Airport Masterplan 2035 LOW RES

Masterplan 2035
Policy and Guidance
10.10 The Aviation Policy Framework broadly seeks to limit and
also be reduced in future government policy. The Airspace
Aircraft ‘Air’ Noise
10.19 The contour footprints have been assessed against
The potential extension of the runway would result in a
10.6 There is a range of legislation and guidance applicable to
where possible reduce the number of people significantly
Policy Framework also proposes changes to the current
10.15 Aircraft noise describes the noise produced by an aircraft
households and population contained within each
different pattern of exposure owing to the changing nature
the control noise and its impact, some of which is widely
impacted by noise. It also sets out compensatory
compensatory requirements set out in the Aviation Policy
during flight, preparing for departure and decelerating
contour. They indicate that the potential increase in airport
of aircraft operations, which we have modelled from
applicable, and some of which is specific to aviation.
requirements –
Framework.
following landing.
operations could result in a larger population being
2030-2035.
10.7 The Noise Policy Statement for England is the Governments
noise strategy aimed at avoiding and mitigating the impact
of noise on health and quality of life. It uses the World Health
Organisation definition of impact, which are transferable to
aviation noise policy and the thresholds which are set –
l NOEL – no observed effect.
l LOAEL – lowest observed adverse effect level,
which is when impact on health and quality of life can
be observed.
l SOAEL – significant observed adverse effect level.
10.8 The mitigation and control of aircraft noise is dictated by a
range of legislation set out by the International Civil Aviation
Organisation (ICAO), the European Union, and the UK
government. ICAO and the UK Government through the
Aviation Policy Framework support a balanced approach to
noise management by –
l Reducing noise at the source.
l Land use planning and management.
l Noise abatement from operational procedures
and timetabling.
10.9 The Sustainable Aviation Road Map for Noise (2013) sets
out the UK aviation industry’s blueprint for managing noise
from aviation sources to 2050, based on the ICAO balanced
approach.
l Assistance in the cost of moving for households
30
exposed to noise levels of 69 dBL AEQ, 16h or more.
l Insulation or alternative measures for noise sensitive
buildings like schools and hospitals exposed to 69
dBL AEQ, 16h or more.
l Financial assistance toward noise insulation for
residential properties which experience a 3db increase
as a result of development leading to a level of 63
dBL AEQ, 16h or more.
10.11 In determining noises level where there is an adverse
impact on the local community we presently use levels
set in the Aircraft Noise Index Study (ANIS). It reported
that 57dB L Aeq 16h
is the daytime threshold for the onset of
community annoyance. The equivalent figure for night time
is 48 dBL Aeq,8h. However, it should be noted that individual
noise events, as well as average levels, are important
considerations for the night-time period.
10.12 Legislation regarding aircraft noise is currently in transition.
The Government consulted on the Airspace Policy
Framework in 2017 31 which indicated that the thresholds
for noise impact from aviation will likely change. The
Survey of Noise Attitudes Study (SoNA) indicates that the
sensitivity to aircraft noise is increasing, and that the same
percentage of people were highly annoyed at 54dB L Aeq 16hr
as there were at 57dB L Aeq 16hr
in a past study. This suggests
that the identified onset of community annoyance could
30
dB
Laeq - method to describe sound levels that vary over time, resulting in a single decibel value which takes into account the total sound energy over a given period.
This gives a representative continuous level. For daytime this is the 16 hour period from 7 00-23.00 and for night time the 8 hour period from 23.00-7.00.
31
https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/588186/uk-airspace-policy-a-framework-for-balanced-decisions-on-the-design-and-use-of-airspace-web-version.pdf
10.13 Local Planning Authorities also play a role through local
development plan policy and potentially controls set
through planning conditions and agreements. The NPPF
dictates that planning policy should avoid noise giving
rise to adverse impacts on health and quality of life as
a result of new development, and seek to minimise and
reduce the impact to a minimum. It recognises however
that “development will often create some noise and existing
businesses wanting to develop in continuance of their
business should not have unreasonable restrictions put on
them because of changes in nearby land uses since they
were established”.
10.14 An increase in the number of air traffic movements, change
in the make-up of these movements in terms of aircraft type
and destination, and increased vehicle movements on the
ground could impact on local noise levels.
10.16 In order to assess the current and future noise impacts, a
noise contour modelling exercise was undertaken by the
Environmental Research and Consultancy Department
(ERCD) of the Civil Aviation Authority (CAA), using the
internationally recognised ANCON-II noise model. The
modelling is based on forecast future flight schedules
and so takes account of the forecast number and types of
aircraft, destinations, and flight paths based on our noise
and monitoring tracking system. Noise contour maps were
produced for each review year of the Masterplan, as shown
in Appendix 2.
10.17 Noise contours provide an indication of the average noise
exposure within a particular area around the Airport.
Levels for the day-time contours start at 54 dB L Aeq 16h and
the night-time contours at 48 dBL Aeq 8h increasing in 3dB
steps to 72dB L Aeq 16h and 66 dB L Aeq 8h respectively.
10.18 If changes to Government policy in relation to the onset
of community annoyance from aviation noise are adopted,
we will review the impact of current and potential future
operations. Whilst contours and indicator noise thresholds
provide valuable and robust information, we appreciate that
noise is subjective and populations not contained within
the identified metrics might hear the Airport’s operations.
We will continue to work cooperatively with communities,
the local planning authority, and developers close to the
contours to understand noise exposure levels and respond
to all complaints.
exposed to aircraft noise in terms of the 54 dBL Aeq 16h
and 63 dBL Aeq 16h contours during the day and the
48 dBL Aeq 8h
, and 54 dBL Aeq 8h
at night,.
This is shown in Table 5.
Table 5 – Estimated Increase in Population Exposed to Noise Over the Masterplan Period With
and Without a Runway Extension for Potential Future Peak Day Operations
Period
Day
Night
Noise Level
Population
within
54 dBLAeq
16h contour
Population
within
63 dBLAeq 16h
contour
Population
within
48 dBL Aeq
8h contour
Population
within
54 dBL Aeq
8h contour
2016
population
baseline
Without extended runway
(2035)
Estimated
population
within noise
contour
Increase over
2016 baseline
With extended runway
(2035)
Estimated
population
within noise
contour
Increase over
2016 baseline
3,650 8,050 4,400 8,950 5,300
0