Introduction and Background BVHSE02R! 1 Introduction Bureau - PDF document

MANSTON AIRPORT NIGHT NOISE ASSESSMENT REVIEW Thursday 20 th January 2011 Ed Weston •BVHSE02R! Introduction and Background •BVHSE02R! 1

Introduction ► Bureau Veritas (BV) have undertaken a review of: the Night Noise Assessment report prepared by Bickerdike Allen Partners � (BAP) for Kent International (Manston) Airport; the Night-time Flying Policy which is based on some of the findings of the � Night Noise Assessment; and the associated noise modelling and predictions carried out by BAP. � •BVHSE02R1 Bureau Veritas Presentation Thursday 20 th January 2011 3/26 Background – Night Noise ► Night noise has been recognised as being one of the major noise problems relating to airports for many years. ► Department for Transport (DfT) publication: the Future of Air Transport, (Air Transport White Paper, ATWP) December 2003. ► In that it sets out a measured and balanced approach to providing a strategic framework for the development of air travel in the UK over the next 30 years. ► ‘The Government recognises that noise from aircraft operations at night is widely regarded as the least acceptable aspect of aircraft operations. We will bear down on night noise accordingly, but we must strike a fair balance between local disturbance, the limits of social acceptability and the economic benefits of night flights. This should be done on a case-by-case basis.’ Bureau Veritas Presentation Thursday 20 th January 2011 •BVHSE02R1 4/26 2

Background – Night Noise ► Typical night noise control mechanisms: Quota Count (QC) system first used at London airports. It is based on the � relative noise levels generated by different aircraft together with the number of movements. QC value assigned to individual aircraft types depending on the noise they generate on departure and arrival. There are limits on the total quota and number of movements that can use a particular airport at night. Noise infringement limits for departures during the night-time. They are � often lower than equivalent daytime limits, reflecting the greater sensitivity of noise at night, and the fines levied on the airlines for exceeding the limits are often higher than for daytime infringements. Some airports have night-time L Aeq,8h noise contour area limits over a � given period. •BVHSE02R1 Bureau Veritas Presentation Thursday 20 th January 2011 5/26 Background – Night Noise ► Night-time period, several definitions: 8 hour (23:00 – 07:00h): as referred to in Planning Policy Guidance Note 24 � (PPG24) and the Environmental Noise Directive (END); 6.5 hour (23:30 – 06:00h): as used for the quota system at the London airports; � 7 hour (23:00 – 06:00h): used by some airports for their noise infringement � policy; and Shoulder periods (23:00 – 23:30h and 06:00 – 07:00h): evening and morning � shoulder periods respectively. ► The Night Noise Guidelines for Europe, produced by the World Health Organisation (WHO) in 2009, use the 8-hour night-time period. Therefore an increasing case for controlling noise during this period. Bureau Veritas Presentation Thursday 20 th January 2011 •BVHSE02R1 6/26 3

Brief description of Manston Airport •BVHSE02R! Manston Airport – description Bureau Veritas Presentation Thursday 20 th January 2011 •BVHSE02R1 8/26 4

Manston Airport – description ► Annual throughput, compared with other airports: Airport Annual Passengers Annual Movements Year (mppa) Manston 2.3 46,139 2018 NEMA 5.2 59,338 2006 Stansted 23.7 190,245 2006 Gatwick 32.0 262,832 2006 Heathrow 67.3 470,786 2006 •BVHSE02R1 Bureau Veritas Presentation Thursday 20 th January 2011 9/26 Manston Airport – description ► To minimise noise impact on more densely populated areas to east of airport, preference for: departures to the west on runway 28: and � arrivals from the west on runway 10 (when weather conditions permit such � operations to occur in a safe manner). ► To minimise departure noise impact to residents of Herne Bay: noise abatement westerly departure route requiring jet and large aircraft to � make a right turn to the northwest at a distance of around 1.5 miles from the centre of the airport runway, (as long as operationally safe to do so). Bureau Veritas Presentation Thursday 20 th January 2011 •BVHSE02R1 10/26 5

Results of Bureau Veritas review Summary of Report ref. 4222827-R01 •BVHSE02R! Review ► The Airport’s Night-time Flying Policy proposals are: To operate a night quota system for the night quota period 23:30h – 06:00h � local time, annual quota limit of 1995 not to be exceeded; No scheduling of aircraft of Quota Count greater than QC4 during the night- � time period (23:00h – 07:00h local time). Unscheduled operations greater than QC4 to incur £1,000 contribution to MAEIF (Manston Airport Environmental Improvement Fund); Preferred departure runway and noise abatement routes; and � Movements to the west of the airport will count towards annual quota count � and community contribution at 50% of certified rate. Bureau Veritas Presentation Thursday 20 th January 2011 •BVHSE02R1 12/26 6

Review – Quota system ► Using the fleet mix and movement numbers forecast to operate during the 6.5-hour night quota period, the resulting annual quota count has been calculated. ► Some aircraft types have a range of QCs depending on variant and take-off weight. The minimum, maximum and likely modal QC has therefore been calculated. 2500 2265 2000 1995 1500 1669 1000 966 500 0 Min Max Likely modal Sought •BVHSE02R1 Bureau Veritas Presentation Thursday 20 th January 2011 13/26 Review – Quota system ► Indication of severity of night noise controls given by the average quota count per aircraft movement within the night quota period. Manston: Proposed annual quota limit of 1995 for 1081 movements, giving an � average QC of 1.85. Heathrow (current regime): annual quota limit of 9180 for 6320 movements, giving � an average QC of 1.45. Gatwick: average QC of 0.62. � Stansted: average QC of 0.67. � ► Applying the average quota count for Heathrow, the annual quota limit for Manston would be just under 1570. If the equivalent for Stansted was applied, the annual quota limit would be about 725. Bureau Veritas Presentation Thursday 20 th January 2011 •BVHSE02R1 14/26 7

Review – Quota system ► Quota limit is accompanied by a movement limit at Heathrow, Gatwick and Stansted. ► It would be good practice to include a movement limit in any quota count regime established at MSE. •BVHSE02R1 Bureau Veritas Presentation Thursday 20 th January 2011 15/26 Review – Noise prediction and assessment ► 8-hour night noise contours produced to calculate the number of dwellings and population exposed to different levels of aircraft noise. The Airport proposes a sound insulation treatment eligibility threshold of � 57dB L Aeq,8h . The Airport proposes using 55 dB L Aeq,8h as their assessment criterion. � BV suggest that this value is too high. Other airports use 48 dB L Aeq,8h as � the night noise target. Bureau Veritas Presentation Thursday 20 th January 2011 •BVHSE02R1 16/26 8

Review – Noise prediction and assessment ► Comparison between Manston forecast and UK airports of dwellings and population exposed to 55dB L Aeq,8h . Exposed Passengers Dwellings/ Pop/ Airport Year PAX PAX Dwellings Population (mppa) Nottingham East 2006 950 2100 5.20 183 404 Midlands Airport 2006 450 1200 23.68 19 51 Stansted Gatwick 2006 450 1100 32.00 14 34 2006 31250 79500 67.34 464 1181 Heathrow 2018 1088 2272 2.29 475 992 Manston •BVHSE02R1 Bureau Veritas Presentation Thursday 20 th January 2011 17/26 Review – Noise prediction and assessment ► Normalising these against the annual passenger throughput enables indicative comparisons of disbenefit between airports to be made on more equal terms. 1400 1200 1000 800 Dwellings/PAX Pop/PAX 600 400 200 0 NEMA Stansted Gatwick Heathrow Manston Bureau Veritas Presentation Thursday 20 th January 2011 •BVHSE02R1 18/26 9

Review – Noise prediction and assessment ► Noise footprint contours (90 dB(A) SEL) produced to calculate dwellings and population exposed to noise from individual aircraft The Airport proposes no significant risk if there are no more than 13 events � producing noise of 90 dB(A) SEL, and a slight risk if there are no more than six events producing noise at a level of 95 dB(A) SEL. Bearing in mind that the L Amax assessment is based on closed windows, BV � would also suggest that 80 dB(A) SEL is considered the threshold of acceptability for individual aircraft events at night in line with current standard practice. •BVHSE02R1 Bureau Veritas Presentation Thursday 20 th January 2011 19/26 Review – Noise prediction and assessment ► The Airport recommends that given the small number of night-time aircraft events, it would be inappropriate to control aircraft noise by way of the SEL unit. ► But some control over individual aircraft noise events at night is needed. ► Indication: Populations predicted to be within the 85 dB(A) contour by departures to the east ranges from 14,722 for MD11 departures, up to 30,903 for the Boeing 747-400. Significant. ► Properties in the west of Ramsgate are enclosed by the 90 dB(A) SEL contour but lie outside the proposed 57 dB L Aeq,8h sound insulation eligibility contour. Residents may suffer significant disturbance. Bureau Veritas Presentation Thursday 20 th January 2011 •BVHSE02R1 20/26 10