmonised. Data sources: Vector200: Federal Office of Topography

SAIP Project Plan Zurich Airport – Overview of approach routes

Northern concept Eastern concept Southern concept Final approaches

Data sources: Vector200: Federal Office of Topography

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Sectoral Aviation Infrastructure Plan (SAIP)  23.08.2017 Part IIIC Sectoral Plan content  Infrastructure-specific goals and procedures ZH-1

Figure 3: Infrastructure and perimeter

SAIP Project Plan Zurich Airport – Infrastructure and perimeter

Airport perimeter Extension areas Flight operations areas, existing Extensions, runway and taxiway system River Glatt remediation Municipality boundaries

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Sectoral Aviation Infrastructure Plan (SAIP)  23.08.2017 Part III C Sectoral Plan content  Infrastructure-specific goals and procedures ZH-1

Explanation of terms relating to the Project Plan

Determinations  Stipulations F  Interim results Z  Preliminary orientations V Stipulations Stipulations indicate how activities with spatial impact are F harmonised with each other. A harmonisation instruction may be described as a stipulation if

 sufficient cooperation has taken place; and  the material requirements for the co-ordination are met (rough harmonisation).

According to Article 15 of the Spatial Planning Ordinance (SPO), a

specific project can be specified only if there is a need for it, a review

of alternative locations has taken place, the project is appropriate for

the location concerned, the essential effects on space and the

environment can be roughly assessed on the basis of the existing

foundations and if compatibility with the relevant legislation

provisionally exists. Stipulations bind the authorities in the matter and in the procedure; they specify the spatial, temporal and organisational frameworks within which the authorities can operate in the fulfilment of their tasks with spatial impact.

Interim results Interim results indicate which activities with spatial impact are not yet harmonised with each other in all parts. A harmonisation instruction may Z be described as an interim result if  cooperation has been initiated; and  it cannot yet be finally judged whether the material requirements for coordination are met. Interim results bind the authorities in the procedure and - as far as it is settled - in the matter: they oblige the authorities to provide reciprocal information if the circumstances change substantially. Audit assignments are by definition defined as an interim result.

Preliminary Preliminary orientations indicate activities with spatial impact which orientations may have substantial effects on land use, but which cannot yet be described to the extent necessary for harmonisation. A V harmonisation instruction may be described as a preliminary orientation if  the envisaged activity with spatial impact cannot yet be sufficiently determined in order to establish the need for supra- local coordination; and  cooperation has not yet been initiated. Preliminary orientations generally bind the authorities in the procedure; they oblige the authorities to provide reciprocal information if the circumstances change substantially.

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