The Mayor's Ambient Noise Strategy - Greater London Authority

120 Mayor of London
The Mayor’s Ambient Noise Strategy
development could only be considered on the basis that it resulted in no
net increase in the total area of the 57 dB L Aeq 16 hour
contour compared
with summer 2002, an area of 127 square kilometres. Any extra runway
or terminal would require further planning permission.
4C.5 The UK Government is responsible not just for overall aviation policy as
set out in the White Paper and other instruments, but for key regulatory
decisions relevant to noise for airports designated under the Civil Aviation
Act 1982 - Heathrow in London, and Gatwick and Stansted outside.
London City Airport is regulated through planning legislation, including a
planning agreement between the operator and the London Borough of
Newham. The London Borough of Bromley is both local planning
authority and landowner at Biggin Hill. The Mayor’s powers relate mainly
to strategic development control 7 of any new airport facilities within the
GLA area, and securing more sustainable surface access. Many other
bodies are involved in managing noise, including international
organisations, aircraft engine and airframe manufacturers, air traffic
control, airport operators, airlines and pilots. The Ministry of Defence has
overall policy responsibility for Northolt.
Box 39: Consultation related to air navigation and noise
Section 371 of the GLA Act 1999 requires any provider of air navigation
services to consult the Mayor on specified alterations or additions to
routes or procedures which would have a significant adverse impact on
noise. The Director of Airspace Policy at the Civil Aviation Authority is the
regulatory authority responsible for overseeing the technical design of
airways, holding arrangements and related frameworks. National Air Traffic
Services (NATS) is responsible for any proposals to change such
arrangements, in consultation with other interested parties, and for dayto-day
air traffic control. Controllers have tactical discretion as to how
aircraft are routed within the overall framework. Changes in airspace
structure with significant noise effects are infrequent. For example, the
Noise Preferential Routes used on departure at Heathrow (see below)
have been in use for many years. Any proposal for change would be
required to be the subject of wide consultation. Policy 50 below calls for
review of airspace design and management to reduce noise impacts. See
also box 47.
4C.6 The Mayor’s Transport Strategy recognises that provision of adequate
airport capacity to meet London’s needs, as a world city and the
international gateway to the UK, is important. However, London’s
environment also needs to be protected (Transport Strategy, Policy 4L.1).
Noise is, of course, one of the key environmental issues for air transport,
along with air quality, and, increasingly, greenhouse gas emissions. The