Get documents about "Draft Airport Noise Action Plan
Document Sample
Draft Airport Noise Action Plan
Environmental Noise (England) Regulations 2006
Environment Team
1st July 2009
Content
Page No
1.0 Forward by Airport Director 2
2.0 Introduction 3
3.0 Responsibilities, Policy and Procedural 4
Context
4.0 Current Operating Restrictions 6
5.0 The Noise Mapping Process 6
6.0 Noise Level Contour Maps 7
7.0 Noise Impacts & Exposure 8
8.0 The Draft Action Plan Consultation 10
Process
9.0 Current & Future Noise Mitigation 11
Measures
10.0 Measurements of the Action Plan Progress 21
Appendices
A All Defra Noise Maps 22
B Glossary of Terms 27
C JLA Noise Action Plan Consultation Form 29
LJLA Noise Action Plan Page 1
1.0 Forward by Airport Director
Noise from aircraft using Liverpool John Lennon Airport (JLA) is one of the
biggest concerns for people living in the environs around the airport.
Whilst aircraft noise continues to be reduced with long term improvements in
aircraft engine technology and airframe design, there has also been an
increase in the number of commercial passenger aircraft movements in the
last 12 years at JLA. Clearly, the development of an Airport requires a careful
balance between noise and other environmental impacts with the economic
and social benefits the airport brings. The Airport Company is committed to
seeking sustainable growth, minimising and mitigating environmental
concerns wherever practicable and developing a successful business.
This Draft Noise Action Plan sets out how the Airport Company plans to
manage the impacts of aircraft noise over the next five years. This does not
mean, if it is not in the Action Plan it will not be considered for five years. The
majority of the actions contained within the Draft Noise Action Plan have
already been introduced or are about to be introduced for example the
Continual Descent Approach (CDA) for Runway 09 and the revised Sound
Insulation Grant Scheme (SIGS). We would welcome your comments on the
JLA Noise Action Plan, how it could be improved and what practical additional
measures you would like to see.
Details of how you can respond can be found at the back of this document.
We look forward to hearing your.
Andy Gower
Airport Director
Liverpool John Lennon Airport
LJLA Noise Action Plan Page 2
2.0 Introduction
Liverpool John Lennon Airport is located 6 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 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 with the communities of Garston and
Allerton beyond. To the south, between the runway and the estuary, is
agricultural land known as the Oglet. The new control tower and radar
installation are situated within the Oglet and are accessed separately from
Dungeon Lane, which passes close to the eastern end of the runway. To the
west of the airport and to the south of the Oglet are several kilometres of
unpopulated tidal estuary.
The operational site of JLA extends to around 186 ha (460 acres). The runway
and its associated taxiway is aligned east-west across the southern part of the
site. All terminal, aprons, cargo buildings and airside facilities are situated on
land to the north of the runway and south of Hale Road except the control
tower and radar installation as noted above.
The current runway (09/27) is 2286m long. 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.
CAA statistics show that JLA had 84,890 aircraft movements, of which 44,614
were air transport movements (commercial aircraft) and 398 were military, and
served approximately 5.330 million passengers in 2008.
Liverpool John Lennon Airport 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
LJLA Noise Action Plan Page 3
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.
3.0 Responsibilities, Policy and Procedural
Context
The regulations which transpose the European Environmental Noise Directive
into the English legal framework are The Environmental Noise (England)
Regulations 2006. The regulations came into force on 5th October 2006 and
apply to environmental noise to which humans are exposed. The regulations
apply to noise from road, railway and aviation sources, as well as industrial
noise. The regulations do not apply to noise that is caused by the person
exposed to the noise, noise from domestic activities, noise created by
neighbours, noise at work places, or noise inside means of transport or due to
military activities in military areas.
The responsible authority for composing the Action Plan as defined in the
Environmental Noise Regulations (England) 2006 (ENR) is the Airport
Operator. In the case of JLA, Liverpool Airport PLC is the responsible
authority.
Action Plans are a legal requirement under Directive 2002/49/EC relating to
the Assessment and Management of Environmental Noise. This Directive is
commonly referred to as the Environmental Noise Directive or END. The
requirements of the END are transposed in the Regulations.
The END requires Member States to produce strategic noise maps for the
main sources of environmental noise. In practise, this means major roads,
major railways, major airports and agglomerations with a population of more
than 250,000 persons and a certain population density in 2007 and those with
a population of more than 100,000 persons and a certain population density in
2012 and then every five years thereafter.
Action Plans must be drawn up by the Airport Operators that were required to
produce strategic noise maps under the ENR. Action Plans must be produced
based on the results of the noise mapping. For the purposes of the
Regulations, these operators are the competent authorities in relation to
Airport Action Plans. Therefore JLA is responsible for undertaking this work
and will review the Action Plan from time to time and revise if appropriate or
necessary and at least every 5 years.
At a local level JLA operates a Quiet Operations Policy which is discussed in
detail in a later section. The original basis which formed the Quiet Operations
Policy comes from the Section 106 Agreement with Liverpool City Council in
LJLA Noise Action Plan Page 4
relation to the extension to the passenger terminal approved in February
2003. Policies for noise abatement in the Section 106 agreement include:
• Setting up a Noise Monitoring Sub Committee made up of representatives
from Local Authorities, councillors and other local groups and individuals.
The committee will oversee the Quiet Noise Policy.
• Provision of a Sound Insulation Grant Scheme for homes affected by
airborne aircraft noise. The scheme boundary to be agreed with the City
Council.
• A Noise Monitoring & Track Keeping System to be installed. This will
record track performance and monitor aircraft noise.
• Ground noise provisions such as encouraging the minimum use of reverse
thrust, minimise use of APU’s and restrict and record all engine testing.
• Night Noise Provisions which includes a Quota Count Scheme and
restrictions on QC8 and QC16 aircraft operations at night.
At an international level, the International Civil Aviation Organisation (ICAO)
sets progressively tighter certification standards, known as Chapters for noise
emissions from civil aircraft to which member countries’ fleets must conform.
The European Union (EU) is increasingly assuming responsibility for the
regulation of aircraft noise standards. The Directives of most relevance are:
EC Directive 92/14/EEC, which banned Chapter 2 aircraft from landing in the
EU from 1st April 2002. Examples of these are the BAC-1-11 or a B737-200.
EC Directive 2002/30, which introduced discretionary powers to restrict the
operation of marginally compliant Chapter 3 aircraft, where circumstances
support this measure.
The UK Government’s role is one of setting and developing the policy
framework for aircraft noise control at UK airports. The UK Government has
prescribed a range of controls on aircraft noise impacts. The December 2003
The Future of Air Transport White Paper outlined several new policies for
airports which control, mitigate and compensate for aircraft noise.
Full details of the range of aircraft operations related noise controls are set out
in statutory notices and published in the UK Aeronautical Information Package
(UKAIP) and elsewhere as appropriate. These controls include aspects such
as noise abatement procedures and night flight limits and controls.
Government policy, set out in the White Paper, 'The Future of Air Transport',
published in 2003, endorses the long-term continued growth of JLA, including
expansion of its passenger and cargo facilities and the extension of the
runway. The Department for Transport (DfT) subsequently challenged UK
airports to prepare Master Plans to 2030 detailing how the policy conclusions
set out in the White Paper may be achieved.
The Master Plan lays out how the Airport may develop opportunities to serve
new routes, including long haul destinations and support Merseyside by
capitalising on the prospects to create jobs at JLA and in the wider
Merseyside economy. The potential of capturing synergies with the Port of
Liverpool to create a SuperPort and developing an enhanced world cargo
LJLA Noise Action Plan Page 5
market are identified. Copies of the Master Plan are available from
http://www.liverpoolairport.com/about-us/master-plan.html
The Master Plan considers the scale of the expected growth at JLA, how
much of this can be accommodated within the existing site and where
additional land will be required for future expansion. In accordance with the
DfT's guidance, the Master Plan considers proposed development to 2015 in
detail, and to 2030 in more general land use terms.
The Airport Company consulted on the Draft Airport Master Plan during the
summer of 2006 and will seek to continue its dialogue with local people and
others with an interest in the development of JLA. The Draft Airport Master
Plan Consultation received over 1000 responses which helped influence the
final Airport Master Plan in published in 2007.
4.0 Current Operating Restrictions
Current limitations on aircraft movements are those covered in the Section
106 Planning agreement with Liverpool City Council. Below is a summary of
aircraft which are restricted at JLA:
• Between 2300-2330 (local) Aircraft with quota count of QC/8 and QC/16
must not be scheduled to take-off or land;
• Between 2330-0600 (local) Aircraft with quota count of QC/8 and QC/16
must not take-off or be scheduled to land;
• Between 0600-0700 (local) Aircraft with quota count of QC/16 must not
take-off or be scheduled to land.
Aircraft engine testing is subject to the approval of the Airport Authority and
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.
5.0 The Noise Mapping Process
JLA instructed Bickerdike Allen Partners (BAP) as independent aviation
acoustic experts to undertake the Strategic Noise Mapping for JLA as outlined
in Statutory Instrument 2006 No. 2238 The Environmental Noise (England)
Regulations 2006.
The Integrated Noise Model (INM) is a computer model that evaluates
potential aircraft noise impacts in the vicinity of airports. It is developed by the
FAA and based on the algorithms and framework outlined in the Society of
Automotive Engineers (SAE) Aerospace Information Report "Procedure for
the Calculation of Airplane Noise in the Vicinity of Airports" (AIR-1845). SAE-
AIR-1845 highlights the use of Noise-Power-Distance (NPD) data to estimate
noise, accounting for specific operation mode, thrust setting, source-to-
receiver geometry, acoustic directivity and other environmental factors. The
Airport Authority believe that INM is the most appropriate model to use.
LJLA Noise Action Plan Page 6
The noise maps have been produced for, LAeq,16h, Lday, Levening, Lnight and Lden.
These contours are presented in 5 dB steps for:
• 55 dB to 75 dB for Lden.
• 54 dB to 72 dB for Lday.
• 54 dB to 62 dB for Levening.
• 54dB to 69 dB for LAeq,16h.
• 48 dB to 63 dB for Lnight.
The mapping results show as expected those exposed to the most aircraft
noise are the areas of Hale Village, the South East of Speke and an area of
northern Runcorn. The National Trust properties at Speke Hall are within the
contours on all maps. A large area covered by the contours is uninhabited
such as Business Parks, farmland and a large expanse of the tidal Mersey
Estuary.
6.0 Noise Level Contour Maps
The harmonisation of the noise indicators across Europe mean that a new
noise indicator and respective time periods have been created for the
Regulations and Noise Maps. Lden and Lnight are the two noise indicators
selected by the European Commission for use in noise policy and the new
regulations use both of these indicators.
Aircraft noise mapping has been produced for an annual average day, and
has to be produced in terms of a new noise indicator (the Lden) and for an
annual average night (2300-0700). The new indicator takes account of all
aircraft movements throughout an average 24 hour period, but adds 'penalties'
to the noise arising in the evening (+ 5 dB) and the night (+10 dB). Evening is
defined as 1900-2300.
The day-evening-night level Lden in decibels (db) is defined by the following
formula:
The JLA maps were published by Defra in December 2007 along with those
from 18 other UK Airports. These were submitted by the respective Airports
during in the spring of 2007 and will be amalgamated by Defra with similar
noise maps for road and rail noise to give an overall picture of the noise
impact from transport sources.
LJLA Noise Action Plan Page 7
Map showing Lden Noise Contours for Liverpool John Lennon Airport
Source: DEFRA ‘Airport Noise Action Planning Data Pack, Liverpool John
Lennon Airport’ March 2009.
All the DEFRA noise maps can be seen in Appendix A.
7.0 Noise Impacts and Exposure
Population and Dwelling Exposure Statistics Tables
The estimated total number of people and dwellings exposed above various
noise levels from the strategic mapping of noise from aircraft using this airport
are shown in the tables on the next page.
The population and dwelling counts have been rounded as follows:
The number of dwellings has been rounded to the nearest 50, except when
the number of dwellings is greater than zero but less than 50, in which case
the total has been shown as “< 50”. The associated population has been
rounded to the nearest 100, except when the associated population is greater
than zero but less than 100, in which case the total has been shown as “<
100”.
LJLA Noise Action Plan Page 8
Table 1: Estimated total number of people and dwellings
above various noise levels, Lden
Noise Level (dB) Number of Dwellings Number of People
≥ 55 2,450 5,700
≥ 60 900 2,200
≥ 65 < 50 < 100
≥ 70 < 50 < 100
≥ 75 0 0
Table 2: Estimated total number of people and dwellings above various
noise levels, Lday
Noise Level (dB) Number of Dwellings Number of People
≥ 54 1,750 4,200
≥ 57 1,100 2,700
≥ 60 350 800
≥ 63 <50 <100
≥ 66 <50 <100
≥ 69 0 0
Table 3: Estimated total number of people and dwellings above various
noise levels, Levening
Noise Level (dB) Number of Dwellings Number of People
≥ 54 1,200 2,900
≥ 57 550 1,400
≥ 60 100 200
≥ 63 <50 <100
≥ 66 <50 <100
≥ 69 0 0
Table 4: Estimated total number of people and dwellings above various
noise levels, LAeq, 16h
Noise Level (dB) Number of Dwellings Number of People
≥ 54 1,600 4,000
≥ 57 1,000 2,400
≥ 60 300 700
≥ 63 <50 <100
≥ 66 <50 <100
≥ 69 0 0
LJLA Noise Action Plan Page 9
Table 5: Estimated total number of people and dwellings above various
noise levels, Lnight
Noise Level (dB) Number of Dwellings Number of 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
Methodology for Calculation of Population and Dwelling Exposure
Statistics
In order to derive the statistics presented in the above tables, analysis has
been undertaken to count the population and number of dwellings within the
specified noise contours. This assessment was carried out utilising a strategic
residential population location dataset. The following paragraphs summarise
the method used in constructing this dataset.
Residential dwellings and buildings containing residential dwellings were
identified through the (OS) MasterMap Address Layer and Topography layer
respectively. An average population per residential dwelling was calculated for
each discrete dwelling utilising population data attained from the 2001 Census
at Census Output Area (COA) level.
The total number of residential dwellings and the total associated population
were calculated for each residential building polygon, taking into account
building polygons with multiple dwellings. Examples of building polygons
containing multiple dwellings located within a single polygon include tower
blocks and apartments.
Date Source: DEFRA ‘Airport Noise Action Planning Data Pack, Liverpool
John Lennon Airport’ March 2009.
8.0 The Draft Action Plan Consultation Process
JLA will be consulting as widely as practical over a 16 week period from 1st
July until 21st October 2009 on the Draft Noise Action Plan. JLA will be
seeking the views of key stakeholders and organisations to improve the future
content and structure of the Noise Action Plan for 2009 and beyond.
Over 200 local and national stakeholders have been identified from the Airport
Master Planning Consultation in 2006 and in consultation with the Noise
Monitoring Sub-Committee. Each of these stakeholders who vary from local
parish councils to national regulators will receive a letter explaining what the
LJLA Noise Action Plan Page 10
JLA Noise Action Plan is and an invitation to participate in the consultation
process.
A copy of the Draft Noise Action Plan will be freely available to download from
the JLA website or on request from the JLA Environment Team. Comments
on the Draft Action Plan can be made on the online comment form, via post or
email.
environment@liverpoolairport.com
or
Environment Team
Administration Office
Liverpool John Lennon Airport
Liverpool L24 1YD
9.0 Current & Future Noise Mitigation Measures
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.
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. The
RoA are diverse, complex and the vast majority are not related to noise
impacts of aircraft. The section most relevant is that which relates to low flying
aircraft.
Rule 5 - in the RoA gives the indications of the expected minimum height
restrictions placed upon aircraft operators:
• 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.
• Away from congested areas, aircraft are not permitted to fly closer than
500 feet to any person, vessel, vehicle or structure. The 500 feet rule does
LJLA Noise Action Plan Page 11
not apply to aircraft whilst landing or taking off in accordance with normal
aviation practices.
A number of aviation activities can be exempted from the RoA and these
include Police operations, flying displays and aerial surveys. JLA regularly
receive noise complaints about the operations of the Merseyside and
Cheshire Polices Air Support Units.
As well as the Rules of the Air which give general guidance to aircraft pilots
JLA also have a number of noise reduction measures already in place.
UK AIP Instructions
Every operator of aircraft using the aerodrome shall ensure at all times that
aircraft are operated in a manner calculated to cause the least disturbance
practicable in areas surrounding the aerodrome.
Inbound aircraft, other than light aircraft flying under VFR or Special VFR,
shall maintain a height of at least 2000 ft above aerodrome level until cleared
to descend for landing. Aircraft approaching without assistance from ILS or
radar shall follow a descent path which will not result in its being at any time
lower than the approach path which would be followed by aircraft using the
ILS glide path, and it is recommended that aircraft join final approach at not
less than 3 nm.
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-jet
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.
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
LJLA Noise Action Plan Page 12
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-jet
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-jet and turbo-prop aircraft are expected to apply continuous descent,
low power; low drag approach techniques where practical to do so. Subject to
ATC instructions, inbound aircraft are to maintain as high an altitude as
practical and adopt a low power, low drag, continuous descent approach
profile. ATC will provide estimated track distance to touchdown to allow pilots
to descend at a rate they judge best suited to achieve continuous descent
without using more power or drag than necessary. The object will be to join
the glide path at the appropriate height for the distance without level flight.
To facilitate these techniques aircraft should be flown no faster than 250 knots
from the Speed Limiting Points and below FL 100 and 250-210 knots during
the intermediate approach phase. Thereafter, speed should be managed so
as to achieve a continuous descent using as little power or drag as possible.
ATC may impose speed control, if required, for separation purposes.
Reverse Thrust
To minimise disturbance in areas adjacent to the aerodrome, Flights Crew are
requested to avoid the use of reverse thrust after landing, consistent with safe
operation of the aircraft, especially between 23:00 and 06:00 (local time).
Quota Count and Airport Restrictions
Quota Count
JLA also manages a quota count system and record all quota count points
accrued by aircraft movement in the quota period. The annual limit of quota
points is 18000 per annum.
Aircraft movement restrictions
• Between 2300-2330 (local) Aircraft with quota count of QC/8 and QC/16
must not be scheduled to take-off or land;
• Between 2330-0600 (local) Aircraft with quota count of QC/8 and QC/16
must not take-off or be scheduled to land;
• Between 0600-0700 (local) Aircraft with quota count of QC/16 must not
take-off or be scheduled to land.
Engine Testing
Aircraft engine testing is subject to the approval of the Airport Authority and
shall only be permitted between the hours of 0700 and 2300 (local). Outside
LJLA Noise Action Plan Page 13
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) based on wind speed and direction at the Airport
to ensure safe, stable operations of aircraft as they approach or depart. When
possible the preferred runway (Runway 27) is used for departing aircraft to
minimise noise impact.
Runway Utilisation 09/27 for April 2008 to March 2009
09 27
100
90
80
Percent Runway Use
70
60
50
40
30
20
10
0
08
08
09
09
9
8
08
08
08
8
8
8
-0
l-0
r- 0
-0
-0
v-
n-
n-
b-
g-
p-
c-
ar
ay
ct
Ju
Ap
No
Ju
Ja
Fe
Au
Se
De
M
O
M
Month
When aircraft depart towards the Wirral peninsula on Runway 27, there is
advantage for 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:
• be a technical sub-committee of the JLA Consultative Committee to advise
on noise matters.
• meet when required (but at least quarterly).
• 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.
LJLA Noise Action Plan Page 14
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.
Average Monthly Noise Monitoring Results (SEL) for Aircraft using JLA
NMT 1 – Hale NMT2 – Eastham
Aircraft Type Main Airline (June 09) (March 09)
ARR DEP ARR DEP
Airbus 319 easyJet 90.5 84.2 84.6 81.1
Airbus 320 Wizzair 89.6 88.4 83.2 73.6
Boeing 738-800 Ryanair 91.4 88.0 85.1 78.7
Bombardier Dash 8 Flybe 85.7 76.8 82.5 77.7
Fokker 70 KLM 87.1 84.2 - -
The NM&TKS collects information from three main sources:
• Noise data from the Noise Monitoring Terminals (NMT) at Hale, Eastham
and the Mobile NMT. The noise data is correlated with aircraft track data to
identify specific aircraft noise events.
• Secondary Surveillance Radar (SSR) from National Air Traffic Services
(NATS) at St Anne’s provides information about the position, altitude and
speed of aircraft near JLA. This enables the Airport Company to identify
specific aircraft movements, their altitude at a specific time and correlate a
noise event at one of the NMTs.
• The Airport’s Operation Database (AMOSS) provides information about
the aircraft using JLA such as the aircraft type, airline, origin or destination
which can be correlated with the track data to make the information easier
to interpret.
Preferred Noise Routes
JLA recognises that a balance of social and environmental benefits is gained
by concentrating aircraft along the least possible number of routes. This is
consistent with airspace management best practices, as the overriding need
to ensure the safe separation of aircraft concentrates air traffic along relatively
small number of routes. Departing aircraft from JLA, with the general
exception of 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.
The airspace above and around JLA Controlled Airspace is part of the
Manchester Terminal Movement Area (TMA) and is operated under the
control of National Air Traffic Services (NATS) at Manchester Airport.
Manchester Airport is east of JLA and Hawarden Airport (near Chester) is
located south west of JLA. The proximity, combined with the differing
alignment of the runways at each airport, creates a complex interface between
the traffic patterns of the three airports. All aircraft activity at JLA has to be
safely integrated with traffic for Manchester and Hawarden Airports to avoid
LJLA Noise Action Plan Page 15
conflicts in demand for access to the same airspace. Therefore, a full review
of TMA and the JLA airspace is currently underway by NATS in conjunction
with airport airspace users, including the airlines. The aim of the NATS lead
review is to increase overall regional capacity whilst seeking to minimise noise
from arriving and departing aircraft. The review will include maximising the
use of Continuous Descent Approach (CDA) and continuous climb
procedures, where practical to minimise the need for level aircraft flight
around JLA. This has the added benefits of maximising the efficiency of
aircraft; e.g. by reducing fuel burn and by maximising the vertical distance
between aircraft and the ground thereby minimising noise impact.
The use of Precision Navigation (P-RNAV) technology for departing and
arriving aircraft will be an important consideration during the review to achieve
optimum noise abatement and routing for the community as a whole. The
CAA’s process for approving changes to airspace and routes is set out in CAA
Publication CAP 725 ‘Airspace Change Process Guidance’ which includes a
public consultation stage.
Sound Insulation Grant Scheme (SIGS)
JLA has operated a SIGS since 2003 for residential properties that fall within a
62 dB LAeq,t=24hours noise contour. The Airport will launch a revised SIGS in the
summer of 2009 which will be updated and enhanced to take into
consideration the comments and opinions expressed by organisations and
individuals during the consultation process on the Draft Airport Master Plan in
2006.
In the new scheme, eligibility for a grant continues to be an 80% contribution
up to a maximum level and will be based on noise exposure criteria. The
previous single daily average criteria of 62 dB(A) has been replaced with a
daytime parameter of 63 dB LAeq,t=16hours and a night time criteria, initially of 59
dB LAeq,t=8hours, and then 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.
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. These proposed changes take into
consideration inflation and are consistent with other airports within the Peel
Airports Group and other bench marked Airports.
The value of the grant will increase in line with inflation and the area exposed
to the criteria above will be reviewed every two years thereafter. If aircraft
noise increases during this two year period, then this will be reflected in the
extent of the geographical area covered by noise exposure contours that
determine eligibility for a SIG.
LJLA Noise Action Plan Page 16
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.
The Number of Noise Complaints Received by JLA & Total Aircraft
Movements between 2001 and 2008.
All Complaints All Complaints (-1 Complainant) Total Aircraft Movements
450 100000
400 90000
Number of Aircraft Movements
350 80000
Number of Complaints
70000
300
60000
250
50000
200
40000
150
30000
100 20000
50 10000
0 0
2001
2002
2003
2004
2005
2006
2007
2008
Year
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 – from 2006 the complaints have been report with and without
a single complainant who contributed nearly half of all complaints.
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.
There are many different experiences and impacts of noise, and individuals
experience each of them to different degrees. Noise can disturb human
activity by causing distraction. These include general detection/distraction,
speech interference, disruption of work/mental activity and sleep disturbance.
Any of these can lead to annoyance and possibly more overt reactions,
including complaints.
Noise, though, is an inevitable consequence of a mature and vibrant society.
People enjoy and benefit from air transport and this benefit manifests itself in
terms of business, leisure, the movement of goods and employment. When
managing the environmental noise that arises from aircraft, a balance needs
to be struck.
LJLA Noise Action Plan Page 17
Actions Liverpool John Lennon Airport will take
Action Type of Performance Indicator
Impact
Develop with our Sustainable Departures Track departures ‘on track’ performance
Aviation Partners a Best Practise using the Noise Monitoring & Track
Guide for departures and Keeping System.
investigate implementation at
JLA.
Investigate the possibility of Arrivals Using the Noise Monitoring and Track
developing a low cost Airport Departures Keeping system as well as the Airport
noise model with priority given to Ground Management & Operations Support
Airlines moving to quieter Noise System to monitor noise of type of
aircraft. aircraft operation using the airport.
JLA will continue to engage with The NMSC will meet 4 times per year
the Noise Monitoring Sub and will have leading role in the
Committee (NMSC). development of the Noise Action Plan.
The Airport will ensure that at every
meeting a Noise Log of all complaints
received prior to the meeting is
presented for scrutiny and
consideration.
Develop continuous descent Arrivals on Establish the use of CDA at JLA and
approaches (CDA) on Runway Runway 09 monitor its use – delivery Summer 2009.
09.
Work with Air Traffic Control and Arrivals on Establish the use of CDA at LJLA in the
NATS to develop CDA for Runway 27 next 3 to 4 years and monitor its use –
Runway 27. this is dependent on external co-
operation.
Work with our partners in Arrivals Publish update of activities in a Noise
Sustainable Aviation to develop Departures Report when this work is successful.
and promote low noise flight Ground
procedures through evaluation of Noise
future operational methods and
implementation of best practice.
We will continue to recognise Departures Review national guidance with Air Traffic
that a balance of social and Control, other local airports and NATS
environmental benefits is gained as part of a larger regional review in the
by concentrating aircraft along future.
the least possible number of
routes.
Continue to ensure every Arrivals Review the UK AIP every year to ensure
operator of aircraft using the Departures it has relevance to any development at
aerodrome operates in a manner Ground the airport and report to the NMSC.
which causes the least Noise Report this to the Airlines through the
disturbance practicable in areas Flight Safety Committee quarterly.
surrounding the aerodrome.
Monitor as far as practical any En Route Using NM&TKS ensure aircraft are over
complaints regarding aircraft the heights specified in the Rules of the
outside of the Airport’s Air Regulations when not arriving or
immediate boundary to ensure departing the airport. Any infringements
they operate with in the Rules of will be sent to the CAA for their action.
the Air Regulations.
LJLA Noise Action Plan Page 18
The part of the Liverpool Ground To minimise disturbance in areas
agglomeration touched by the Noise adjacent to the aerodrome, JLA will
noise contours is an area of encourage pilots to avoid the use of
Speke. These areas lie parallel reverse thrust after landing, consistent
to the runway and as such are with safe operation of the aircraft,
rarely directly over flown. A especially between 23:00 and 06:00
proportion of the disturbance that (local time).
is caused to these areas will be
from ground noise such as
reverse thrust on landing.
Monitor all aircraft engine testing Ground Records will be kept of the engine tests
which shall only be permitted Noise and the times of these tests will be
between the hours of 0700 and monitored.
2300 (local). Outside these hours engine testing will
not be permitted other than in
exceptional operational circumstances.
The number and power of the test will
be reported to the NMSC.
Manage a quota count system Arrivals The annual limit of quota points 18000
and record all quota count points Departures per annum. The Airport Company will
accrued by aircraft movement in report its quota usage in an annual
the quota period. report to the NMSC. The limit will be
reviewed by the Airport and Liverpool
City Council.
JLA will work with ATC and Arrivals Using AMOSS reports a monthly search
Operations planners to ensure Departures will be carried out find any aircraft which
the noisiest aircraft are not contravened these restrictions and
scheduled to arrive or depart in investigate the reason why.
the night quota period.
With our partners in Arrivals Support the ACARE goals through
Sustainable Aviation we will Departures Sustainable Aviation.
continue to lobby for and seek to Ground
support continual improvements Noise
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 No Households currently lie in the 69db
fall within the airports 69db Leq Leq,t=16hours noise contour, the airport will
noise contour, we will, in line with continue to review its noise mapping
Government policy, offer a every 2 years.
relocation assistance scheme
We will benchmark our noise Table showing the ranks of the
mitigation and compensation comparable airport will be produced
measures with other comparable within an appropriate noise report.
airports in 2015.
We will continue to offer an Number of complaints received will be
answer phone number; email recorded and presented to the NMSC.
address & web form for Complainants will receive an appropriate
complaints and enquiries response.
services for aircraft noise.
LJLA Noise Action Plan Page 19
We will continue to ensure that Monitor runway use and report annually
Runway 27 is the preferred to the NMSC.
runway of choice.
We will continue to log all All complaints will be logged and
complaints relating to aircraft presented into the NMSC and published
operations and publish the statistically in the Annual Noise Report.
statistics annually.
We will seek to respond to 100% As part of the report we will show the
of all complaints and enquiries percentage of complaints responded to
within 14 working days. with in the 14 days.
We will publish a summary report The final Draft Noise Action Plan and
detailing the feedback we summary of the consultation will be
receive in relation to this published in November 2009.
proposed action plan within 6
months of the close of the
consultation.
We will ensure that the Noise The Airport will ensure regular checks
Monitoring and Track Keeping are maintained to ensure the data
System (NM&TKS) is maintained provided is as accurate as possible.
and calibrated for credibility. Annual calibration of the system will also
be carried out by the manufacturer.
We will launch a revised SIGS Noise contours will be reviewed every
which will be updated and two years by the Airport. Any new
enhanced. properties that qualify for SIGS will be
informed by writing.
We will continue to engage with Maintain the numerous interactions with
the Local Planning Authority to the Local Planning Authority.
ensure awareness of aircraft
operations is considered in the
development of sensitive land
use.
We will work with our partners at Regular discussion and promotions with
the Airport to minimise impacts the Airlines to encourage best practise.
on the noise environment.
Long term strategy
The Airport’s Master Plan, which is available online, details the future
development of JLA in line with Government policy, set out in the White Paper
'The Future of Air Transport', published in 2003. It endorses the long-term
continued growth of JLA, including expansion of its passenger and cargo
facilities and the extension of the runway. The Department for Transport (DfT)
subsequently asked airports to prepare Master Plans to 2030 detailing how
the policy conclusions set out in the White Paper can be achieved.
The Master Plan shows how the Airport can capture the opportunity to serve
new routes, including long haul destinations, and support Merseyside by
capitalising on the prospects to create jobs at JLA and in the wider
Merseyside economy. The potential of capturing synergies with the Port of
Liverpool to create a SuperPort and developing an enhanced world cargo
market are identified. It considers the scale of the expected growth at JLA and
how much of this can be accommodated within the existing site and where
additional land will be required for future expansion. In accordance with the
LJLA Noise Action Plan Page 20
DfT's guidance, the Master Plan considers proposed development to 2015 in
detail, and to 2030 in more general land use terms.
In section 11 of the Master Plan ‘Environmental Considerations’ details are
given on the future noise environ and the Airport’s plans to mitigate any
increase in Noise future expansion of the Airport may bring.
Financial Costs of the JLA Noise Service
Type Description Approximate Cost
Staff Costs Environment team £40,000
SIGS Development & £35,000
Contributions
Equipment NM&TKS Hardware & £230,000
Software maintenance
Secondary Surveillance
Radar
NMSC Secretariat Cost £1,000
Noise Mapping & External Independent £10,000
Modelling Professional Assistance
CDA Runway 09 Equipment, Staff Unquantifiable
Training and Awareness
10.0 Measurements of the Action Plan Progress
It is very difficult to estimate how the actions will affect people’s perception of
aircraft noise and thus their disapproval. The estimated total number of
people identified by the mapping as living within the Lden dB 55 or greater is
5,700. It is hoped the Actions will reduce annoyance by aircraft noise from
JLA.
The Airport Operator as the Competent Authority believes the Draft Action
Plan delivers a balanced positive set of measures which are realistic and
achievable. The Objective measure of the Action Plans success will be the
area covered by the future noise contours and the number of people
encompassed within them proportionate to the airport’s activity.
LJLA Noise Action Plan Page 21
Appendix A – All Defra Noise Maps
22
LJLA Noise Action Plan Page 23
LJLA Noise Action Plan Page 24
LJLA Noise Action Plan Page 25
LJLA Noise Action Plan Page 26
Appendix B
Glossary of Terms
AMOSS Airport Management & Operations Support System – used by the
Airport to manage and display aircraft and airport related
information.
Annex 16 ICAO Environmental Protection Documentation (has details of noise
certification and limits)
APU Auxiliary Power Unit – a small engine unit located within an aircraft
to provide power when aircrafts main engines are not operating i.e.
when it is parked on stand.
ATC Air Traffic Control
B&K Brüel & Kjær – company supplying and maintaining the NM & TK
System.
CAA Civil Aviation Authority – the Government body that regulates civil
aviation in the UK.
CDA Continuous Descent Approach
Decibel (dB) The decibel (dB) is a logarithmic unit of measurement that
expresses the magnitude of a physical quantity relative to a
specified or implied reference level. Its logarithmic nature allows
very large or very small ratios to be represented by a convenient
number. Being a ratio, it is a dimensionless unit.
Decibels are used for a wide variety of measurements including
acoustics, and for audible sound A-weighted decibels (dBA) are
commonly used.
Engine Tests Where aircraft engines are tested whilst the aircraft is parked on the
ground.
FIDs Flight Information Display – shows arrival and departure times for
aircraft flights
GA General Aviation - Commercial movements including Air-Taxis,
positioning and local movements and all non-commercial
movements including private aircraft operations and
aero-club instructional flights.
GIS Geographical Information System – software that displays maps and
geographical data.
ICAO International Civil Aviation Organisation
ILS Instrument Landing System – an electronic system used by aircraft
to navigate to and land precisely on the runway.
LAeq Equivalent continuous sound level. The steady dB(A) level which
would produce the same A-weighted sound energy over the stated
period of time as specified time-varying sound.
Lden The average noise for a 24 hour period, but adds 'penalties' to the
noise arising in the evening (+ 5 dB) and the night (+10 dB).
Daytime is 07:00 to 19:00, evening is 19:00 to 23:00 and night is
23:00 to 07:00 hours
JLA Liverpool John Lennon Airport
NM & TKS Noise Monitoring & Track Keeping System
NMSC Noise Monitoring Sub-Committee - a technical sub-committee of the
Airport Consultative Committee, comprising community and local
council representatives.
NMT Noise Monitoring Terminal
PNRs Preferred Noise Routes for aircraft – where aircraft flight routes are
directed over areas of lower population density, to minimise overall
noise impact.
Reverse The use of aircraft engines to slow aircraft when landing on a
Thrust runway.
Runway 09 Used for westerly aircraft arrivals and easterly departures (typically
used by 25% of aircraft movements). Arriving over the Wirral
Peninsula and departing towards Hale Village.
Runway 27 Used for easterly aircraft arrivals and westerly departures (typically
used by 75% of aircraft movements). Arriving over Hale Village and
departing towards the Wirral Peninsula.
Section 106 Legally binding Planning agreement which Liverpool John Lennon
Agreement Airport entered into with Liverpool City Council in November 2000.
SEL Single event Sound Exposure Level in dB(A) accounting for
maximum noise level and duration.
SID Standard Instrument Departure Route for aircraft – a defined
departure route for aircraft departing and airport.
SSR Secondary Surveillance Radar - provides detailed information on
aircraft movements.
UK AIP UK Aeronautical Information Publication – a technical manual
containing information about all UK airports flight procedures (CAA
published document).
VFR Visual Flight Rules
LJLA Noise Action Plan Page 28
Appendix C
Liverpool John Lennon Airport
Noise Action Plan Consultation Form
JLA is carrying out a consultation about aircraft noise and is seeking your
views on our proposed Noise Action Plan. The Noise Action Plan is available
to download from the JLA website www.liverpoolairport.com
If you have any queries about the consultation or Noise Action Plan, please
contact the JLA Environment Team at the following email address:
environment@liverpoolairport.com. Responses to the consultation need not
be constrained by the Consultation Form
The deadline for completed surveys to be returned is 21st October 2009.
1. Is the Draft Noise Plan targeted at the relevant aircraft noise sources?
Yes No
If the answer to the above is no please comment on what sources of aircraft noise are not targeted:
2. What additional practical controls would you like to see introduced to
minimise aircraft noise?
If you have any comments please write in the box below:
3. Do you have any other comments or suggestions on the JLA draft noise
action plan? (e.g. Any quiet areas within the conurbation you feel need protecting from transportation
noise) - If you have any comments please write in the box below:
LJLA Noise Action Plan Page 29
4. How much of the JLA draft Noise Action Plan have you read?
Please tick the box that best describes how much of the draft Noise Action Plan you have read and understood:
Read all Read the Read
of it in majority approx Skimmed Read
depth of it half of it through it none of it
5. Did you find the Defra Noise Maps helpful?
Please tick the box that best describes if you found the noise maps helped your understanding of aircraft noise
exposure:
Helpful
and Skimmed Difficult to
informative Helpful OK through it understand
6. Which of the following best describes you? Please put a tick in one box only
Local Individual/Resident
Local Residents Group or Association
Interest or Pressure Group (excluding local residents association)
School, college or university (Institution)
School, college or university (Research/College Work)
Central Government
Local Government
Public Sector (excluding Local or Central Government)
A private sector organisation (250 or more employees)
A private sector organisation (up to 250 employees)
Trade Union
Health Care or Hospital
Voluntary Sector or Charity
Other (please state ……………………………….)
7. Have you completed the survey on behalf of your company / organisation
or do your answers reflect your own personal opinion?
8.
These are the views and comments of my organisation / Company
These are my personal opinions
Please complete the following details.
Name
Organisation (if applicable)
Address
Postcode
Telephone Number ( )
Email
Thank you for participating in the JLA noise action plan consultation, all
contributions are welcome.
Please return your completed survey to the following address by 21st October
2009:
LJLA Noise Action Plan Consultation
Environment Team
Liverpool John Lennon Airport
Liverpool L24 1YD
LJLA Noise Action Plan Page 30
Related docs
