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Draft Noise Action Plan Summary
Environmental Noise (England) Regulations 2006
Draft subject to formal adoption and approval by
The Secretary of State for Environment, Food and Rural Affairs
Environment Team
November 2009
1.0 Introduction
The Liverpool John Lennon Airport (JLA) Noise Action Plan has been prepared in
response to the Environmental Noise Directive (2002/49/EC) which requires all
Member States within the European Union to produce Strategic Noise Maps and Action
Plans for the main sources of environmental noise, including airports. Liverpool Airport
Limited, as operator of JLA, is the competent authority for airport aviation noise.
Therefore, JLA has been responsible for the preparation of the Draft Noise Action Plan
which has been developed after public consultation feedback and the support of the JLA
Noise Monitoring Sub-Committee with their pre-consultation input. The Draft Noise
Action Plan can only be adopted by JLA once approval has been given by the secretary
of State for the Environment, Food and Rural Affairs.
1.1 JLA’s Location and Ownership
JLA is located approximately six miles to the south east of Liverpool City Centre on the
northern banks of the Mersey Estuary. The airport’s neighbours include the residential
communities of Speke in Liverpool to the north and Hale Village, within the Borough of
Halton, to the east. To the North West, JLA borders Liverpool International Business
Park on the old northern airfield, and the grounds of Speke Hall which is a National
Trust property with a significant number of visitors. To the west of the airport and to
the south of the Oglet are six kilometres of unpopulated tidal estuary.
JLA is part of the Peel Airports Group which includes Durham Tees Valley, Robin Hood
Doncaster Sheffield, and City Airport Manchester. In turn, Peel Airports is one of the
four divisions that make up the Peel Group of Companies which is one of the leading
property and transport companies in the UK. The other three divisions are: The
Trafford Centre, an award winning regional shopping and leisure complex, Peel Land &
Property, owners of substantial property investment, development and land assets, and
finally Peel Ports, operators of the Mersey Docks and Harbour Company, Clydeport,
Heysham, Medway Ports and the Manchester Ship Canal.
1.2 Aerodrome facts and Stats
The operational site of LJLA extends to around 186 ha (460 acres). The runway and its
associated taxiway is aligned east-west across the southern part of the site. The current
runway (bearing 09/27) is 2286m long and 20m above sea level. A full length parallel
taxiway to the north of the runway serves all airside facilities. The main aircraft stands
provide capacity for 28 aircraft and are situated towards the north western part of the
site. The runway is open for operation 24 hours per day, 365 days of the year.
CAA airport statistics show that LJLA had 91,263 aircraft movements, of which 48,033
where air transport movements and 243 were military, and served approximately 4.962
million passengers in 2006.
1.3 The Future Development
JLA has a catchment area of approximately 6.9 million people within 60 minute drive
time of the Airport and has grown from approximately 0.5 million passenger per year in
JLA Draft Noise Action Plan Summary Page 1
1997 to 5.33 million passenger per year with 84,890 aircraft movements, of which
44,614 were commercial aircraft and 398 were military in 2008.
The JLA Master Plan forecasts that the Airport could be 8.3 million passenger per year
by 2015 and 12.3mppa by 2030 with 40,000T cargo by 2015 and 220,000T cargo by
2030.
2.0 Strategic Noise Mapping
In 2007, JLA prepared Noise Maps under the Environmental Noise (England) Regulations
2006. This formed part of a requirement for the Strategic Noise Maps under the
Environmental Noise Directive (END). Noise Maps were created based on actual
aircraft movements during the calendar year of 2006, and used the prediction
methodology of the Integrated Noise Model (INM) Version 6.2a software.
The maps were presented as noise contours, and were assessed for a number of noise
parameters relating to the average noise level in decibels over specific periods of time.
Also included are estimates of the area (table 1), number of dwellings and population
(table 2 to 6) covered within each noise contour bands.
Table 1: Noise Contour areas for Lden LAeq,16h Lday Levening & Lnight
Contour
Lden (km2) LAeq,16h (km2) Lday (km2) Levening (km2) Lnight (km2)
Level (dB)
≥ 45 - - - - 23.08
≥ 50 41.80 25.76 27.71 19.71 9.58
≥ 55 17.00 10.88 11.69 8.26 3.68
≥ 60 7.04 4.37 4.75 3.17 1.39
≥ 65 2.64 1.65 1.78 1.25 0.64
≥ 70 1.07 0.77 0.82 0.62 -
≥ 75 0.54 0.41 0.43 0.32 -
Tables 2 to 6 give estimates of the number of dwellings and people exposed to different
noise levels for each parameter. The dwelling and population counts have been provided
by DEFRA, and have been rounded the number of dwellings to the nearest 50, whilst
the population has been rounded to the nearest 100.
Table 2: Estimated total number of people Table 3: Estimated total number of people
and dwellings above various noise and dwellings above various noise
levels, Lden levels, Lday
Noise Level Number of Number of Noise Level Number of Number of
(dB) Dwellings People (dB) Dwellings People
≥ 55 2,450 5,700 ≥ 54 1,750 4,200
≥ 60 900 2,200 ≥ 57 1,100 2,700
≥ 65 < 50 < 100 ≥ 60 350 800
≥ 70 < 50 < 100 ≥ 63 <50 <100
≥ 75 0 0 ≥ 66 <50 <100
≥ 69 0 0
JLA Draft Noise Action Plan Summary Page 2
Below is an example of the strategic noise maps for JLA showing the noise contour map
for Lden which is the LAeq over 24 hours, but with the evening (19:00 to 23:00 hours)
values weighted by the addition of 5 dB(A) and the night (23:00 to 07:00 hours) values
weighted by the addition of 10 dB(A).
Map showing Lden Noise Contours for Liverpool John Lennon Airport
The other strategic noise maps showing the LAeq,16h Lday Levening & Lnight noise contours can
be seen in the Draft Noise Action Plan which is available from the JLA website.
JLA Draft Noise Action Plan Summary Page 3
Table 4: Estimated total number of people Table 5: Estimated total number of people
and dwellings above various noise and dwellings above various noise
levels, Levening levels, LAeq, 16h
Noise Level Number of Number of Noise Level Number of Number of
(dB) Dwellings People (dB) Dwellings People
≥ 54 1,200 2,900 ≥ 54 1,600 4,000
≥ 57 550 1,400 ≥ 57 1,000 2,400
≥ 60 100 200 ≥ 60 300 700
≥ 63 <50 <100 ≥ 63 <50 <100
≥ 66 <50 <100 ≥ 66 <50 <100
≥ 69 0 0 ≥ 69 0 0
Table 6: Estimated total number of people
and dwellings above various noise
levels, Lnight
Noise Level Number of Number of
(dB) Dwellings People
≥ 48 1,750 4,200
≥ 51 1,000 2,500
≥ 54 400 1,000
≥ 57 <50 <100
≥ 60 <50 <100
≥ 63 <50 <100
≥ 66 0 0
The Strategic Noise Maps and the associated information about the area, number of
dwellings and people within each noise contour band provides an objective measures of
the overall noise impact of aircraft using JLA.
3.0 Public Consultation
The Draft Noise Action Plan for JLA was launched by a press release on 1 July 2009 and
followed by a public consultation that extended over a sixteen week period. JLA has
taken into consideration comments received to amend the Noise Action Plan. An
analysis of the responses to the consultation can be found in the Noise Action Plan
Consultation Report which is available on the JLA website.
All views, both positive and negative have been taken into consideration along with
current national and local policy, social and economic benefits in order to come to a
balanced view on how to take the Draft Noise Action Plan forward.
4.0 Managing Noise at JLA
The aviation industry has an unparalleled record of successful innovation over the past
30 years. Improvements in aircraft technology and design have resulted in a reduction of
an aircraft’s noise of around 20 dB. All commercial aircraft currently operating in the EU
must comply with the ICAO Chapter 3 noise standard.
JLA Draft Noise Action Plan Summary Page 4
From 2006, all newly designed or manufactured aircraft must comply with the tighter
Chapter 4 standard, which represents a 10 dB reduction on measurements for Chapter
3 aircraft. As older noisier aircraft are phased out of use and replaced by modern,
quieter aircraft, this will bring further noise improvements for each individual aircraft
movement.
• Rules of the Air
All civil aircraft must fly within the guidelines of the Air Navigation Orders (ANO) and
the Rules of the Air Regulations (RoA) which are the responsibility of the Civil Aviation
Authority’s Aviation Regulation Enforcement Team. Rule 5 - in the RoA gives the
indications of the expected minimum height restrictions placed upon aircraft operators,
therefore, aircraft are not permitted to fly over congested areas below a height of 1,000
feet above the highest fixed obstacle within a horizontal radius of 600 metres of the
aircraft or below such height as would enable it, in event of a power unit failure, to
make an emergency landing without causing danger to persons or property on the
surface.
• UK AIP Instructions
The UK AIP is the prime official source of information for pilots using the UK’s airspace
and airports. The AIP is made up of three parts: General, En-Route and Aerodromes.
JLA has its own AIP entry with detailed charts and data. Part of the information
included in JLA’s UK AIP entry is the Noise Abatement Procedures which are
summarised below:
Airlines using the JLA should be ensure at all times that aircraft are operated in
a manner calculated to cause the least disturbance practicable in areas
surrounding the aerodrome.
Inbound commercial aircraft should maintain a height of at least 2000 ft above
aerodrome level until cleared to descend for landing.
Aircraft departing on Runway 27 of more than 5730 kgs (12,500 lbs) MTWA
will, after take-off, climb straight ahead at maximum rate to 1000 ft before
turning.
Aircraft departures on Runway 09 between 2300 and 0700 (winter) 2200 and
0600 (summer), will only be allowed when over-riding operational
considerations necessitate its use. Aircraft that do depart on runway 09 will
after take-off make the initial turn onto outbound heading as soon as
practicable, but not below 500 ft and not before passing the end of the runway.
After completion of the initial turn onto outbound heading, all turbo-fan
powered aircraft departing either runway 09 or 27 shall reduce power for
noise abatement purposes so as to maintain a rate of climb of at least 500 ft
per minute at power settings which will ensure progressively decreasing noise
levels at points on the ground under the flight path.
Turbo-fan and turbo-prop aircraft are expected to apply continuous descent,
low power; low drag approach techniques where practical to do so.
• Quota Count
JLA manages a Night Quota Count system (QCS). Each type of aircraft is given a
separate ‘Quota Count’ value for landing and take-off, based upon the noise levels
measured at the time when that aircraft type was first certified. There are seven QC
JLA Draft Noise Action Plan Summary Page 5
categories (excluded exemption) and these double with each increase of 3 decibels.
Aircraft are assigned Quota Counts (QC) for arrival and departure from 0.25 to 16.
JLA monitors and records all quota count points accrued by aircraft movements in the
quota period. The annual limit of quota points is 18000 per annum. The Night Quota
Period is from 2330 hours to 0600 hours and is based on the historical Quota Count
System developed for the designated London Airports. The JLA Night Quota period is
different from the END night period which is 23:00 to 07:00.
• Aircraft Movement Restrictions
A further element of the Quota Count Scheme is the restriction on movements of
aircraft with QCS of QC/8 and QC/16 between 23:00 and 07:00, which means these
aircraft, should not be scheduled to take-off or land at JLA.
• Engine Testing
Aircraft engine testing is subject to the approval from JLA this shall only be permitted
between the hours of 0700 and 2300 (local). Outside these hours engine testing will
not be permitted other than in exceptional operational circumstances.
• Preferred runway
JLA has one runway that can be used in two directions, i.e. the aircraft can approach
from the east and depart towards the west (Runway 27) or diametrically opposed
(Runway 09). The orientation of runway use is selected by Air Traffic Control (ATC)
primarily based on wind speed and direction at the Airport to ensure safe, stable and
efficient operation of aircraft as they approach or depart. When possible the preferred
runway (Runway 27) is used for departing aircraft to minimise noise impact. When
aircraft depart towards the west on runway 27, there is natural noise mitigation as there
are no properties within the first 5.8 kilometres of the aircraft flight, because of the
large expanse of the Mersey tidal estuary.
• Noise Monitoring Sub Committee
JLA has a Noise monitoring Sub Committee, the main role of which is to:
i. be a technical sub-committee of the JLA Consultative Committee to advise on
noise matters.
ii. meet when required (but at least quarterly).
iii. to consider issues related to the Airport’s noise impact on the local environs
and communities.
The members of the sub-committee are drawn from a range of organisations within the
local community and government.
• Noise Monitoring & Track Keeping System
The Noise Monitoring and Track Keeping System (NM&TKS) enables JLA to report
accurately the altitude, position, aircraft type and noise generated by each aircraft
movement.
• Preferred Noise Routes
JLA recognises that there is a balance of social and environmental benefits to be gained
by concentrating aircraft along the least possible number of routes. This is consistent
JLA Draft Noise Action Plan Summary Page 6
with the current airspace management best practices, as the overriding need to ensure
the safe separation of aircraft concentrates air traffic along a relatively small number of
routes. Departing aircraft from JLA, with the general exception of General Aviation
(GA) aircraft fly the Noise Preferred Routes (NPR) which are a swathe up to 1.5 km
either side of the nominal centre line of the Standard Instrument Departure routes
(SIDs) up to an altitude of 3000 feet.
• Sound Insulation Grant Scheme (SIGS)
JLA has operated a SIGS since 2003 for residential properties, which has been recently
updated and enhanced. Eligibility is based on noise exposure criteria of 63 dB LAeq,t=16hours
for day time and a night time criteria which will initially be 59 dB LAeq,t=8hours. The night
time criteria will gradually reducing to 55 dB LAeq,t=8hours in the future. A property
exposed to either of these levels will be eligible for a grant of up to a 80% contribution
to a maximum level.
The changes take the level of grant available for glazing and ventilation from £2020 to
£3000 (£2,400 for bedroom only for those eligible under the night time only
parameter), loft insulation from £55 to £400 and has reduced the grant for blinds from
£145 to £135.
• Complaints recording and investigation
JLA takes all complaints about environmental noise seriously. The Environment Team is
responsible for responding to enquires and complaints received from the local
community, national interest groups or other organisations. An enquiry or complaint
can be made by telephone, letter, facsimile, email or the complaint form on the website.
Every noise complaint received by JLA is investigated using a range of information
sources, but primarily the Noise Monitoring and Track Keeping System. All the noise
complaints received by JLA are collated and reported by the Environmental Team to the
Noise Monitoring Sub Committee on a quarterly basis.
• Potential Future Mitigation Measures
JLA in conjunction with other competent authorities will continue to maintain and seek
to improve its noise abatement procedures where practical and safe to do so. The bullet
points below summaries the actions JLA will take in the future to mitigate noise impacts.
Develop with our Sustainable Aviation Partners a Best Practise Guide for
departures and investigate implementation at JLA.
Investigate the possibility of developing a low cost Airport noise model with
priority given to Airlines moving to quieter aircraft.
Operate continuous descent approaches (CDA) on Runway 09.
Work with Air Traffic Control and NATS to develop CDA for Runway 27.
Work with our partners in Sustainable Aviation to develop and promote low
noise flight procedures through evaluation of future operational methods and
implementation of best practice.
JLA will work with ATC and Operations planners to ensure the noisiest
aircraft are not scheduled to arrive or depart during the night time quota
period.
JLA Draft Noise Action Plan Summary Page 7
JLA will work with our partners in Sustainable Aviation we will continue to
lobby for and seek to support continual improvements in technology and
operations towards the ACARE goal of 50% reduction in perceived external
noise by 2020 based on new aircraft of 2020 relative to equivalent new aircraft
in 2000.
In the future if any households fall within the airports 69dB LAeq, 16 hours noise
contour, we will, in line with Government policy, offer a relocation assistance
scheme
JLA will benchmark our noise mitigation and compensation measures with
other comparable airports in 2015.
JLA will seek to respond to 100% of all complaints and enquiries within 14
working days.
JLA will continue to engage with the Local Planning Authorities to ensure
awareness of aircraft operations is considered in the development of sensitive
land use.
JLA will work with our partners at the Airport to minimise impacts on the
noise environment. JLA will do all that is reasonably practical to safeguard any
future quiet areas identified from exposure to aircraft noise due to the
operations from JLA if it is compatible with the safe and efficient operation of
the aerodrome.
5.0 Noise Action Plan Review
The Strategic Noise Maps should be produced every 5 years for all agglomerations near
all major roads which have more than 6 million vehicle passages a year, major railways
which have more than 60,000 train passages per year and major airports with more than
50,000 annual aircraft movements. The Noise Action Plan will be reviewed at regular
intervals (at least every 5 years) and revised if necessary, for example when a new
development affects the existing noise levels.
6.0 Conclusions
JLA has prepared this Noise Action Plan as required under The Environmental Noise
(England) Regulations 2006 (SI 2006/2238). This Noise Action Plan is produced based on
the results of noise mapping for the airport based on 2006 aircraft movements as
required by DEFRA and a sixteen week public consultation process. The main purpose
of the Noise Action Plan is to establish the noise impact of the airport, and to consider
whether the current noise control measures are sufficient to adequately protect the
local community, particularly those worst affected. An assessment of JLA’s noise impact
has been carried out based on:
• Relevant guidance and legislation
• The current noise impact of operations at JLA shown by the results of the END
Strategic Noise Maps
• The noise measures already in place at the airport
The assessment has found that the environmental noise impact of existing operations at
the airport, based on both the noise contours, subject to the implementation of the
measures described in the Noise Management Section of this Summary are acceptable.
JLA Draft Noise Action Plan Summary Page 8
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