Noise action plan

2013-2018

Introduction As a ‘major’ airport (as defined by the Environmental Noise (England) Regulations 2006, as amended) we must produce ‘noise maps’ and publish a ‘noise action plan’ every five years. Noise action plans are designed with the aim of ‘preventing and reducing environmental noise where necessary’, and the Department for Environment, Food and Rural Affairs (defra) has issued guidance to help airport operators prepare their plans. 

Under the regulations we must assess, and provide information on, how effectively we are controlling the effect of noise arising from aircraft landing and taking off. We must provide information on our performance in noise maps, together with the numbers of people and homes exposed to a range of noise levels. Since the 1970s we have had a noise-control programme to try to keep the effect noise has on local residents as low as possible.

Today, the programme includes measures ranging from restricting the use of noisier types of aircraft, surcharges to encourage the use of quieter aircraft, and regular communication with local communities.

In our 2007 Environment Plan, we set out a clear framework designed to guide our environmental policy and management up to 2030. In the plan we identify the main environmental issues likely to influence the development of the airport, and set short-, medium- and long-term targets and actions that form a part of our environmental programme.

Our noise controls were significantly strengthened, and given legal force, as part of the Second Runway Development. A number of legally-binding objectives and targets were built into the planning conditions for the runway, and also in an agreement under Section 106 of the Town and Country Planning Act 1990.

Our environment policy continues to encourage the use of quieter aircraft and to restrict noisier aircraft. As the airport grows, and the frequency and number of flights increase, we know that we must make sure that our policies on controlling noise continue to evolve so they remain appropriate and effective.

Departing aircraft must follow set routes designed, where possible, to avoid flying over densely populated areas. We monitor the noise levels generated by each aircraft as it arrives at and takes off from the airport. If any aircraft goes over strict noise limits when taking off, the airline must pay a surcharge. We donate these surcharges to the Manchester Airport Community Trust Fund.

Although the average level of noise from departing aircraft is falling, we will continue to work closely with airlines and air traffic control, through the Collaborative Environmental Management process, to improve performance even more.

Until recently, noise from aircraft landing has not received the same attention as that from aircraft taking off. We have worked with airlines to introduce landing procedures such as the �continuous descent approach� to control noise as much as possible. We are also looking into ways to reduce engine noise once the aircraft has landed.

Our night noise policy continues to place tight controls on aircraft noise at night. It limits the total number of flights during the night, and noisiest types of aircraft cannot be used. We last consulted you on night noise in 2011, when we cut the size of our QC point noise budget and tightened our night noise surcharges. We review our night noise policy every five years. The next review will take place in 2016. We will then examine the length of the night period, limits on seasonal movements, the number of quota count points available and working restrictions.

Where aircraft noise has been reduced as far as is possible, �mitigation schemes� play an important role in limiting the disturbance caused by aircraft noise. We have offered a sound insulation grant scheme since 1972.

In 2012 we reviewed our sound insulation grant scheme to make sure that it continued to meet government requirements. In April that year we published a new scheme. The scheme is based on the previous scheme�s �inner zone�, but extended where necessary to reflect the area of the 2010 63 LAeq 16 hr noise contour. The entitlements of the scheme have stayed the same. We will review the scheme every 5 years.

Some other buildings affected by noise (noise-sensitive buildings), such as schools and hospitals, may be able to get grants towards sound insulation. Several grants have already been made, including those to St Ann�s Hospice, Knutsford Methodist Church (community rooms), Knutsford Sure Start Centre, and Prospect Vale School.

Where properties may be suffering from both a very high level of noise and a large increase in noise, we consider offering to buy those properties. We also offer a Property Relocation Scheme, which covers the costs of moving house to help residents in the noisiest areas to move to a quieter area.

We are committed to developing the ways we share information relating to aircraft noise with others. We continue to make information from our noise-monitoring system available to our Airport Consultative Committee and Environmental Health Officers Consultative Group. By 2014 we will be upgrading the system and will introduce a tool to allow flight paths to be looked at over the internet.

We will continue to regularly publish our performance against a set of performance indicators and will report on the noise complaints we receive and how we handled them.

We regularly report our performance on our website, through the Manchester Airport Consultative Committee, and by talking with airlines, pilots and local authorities. We continue to consult the local community face-to-face and by phone. We believe that this is essential for us to better understand people's concerns, provide information on noise issues, discuss possible changes in policy and respond to complaints.

We have developed our noise policies in partnership with airlines, our air traffic control service provider and local communities. We have done this over many years. As we look to the future, we realise that we must maintain and develop those relationships so we can continue to strike the necessary balance between the benefits of developing a successful airport and the environmental effects of our work.

With over 50 commitments to controlling noise, we believe that our noise strategy is effective for the long term. However, we understand that aircraft noise continues to be an important issue for some people.

Our noise action plan will continue to evolve, and our targets, polices and procedures will most likely change as we carry out reviews over the life of the plan. Any change will be aimed at limiting and reducing, where possible, the number of people affected by noise as a result of the airport�s activities. We will carry on listening to and working with our neighbours, and try to make sure that we continue to reduce the effect aircraft noise has on their quality of life.

Noise mapping What are noise maps? In the same way as geographical maps use contours to distinguish between high ground and low ground, noise maps use contours to identify those areas that are relatively louder or quieter. 

Although noise maps can be used to provide information on noise levels and the number of people affected, their main purpose is to help authorities produce noise action plans designed to manage noise and reduce noise levels where appropriate.

Our noise maps have been produced by the Civil Aviation Authority, who maintains the UK�s civil aircraft noise model known as ANCON. ANCON takes account of things such as the number and types of aircraft departing and landing, where the aircraft are flying, and the time of day or night, to estimate the noise on the ground around an airport.

If you compare the noise maps with the noise contour maps previously produced for us or other UK airports, you may notice some significant differences. The noise maps in this document have been prepared specifically to help us produce our noise action plan.

Noise contour maps are produced using aircraft movements for an average summer�s day (mid-June to mid-September), and it has been custom to produce separate maps for only the 16-hour day (7am to 11pm) and eight-hour night (11pm to 7am). The contours are presented in terms of the �A-weighted equivalent continuous noise level� (LAeq). The A-weighting is designed to represent the human ear�s response to sound.

Under the Environmental Noise (England) Regulations 2006, as amended, noise mapping is carried out every five years, using aircraft movements for an average day (January to December), for each of the following periods.

� Lday � the level in the day, 7am to 7pm � Levening � the level in the evening, 7pm to 11pm � Lnight � the level at night, 11pm to 7am � Lden � the level over 24 hours

The Lden figures are produced by combining those for Lday, Levening and Lnight. To take account of the fact that noise is considered to be more disturbing at certain times of the day, before the Lday, Levening and Lnight values are combined to produce the Lden level, a weighting of 5dB is added to the evening values and 10dB is added to the night values.

As a result of these differences, the two sets of contours are not directly comparable.

We recognise that people respond differently to noise, and this makes it difficult to quantify the relationship between noise and annoyance.

However, for the purposes of this noise action plan, aircraft noise is considered to be affecting the first round agglomeration if the noise mapping has indicated an Lden value of 55dB or more or an Lnight value of 50dB or more.

The Environmental Noise (England) Regulations 2006, as amended, use the term �agglomeration� to refer to built-up areas that have a large population and are considered to be towns and cities. The Manchester agglomeration stretches from Rochdale in the north east to Altrincham and Alderley Edge in the south. Manchester Airport sits close to the south-west tip of the agglomeration.

As a first priority, we should consider any further measures which we could take in areas which noise maps show have homes exposed to more than 69dB LAeq from 7am to 11pm.

One of the priorities for authorities drawing up noise action plans is to protect identified �quiet areas� within agglomerations against an increase in noise.

We expected the Secretary of State for Environment, Food and Rural Affairs to identify quiet areas before we produced our action plan. However, defra has decided on a new approach where authorities identify quiet areas themselves when they are developing noise action plans for particular agglomerations.

This more flexible approach will help us to make sure that we put appropriate local policies into place to protect the identified quiet areas against an increase in noise.

Noise mapping – results Areas falling within the 2011 noise maps, which the Civil Aviation Authority produced to help us prepare this noise action plan, are summarised here. 

The outermost Lden value identified is the 55 Lden contour. The 55 Lden contour extends over 15 kilometres to the north east of the airport, beyond Stockport, as far as the Hyde and Denton area. To the south west, the contour extends approximately six kilometres from the airport and includes north and central Knutsford and the village of Mobberley. To the south, the northerly edge of Styal village is included.

The 60 Lden contour extends as far as central Stockport to the north east, and takes in parts of Cheadle, Cheadle Hulme, Heald Green and south Wythenshawe. To the south and west of the airport, the contour takes in the Shaw Heath area in Knutsford and parts of west Mobberley.

The 65 Lden contour extends into areas of south Cheadle, Cheadle Hulme and Heald Green at its north eastern tip. To the south west, the contour includes mainly rural areas to the north of Mobberley village and south of Mobberley railway station.

Other than to the north east of the airport, where it extends as far as the more northerly parts of Heald Green, the 70 Lden contour largely follows the boundary of the operational areas of the airport. The innermost 75 Lden contour remains entirely within the perimeter of the airfield.

Of the Lnight contours, the outermost 50dB contour extends as far as the Shaw Heath area of Knutsford to the west. To the east, the contour extends as far as central Stockport.

The 55 Lnight contour reaches as far as Cheadle Hulme to the east and to the west, it takes in the mainly rural areas north of Mobberley village.

Much of the length of the 60 Lnight contour follows the boundary of the operational area of the airport, but stretches out as far as Heald Green to the east.

The 65 Lnight and 70 Lnight contours remain almost entirely within the airport boundary, just crossing into the Moss Nook area.

Estimated area of contours, total number of homes and total number of people above various noise levels � Lden

55 to 59 57.5 33800 73400

60 to 64 21.3 8050 18900

65 to 69 8.2 900 2100

70 to 74 3.2 Fewer than 50 Fewer than 100

75 or more 1.5 0 0

Estimated area of contours, total number of homes and total number of people above various noise levels � Lday.

54 to 56 50.7 24000 52500

57 to 59 28.6 11600 26500

60 to 62 15.7 2950 7100

63 to 65 8.9 950 2300

66 to 68 5.2 200 500

69 to 71 3.0 Fewer than 50 Fewer than 100

Estimated area of contours, total number of homes and total number of people above various noise levels � Levening.

54 to 56 33.7 17000 37700

57 to 59 18.8 6500 15400

60 to 62 10.5 1600 3800

63 to 65 6.0 500 1200

66 to 68 3.4 50 100

69 to 71 2.0 Fewer than 50 Fewer than 100

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The Environmental Noise (England) Regulations 2006

(as amended)Manchester Airport (EGCC)

Lden

© Crown Copyright and database right 2013. All rights reserved.

Ordnance Survey Licence number 100022861

Agglomeration

Noise Level Contour (dB)60

Produced on behalf of Defra by

Year - 2011

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The Environmental Noise (England) Regulations 2006

(as amended)Manchester Airport (EGCC)

Lnight

© Crown Copyright and database right 2013. All rights reserved.

Ordnance Survey Licence number 100022861

Agglomeration

Noise Level Contour (dB)60

Produced on behalf of Defra by

Year - 2011

We have sent our noise maps to Defra, who have estimated the population and number of homes exposed to noise above the various levels. Defra have rounded the number of homes to the nearest 50, except when there are fewer than 50, in which case the total has been shown as �Fewer than 50�.

Defra have rounded the number of people to the nearest 100, except when the population is less than 100, in which case the total number of people has been shown as �Fewer than 100�.

Defra worked out the number of homes and the associated population using Ordnance Survey MasterMap Address Layer and information from the 2011 Census, taking account of buildings that contain more than one home, such as apartment blocks.

The Environmental Noise Directive also emphasises the need to protect non-residential buildings that could be affected by noise (noise-sensitive buildings), such as schools and hospitals. We have identified the number of other noise-sensitive premises that lie within the various contours, including hospitals and schools such as schools and hospitals. We have identified the number of other noise-sensitive premises that lie within the various contours, including hospitals and schools.

.

Estimated area of contours, total number of homes and total number of people above various noise levels � Lnight.

Estimated area of contours, total number of homes and total number of people above various noise levels � LAeq, 16-hour.

Estimated total number of non-residential noise-sensitive buildings above various noise levels � LAeq, 16-hour.

55 to 59 23

60 to 64 7

65 to 69 2

70 or more 0

48 to 50 39.5 22100 48500

51 to 53 20.9 9250 21300

54 to 56 11.7 1950 4800

57 to 59 6.8 650 1500

60 to 62 4.0 50 100

63 to 65 2.3 Fewer than 50 Fewer than 100

66 to 68 1.5 0 0

54 to 56 46.6 22250 48900

57 to 59 26.3 10700 24600

60 to 62 14.4 2600 6200

63 to 65 8.2 850 2000

66 to 68 4.8 150 400

69 to 71 2.8 Fewer than 50 Fewer than 100

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Departing aircraft

Control  Action 

NAP1: �off-track� departures We have an annual limit of no more than 5% off-track departures. In future, we will continue to compare the percentage of off-track departures against the average performance over the previous five years. Our target for 2012 was 2.1%.

NAP2: �off track� surcharge Any airline that persistently fails to keep to the preferred noise routes will have to pay a surcharge. The surcharges are currently £500 for each failure during the day and £750 for each failure during the night.

NAP3: non-standard departures We have an annual limit of no more than 5% non-standard departures. The number of non-standarddepartures will also be compared against the average of the totals for the previous five years. Our target for 2012 was 1.3%.

NAP4: preferred runway direction Where conditions allow, we will continue to prefer aircraft to take off in a westerly direction.

NAP5: using only one runway Each year we will review opportunities to use just runway 1, within operational and safety requirements. Currently, runway 2 is closed between 10.30am and 4pm, and from 8pm to 6.30am, Monday to Friday. At weekends, as well as closing runway 2 at night, we will also close it between 10.30 am on Saturday and 4pm on Sunday.

NAP6: departure noise surcharge Any flight that generates noise levels above the published limits will have to pay a surcharge. The penalty for going over the daytime maximum noise level of 90 dB(A) is currently £750 plus £150 for each decibel above that level.

NAP7: 24-hour noisiest 10% The average level of noise of the 10% noisiest departures will remain lower than in 2001 and will also be compared against the average levelover the previous five years. Our target for 2012 was 82 dB(A).

NAP8: daytime noisiest 100 The average level of noise for the 100 noisiest departures between 7am and 11pm will remain below that in 2001 and will also be compared against the average level over the previous five years. Our seasonal targets for 2012 were summer 88 dB(A) and winter 87.9 dB(A).

NAP9: marginally compliant chapter 3 We will make sure that the number of flights by older, noisier marginally compliant chapter 3 aircraft remains no greater than the number in 2007. The number of flights by marginally compliant chapter 3 aircraft in 2012 was 20.

NAP10: noise-related runway charge Guided by the CAA�s 2013 report, we will consider introducing noise-related charges.

NAP11: departures code of practice We will look at the best practice guidance contained in the Sustainable Aviation Departures Code of Practice and examine how this might be rolled-out at Manchester. We will report our performance in achieving this.

Arriving aircraft

Control  Action 

NAP12: low power/low drag Aircraft approaching the airport are expected to keep noise disturbance to a minimum by using a low power/low drag procedure.

NAP13: continuous descent approach All aircraft approaching the airport between 10pm and 6am are expected to use continuous descent procedures. In line with commitments made in the Sustainable Aviation Noise Road Map, we will work with our service partners to improve CDA at Manchester.

NAP14: ILS approach Aircraft using the instrument landing system must not descend below 2000 feet before joining the glide path.

NAP15: visual approaches When aircraft are approaching to land from the east, jet aircraft must not join the final approach at a height of less than 1500 feet.

NAP16: reverse thrust braking To keep noise disturbance to a minimum in areas next to the airport, pilots should avoid using reverse thrust after landing.

NAP17: reduced-engine taxiing By 2014 we will develop a framework for more consistent use of reduced-engine taxiing.

NAP18: use of auxiliary power units By 2015 we will introduce restrictions on the non-essential use of auxiliary power units.

Night noise

Control  Action 

NAP19: night noise policy We will review our night noise policy every five years to make sure it continues to be relevant. The next review will take place in 2016.

NAP20: night-time noise contour area The area of the night-time 60 LAeq noise contour will remain smaller than that in 2001. The area of the contour will also be compared against an average of the previous five years� results. Our target for 2012 was 5.4 km2.

NAP21: night period noisiest 100 The average level of noise of the noisiest 100 departures between 11pm and 7am will remain lower than that in 2001 and will also be compared against an average level over the previous five years. Our seasonal targets for 2012 were summer 81.2 dB(A) and winter 81.1 dB(A).

NAP22: night-time noisiest 100 The average level of noise of the noisiest 100 departures between 11.30pm and 6am will remain lower than that in 2001 and will also be compared against an average of the previous five years� results. Our target for 2012 was 81.1 dB(A).

NAP23: night noise surcharge The noise level at which we apply a surcharge will continue to be lower during the night period (11pm to 7am). As part of the most recent review of our night noise policy we introduced the concept of �core� night period (11.30pm to 6am) and �shoulder� night period (11pm to 11.30pm and 6am to 7am). The penalty for going over the core night period's noise level of 81dB(A) is £750 plus £150 for each decibel above that level. The penalty for going over the shoulder night-period's noise level of 82dB(A) is £750 plus £150 for each decibel above that level.

NAP24: seasonal QC point noise budget Our night noise policy has fixed the quota count limit until the end of the 2017 summer season. The current QC point limits are 7000for the summer and 3000 for the winter.

NAP25: ban on QC16 and QC8 Aircraft with a quota count of QC8 or QC16 must not take off or land between 11pm and 7am.

NAP26: ban on scheduling the Aircraft with a quota count of QC4.

Aircraft with a quota count of QC4 cannot be scheduled to take off between 11.30pm and 6am

NAP27: seasonal limit on night flights Our night noise policy has fixed the movement limit until the end of the 2017 summer season. The movement limits are 10150during the summer and 3895 during the winter.

NAP28: night-flight limit No more than 7% of total flights can be scheduled to take off or land between 11.30pm and 6am.

NAP29: night-time non-standard departures Non-standard departures are not normally allowed during the night.

NAP30: visual approaches Visual approaches are not allowed between 11pm and 6am.

NAP31: night-time continuous descentdescent approach

Between 10pm and 6am, all landing aircraft should follow continuous descent procedures

NAP32: engine testing at night Engine testing is not allowed outside the engine test bay between 10pm and 6am on weekdays and between 10pm and 7.30am on Saturdays and Sundays. The number of engine tests carried out at night will be limited to 20 in any year.

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ged by vortexes caus

e Manchester Airport

Consultative Group ac

de MANTIS, our mon

p, we will review and,

our. The area of the daort the area of and po

ntour. The area of the o report the area of a

maps from 2014.

them.

night-time only.

espond to community

gside the regular outrwe will publish our pro

hrough regular meetin

aft noise.

rs Consultative Group

aft noise. We will revie.

sed by aircraft. In som

t Community Trust Fu

ccess to our monitorin

nitoring system, to allo

where necessary,

aytime 60 LAeq noisepulation within the

night-time 60 LAeq and population within

concerns.

reach centre held at ogramme of outreach

ngs with local commu

p, to develop and repo

ew

me

und.

ng

ow

e

the

h

unity

ort