Environmental Noise Directive - Gatwick Airport · the requirements of the Environmental Noise...

Environmental Noise DirectiveNoise Action Plan 2013 – 2018NOVEMBER 2013

www.gatwickairport.com/noise

CONTENTS

Gatwick Airport Noise Action Plan

Section Title Page1 Foreword by Stewart Wingate, Chief Executive Officer 3

2 Executive summary 5

3 Purpose and scope 13

4 About Gatwick Airport 15

5 Background to aircraft noise and legal context 17

6 Gatwick Airport’s framework for noise management 25

7 Results of the 2012 noise mapping 39

8 Evaluating the noise action plan 43

9 Our noise action plan 45

10 Quantification of the noise action plan 55

AnnexesAnnex 1 Glossary of terms 59

Annex 2 “Annex V” of the DEFRA guidance 62

Annex 3 The process as stated by DEFRA 63

Annex 4 END noise maps 65

Annex 5 Complaint data 67

Annex 6 Summary of limit values in place 71

Annex 7 Illustrative noise preferential route map 72

Annex 8 Noise mitigation scheme boundary maps 73

Annex 9 Financial information 75

Annex 10 GATCOM Consultation Responses 76

Annex 11 The Hever & Marsh Green Noise Working Group 80

Annex 12 The Results of the 2006 Noise Mapping 81

November 2013 | Noise action plan 2013 – 2018 | Gatwick Airport Limited 1 Noise action plan

More than 80 years have elapsed since the first aircraft took off from Gatwick and in that time we have grown into one the busiest international airports in the world, with around 60 airlines flying around 34 million passengers to more than 200 destinations every year.

Gatwick is the UK’s second busiest airport and the busiest point-to-point airport in Europe. Its continued growth has ensured the airport remains a major employer and a cornerstone of the local, regional and national economy. Our ambition is to compete to grow and become London’s airport of choice, by delivering great service to passengers and investing in new facilities. We believe this will enable Gatwick to grow to serve around 40 million passengers each year over the next decade. We also acknowledge that communities close to a busy international airport can be adversely affected by aircraft noise and we have shown we are taking action, where possible, to lessen this impact.

Noise matters to us and we aim to be a good neighbour. Gatwick Airport sets noise targets each year to manage noise; these are published in our annual Corporate Responsibility, Decade of Change and Flight Performance Team reports together with our noise related key performance indicators. We have a full and comprehensive range of noise management and mitigation measures already in place. We have recently installed a new Noise & Track Keeping System provided by CASPER to further enhance the monitoring and reporting of aircraft performance against these noise mitigation measures.

The number of people affected by noise from Gatwick operations has fallen considerably over previous years largely due to the phasing out of older aircraft and the introduction of Chapter 4 (or equivalent) aircraft types. While Gatwick Airport continues to grow, the airport operation strives to minimise its noise impact on the surrounding sub-region and actively engages with those affected communities in identifying innovative means of mitigation.

Under the Environmental Noise (England) Regulations 2006, we were required to produce a Noise Action Plan designed to manage noise issues and effects arising from aircraft departing from and arriving at the airport. This plan detailed our actions over the coming five years and the policy framework that would support these actions. It aligned with Gatwick Airport’s S106 Legal Agreement (2008) with West Sussex County Council and Crawley Borough Council which outlines how the airport’s operation, growth and environmental impacts will be managed responsibly and laid the foundation of our Noise Action Plan.

This action plan was duly adopted and in light of new noise mapping, we have now reviewed, revised and refreshed it taking account of operational updates, proposed new activities relating to noise and progress made against current action plan actions. Having taken feedback on the revised Noise Action Plan into account we have included a number of new actions and these are detailed in the Action Plan Update Tracker later in this document.

We continue to deliver on our commitments and obligations relating to sustainable growth, captured in the S106 agreement, Decade of Change strategy and the END Noise Action Plan. We remain committed to publicly reporting our performance against these and the effectiveness of our actions to address community concerns. We continue to report annually on all of our achievements and are proud of the progress we are making.

1 FOREWORD by Stewart Wingate, Chief Executive Officer

Stewart WingateChief Executive Officer


2 EXECUTIVE SUMMARY

Airports bring positive economic and social benefits as well as environmental impacts. They are important to the economy, providing jobs, encouraging inward investment and boosting local tourism. However they can also have an impact for those communities that exist around airports. Noise remains a significant issue for people living or working close to airports or under flight paths.

Limiting and, where possible, reducing the impact of noise is a long-standing commitment of Gatwick Airport and is critical to maintaining the airport’s licence to operate and grow.

Gatwick Airport has had in place for a number of years a detailed noise strategy and a comprehensive and effective approach to aircraft noise management. This is further supported by our S106 Legal Agreement with West Sussex County Council and Crawley Borough Council which lays the foundations of our noise action plan.

The Environmental Noise (England) Regulations 2006 require airport operators to develop noise action plans designed to manage noise and effects arising from aircraft departing from and arriving at their airport, including reduction if necessary. Airports had to submit final draft noise action plans to the Secretary of State by 30 November 2009, having been subject to a minimum 16 week public consultation.

The Environmental Noise (England) Regulations 2006 align with the Government’s aim – as set out in the Aviation Policy Framework of March 2013 – to adopt a balanced approach to securing the benefits of aviation. This is underpinned by two core principles:

• Collaboration: By working together with industry, regulators, experts, local communities and others at all levels, the industry will be better able to identify workable solutions to the challenges and share the benefits of aviation in a fairer way than in the past.

• Transparency: To facilitate improved collaboration, it is crucial to have clear and independent information and processes in place. Those involved in and affected by aviation need to have a clearer understanding of the facts and the confidence that proportionate action will be taken at the international, national or local level.

Government policy is to strike a fair balance between the negative impacts of noise (on health, amenity (quality of life) and productivity) and the positive economic impacts of flights. As a general principle, the Government therefore expects that future growth in aviation should ensure that benefits are shared between the aviation industry and local communities. This means that the industry must continue to reduce and mitigate noise as airport capacity grows. As noise levels fall with technology improvements the aviation industry should be expected to share the benefits from these improvements.

In July 2013 the Department for Environment, Food & Rural Affairs (DEFRA) provided amended guidance of airport operators in respect of the production of noise action plans under the terms of the Environmental noise (England) Regulations. Existing action plans are to be revised taking into account current noise mapping, airport specific operational changes, new actions that may influence aircraft noise and progress against actions within the current action plan.


2 EXECUTIVE SUMMARY

The guidance states that the airport operator will present their revised action plan to the airport consultative committee for comment after which the airport operator will reflect on them and include them in the revised plan together with a response to the issues raised.

As a designated airport operator, the Department for Transport (DfT) has direct control over noise policy at Gatwick and has established over many years a range of operational controls and statutory objectives to manage and where possible reduce noise.

Our independent benchmarking consultants identified that Gatwick is in the top three airports worldwide in terms of operational controls and among the leading airports with regard to mitigation and compensation measures.

We have continued to enhance our communication strategy with respect to aircraft noise. We have recently changed the supplier of our Noise & Track Keeping system and offer an online flight tracking facility with a much reduced delay of 20 minutes. We have introduced an annual noise seminar where members of the community and industry representatives meet to remain abreast of matters of mutual interest. We also continue to meet community groups on an ad-hoc basis to listen to community views and address any concerns.

In considering the strategic noise maps we considered that the areas identified were consistent with those already identified in excess of 10 years of managing aircraft noise impacts. The production of annual 57 dB(A) Leq (16 hour) summer contours has been a consistent feature during this period. Traditionally our approach to noise management has included actions designed to reduce ground noise as well as flight noise and to reduce flight noise for areas, outside the noise contours, that experience frequent flight noise events albeit at lower noise levels. The actions contained within this plan continue to adopt this approach.

This document aims to:

• demonstrate our continuing commitment to managing aircraft noise impacts associated with Gatwick Airport’s operations. We have identified this issue as one of our key sustainability priorities

• allow us to engage with communities affected by aircraft noise and better understand their concerns and priorities, so that we can ensure our airport noise strategies and action plans are well informed

• enable us to make progress towards our long-term statutory and voluntary aircraft noise objectives

• enable us, in our role as the competent authority for Gatwick Airport, to meet the requirements of the Environmental Noise Directive 2002/49/EU and The Environmental Noise (England) Regulations 2006 SI (2006) 2238 (as amended).

Over the following paragraphs we have set out the key aspects of sections 3–10 of this noise action plan. There are also a series of Annexes contained within this document including a glossary of terms (Annex 1).

Section 3 sets out the purpose and scope of the noise action plan. The scope extends beyond the areas identified by the strategic noise mapping to include ground noise issues and actions that impact on areas outside the contours. The section also points out that responsibilities for noise management do not always fall to the airport operator and often fall to the DfT, NATS and/or the CAA. In such cases the airport operator can only recommend any proposed changes.

November 2013 | Noise action plan 2013 – 2018 | Gatwick Airport Limited6 Noise action plan

2 EXECUTIVE SUMMARY

Section 4 provides a description of Gatwick Airport and comments briefly on future development of the airport.

Section 5 introduces the issue of aircraft noise and details the legal context in which Gatwick Airport operates.

Over the past 30 years aircraft have got progressively quieter while the number of movements has increased significantly. This is illustrated by the fact that between 1996 and 2012 the number of people living within 57dB(A) 16 hour Leq daytime noise contour had fallen from 14,900 to around 3,650 during which time runway movements increased from around 220,000 to 240,000. (CAA figures).

Section 5 acknowledges that noise contours are not the only way to describe the community impacts of aircraft noise. This section details the Attitude to Noise from Aviation Sources in England (ANASE) study conducted on behalf of the DfT, some of the effects of noise and some of the early feedback we received during our initial pre-consultation stakeholder meetings and from our complaint data. It is clear that the frequency of overflight, night flying and our role in influencing associated stakeholders are all key local concerns for community stakeholders.

The interdependencies between noise and air emissions to ensure compatibility between action plans are also briefly discussed. The legal context within which Gatwick Airport operates is complex. The International Civil Aviation Organisation (ICAO) sets international noise certification standards and recommended practices and procedures in relation to aircraft noise. Reference is also made to the requirement for member states to adopt a ‘balanced approach to noise management.

At the European level some detail is provided on key European Union Directives which relate to aircraft noise including the phasing out of older Chapter 2 aircraft in 2002. At a national level a number of significant Acts of Parliament and regulations are set out. These include the Civil Aviation Acts 1982 and 2006 which grant the government powers to introduce noise control measures at designated airports (Gatwick is a designated airport). This section also introduces the UK Aeronautical Information Package (UK AIP) which contains a range of noise controls relating directly to aircraft operations. Some specific noise abatement and environmental objectives are also detailed, for example that the 48 dB(A) Leq 6.5 hour night contour is limited to 47km2 in 2011-2012.

Section 6 outlines our strategic approach to aircraft noise management framed around our long-term objective ‘to gain the trust of our stakeholders, that we are using best practicable means to minimise aircraft noise impacts’.

This noise action plan sets out the themes to our noise work programme which are:

1. Reducing noise impacts wherever practicable. This includes:

a. Quietest fleet practicableb. Quietest practicable aircraft

operations, balanced against NOX and CO2 emissions

c. Effective and credible noise mitigation schemes

2. Engaging with communities affected by noise impacts to better understand their concerns and priorities, reflecting them as far as possible in airport noise strategies and communication plans


2 EXECUTIVE SUMMARY

3. Influencing planning policy to minimise the number of noise sensitive properties around our airport

4. Organising ourselves to continue to manage noise efficiently and effectively

5. Continuing to build our understanding of aircraft noise to further inform our priorities, strategies and targets

We also describe the current measures in place to manage noise at Gatwick Airport.

Section 6 is a very detailed section of the draft noise action plan and is an indication of the wide range of the statutory and voluntary noise management controls already in place. In headline terms the measures include:

• noise and track keeping monitoring arrangements

• operating restrictions• runway use• night flight restrictions• operational procedures• departure procedures• noise preferential routes• 1000ft rule• arrival procedures• continuous descent approach (CDA)• joining point rules• reverse thrust• noise limits• departures• ground noise controls• differential landing fees• noise mitigation and compensation

schemes• stakeholder engagement.

Section 7 summarises the results of the 2011 (undertaken in 2012 and included in the DEFRA data pack) noise mapping and is supported by the maps in Annex 3. Although the mapping utilises a different metric (Lden) to describe the noise impact, Gatwick Airport’s strong history of noise management controls and frequent contour analysis means it does not highlight any new geographical areas of concern with regard to noise impacts.

Section 8 sets out how we intend to monitor progress against our action plan using performance indicators for individual actions. Where these indicators show trends which are of concern we intend to set annual targets from time to time (action 51). Our performance against individual actions will also be monitored by surrounding Local Authorities through our existing S106 Local Authority Agreement signed in December 2008. Performance will be reported annually through our consultative committees and highlighted in our sustainability reports. Additionally, this section details the following key performance indicators and the 2006 / 2011 baseline performance:

As a way of measuring the success of the noise action plan we have identified a number of expected outcomes. These are also set out in this section and detailed below:

• no operations in 2015 by marginally compliant Chapter 3 aircraft (Chapter 3 high)

• at least 83% of aircraft movements by Chapter 4 or equivalent aircraft

• performance against the noise abatement procedures in the UK Aeronautical Information Publication (AIP) will be maintained and where practicable improved against the 2006 / 2012 baseline

• no daytime infringements against 94dB(A) day time departure noise limit


2 EXECUTIVE SUMMARY

• we will be routinely reporting noise impacts using alternative metrics (as illustrated in the following table)

• the 48dB(A) 6.5 hour Leq night contour (winter/summer combined) will be within 47km2

Section 9 is the list of actions. There are more than 50 actions detailed within the initial action plan. More than 30 of these represented the continuation of current good practice. There were, however, a number of actions which highlighted our desire to further improve our noise management approach. The majority of these have been included or amended in this action plan. There are also a small number of new actions and these are detailed below and highlighted in this section.

Key performance indicator 2006 baseline 2011 baseline

Percentage of Chapter 4 (or equivalent) aircraft 3% 99.3%

Area inside the 55dBA Lden contour (km2) 94.5km2 85.6km2

Area inside the 48dBA LAeq 6.5 hour night-time(winter & summer seasons combined) contour (km2)

41.3km2

*2002-3 figure34.1km2

*2011-2 figure

Area inside the 57dB LAeq 16 hour daytime summer contour (km2)

46.7km2 41.2km2

Average quota count of aircraft operating during the night quota period (2330-0600)

0.82Winter 2005/6

0.71Summer 2006

0.65Winter 2011/12

0.51Summer 2012

Number of infringements of the daytime departure noise limitNumber of infringements of the shoulder and night period

92

04

Percentage of aircraft achieving a CDA (24 hour period) 81.0% 90.5%

Percentage of aircraft on-track (all routes) 98.2% 97.4%

Number of individual callers making noise related enquiries 794 345

Percentage of noise related enquiries responded to within eight working days

94.5% 95.7%


2 EXECUTIVE SUMMARY

Action Plan Number Notes

New Actions 4b / 10a / 19a / 19b / 19c / 19d / 36a / 56

None

On-going Actions 1 / 2 / 3 / 4 / 5 / 6 / 7 / 8 / 9 / 10 / 11 / 12 / 16 / 18 / 19 / 20 / 21 / 23 / 24 / 25 / 26 / 27 / 28 / 29 / 33 / 34 / 35 / 36 / 39 / 40 / 44 / 45 / 46 / 49 / 50 / 21 / 52 / 53 / 54 / 55

In certain actions the abbreviation ‘FEU’ has been replaced with ‘FPT’ and ‘MDI’ replaced with ‘GAD’ as appropriate thus reflecting changes to internal terminology within Gatwick Airport Ltd.

The Flight Operations Performance Committee (FLOPC) is now referred to as the Flight Operations Performance & Safety Committee (FLOPSC)

Actions Removed 50 Merged 48

Actions Amended 3 / 4 / 9 / 14 / 23 / 27 / 28 / 29 / 31 / 32 / 34 / 35 / 38 / 47 / 48 / 52 / 53

3 - Includes reference to CAP 119.

4 - We commit to publishing an airline league table

9 – Change to ‘Airside Operations quarterly review statistics reported at the Noise & Track Monitoring Advisory Group under the Ground Noise standing agenda item’.

14 – Amended to make reference to the new Noise Insulation Scheme.

23 – Amend performance indicator to ‘FLOPSC Action Tracker and AIP adherence rates’.

27 – Remove references to GNC and replace with GATCOM.

28 – We will report on the progress of the action plan to NATMAG as a standing agenda item.

29 – Remove reference to GNC and include ‘action trackers’ to performance indicator.

31 – Amend reference to ‘Webtrak’ and change delay to 20 minutes.

32 – Change from ‘maintain the new fully function FEU’ with ‘we will continue to provide a Flight Performance Team’ service and implement service improvements where identified.

34 – Replace ‘quarterly NATMAG reports’ with ‘FPT quarterly reports’.


2 EXECUTIVE SUMMARY

Action Plan Number Notes

35 – EHO Community Noise Group is now the Gatwick Noise Monitoring Group.

38 – Replace with ‘We will continue to engage with local community representatives on ground noise issues through the ground noise agenda item of the Noise & Track Monitoring Advisory Group’.

47 – We will publish data in the NATMAG minutes.

48 – Replace with ‘We commit to maintaining a suitable Noise & Track Keeping system to manage noise, track-keeping and to provide an online self-service flight tracking – complaint facility. We will also enhance this service when upgrades become available’.

52 & 53 – Implementation dates amended.

Actions Completed 3 / 11 / 13 / 14 / 14 / 15 / 17 / 22 / 39 / 40 / 41 / 42 / 43 / 52 / 53

Certain actions will appear as completed as well as on-going if they refer to a periodic action, for example reviewing the landing fee differential every three years.

Actions 41 – 43 were undertaken as part of the Airport Masterplan Publication.

Note – the intention to amend action 30 to remove reference to lo-call voicemail was reversed following consultee feedback.


3 PURPOSE AND SCOPE

The European Commission Environmental Noise Directive 2002/49/EC was transposed into English law by the Environmental Noise (England) Regulations 2006, as amended. and requires airports with over 50,000 movements a year to produce noise action plans in response to prescribed strategic noise maps. Strategic management of noise is not new to Gatwick Airport.

Under legislation, management of noise is not always the responsibility of the airport operator. Often the responsibility may fall to the DfT, NATS and Civil Aviation Authority (CAA). In these cases the airport operator will recommend any proposed changes only.

Section 78 of the Civil Aviation Acts 1982 and 2006 grant the Government powers to assign designated status for noise management at airports in the UK. Gatwick Airport is a designated airport and the DfT has direct control over noise at the airport. The airport operator is the competent authority for drawing up the draft noise action plan. For Gatwick Airport, this is Gatwick Airport Limited. Government guidance states that noise action plans are designed to manage noise issues and effects arising from aircraft departing from and arriving at the airport, including noise reduction if necessary.

In accordance with the published guidance, the purpose of this revised noise action plan is to manage and where possible reduce the impact of noise from aircraft at Gatwick Airport over the five year period from 2013 – 2018 building on the actions from the 2010 – 2015 action plan. The majority of actions from the former action plan remain relevant and are included in this revised action plan.

Gatwick Airport recognises that noise from aircraft operations remains a real concern for our local communities, particularly with plans to grow and develop the airport in the coming years. Through this consultation document we hope to engage with communities affected by aircraft noise to better understand their concerns and priorities. By doing so, we can ensure an effective action plan is developed.

Scope

In accordance with the requirements of the EU Noise Directive 2002/49/EC, this noise action plan makes reference to dB Lden noise contours published for Gatwick Airport by the Environment Research Consultancy Department (ERCD) in 2006. The ERCD is part of the CAA. The contours are shown in Annex 3 and form the basis of this action plan.

Through the methods set out in this noise action plan, we seek to manage aircraft noise from Gatwick’s operations. Please note that this document includes actions related to any developments for which the airport has been granted planning permission at the time of publication. For the avoidance of doubt the scope of this noise action plan does not include a mitigation strategy or specific actions to deal with any new infrastructure such as a second runway or significant airspace changes.

This noise action plan considers noise created by aircraft approaching and taking off from the airport, as well as noise created by taxiing aircraft and engine testing carried out within the airport perimeter. This noise action plan does not, however, include noise from airport construction activities or noise from road and rail traffic associated with the airport. Action plans for noise associated with major road and rail routes are dealt with separately under Government legislation and are not within the responsibility of airport operators.


3 PURPOSE AND SCOPE

The legal requirement is for Gatwick Airport Limited to consider noise issues affecting the area shown by the dB Lden noise contours as being within the 55 dB(A), Lden or more and 50 dB(A), Lnight contours referred to above. It is understood that these contours take into account aircraft noise, being noise during the take-off and landing ground roll.

By considering noise created by taxiing aircraft and engine testing carried out within the airport perimeter, our noise action plan again goes further than the legal requirement. Additionally, we have continued to extend the scope of this noise action plan by giving consideration to actions which seek to address the impacts of aircraft noise in areas beyond the specified contours.

The noise action plan also aligns with Gatwick Airport’s overall sustainability and noise strategy contained within our S.106 Legal Agreement and our ‘Decade of Change’. Our strategic approach to noise is described later in this document. For full details of our sustainability strategy please visit our website.


4 ABOUT GATWICK AIRPORT

Gatwick Airport is the world’s busiest single runway airport. In the UK our throughput of 34.2 million (2012) makes us second only to Heathrow in terms of passenger numbers. The airport is also an important public transport hub, with frequent rail services to London, and direct or connecting rail or coach services to many towns in South East England and elsewhere in the UK.

The Airport is situated in mostly lightly populated countryside between the towns of Crawley and Horley about 28 miles (45km) of London and about 2 miles (3km) north of Crawley

Over the next decade passenger numbers are currently forecast to increase to around 40 million, in line with Government policy to make full use of existing airport runways.

In the current Gatwick Airport Masterplan publication, reference is made to a forecast increase in ground noise at certain locations around the airport. We will continue to monitor our ground noise impacts as the airport grows and will ensure that any appropriate mitigation is implemented should circumstances deem it necessary.

Our revised business plan to 2024 ‘A new deal at London Gatwick’ was released in January 2013. The first five years of the business plan have been subject to detailed consultation with our airlines since we published our initial business plan in April 2012. The outcome of this consultation with our airlines has we believe significantly improved the initial proposals we issued in April 2012. The main elements of our vision for Gatwick are as follow:

• Improvements in all elements of the passenger journey through our airport, leading to a much better experience for all types of passengers, while at times delivering further operating efficiency;

• Growth in traffic from around 34 million passengers today to around 40 million passengers as we approach 2020;

• Growth in non-aeronautical spend per passenger through innovation and improved offerings; and

• £1bn of capital expenditure between 2014 and 2020, thereby continuing the rate of improvement since the airport changed hands.

In 2012 the Airports Commission was launched, chaired by Sir Howard Davies. This will examine the scale and timing of any requirement for additional capacity to maintain the UK’s position as Europe’s most important aviation hub, and it will identify and evaluate how any need for additional capacity should be met in the short, medium and long term. It will produce an interim report in 2013 and issue its final report in 2015. As part of its final report in summer 2015, it should also provide materials, based on this detailed analysis, which will support the government of the day in preparing a National Policy Statement to accelerate the resolution of any future planning applications for major airports infrastructure.

The Airports Commission requested prospective option owners to submit long term solutions to the question of airport capacity. Therefore 2013 has witnessed the start of a process that may lead to new runway development in the South East, albeit that a new runway would not be built anywhere until the mid-2020s at the earliest. On 17th December 2013, one of our proposals for a second runway was shortlisted by the Airports Commission in their interim report. Prior to their final report in 2015 we will undertake a formal consultative process on our proposals.

Gatwick Airport’s capital investment strategy assumes that the airport will remain a single runway airport until the 2020s. However it is a possibility that at some time in the future a second runway may be required at Gatwick, but Gatwick Airport Ltd remains committed to the legal agreement that prevents second runway construction before 2019.


5 BACKGROUND TO AIRCRAFT NOISE AND LEGAL CONTEXT

Aircraft noise

Noise is created by aircraft approaching or taking off from airports and by taxiing aircraft and engine testing within the airport perimeter. Airframe noise is created when air passes over an aircraft’s body (the fuselage) and its wings. This causes friction and turbulence which, in turn, creates noise. The amount of noise created varies according to the way the aircraft is flown, even for identical aircraft types. Aircraft land with their flaps extended; this creates more friction (and produces more noise) than an aircraft with its flaps retracted.

Engine noise is created by the sound from the moving parts of the engine and also by the sound of the air being expelled at high speed once it has passed through it. Most of the engine noise comes from the exhaust or jet behind the engine as it mixes with the air around it, although fan noise from the front of the engine can also be audible when the aircraft is on the ground.

Aircraft manufactured today are much quieter than they were 20 years ago and these will be replaced by even quieter aircraft in the future (action 10). But, even though each individual aircraft is quieter, there are more aircraft flying now than previously. This means that the average level of noise is lower than before, but the frequency of aircraft movements and hence noise ’events’ has increased.

In the UK, daytime aircraft noise is measured by calculating the average noise level in decibels (dB) over 16 hours, to give a single daily figure. The Government calls this average decibel measurement ‘LAeq’ (which is often shortened to Leq). It means ‘equivalent continuous noise level’ and is the most common international measure of aircraft noise. The Government says that communities become significantly annoyed by aircraft noise above 57dB LAeq. They use this as the starting point when setting policy on aircraft noise.

In the last 10 years, the number of people affected by noise within Gatwick’s 57 decibel contour has fallen considerably as older aircraft are replaced by newer, quieter models. In 1996 there were 14,900 people living within 57dB(A) 16 hour Leq daytime noise contour. By 2006 this had fallen to around 4,500, and in 2012 this had fallen even further to 3,650. This is even though there was a significant growth in air travel at the same time, from around 220,000 to 240,000 flights in 2012(CAA Figures).

Effects of noise

There are many different effects and sources of noise, and individuals experience each of them to different degrees. The effects can include general distraction, speech interference and sleep disturbance. Sometimes these effects can lead to annoyance and complaints. Research into the potential health effects of noise produces varying outcomes. More recently research published in the British Medical Journal in October 2013 states that the exact role that noise exposure may play in ill health is not well established. However, it is plausible that it might be contributing for example, by raising blood pressure or by disturbing people’s sleep. There’s a ‘startle reaction’ to loud noise - if you’re suddenly exposed to it, the heart rate and blood pressure increase. And aircraft noise can be annoying for some people, which can also affect their blood pressure, leading to illness. (Dr A Hansell, Imperial College London)

The possibility that severe annoyance might induce stress cannot be ignored. The Government’s Aviation Policy Framework aims is to limit and where possible reduce the number of people in the UK significantly affected by aircraft noise as part of a policy of sharing benefits of noise reduction with industry. This is consistent with the Government’s Noise Policy, as set out in the Noise Policy Statement for England (NPSE) which aims to avoid significant adverse impacts on health and quality of life. Gatwick Airport will continue to monitor Government research in this area (action 55).



Pre consultation and complaint data

In preparing the initial 2010 – 2015 action plan we held a series of pre-consultation events with representatives from airlines, NATS, local authorities, local environment amenity groups and members of the Gatwick Airport Consultative Committee (GATCOM). In producing this revised action plan we have consulted with GATCOM in line with the guidance issued from the Department of Food, Environment & Rural Affairs. Feedback from GATCOM is reproduced in Annex 9.

ANASE

ANASE stands for Attitudes to Noise from Aviation Sources in England. It is a social study commissioned by the DfT in 2002 aimed at reassessing people’s attitudes to aircraft noise, reassessing LAeq as a measure of annoyance and determining the financial value of noise. The final report was published in 2007, together with the comments of peer reviewers, and is available online at www.dft.gov.uk.

The expert peer reviewers advised the DfT that reliance on the detailed outcome of the ANASE study would be misplaced and specifically counselled against using the detailed results and conclusions in the development of Government policy. The Government stated that they did not propose to use the detailed results from ANASE in the development of policy.

Gatwick Airport continues to support the Government’s view of ANASE being an important step forward in understanding people’s attitudes towards aviation noise. The report findings will continue to be reflected on and considered by Gatwick Airport when formulating noise strategies, objectives and plans.

Interdependencies

Noise and emissions to airThere are interdependencies between the emissions of local air pollutants and carbon dioxide (CO₂) from aircraft engines, which affect aircraft noise management strategies. Most of the technological advances in aircraft design in the last 20 years have led to both a reduction in noise and CO₂ emissions, but in some cases have resulted in an increase in emissions of local air pollutants such as oxides of nitrogen (NOx). The challenge for the aviation industry is to address these three issues simultaneously.

Operational controls also need to be balanced. For example, the adoption of a reduced thrust setting for an aircraft during take-off can reduce NOx emissions by up to 30% or more compared to a full thrust setting. Many airlines already employ ‘reduced thrust’ as their standard operating procedure. While this is beneficial in the immediate vicinity of the airport, there can be a small increase in the noise experienced by those further away under the departure flight path as the aircraft decreases its angle of ascent.

Gatwick Airport has long been aware of the interdependencies between noise, local air quality and CO₂ emissions and has undertaken a number of studies to help quantify the exact balance that needs to be struck for specific situations. The level of scientific understanding of interdependencies, however, is incomplete, and Gatwick Airport continues to promote further research.

The legal context – regulation of aircraft noise in the UK

There are three main tiers of regulation which govern aircraft noise in the UK: international; European and national.



International regulationThe International Civil Aviation Organisation (ICAO) is an intergovernmental organisation. It aims to develop the principles and techniques of international civil air navigation and foster the planning and development of international air transport. One of ICAO’s main activities is to establish international standards, recommended practices and procedures regarding the technical fields of aviation, including aircraft noise. After a standard is adopted it is put into effect by each ICAO member state in its own territory.

ICAO has set progressively tighter certification standards for noise emissions from civil aircraft. Aircraft operating in member states must conform to these standards, which are known as Chapters. The Chapters set maximum acceptable noise levels for different aircraft during landing and take-off. Aircraft falling within Chapter 2 have been banned from operating within the EU since 1st April 2002, unless they are granted specific exemptions. The vast majority of civil aircraft now operating therefore fall within Chapters 3 and 4, i.e. they are quieter than the previous Chapter 2 aircraft. All new aircraft manufactured from 2006 onwards must meet the requirements of Chapter 4. The standard for Chapter 4 has been set at 10dB below that of Chapter 3. This is based on an aggregate of reductions in noise measured at three standardised locations close to an airport. During the process of agreeing the Chapter 4 standard, Gatwick Airport sought a stricter level at 18dB below the current Chapter 3, which would have reflected best available technology. As yet, there is no agreed date for the phase out of Chapter 3 aircraft. Although we do have an action to consult with our airline partners on the voluntary phase out of these aircraft (action 2).

ICAO also requires Member States to adopt a ‘balanced approach’ to noise management. The balanced approach goes beyond individual aircraft to consider:

• reducing aircraft at source• land planning use• changes to operational procedures• restrictions on the use of the noisiest

aircraftThis approach has been adopted through the various strategies in this noise action plan.

Balanced approachSince 2001 the ICAO Assembly has required member states to adopt a ‘balanced approach’ to aircraft noise management. This consists of identifying the noise problem at an airport and then analysing the various measures available to reduce noise through the exploration of four principal elements, namely:

• reduction at source (quieter aircraft)• land-use planning and management• noise abatement operational procedures

and operating restrictions to address the noise problem cost-effectively. ICAO has developed policies on each of these elements, as well as on noise charges.

This approach has been adopted in developing this draft noise action plan.

European regulationThe EU works to define a common aviation policy in Europe. The main driving force for this has been the European Civil Aviation Conference (ECAC), which has been set up under the auspices of the EU and ICAO. The EU has issued various directives relating to the management and control of environmental issues and is increasingly assuming responsibility for the regulation of aircraft noise standards. Member states are obliged to comply with the requirements of the directives and incorporate them into national legislation. The directives of most relevance to aircraft noise are:

EC Directive 92/14/EEC (now replaced by EC Directive EC 2006/93) – this directive banned Chapter 2 aircraft from landing in the EU from 1 April 2002.



EC Directive 2002/30 – this directive has various elements:

• it introduced discretionary powers to restrict the operation of marginally compliant Chapter 3 aircraft, where circumstances support this measure

• it requires the publication of environmental noise objectives for the airport

• it requires the adoption of a balanced approach to noise management, including the four elements agreed by ICAO (see previous page)

EC Directive 2002/49 (‘Environment Noise Directive’) – this directive required member states to create noise maps for certain transport and industrial sources and for large urban areas by 2007 and to adopt action plans based on these noise maps designed to manage environmental noise and its effects. The directive also aims to harmonise methods for measuring noise across the EU. We have produced the initial action plan covering 2010 – 2015 as well as this revised noise action plan to follow this directive.

National regulationThe Government has an important role in setting and developing the policy framework for aircraft noise control at UK airports and achieves this in various ways:

The Aviation Policy FrameworkIn July 2012, the Government consulted on its strategy for aviation: the draft Aviation Policy Framework. This proposed a high-level strategy setting out the Government’s overall objectives for aviation and the policies utilised to achieve those objectives. The Aviation Policy Framework has superseded the 2003 Air Transport White Paper as Government’s policy on aviation, alongside any decisions Government makes following the recommendations of the independent Airports Commission. The Government believes that aviation needs to grow, delivering the benefits essential to

our economic wellbeing, whilst respecting the environment and protecting quality of life. The Aviation Policy Framework is underpinned by two core principles:

• Collaboration: By working together with industry, regulators, experts, local communities and others at all levels, it will be able to better identify workable solutions to the challenges and share the benefits of aviation in a fairer way than in the past.

• Transparency: To facilitate improved collaboration, it is crucial to have clear and independent information and processes in place. Those involved in and affected by aviation need to have a clearer understanding of the facts and the confidence that proportionate action will be taken at the international, national or local level.

The Airports CommissionThe Airports Commission was established in September 2012 with the remit of recommending how the UK can maintain its status as a global aviation hub and maintain our excellent international connectivity for generations to come, as well as making best use of our existing capacity in the shorter term. By defining Government’s objectives and policies on the impacts of aviation, the Aviation Policy Framework sets out the parameters within which the Airports Commission will work.

The Commission published its interim report to the Government in December 2013 setting out its assessment of the evidence on the nature, scale and timing of steps needed to maintain the UK’s global hub status and its recommendations for immediate actions to improve the use of existing runway capacity in the next five years – consistent with credible long-term options. The Commission will then publish by the summer of 2015 a final report



Aeronautical Information PackageA range of noise controls relating directly to aircraft operations are set out in statutory notices and are published in the UK Aeronautical Information Package (UK AIP) and elsewhere as appropriate. These controls cover aspects such as continuous descent approaches (CDAs), noise abatement procedures and night flight restrictions.

Planning policyNoise needs to be considered when new developments may create additional noise and when new developments would be sensitive to the prevailing acoustic environment. In both cases, the potential noise impact needs to be addressed. Opportunities should also be taken, where possible, to achieve improvements to the acoustic environment.

Noise can override other planning concerns but neither the Noise Policy Statement for England nor the National Planning Policy Framework (which reflects the Noise Policy Statement) expects noise to be considered in isolation, separately from the economic, social and other environmental dimensions of proposed development.

Local planning authorities’ plan-making and decision taking should take account of the acoustic environment and in doing so consider:

• whether or not a significant adverse effect is occurring or likely to occur;

• whether or not an adverse effect is occurring or likely to occur; and

• whether or not a good standard of amenity can be achieved

In line with the Explanatory Note of the Noise Policy Statement for England, this would include identifying whether the overall effect of the noise exposure (including the impact during the construction phase wherever applicable) is, or would be, above or below the significant observed adverse effect level and the lowest observed adverse effect level for the given situation.

Acts of Parliament and regulationsThe Government also enacts Acts of Parliament and regulations which deal with aircraft noise. The relevant legislation is detailed below:

• The Civil Aviation Acts 1982 and 2006 – These Acts grant the Government powers to introduce noise control measures to limit or mitigate the effect of noise and vibration connected with taking off or landing aircraft at designated airports (the Secretary of State has currently designated Gatwick). These powers are widened by the Civil Aviation Act 2006. The Act also permits an airport authority to charge aircraft operators for use of the airport based on noise and emissions. Airport operators can thereby introduce differential charges to incentivise the use of quieter and cleaner aircraft The Act also permits airport operators to levy financial penalties on aircraft operators who breach noise abatement requirements imposed by the Secretary of State. A sum equal to the penalties received must then be paid for the benefit of people who live in the vicinity of the airport. At Gatwick Airport, we enforce this power and did so long before 2006. All fines are paid annually to an independent charity, The Gatwick Airport Community Trust.

• The Aerodromes (Noise Restrictions) (Rules and Procedures) Regulations 2003 The Civil Aviation Act 2006 also confirms that the Secretary of State and airport operators remain subject to these regulations. These regulations transposed the EC Directive 2002/30/EC into UK law. They apply to major airport operators (i.e. above 50,000 aircraft movements of civil jet aeroplanes per year) and reflect the adoption of the ICAO balanced approach to achieving noise objectives. The regulations also set out the procedures which airports should follow when considering noise



related operating restrictions. These include:

• taking into account costs and benefits of measures;

• being non-discriminatory on grounds of nationality or identity of air carrier or aircraft manufacturer;

• being no more restrictive than necessary in order to achieve the environmental objectives for a specific airport; and

• ensuring any performance based operating restrictions are based on the noise performance of the aircraft as determined by ICAO certification procedures

• The Environmental Noise (England) Regulations 2006 (as amended) These regulations transpose the requirements of EC Directive 2002/49/EC (Environment Noise Directive – see above) into English law. They require Member States to produce strategic noise maps for certain transport and industrial sources and, under regulation 18, relevant airport operators are obliged to produce noise action plans based on the strategic noise maps. Once prepared and adopted, the noise action plans must be reviewed and, if necessary, revised, at least every five years and whenever a major development occurs affecting the noise situation.

• Airports Act 1986 This Act gives power to the Secretary of State to make orders if it appears to him that the existing runway capacity of the airport is not fully utilised for a substantial proportion of the time during which it is available. It includes powers to limit the number of occasions on which aircraft may land or take off at an airport and schemes to allocate airport capacity.

• Aeroplane Noise Regulations 1999 These regulations set out the noise certificate requirements for both propeller and jet aeroplanes registered in the UK. It makes provision to ensure that no aircraft can land or take off in the UK without a noise certificate issued by its competent authority which meets ICAO noise certification standards. In accordance with its powers under the Civil Aviation Acts, the DfT has direct control over noise at Gatwick Airport and, following a lengthy consultation, has implemented the following noise abatement objectives for the current night flight regime running from 2006 to 2012:

• minimise sleep disturbance resulting from overflight of the noisiest types of aircraft

• mitigate the effects of noise, in particular sleep disturbance. This will be done by encouraging the airport to adopt night noise related criteria in order to determine which residents of domestic or noise sensitive premises should be offered insulation schemes; and

• limit the 6.5 hour, 48 dB(A) Leq contour (for the winter and summer seasons combined) to 47km2 by 2011 – 2012.

This regime was extended by one year to cover 2013 – 2014. The DfT have run a series of consultations on the night flying restrictions applicable to the designated London airports and have opted to retain the current regime until 2017 to allow the findings of the Airports Commission to be fully appraised.



• Environmental Noise Objectives In June 2006, the Secretary of State published long-term statutory environmental noise objectives for Gatwick Airport. These are:

• to progressively encourage the use of quieter aircraft;

• avoid allowing the overall noise from aircraft during the night quota period to increase above what was permitted in 2002-2003; and

• to meet other noise-abatement objectives as adopted from time to time

• Local authorities As well as Government legislation, additional noise-related controls are introduced by local planning authorities as part of the planning system. At Gatwick Airport there are several planning conditions relating to North Terminal which require towing of aircraft between 23:00 - 06:30 on some aircraft stands. This is often done by way of planning obligations contained in Section 106 agreements made between the airport operator and the planning authority. Gatwick Airport signed a re-negotiated S106 Agreement in December 2008. This agreement outlines 60 environmental commitments and obligations in addition to detailed actions within six specific action plans, independently audited annually. For details of Gatwick Airport’s S106 Legal Agreement with West Sussex County Council and Crawley Borough Council please refer to our website.

• The London Airspace Consultation The London Airspace Consultation ran from 15 October 2013 to 21 January 2014 and was a joint consultation between NATS and Gatwick Airport Ltd. New European legislation required all member States, including the UK, to revise their airspace to incorporate the latest aircraft navigation capability. The consultation was about how best to enable that change.

This consultation was the first stage in a wider programme of proposed changes to deliver the UK’s Future Airspace Policy, developed by the Civil Aviation Authority (CAA) with the support of the aviation industry. It will deliver significant benefits, including fuel savings for airlines which will also mean fewer CO2

emissions, and less noise overall for people living below. This first stage addressed changes to the airspace supporting Gatwick Airport from ground level up, and to the airspace supporting London City Airport above 4,000ft. Later stages will address proposals for airspace supporting other parts of the London airports network, to be complete, by 2020.

The following points should be noted: • We consulted on broad areas of

airspace within which routes will need to be positioned. Final route positions will be determined after considering the consultation feedback

• The net effect of these proposals will be less noise – aircraft will climb higher, more quickly on departure and stay higher for longer on arrival

• However, flight paths will change, some areas may be overflown more, others less and some will not notice any significant change

• We include the possibility of “respite routes” – additional routes that could provide some predictable respite from noise for people living below flight paths near Gatwick

• Our new design concept, making the most of modern navigation capability, will significantly reduce the use of conventional holds (or stacks), and put new route structures over the sea where possible

• This change will improve efficiency – reducing the average amount of CO2 emitted by each flight


6 GATWICK AIRPORT’S FRAMEWORK FOR NOISE MANAGEMENT

Airports bring positive economic and social benefits as well as environmental impacts. They are important to the economy, providing jobs, encouraging inward investment and boosting local tourism.

However, they can also have an impact for those communities that exist around airports. Noise remains a significant issue for people living or working close to airports or under flight paths.

Limiting and, where possible, reducing the impact of noise is a long standing commitment of Gatwick Airport and is critical to maintaining the airport’s licence to operate and grow.

Some of this noise results from Gatwick Airport’s own operations, noise which we have the ability to directly control. However, noise is also generated from sources outside our direct control but where we can exert influence to bring about change.

Noise strategy

Our approachGatwick is a designated airport, so the Government sets the policy framework which influences how the airport responds to aircraft noise issues. The Government’s Aviation Policy Framework outlines several ways to control, mitigate and compensate for noise.

In November 2013 the DfT, as part of the Stage 2 Consultation regarding the night flying restrictions at Heathrow, Gatwick and Stansted airports, announced that it is to roll-over the existing restrictions until 2017. This will allow the DfT to take into account the findings from the Airports Commission, due in summer 2015, before making changes to the night restrictions regime.

Our plansAlongside the statutory noise objectives, Gatwick Airport has set the following long term objective for the management of aircraft noise:

‘To gain the trust of our stakeholders that we are using best practicable means to minimise aircraft noise impacts’

This had previously been supported by a long-term goal to be in the top 20% of companies for best practice in international airport noise management on comparable sites. In reality this means consistently being in the top seven or eight airports for aircraft noise management globally (operational procedures, mitigation, compensation and communication). After feedback it was clear that the benchmarking process by which this goal was assessed was not easily understood. Therefore we have set ourselves the aim of being considered by independent consultants as the leading major international airport on noise management using a bench marking methodology supported by the Noise and Track Monitoring Advisory Group (NATMAG).

Gatwick Airport sets noise targets each year to work towards this goal, and these are published in our sustainability report and reported through NATMAG together with performance information against key performance indicators.

In our approach to noise management we have set five key themes for the next five years. These establish a framework for the airport’s draft noise action plan and help inform our priorities. They are:

1. Reducing noise impacts wherever practicable. This includes:a. Quietest fleet practicableb. Quietest practicable aircraft

operations, balanced against NOx and CO₂ emissions

c. Effective and credible noise mitigation schemes



2. Engaging with communities affected by noise impacts to better understand their concerns and priorities, reflecting them as far as possible in airport noise strategies and communication plans

3. Influencing planning policy to minimise the number of noise sensitive properties around our airports

4. Organising ourselves to continue to manage noise efficiently and effectively

5. Continuing to build on our understanding of aircraft noise to further inform our priorities, strategies and targets

We recognise that following the publication of this revised action plan, it is important to keep communities and other stakeholders informed of the progress made. We are committed to reporting annually on our performance against our action plan and the effectiveness of our actions to address community concerns (see action 28).

Current measures to manage aircraft noise at Gatwick AirportWe believe that we have a full and comprehensive range of noise management measures already in place when compared with other similar airports. These measures cover operational procedures, stakeholder communication and engagement as well as mitigation and compensation schemes.

An independent study commissioned by the DfT cites Gatwick Airport as operating at or above current international best practice for noise management and mitigation (Eurocontrol report: Review of Gatwick arriving aircraft and related noise issues around Hever Castle May 2009). A summary table detailing the current key limit values in place at Gatwick is provided in Annex 5.

Land use planningThe ICAO Balanced Approach to Aircraft Noise Management states that land-use planning and management is an effective means to ensure that the activities nearby airports are compatible with aviation. It’s

main goal is to minimise the population affected by aircraft noise by introducing land-use zoning around airports. Compatible land-use planning and management is also a vital instrument in ensuring that the gains achieved by the reduced noise of the latest generation of aircraft are not offset by further residential development around airports.

The National Planning Policy Framework (NPPF) expects local planning policies and decisions to ensure that new development is appropriate for its location and the effects of pollution – including noise – on health, the natural environment or general amenity are taken into account. This does not rule out noise-sensitive development in locations that experience aircraft noise. In the same way that some people consider themselves annoyed by aircraft noise even though they live some distance from an airport in locations where aircraft are at relatively high altitudes, other people living closer to an airport seem to be tolerant of aircraft noise and may choose to live closer to the airport to be near to employment or to benefit from the travel opportunities. There can also be other good economic or social reasons for noise-sensitive developments to be located in such areas. However, reflecting Government noise policy, the NPPF is quite clear that the planning system should prevent new development being put at unacceptable risk from, or being adversely affected by, unacceptable levels of noise pollution. Local planning authorities therefore have a responsibility to ensure that the land use element of the balanced approach is implemented in the context of their local plan policies, including any on noise. People considering moving to an area which may be affected by existing aircraft noise also have a responsibility to inform themselves of the likely impacts before moving to the area, and airport operators should ensure that all necessary information to inform such decisions is easily accessible.



Results from the 2011 Census show a general increase in population density. Consequently, within some noise contours around airports, the number of people has increased regardless of any change in noise. The Government will therefore take into account the trends in populations within the contours when monitoring the effectiveness of its overall policy on aviation noise.

Noise mitigation and compensationThe Government’s Aviation Policy Framework states that their overall objective on noise is to limit and where possible reduce the number of people in the UK significantly affected by aircraft noise. The policy document makes clear that the acceptability of growth in aviation depends to a large extent on the industry continuing to tackle its noise impact and confirms that the Government expects the industry at all levels to continue to address noise.

The principal mitigation measure for aircraft noise impacts (at Gatwick Airport) is the provision of acoustic insulation and can be required on a statutory basis under section 79 of the Civil Aviation Act 1982. In practice however, all Gatwick Airport’s current noise insulation schemes are provided on a voluntary basis and exceeds the expectations of the Aviation Policy Framework. Namely:

• Airport operators are to offer households exposed to levels of noise of 69 dB LAeq,16h or more, assistance with the costs of moving.

• Airport operators are to offer acoustic insulation to noise-sensitive buildings, such as schools and hospitals, exposed to levels of noise of 63 dB LAeq, 16h or more.

• Where acoustic insulation cannot provide an appropriate or cost-effective solution, alternative mitigation measures should be offered.

• If no such schemes already exist, airport operators should consider financial assistance towards acoustic insulation for households. Where compensation

schemes have been in place for many years and there are few properties still eligible for compensation, airport operators should review their schemes to ensure they remain reasonable and proportionate.

• Where airport operators are considering developments which result in an increase in noise, they should review their compensation schemes to ensure that they offer appropriate compensation to those potentially affected. As a minimum, the Government would expect airport operators to offer financial assistance towards acoustic insulation to residential properties which experience an increase in noise of 3dB or more which leaves them exposed to levels of noise of 63 dB LAeq, 16h or more

• Any potential proposals for new nationally significant airport development projects following any Government decision on future recommendation(s) from the Airports Commission would need to consider tailored compensation schemes where appropriate, which would be subject to separate consultation.

• Airports may wish to use alternative criteria or have additional schemes based on night noise where night flights are an issue. Airport consultative committees should be involved in reviewing schemes and invited to give views on the criteria to be used.

In 2005, after consultation, Gatwick Airport launched a number of schemes including voluntary blight mitigation, noise relocation and insulation schemes. In 2008, Gatwick Airport launched a noise insulation scheme for homes. This scheme closed in 2013 and a revised and improved scheme will be launched in January 2014.



Noise insulation schemeThe noise insulation scheme has been revised following consultation with residents, local authorities, previous scheme beneficiaries, local MPs and business partners. Feedback has been used to redefine the scheme and to improve it where feasible.

The aim of the scheme is to help reduce the impact of airport noise on households most affected by Gatwick operations within a redefined boundary larger than that of the previous scheme.

Maps detailing the boundaries for the new noise insulation scheme and current relocation schemes are contained in Annex 7.

Operational procedures and operating restrictionsA range of noise controls relating directly to aircraft operations at Gatwick Airport are set out in statutory notices and are published in the UK Aeronautical Information Package (UK AIP).

UK AIP requirementsDepartures :

• after take-off the aircraft shall be operated in such a way that it is at a height of not less than 1,000ft above aerodrome level at 6.5 km from the start of roll as measured along the departure track of that aircraft.

• after taking off the aircraft shall avoid flying over the congested areas of Horley and Crawley.

Arrivals:• between the hours of 23:30 (local) and

06:00 (local), inbound aircraft, whether or not making use of the ILS (instrument landing system) localiser and irrespective of weight or type of approach, shall not join the centre-line below 3,000ft (Gatwick QNH) closer than 10nm (nautical miles) from touchdown

• before landing at the aerodrome the aircraft shall maintain as high an altitude as practicable and shall not fly over

the congested areas of Crawley, East Grinstead, Horley and Horsham at an altitude of less than 3,000ft (Gatwick QNH) nor over the congested area of Lingfield at an altitude of less than 2,000ft (Gatwick QNH).

• additionally, pilots are requested to avoid the use of reverse thrust after landing, unless required for safe operation of the aircraft, between 23:00 and 06:00 (local time). This is to minimise disturbance in areas adjacent to the airport.

Continuous descent approach (CDA)A CDA is a technique of flight in which a pilot descends at a continuous rate to join the glide-path at the correct height for the distance and thereby avoid the need for extended periods of level flight. The intention is to keep aircraft higher for longer, using reduced thrust and thereby reducing arrival noise. A CDA requires co-operation between Air Traffic Control (ATC) and pilots, as well as many other factors.

A voluntary code of practice for CDAs has been produced following work carried out by a group representing airlines, NATS, CAA, airports, the DfT Transport and local government. The full text can be found in the arrivals code of practice on the DfT website.

Levels of CDA achievement are regularly reported back to the Gatwick Airport Consultative Committee (GATCOM) as well as the Flight Operations Performance & Safety Committee (FLOPSC), which includes airline and ATC representatives.



Areas of Outstanding Natural Beauty (AONBs)Gatwick is surrounded by many AONBs. In January 2014, DfT published its guidance to the CAA on Environmental Objectives Relating to the Exercise of its Air Navigation Functions. Chapter 8 sets out guidance in relation to AONBs and other relevant environmental issues. See:

https://www.gov.uk/government/publications/air-navigation-guidance

TranquillityTranquillity is a subjective concept usually linked to engagement with the natural environment. In 2007, the Campaign to Protect Rural England (CPRE) compiled a list of what the concept of tranquillity means to people and created a national tranquillity map for England. There is growing pressure to protect and preserve tranquil areas and the Government has recognised that a sense of tranquillity contributes to people’s enjoyment of the natural environment. Therefore, whenever practicable and in line with the priorities presented in Chapter 4.1 of the Guidance, the CAA should also take into account the concept of tranquillity when making decisions regarding airspace below 7,000 feet (amsl).

Night RestrictionsThe current restrictions on night flying were introduced by the DfT in 2006 and initially were meant to remain in force until 2012. These restrictions were subsequently extended into 2014. In autumn 2013 the DfT announced the launch of the second stage of the consultation into night flying restrictions for the regulated London airports and simultaneously announced that the current restrictions will remain in force until 2017 to allow for the final findings from the Airports Commission to be fully considered.

Gatwick Airport Ltd had not requested an increase in the amount of night flights permitted.

The basic requirement is that during the ‘night period’ (23:00 – 07:00 local time), the noisiest types of aircraft (classified as QC8 and QC16) may not be scheduled to land or take-off. From 23:30 to 06:00, the ‘night quota period’, aircraft movements are restricted by a movements limit. These are supplemented by noise quotas as an additional measure. These are set for each season: summer (based on British Summer Time) and winter.

Guidance to the Civil Aviation Authority on Environmental Objectives Relating to the Exercise of its Air Navigation Functions

January 2014 1

8. Other relevant environmental issues

National Parks and Areas of Outstanding Natural Beauty (AONB) 8.1 National Parks and AONB are designated areas with specific statutory

purposes to ensure their continued protection in relation to landscape and scenic beauty.23 The statutory purposes of National Parks are to conserve and enhance their natural beauty, wildlife, and cultural heritage and to promote opportunities for the understanding and enjoyment of their special qualities by the public. The statutory purpose of AONB is to conserve and enhance the natural beauty of their area. In exercising or performing any functions in relation to, or so as to affect, land in National Parks and AONB, the CAA is required to have regard to these statutory purposes under s.19 and Schedule 2 of the Civil Aviation Act 1982.24

8.2 Flights over National Parks and AONB are not prohibited by legislation as a general prohibition against over-flights would be impractical. Government policy will continue to focus on minimising the over-flight of more densely populated areas below 7,000 feet (amsl), but balanced with emissions between 4,000 and 7,000 feet (amsl), as set out in the altitude-based priorities in Chapter 4.1 of this Guidance. However, where it is practical to avoid over-flight of National Parks and AONB below 7,000 feet (amsl), the CAA should encourage this.

8.3 In line with the altitude-based priorities, the noise impact of flights above 7,000 feet (amsl) is unlikely to be significant and so no consultation is required on their noise impact at above this level.

Tranquillity8.4 Tranquillity is a subjective concept usually linked to engagement with the

natural environment. In 2007, the CPRE compiled a list of what the concept of tranquillity means to people and created a national tranquillity map for England.25 There is growing pressure to protect and preserve tranquil areas and the Government has recognised that a sense of tranquillity contributes to people’s enjoyment of the natural

23 A list of designated National Parks in the UK can be found at www.nationalparks.gov.uk. A list of designated AONB can be found at www.landscapesforlife.org.uk. 24 DEFRA, Duties on relevant authorities to have regard to the purposes of National Parks, Areas of Outstanding Natural Beauty (AONB) and the Norfolk and Suffolk Broads Guidance Note, 2005, http://archive.defra.gov.uk/rural/documents/protected/npaonb-duties-guide.pdf25 http://www.cpre.org.uk/what-we-do/countryside/tranquil-places/in-depth/item/1688-how-we-mapped-tranquillity

30



Noise quotas are assigned to aircraft based on the noise they create. The Quota Count (QC) classifications are as below:

Aircraft are classified separately for take-off and landing. The QC classifications of individual aircraft are published in the statutory notice.

The restrictions regime provides an exemption for certain aircraft from the requirements if their noise certification data is less than 84 effective perceived noise decibels (EPNdB).

The regime also allows a small degree of flexibility at the end of the season. That is, up to 10% of the current season’s movements limit may be carried over if sufficient amount of the limit is unused, and up to 10% of the next season’s movements limit may be anticipated in the event of an overrun. Any excess overrun is penalised in the following season at double the amount of the excess. The same arrangements apply to the noise quotas. The Secretary of State also has the power to specify circumstances in which movements can be disregarded from the restrictions by the airport managers. The airport companies may disregard night movement when there are delays to aircraft which are likely to lead to serious congestion at the aerodrome, serious hardship or suffering to passengers or animals and where there are delays to aircraft resulting from widespread and prolonged disruption of air traffic.

The permitted operations are:

• any aircraft which has a quota count of 4, 8, or 16 may not be scheduled to take off or land during the night quota period

• any aircraft which has a quota count of 8 or 16 may not be scheduled to take off or land during the night period

• any aircraft which has a quota count of 8 or 16 may not take off in the night period, except in the period 23:00 hours to 23:30 hours in circumstances where:

a. it was scheduled to take off prior to 23:00 hours

b. the take-off was delayed for reasons beyond the control of the aircraft operator

c. the airport authority has not given notice to the aircraft operator precluding take-off.

Gatwick Airport reports regularly to GATCOM and to the DfT on usage of the movements limits and the noise quotas, details of any dispensations or exemptions granted, and also on any movements by

Certified noise level (EPNdB)

Quota count

More than 101.9 QC/16

99 - 101.9 QC/8

96 - 98.9 QC/4

93 - 95.9 QC/2

90 - 92.9 QC/1

87 - 89.9 QC/0.5

84 - 86.9 QC/0.25



QC/8 and QC/16 aircraft during the night period. All dispensations granted by the airport have to be reported to the DfT in writing within one week of the event occurring.

Noise preferential routings (NPRs)Aircraft departing Gatwick Airport are required to follow specific departure paths, or NPRs. However, ATC is permitted to direct aircraft off NPRs for safety reasons, including adverse weather conditions. NPRs were designed to avoid overflight of built-up areas where possible. Once aircraft reach an altitude of 4,000ft (or 3,000ft dependent on departure route and time) at any point along an NPR, they may be vectored off the route by ATC onto more direct headings to their destinations. (See Annex 6)

Noise limitsDuring the night quota period (23:30-06:00) the departure noise limit is 87 dB(A) Lmax. During the remainder of the night period (23:00-23:30 and 06:00-07:00), the noise limit is 89 dB(A). The limits apply at fixed noise monitors only. These night time limits are consistent with the night restrictions regime. There is also a daytime noise limit of 94 dB(A). Airlines whose aircraft breach the noise limits are fined by Gatwick Airport. There are no arrivals noise limits.

Ground noiseAircraft engine testing is controlled by Gatwick Airport Ltd and is also subject to stringent regulation in our Section 106 Legal Agreement. This is achieved by establishing and enforcing ground noise controls by way of Gatwick Airport Directives (GADs).

In the case of engine run-up restrictions, the GAD states that unless there are urgent operational reasons for engine testing to be carried out at night, ground running must be confined to the period 07:00-22:00 local time. There are additional restrictions regarding the running of auxiliary power units.

Noise monitoringGatwick Airport has a noise and track-keeping system, which takes radar data from ATC radars and combines it with flight information and data from both fixed and mobile noise monitors situated around the airport.

There are five fixed noise monitors around Gatwick (approximately 6.5km from either end of the runway) and six mobile noise monitors located in communities further away from the airport. The mobile noise monitors are deployed for periods of typically one year and are usually located in areas affected by inbound or outbound aircraft.

The mobile noise monitors allow Gatwick Airport to gain an understanding of the noise climate in a particular area and, in conjunction with the Gatwick Noise Monitoring Group, commission detailed noise studies by our independent acoustic specialists.

Noise Charges

Conditions of use and airport charges for Gatwick Airport are published every year in the Conditions of Use publication. The charge on landing is assessed and paid on the basis of the maximum total weight authorised (MTWA) as recorded by the airport companies on 01 April each year and are weighted according to their noise emissions. The base charge applies to jet aircraft over 16 tonnes, which meet the noise certification standards of ICAO Annex 16, Chapter 3. Aircraft which do not meet the requirements for Chapter 3 certification must pay an additional surcharge. Similarly, quieter aircraft (again certificated according to the ICAO Annex 16 Chapter system), are charged a reduced fee. The aim is to encourage operators to use the quietest possible fleet. Full details can be found on our website athttp://www.gatwickairport.com/PublicationFiles/business_and_community/all_public_publications/2013/conditions_of_use_2013-14.pdf



A brief summary of the charging structure for summer 2013 is set out in the table below.

Stakeholder engagementIn addition to the above measures, Gatwick Airport also regularly engages with stakeholders including airlines, NATS, local communities, local authorities and government bodies. This is done through various engagement forums such as NATMAG (now includes the Ground Noise Committee), GATCOM Steering Group, GATCOM, Section 106 Steering Group, ad-hoc Pilots Forum, and the Gatwick Noise Monitoring Group

Aircraft Noise Monitoring Advisory Committee (ANMAC)ANMAC was setup by the Government in the early 1990s to advise them on the operation of the noise monitoring equipment which the former owner of Gatwick Airport had been required to install by the DfT under the Civil Aviation Act 1982. Since then the committee has been used as an advisory body on various noise issues.

Membership includes representatives from NATS, the Environmental Research and Consultancy Division (ERCD) of the CAA, the scheduling committees and their technical advisers, Gatwick Airport Limited, representatives from Heathrow and Stansted airports and a representative and technical adviser from the consultative committees of the three main London airports (LHR, LGW & STN). The committee is chaired by the head of the Environment Division at the DfT.

Gatwick Airport Consultative Committee (GATCOM)GATCOM was established in 1956. It is a statutory advisory body constituted by Gatwick Airport Limited in accordance with the Civil Aviation Act 1982 (as amended by the Airports Act 1986). The purpose of GATCOM is to advise the Airport’s Chief Executive and his management team about issues which concern the local communities, travellers, businesses and other users of the airport and to stimulate interest both within the airport community and local people. Its primary objective is to ensure the future success of Gatwick providing high quality

Charging Category

Charge Levied

Category definition

Chapter 3 base

Base charge

Jet aircraft over 16 metric tonnes which meet the noise certification standards of ICAO Annex 16 Chapter 3.

Non chapter 3 aircraft

Base chargeplus 300%

Aircraft who fail to meet Chapter 3 noise certification standards as a minimum or any non certificated aircraft.

Chapter 3 high Base charge plus 150%

Aircraft with summed certificated noise levels within 5EPNdB of the summed Chapter 3 noise certification standards.

Chapter 3 minus

Base charge minus 10%

Jet and non jet aircraft in excess of 16 tonnes which on both arrival and departure have a quota count of 1 or less.

Chapter 4 Base charge minus 15%

Jet and non-jet aircraft over 16 metric tonnes which meet the noise certification standards of ICAO Annex 16 Chapter 4.



services to passengers and airlines, having particular regard to the impact this has on the surrounding communities.

It has 28 appointed representatives from a wide range of interests including local authorities, civil aviation, passenger, business, tourism and community and environmental groups. A Government representative is also present at the main Committee meetings, together with Gatwick Airport Limited’s Chief Executive and his senior management team.

Gatwick Airport meets a statutory obligation by consulting with the committee. GATCOM meets four times a year and is a public forum. It considers issues and questions in connection with the operation and development of Gatwick and its effect on local communities, passengers, airlines and other users of the airport.

Noise and Track Keeping Working Group (NATMAG)NATMAG is a group set up by Gatwick Airport comprising local community representatives, air traffic control and airport personnel. It oversees the operation of the Gatwick Airport Ltd’s Flight Performance Team systems to ensure that the requirements of the local community are taken into account in respect of the production of statistics, information and complaint handling. It also advises Gatwick on issues relating to noise and track monitoring which derive from the results obtained from the monitoring equipment and assists the airport in seeking improvements to the noise climate and track-keeping performance around Gatwick. It then reports on these issues to GATCOM.

Flight Operations Performance & Safety Committee (FLOPSC)FLOPSC is an internal committee of Gatwick Airport. Its membership comprises senior pilots, NATS and Gatwick Airport’s Airside Operations Team and members from the Flight Performance Team. It reviews noise, track and CDA performance, shares best

practice and also advises on noise abatement procedures. A key message(s) from FLOPSC is presented at each NATMAG.

Accessing information

Flight Performance Team (FPT)(Formerly known as the Flight Evaluation Unit - FEU) Gatwick Airport monitors compliance with the various noise control measures detailed in the AIP or locally and handles noise queries and complaints through the Flight Performance Team. This responds to all queries/complaints and provides statistics to DfT and GATCOM (see action 32)

ReportingThe FPT produces an annual report which provides information on performance against noise control measures. Detailed within this revised action plan is our ongoing intention to publish quarterly FPT update reports on our website. We have also recently updated our communication literature and website based material. We also include a summary of our activity in relation to noise management as part of our annual Section 106 annual monitoring report and Decade of Change report. Both these are available on our website. In addition we report regularly to the DfT, airlines and NATS as well as at NATMAG and GATCOM meetings.

Industry groups

Airports Council InternationalACI pursues airports interests in discussions with international organisations. The most important relationship is with the International Civil Aviation Organization (ICAO), where international standards for air transport are debated and developed. ACI defends airport’s positions and develops standards and recommended practices in the areas of safety, security and environment. It also advances and protects airport interests in policy changes on airport charges and regulation, strengthening the hand of airports in dealing with airlines. Gatwick Airport’s



recent membership of ACI gives us the opportunity to encourage the exchange of knowledge between European airports to share best practice and influence policy changes.

Sustainable AviationGatwick Airport is a signatory to Sustainable Aviation, a long term strategy which sets out the collective approach of UK aviation to tackling the challenge of ensuring a sustainable future for our industry. A world-first, Sustainable Aviation was launched in 2005 and brings together the main players from UK airlines, airports, manufacturers and air navigation service providers.

Sustainable Aviation is unique in the UK transport sector in representing a proactive coalition of airlines, airports, engine and airframe manufacturers and air traffic management, and established specifically to address sustainability issues. It is entirely focused on finding collaborative ways of improving our environmental performance and ensuring sustainable growth.

The Goals of Sustainable Aviation are:

• Social & Economic: A competitive aviation industry making a positive contribution to the UK economy and meeting the needs of society for air transport, whilst maintaining constructive relationships with stakeholders.

• Climate Change: Aviation incorporated into a robust global policy framework that achieves stabilisation of greenhouse gas concentrations in the atmosphere at a level that would prevent dangerous man-made interference with the climate system.

• Noise: Limit and, where possible, reduce the impact of aircraft noise.

• Local Air Quality: Industry to play its full part in improving air quality around airports.

• Surface Access: Industry playing its full part in an efficient, sustainable multi-modal UK transport system.

• Natural Resources: Environmental footprint of UK aviation’s ground-based non-aircraft activities is contained through effective engagement and reduction measures.

• Implementation: Full industry commitment to sustainable development and communicating fully the role of aviation in society in order to support a better understanding of its contributions

Key outputs relative to aircraft noise have been the Departures and Arrivals Codes of Practice and the Sustainable Aviation Noise Road-Map.

The Noise Road-Map which sets out how we believe aircraft noise impacts can be reduced between now and 2050.

Key Points from the Noise Road-Map are:

• New aircraft typically produce half the noise of those they are replacing

• Growth in aircraft movements between now and 2050 can be achieved without increasing UK aviation noise

• SA and the wider UK aviation industry are committed to developing ways to reduce the number of people affected by aircraft noise

• Individuals’ reaction to aircraft noise is complex and requires greater understanding

• SA calls for sustained Government support in improving land use planning controls around airports, progressing research and technology and developing new noise metrics and communication tools

• The opportunities developed in this Road-Map will now be adapted into UK airport Noise Action Plans



The Noise Challenge in reducing the number of people affected by aircraft noise

Three key conclusions arise from this diagram.

1. The number of people impacted by each variable is not consistent, for instance a loud aircraft event on a windy morning generally results in fewer people annoyed than the same aircraft event on a still, foggy morning.

2. While the aviation industry can take direct control of some of the variables, it has only indirect influence over others and no control at all over the remainder.

3. Research is required to understand in more detail the specific weighting and interrelationships each of the variables has on the final result.

The following figure illustrates how the introduction of imminent and future aircraft and engine technology offers the potential to reduce UK aviation noise output by 2050 compared to 2010. Without this technology, given the forecast growth in demand for air transport, UK aviation’s noise output would almost double

The graph above shows an aggregated UK picture of noise output and how this is predicted to change between 2010 and 2050. The graph is not airport specific and cannot be read as the projection of noise output for any particular airport. This will depend on the aircraft types and rates of penetration of newer aircraft at individual airports.

Further improvements can be achieved through the wider implementation of operational improvements in the use of airspace and flying techniques and through better land use planning in the immediate vicinity of airports.

Developing the tools discussed in this Road-Map will require wide collaboration, co-ordinating efforts across the UK aviation industry, local and national Government and national and local community groups.


Responding to this, the SA signatory companies make the following commitments:

• SA members will use this Road-Map to develop best practice noise management strategies for the future.

• The Aerospace sector will continue to invest in aircraft technology research programmes.

• The Aerospace sector will work to achieve the visionary noise goals of Flightpath 2050 and CLEEN.

• The industry will increase the use of existing operational techniques that reduce noise where safe and feasible.

• The industry will collaborate to explore and develop new operational techniques that reduce noise where safe and feasible.

• The industry will actively contribute to improving aircraft noise guidance in local planning policy

• Airports will review masterplans to ensure they are consistent with Noise Action Plans

• Airports will work with Government, local authorities and local communities to achieve identified land use planning improvements

• The industry will promote open and transparent engagement with communities affected by noise, to better understand their concerns and priorities and to establish trust in the engagement process.

• The industry will ensure that any changes to noise impacts or noise mitigation efforts are clearly communicated through agreed channels in a timely and non-technical manner.

• The industry will present the best practice engagement mechanisms from the Road-Map to local stakeholders through channels such as consultative committees to help airport operators better evaluate their engagement techniques.

The industry will work with Government and other stakeholders to identify and resolve research gaps in:

how the variables in the ‘Noise Challenge’ diagram are weighted and consult on whether a more accurate model can be developed to predict the number of people annoyed by aircraft noise under various ‘what if’ scenarios;

• understanding of individual reactions to aircraft noise;

• noise acceptability vs. noise annoyance; and

• a basis for better noise metrics.

SA will use this Road-Map to develop action plans, ensure we deliver to our commitments and continue to expand and improve on our existing noise management practices. Action plans will be on two separate scales:

• Noise Road-Map Delivery Action Plan – Developed by SA members to monitor and manage common industry actions.

• SA Member Specific Action Plan Developed for specific airlines and airport sites with their relevant stakeholder groups to incorporate the principles defined in this Road-Map into existing noise strategies such as airport Noise Action Plans or similar.

Website and online flight trackingDetailed information relating to aircraft noise is available on our website. This has links to various reports, minutes from NATMAG and fact sheets dealing with ground noise, aircraft overflight and night flights.

A further facility on the website is our flight tracking tool. This has recently been upgraded and is an online self-service enquiry system showing Gatwick aircraft flight tracks, heights and aircraft types. By using this facility it is possible to see where planes are flying in relation to where you live or work. Additionally, there is the facility to make specific enquiries through the website.




This facility has a delay of approximately 20 minutes to allow for data processing.

Complaint handling serviceGatwick Airport’s FPT registers and investigates all complaints received in line with our stated complaint handling policy.

Relevant information to help understanding of the issue is offered but the FPT will not repeatedly supply the same or similar information or substantial amounts of data, or undertake extensive data gathering exercises in individual cases.

This allows the FPT to concentrate on performance monitoring and overall studies with the aim of providing useful information about what, if any, improvements might be possible.

The FPT also continuously monitors overall performance, for example track keeping and CDA. This is not dependent on receipt of complaints.

Where there appears to be something unusual occurring it is investigated and the data is used to continue to work proactively with the airline community to enhance performance overall. See Annex 4 for complaint data.

Website and online flight trackingDetailed information relating to aircraft noise is available on our website. This has links to various reports, minutes from NATMAG and fact sheets dealing with ground noise, aircraft overflight and night flights.

A further facility on the website is our flight tracking tool. This has recently been upgraded and is an online self-service enquiry system showing Gatwick aircraft flight tracks, heights and aircraft types. By using this facility it is possible to see where planes are flying in relation to where you live or work. Additionally, there is the facility to make specific enquiries through the website. This facility has a delay of approximately 20 minutes to allow for data processing.

The flight tracking facility can be accessed at: http://flighttracking.casper.aero/lgw/


7 RESULTS OF THE 2012 NOISE MAPPING

Gatwick Airport has, for many years, had an extensive noise management regime and annually produced summer LAeq 16 hour day contours. Therefore, the results of the 2012 noise mapping of 2011 do not raise any significant new issues. Traditionally our approach to noise management has contained actions aimed at addressing areas outside of these contours and, additionally, ground noise. As stated above, the actions contained within this revised plan will continue to adopt this approach.

The location of Gatwick Airport and the alignment of the main and standby runways mean that aircraft arrive and depart mostly over lightly populated rural areas. The alignment of the main runway means that residents of areas such as Lingfield to the east of the airport and Okewood Hill to the west are impacted by the airport’s operation. Gatwick Airport has witnessed steady growth over recent decades, handling approximately 240,000 runway movements in 2012 compared to 220,000 in 1996.

The prevalence of westerly winds means that approximately 70% of aircraft arrivals come from the east and around 70% of departures are to the west however this figure does fluctuate.

There are four departure routes (noise preferential routes - NPRs) to the east of Gatwick and five to the west. The Lden maps indicate the impact of these NPRs particularly to the west where the departure routes form a spur in the 55dB Lden contour over Capel and the surrounding area.

For aircraft arriving at Gatwick the contour is influenced by arrivals from the east where the 55dB Lden contour extends over Marsh Green.

The impact of departures is less marked on the Lnight contour map reflecting that the night period typically consists of scheduled arrivals.

Detailed overleaf, and in Annex 3, are the results of the 2012 noise mapping showing the estimated number of people and dwellings exposed above various noise levels. This data has been sourced directly from the data pack provided to us by DEFRA and with reference to ERCD Report 1205 – Strategic Noise Maps for Gatwick Airport 2011. We have included data from Lday, Levening, Lnight, Lden and Leq noise contours. We considered these results and our current noise mitigation measures in revising this noise action plan.

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’.



Noise leveldb (A)

Dwellings People

≥54 3,550 8,700

≥57 1,200 2,800

≥60 500 1,200

≥63 200 500

≥66 100 200

≥69 <50 <100

Table 1Estimated total number of people and dwellings within Gatwick Airport 12 hour day Lday noise contoursSource: DEFRA 2013Noise Mapping Data Pack

Table 3Estimated total number of people and dwellings within Gatwick Airport 8 hour Lnight noise contours. See Annex 3, Map 2Source: DEFRA 2013Noise Mapping Data Pack

Noise leveldb (A)

Dwellings People

≥48 2,950 7,200

≥51 1,250 2,900

≥54 450 1,000

≥57 200 500

≥60 100 200

≥63 <50 <100

≥66 0 0

Noise leveldb (A)

Dwellings People

≥54 2,600 6,400

≥57 750 1,800

≥60 300 700

≥63 150 400

≥66 <50 100

≥69 0 0

Table 2Estimated total number of people and dwellings within Gatwick Airport 4 hour Levening noise contoursSource: DEFRA 2013Noise Mapping Data Pack



Table 4Estimated total number of people and dwellings within Gatwick Airport 24 hour Lden noise contours. See Annex 3, Map 1Source: DEFRA 2013Noise Mapping Data Pack & ERCD Report 1205

Noise leveldb (A)

Dwellings Area (km2) People

≥55 4,500 85.6 11,300

≥60 850 31.9 2,000

≥65 200 11.9 500

≥70 <50 4.1 <100

≥75 0 1.5 0

Table 5Estimated total number of people and dwellings within Gatwick Airport annual 16 hour day LAeq 16 hour noise contours.Source: DEFRA 2013Noise Mapping Data Pack

The previous noise mapping from 2006 is provided within Appendix 12 for the purposes of comparison.

Noise leveldb (A)

Dwellings People

≥54 3,300 8,100

≥57 1,050 2,500

≥60 450 1,100

≥63 200 500

≥66 50 200

≥69 <50 <100


8 EVALUATING THE NOISE ACTION PLAN

Performance indicators for our action planWe will use a set of performance indicators to monitor and assess the effectiveness of our plan.

The full range of indicators is set out in the noise action plan in Section nine. Our performance against these indicators will be regularly reviewed internally through our environmental governance structure. We will also report on progress against these in our annual S.106 Annual Monitoring Report.

During the five year period of this action plan, we may add to or amend the range of performance indicators to respond to improvements which enable us to better manage airport noise impacts. From time to time we may set an annual target against one or more of the performance indicators and include this in our annual reporting.

Set out below is a series of key performance indicators which we propose to publish annually through our S.106 , Decade of Change and/or Flight Performance Team reports.

We have included figures for 2006 and 2011 against our performance indicators, in order to set a baseline for the future and to monitor progress.

Key performance indicator 2006 baseline 2011 baseline

Percentage of Chapter 4 (or equivalent) aircraft 3% 99.3%

Area inside the 55dBA Lden contour (km2) 94.5km2 85.6km2

Area inside the 48dBA LAeq 6.5 hour night-time(winter & summer seasons combined) contour (km2)

41.3km2

*2002-3 figure34.1km2

*2011-2 figure

Area inside the 57dB LAeq 16 hour daytime summer contour (km2)

46.7km2 41.2km2

Average quota count of aircraft operating during the night quota period (2330-0600)

0.82Winter 2005/6

0.71Summer 2006

0.65Winter 2011/12

0.51Summer 2012

Number of infringements of the daytime departure noise limitNumber of infringements of the shoulder and night period

92

04

Percentage of aircraft achieving a CDA (24 hour period) 81.0% 90.5%

Percentage of aircraft on-track (all routes) 98.2% 97.4%

Number of individual callers making noise related enquiries 794 345

Percentage of noise related enquiries responded to within eight working days

94.5% 95.7%


8 EVALUATING THE NOISE ACTION PLAN

As a way of measuring the success of the revised noise action plan we have identified a number of expected outcomes. These are also set out below:

• No operations in 2015 by marginally compliant Chapter 3 aircraft (Chapter 3 high).

• At least 83% of aircraft movements by Chapter 4 or equivalent aircraft by 2015.

• Performance against the noise abatement procedures in the UK Aeronautical Information Publication (AIP) will consistently be maintained and where practicable improved against a 2006 baseline.

• No daytime infringements against 94dB(A) daytime departure noise limit.

• We will be routinely reporting noise impacts using alternative metrics.

• The 48dB(A) 6.5 hour Leq night contour (winter/summer combined) will be within 47km2.


Over the following pages are the individual actions that make up this Noise Action Plan.

The majority of these are carried over from the original Noise Action Plan as these remain valid and are therefore deemed to be ‘ongoing’.

There are also new actions, and these are highlighted in yellow. Completed actions are annotated accordingly and these have been included in this revised Noise Action Plan for the purposes of completeness. One action has been removed and merged into another action plan action. A further number of action plan actions have been amended, taking into account developments within the business.

A full breakdown of the new, closed, removed and amended actions are detailed on pages 10 – 11.

9 OUR NOISE ACTION PLAN

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volv

ed in

the

Go

vern

men

t ni

ght

no

ise

cons

ulta

tio

n in

20

10.

Arr

ival

sD

epar

ture

sO

n-g

oing

Sea

sona

l nig

ht

quo

tare

po

rts

In e

xces

s o

f 11

,30

0

9. W

e w

ill c

ont

inue

to

mo

nito

r ad

here

nce

to a

nd r

evie

w t

he e

ffec

tive

ness

of

our

gro

und

no

ise

op

erat

iona

l co

ntro

ls.

The

cur

rent

co

ntro

ls a

re s

et o

ut b

elo

w.

• A

ircr

aft

eng

ine

test

ing

. To

ens

ure

that

the

env

iro

nmen

tal i

mp

act

of

airc

raft

eng

ine

runn

ing

on

th

e lo

cal c

om

mun

ity

is k

ept

to a

min

imum

, air

craf

t o

per

ato

rs w

ith

mai

nten

ance

co

mm

itm

ents

at

the

airp

ort

are

exp

ecte

d t

o p

lan

thei

r sc

hed

ule

to a

void

the

nee

d f

or

gro

und

run

ning

of

eng

ines

at

nig

ht.

Nig

ht f

or

thes

e p

urp

ose

s is

defi

ned

as

the

per

iod

bet

wee

n 22

:00

- 0

7:0

0 lo

cal t

ime.

(A

ircr

aft

eng

ine

test

ing

is a

lso

sub

ject

to

co

ntro

ls in

our

20

08

Sec

tio

n 10

6 L

egal

Ag

reem

ent)

•

Use

of

Gro

und

Po

wer

Uni

ts (

GP

U).

The

pla

cing

of

GP

U o

n st

and

s w

itho

ut p

rio

r p

erm

issi

on

will

no

t b

e al

low

ed. P

erm

issi

on

will

onl

y b

e g

rant

ed if

:

•

The

re is

no

fixe

d e

lect

rica

l gro

und

po

wer

uni

t (F

EG

P)

inst

alle

d o

n th

e st

and

.

•

The

FE

GP

whi

ch h

as b

een

inst

alle

d a

t th

e st

and

is t

emp

ora

rily

out

of

serv

ice:

or

•

The

rel

evan

t ai

rcra

ft is

inca

pab

le o

f ut

ilisi

ng F

EG

P b

y re

aso

n o

f d

esig

n o

r a

tech

nica

l m

alfu

ncti

on

or

the

po

wer

so

sup

plie

d is

insu

ffici

ent

for

the

airc

raft

.

• Li

mit

atio

ns o

n th

e us

e o

f au

xilia

ry p

ow

er u

nits

(A

PU

). T

he p

urp

ose

of

this

Gat

wic

k A

irp

ort

d

irec

tive

is t

o r

educ

e ai

rcra

ft r

elat

ed n

ois

e an

d e

mis

sio

ns b

y lim

itin

g t

he u

se o

f th

e A

PU

und

er

cert

ain

cond

itio

ns o

n ar

riva

l and

dep

artu

re f

rom

sta

nd a

t G

atw

ick

Air

po

rt.

Gro

und

On-

goi

ng

Air

sid

e O

per

atio

ns

qua

rter

ly r

evie

w

stat

isti

cs r

epo

rted

at

the

No

ise

& T

rack

M

oni

tori

ng A

dvi

sory

G

roup

und

er t

he

Gro

und

No

ise

stan

din

g a

gen

da

item

.

500

10. I

n co

njun

ctio

n w

ith

our

par

tner

s in

Sus

tain

able

Avi

atio

n w

e w

ill c

ont

inue

to

lob

by

for

and

see

k to

su

pp

ort

co

ntin

ual i

mp

rove

men

ts in

tec

hno

log

y an

d o

per

atio

ns t

ow

ard

s th

e A

CA

RE

go

al o

f 50

%

red

ucti

on

in p

erce

ived

ext

erna

l no

ise

by

2020

bas

ed o

n ne

w a

ircr

aft

of

2020

rel

ativ

e to

eq

uiva

lent

ne

w a

ircr

aft

in 2

00

0.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Pro

gre

ss t

ow

ard

s g

oal

s re

po

rted

in

Sus

tain

able

Avi

atio

n

bi-

annu

al r

epo

rt

In e

xces

s o

f11

,30

0

10. a

) W

e re

-affi

rm o

ur s

upp

ort

of

the

rece

ntly

pub

lishe

d S

A N

ois

e R

oad

-Map

and

co

mm

it t

o w

ork

ing

w

ith

SA

dur

ing

the

per

iod

20

13 -

2018

to

dev

elo

p a

nd p

ublis

h an

imp

lem

enta

tio

n p

lan.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Pub

licat

ion

of

the

imp

lem

enta

tio

n

pla

n

In e

xces

s o

f11

,30

0

11. W

e w

ill c

ont

inue

to

fine

air

craf

t in

bre

ach

of

the

DfT

dep

artu

re n

ois

e lim

its,

and

we

will

see

k to

in

crea

se t

he fi

ning

leve

ls w

ith

the

aim

of

pen

alis

ing

rep

eat

off

end

ers

or

dep

artu

re n

ois

e in

frin

gem

ents

in

20

10 a

nd r

evie

w le

vels

eve

ry fi

ve y

ears

.D

epar

ture

s

2015

D

fT r

eque

sted

in

2010

. No

res

po

nse

rece

ived

. No

w

bei

ng a

dd

ress

ed

thro

ugh

an

AN

MA

C

sub

-gro

up.

Num

ber

of

nois

ein

frin

gem

ents

2,0

00


Act

ion

Imp

act

Tim

e sc

ale

Per

form

ance

in

dic

ator

Num

ber

saff

ecte

d

12. W

e w

ill w

ork

wit

h o

ur p

artn

ers

in S

usta

inab

le A

viat

ion

to d

evel

op

and

pro

mo

te lo

w n

ois

e fli

ght

p

roce

dur

es t

hro

ugh

eval

uati

on

of

futu

re o

per

atio

nal m

etho

ds

and

imp

lem

enta

tio

n o

f b

est

pra

ctic

e, e

g,

eval

uati

ng t

he f

easi

bili

ty o

f in

tro

duc

ing

a s

teep

er a

pp

roac

h as

par

t o

f an

inte

rnat

iona

l ini

tiat

ive.

Gat

wic

k A

irp

ort

will

imp

lem

ent

any

reco

mm

end

atio

ns r

esul

ting

fro

m f

easi

bili

ty s

tud

ies

in c

onj

unct

ion

wit

h th

e C

AA

an

d t

he D

fT a

s an

d w

hen

they

are

rel

ease

d.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Pro

gre

ss r

epo

rted

inS

usta

inab

le

Avi

atio

n’s

bi-

annu

al r

epo

rt

In e

xces

s o

f 11

,30

0

13. I

n co

njun

ctio

n w

ith

our

air

line

par

tner

s an

d N

AT

S w

e w

ill u

nder

take

a r

evie

w in

20

10 o

f o

ur s

tand

p

lann

ing

pro

ced

ures

to

iden

tify

any

op

po

rtun

itie

s to

pri

ori

tise

sta

nd a

lloca

tio

n so

as

to m

inim

ise

gro

und

no

ise

imp

acts

.G

roun

d20

10C

om

ple

ted

A

ll st

and

s ar

e eq

uip

ped

wit

h

fixed

ele

ctri

cal g

roun

d p

ow

er

500

Eff

ecti

ve a

nd c

red

ible

noi

se m

itig

atio

n sc

hem

es

14. W

e w

ill m

ake

a fin

anci

al c

ont

rib

utio

n to

war

ds

the

aco

usti

c in

sula

tio

n al

l elig

ible

pro

per

ties

wit

hin

th

e b

oun

dar

y o

f o

ur n

ew r

esid

enti

al n

ois

e in

sula

tio

n sc

hem

e. T

his

is s

ched

uled

fo

r la

unch

in J

anua

ry

2014

and

ben

efits

fro

m a

larg

er s

chem

e b

oun

dar

y th

an in

pre

vio

us s

chem

es.

Com

mun

ity n

oise

miti

gat

ion

initi

ativ

e20

18N

umb

er o

f ap

plic

atio

ns

rece

ived

and

p

rop

erti

es in

sula

ted

.3,

200

15.

We

will

req

uest

tha

t th

e D

fT r

evie

w a

nd e

xplo

re in

co

njun

ctio

n w

ith

Gat

wic

k A

irp

ort

the

po

ssib

ility

o

f up

dat

ing

the

cur

rent

dep

artu

re n

ois

e lim

its.

Dep

artu

res

2010

Co

mp

lete

dD

fT r

eque

sted

in 2

010

. N

o r

esp

ons

e re

ceiv

ed. N

ow

b

eing

ad

dre

ssed

thr

oug

h an

A

NM

AC

sub

-gro

up.

2,0

00

16. W

e w

ill c

ont

inue

to

off

er h

ous

eho

lds

sub

ject

to

hig

h le

vels

of

nois

e (6

9d

B(A

) L e

q o

r m

ore

) as

sist

ance

wit

h th

e co

sts

of

relo

cati

ng

Co

mm

unit

y no

ise

mit

igat

ion

init

iati

ve

On-

goi

ng

No

. of

elig

ible

app

licat

ions

re

ceiv

ing

assi

stan

ce

<10

0

17.

We

will

req

uest

tha

t th

e D

fT r

evie

w a

nd e

xplo

re in

co

njun

ctio

n w

ith

Gat

wic

k A

irp

ort

the

po

ssib

ility

o

f up

dat

ing

the

cur

rent

nig

ht d

epar

ture

no

ise

limit

s.A

rriv

als

Dep

artu

res

2010

Co

mp

lete

dD

fT r

eque

sted

in 2

010

. N

o r

esp

ons

e re

ceiv

ed. N

ow

b

eing

ad

dre

ssed

thr

oug

h an

A

NM

AC

sub

-gro

up.

In e

xces

s o

f 11

,30

0

18. W

e w

ill c

ont

inue

to

off

er a

cous

tic

insu

lati

on

to o

ther

no

ise

sens

itiv

e b

uild

ing

s su

ch a

s sc

hoo

ls a

nd

hosp

ital

s, e

xpo

sed

to

med

ium

to

hig

h le

vels

of

nois

e (6

3dB

(A)

L eq

or

mo

re)

Co

mm

unit

y no

ise

mit

igat

ion

init

iati

ve

On-

goi

ngN

o. o

f el

igib

le n

ois

ese

nsit

ive

bui

ldin

gre

ceiv

ing

ass

ista

nce

39 p

ublic

b

uild

ing

s,(s

cho

ols

, ca

reho

mes

, ho

spit

als

etc.

)

19.

We

will

req

uest

tha

t th

e D

fT r

evie

w c

urre

nt a

irsp

ace

utili

sati

on

aro

und

Gat

wic

k.A

rriv

als

Dep

artu

res

2010

Co

mp

lete

dD

fT r

eque

sted

in 2

010

. N

o r

esp

ons

e re

ceiv

ed.

No

te: L

ond

on

Air

spac

e C

ons

ulta

tio

n P

hase

1 la

unch

ed

Oct

ob

er 2

013

– J

anua

ry 2

014

In e

xces

s o

f 11

,30

0


Act

ion

Imp

act

Tim

e sc

ale

Per

form

ance

in

dic

ator

Num

ber

saff

ecte

d

19.

a) W

e w

ill e

xplo

re t

he f

easi

bili

ty o

f p

rovi

din

g ‘r

ota

ting

res

pit

e’ t

o t

hose

co

mm

unit

ies

affec

ted

by

nois

e fr

om

arr

ivin

g a

ircr

aft.

Arr

ival

s20

14R

epo

rt fi

ndin

gs

fro

m t

rial

un

der

take

n to

exp

lore

th

e p

oss

ibili

ty o

f su

ch a

n

init

iati

ve

In e

xces

s o

f 11

,30

0

19.

b)

In c

onj

unct

ion

wit

h th

e Lo

ndo

n A

irsp

ace

Man

agem

ent

Pro

gra

mm

e w

e w

ill e

xplo

re in

nova

tive

ne

w m

etho

ds

to c

ont

rol b

oth

inb

oun

d a

nd o

utb

oun

d a

ircr

aft

to s

triv

e fo

r o

per

atio

nal b

est

pra

ctic

e w

ith

a vi

ew t

o m

inim

isin

g t

heir

imp

act

on

the

com

mun

itie

s b

elo

w.

Arr

ival

sD

epar

ture

s20

14

Out

com

es f

rom

the

Lo

ndo

n A

irsp

ace

Man

agem

ent

Pro

gra

mm

e

No

t K

now

n

19.

c) W

e w

ill c

ons

ult

app

rop

riat

ely

in r

esp

ect

of

acti

ons

19 a

& b

.A

rriv

als

Dep

artu

res

2014

Pro

of

of

app

rop

riat

e le

vels

of

cons

ulta

tio

nN

ot

kno

wn

19.

d)

Gat

wic

k A

irp

ort

Ltd

will

wri

te t

o t

he D

fT r

eque

stin

g r

esea

rch

be

und

erta

ken

to f

ully

und

erst

and

th

e eff

ects

of

airc

raft

ion

hum

an h

ealt

h.

Arr

ival

sD

epar

ture

sG

roun

d20

18O

utco

me

fro

m D

fTIn

exc

ess

of

11,3

00

20. T

o a

dd

ress

the

imp

acts

of

futu

re g

row

th w

e w

ill c

ont

inue

to

off

er a

cous

tic

insu

lati

on

to a

ny

resi

den

tial

pro

per

ty w

hich

suff

ers

fro

m a

med

ium

to

hig

h le

vel o

f no

ise

(66

dB

(A)

L eq

or

mo

re)

and

a la

rge

incr

ease

in n

ois

e (3

dB

(A)

L eq

or

mo

re)

Co

mm

unit

y no

ise

mit

igat

ion

init

iati

ve

On-

goi

ngN

umb

er o

f p

rop

erti

eso

ffer

ed a

ssis

tanc

eN

ot

Kno

wn

21. T

o a

dd

ress

the

imp

acts

of

futu

re g

row

th w

e w

ill c

ont

inue

to

off

er t

o p

urch

ase

tho

se p

rop

erti

es

suff

erin

g f

rom

bo

th a

hig

h le

vel o

f no

ise

(63d

B(A

) L e

q o

r m

ore

) an

d a

larg

e in

crea

se in

no

ise

(3d

B(A

) L e

q o

r m

ore

), In

acc

ord

ance

wit

h th

e T

erm

s o

f R

efer

ence

of

the

pro

per

ty m

arke

t su

pp

ort

b

ond

and

ho

me

ow

ners

sup

po

rt s

chem

e.

Co

mm

unit

y no

ise

mit

igat

ion

Init

iati

ve

On-

goi

ngN

umb

er o

f p

rop

erti

eso

ffer

ed a

ssis

tanc

e

In e

xces

s o

f 6

00

22. W

e w

ill u

nder

take

and

pub

lish

a fe

asib

ility

stu

dy

to a

sses

s th

e p

ote

ntia

l eco

nom

ic a

nd

envi

ronm

enta

l co

sts

and

ben

efits

of

op

erat

ing

a r

unw

ay p

refe

renc

e b

y th

e en

d o

f 20

10.

Arr

ival

sD

epar

ture

sG

roun

d20

10

Co

mp

lete

d

Stu

dy

com

mis

sio

ned

in 2

010

, p

rese

nted

to

NA

TM

AG

and

p

ublis

hed

.

In e

xces

s o

f 11

,30

0

23. W

e w

ill c

ont

inue

to

eng

age

wit

h o

ur a

viat

ion

par

tner

s th

roug

h F

LOP

SC

to

see

k to

imp

rove

ad

here

nce

to t

he A

IP.

Arr

ival

sD

epar

ture

sO

n-g

oing

FLO

PS

C A

ctio

n

Tra

cker

and

AIP

ad

here

nce

rate

s

In e

xces

s o

f 11

,30

0

24. W

e w

ill d

evel

op

a s

trat

egy

to m

inim

ise

AP

U u

se in

ord

er t

o r

educ

e g

roun

d n

ois

e an

d lo

cal a

ir

qua

lity

emis

sio

ns, a

nd r

epla

ce w

ith

and

ro

ll o

ut t

hro

ugh

2010

. Im

pac

ts w

ill b

e re

view

ed o

n an

an

nual

bas

is.

Gro

und

On-

goi

ngIs

sue

of

stra

teg

yIs

sue

of

GA

Ds

500


Act

ion

Imp

act

Tim

e sc

ale

Per

form

ance

ind

icat

orN

umb

ers

affec

ted

Eng

agem

ent

wit

h co

mm

unit

ies

affec

ted

by

nois

e im

pac

ts t

o b

ette

r un

der

stan

d t

heir

con

cern

s an

d p

rior

itie

s,

refl

ecti

ng t

hem

as

far

as p

ossi

ble

in a

irp

ort

nois

e st

rate

gie

s an

d c

omm

unic

atio

n p

lans

25. W

e w

ill p

ublis

h ea

ch q

uart

er o

n o

ur w

ebsi

te t

he le

vel o

f ad

here

nce

wit

h th

e no

ise

abat

emen

t p

roce

dur

es in

the

Gat

wic

k A

IP.

Arr

ival

sD

epar

ture

sO

n-g

oing

Pub

lish

rep

ort

on

web

site

hig

hlig

htin

gp

erfo

rman

ceN

/A

26. W

e w

ill c

ont

inue

to

kee

p a

bre

ast

of

go

vern

men

t re

sear

ch a

nd g

uid

ance

in r

elat

ion

to

issu

es o

f tr

anq

uilli

ty a

nd o

verfl

ight

of

area

s o

f o

utst

and

ing

nat

ural

bea

uty.

(A

ON

B)

Arr

ival

sD

epar

ture

sO

n-g

oing

Imp

lem

enta

tio

n o

f an

yre

vise

d g

uid

ance

to

the

C

AA

exp

ecte

d in

Jan

uary

20

14 f

rom

the

Jun

e 20

13

DfT

co

nsul

tati

on

In e

xces

s o

f 11

,30

0

27. W

e w

ill c

ont

inue

to

eng

age

wit

h lo

cal c

om

mun

ity

rep

rese

ntat

ives

on

air

nois

e th

roug

h ap

pro

pri

ate

cons

ulta

tio

n g

roup

s, s

uch

as G

AT

CO

M, N

AT

MA

G, &

FLO

PS

C.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Mee

ting

s he

ld, n

ote

s &

ac

tio

ns in

clud

ing

fee

db

ack

fro

m m

eeti

ng a

tten

dee

s an

d

Loca

l Aut

hori

ties

N/A

28. W

e w

ill r

epo

rt o

n th

e p

rog

ress

of

the

acti

on

pla

n to

NA

TM

AG

as

a st

and

ing

ag

end

a it

em

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Rep

ort

to

NA

TM

AG

/

NA

TM

AG

min

utes

N/A

29. W

e w

ill c

ont

inue

to

eng

age

wit

h G

AT

CO

M o

n no

ise

man

agem

ent

pro

vid

ing

qua

rter

ly

rep

ort

s o

f p

erfo

rman

ce a

nd t

he w

ork

of

the

FP

T, N

AT

MA

G a

nd F

LOP

SC

.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Mee

ting

s he

ld, m

inut

es,

No

tes

and

act

ion

trac

kers

N/A

30. W

e w

ill c

ont

inue

to

off

er a

ran

ge

of

cont

act

op

tio

ns f

or

com

pla

ints

and

enq

uire

s re

gar

din

g a

ircr

aft

nois

e in

clud

ing

by

po

st, e

mai

l, lo

-cal

l vo

icem

ail f

acili

ty a

nd o

nlin

e o

n

the

nois

e w

ebsi

te.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Ava

ilab

ility

of

com

pla

int

chan

nels

N/A

31. W

e w

ill c

ont

inue

to

pro

vid

e p

ublic

acc

ess

to fl

ight

tra

ck in

form

atio

n (d

elay

ed b

y 20

m

inut

es)

via

the

onl

ine

flig

ht t

rack

ing

fac

ility

.A

rriv

als

Dep

artu

res

On-

goi

ngA

vaila

bili

ty o

f an

onl

ine

flig

ht t

rack

ing

fac

ility

N/A

32. W

e w

ill c

ont

inue

to

pro

vid

e a

Flig

ht P

erfo

rman

ce T

eam

ser

vice

and

imp

lem

ent

serv

ice

imp

rove

men

ts w

here

iden

tifie

d. T

he F

PT

will

co

ntin

ue t

o p

rovi

de

accu

rate

an

d t

imel

y d

ata

to a

id s

trat

egy

dev

elo

pm

ent

and

no

ise

com

pla

int

hand

ling

.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Effi

cien

t co

mp

lain

t ha

ndlin

g

and

res

olu

tio

n. F

PT

cus

tom

er

serv

ice

surv

ey

In e

xces

s o

f 11

,30

0


Act

ion

Imp

act

Tim

esca

leP

erfo

rman

ce

ind

icat

orN

umb

ers

affec

ted

33. W

e w

ill c

ont

inue

to

log

all

com

pla

ints

rel

atin

g t

o a

ircr

aft

op

erat

ions

and

pub

lish

the

stat

isti

cs o

n o

ur w

ebsi

te q

uart

erly

.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Per

form

ance

tra

ck

thro

ugh

qua

rter

ly

FP

T r

epo

rts

N/A

34. W

e w

ill s

eek

to r

esp

ond

to

at

leas

t 9

5% o

f al

l co

mp

lain

ts a

nd e

nqui

ries

wit

hin

eig

ht

wo

rkin

g d

ays

of

rece

ipt

and

pub

lish

our

per

form

ance

in F

PT

qua

rter

ly r

epo

rts.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Per

form

ance

tra

cked

thro

ugh

qua

rter

ly

FP

T r

epo

rts

N/A

35. T

hro

ugh

our

wo

rk w

ith

NaT

MA

G a

nd t

he G

atw

ick

No

ise

Mo

nito

ring

Gro

up w

e w

ill s

eek

to f

urth

er d

evel

op

our

co

mm

unit

y no

ise

mo

nito

ring

pro

gra

mm

e to

hel

p g

ain

gre

ater

un

der

stan

din

g o

f th

e im

pac

ts in

co

mm

unit

ies

affec

ted

by

Gat

wic

k o

per

atio

ns.

Arr

ival

sD

epar

ture

sO

n-g

oing

Sta

tus

and

d

evel

op

men

to

f C

om

mun

ity

No

ise

Mo

nito

ring

Pro

gra

mm

e

N/A

36. W

e w

ill c

ont

inue

to

dir

ect

all m

one

y ra

ised

by

nois

e in

frin

gem

ents

to

the

Gat

wic

k A

irp

ort

Co

mm

unit

y T

rust

.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Mo

ney

pai

d t

o t

he

Gat

wic

k A

irp

ort

C

om

mun

ity

Tru

stN

/A

36. a

) In

co

njun

ctio

n w

ith

the

Gat

wic

k N

ois

e M

oni

tori

ng G

roup

and

NA

TM

AG

we

will

co

ntin

ue t

o c

om

mis

sio

n no

ise

stud

ies

to g

ain

an in

sig

ht in

to t

he n

ois

e cl

imat

e in

a

par

ticu

lar

area

and

we

will

pub

lish

thes

e o

n o

ur w

ebsi

te.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Rep

ort

s co

mm

issi

one

d a

nd

pub

lishe

dN

/A

37. B

y th

e en

d o

f 20

11 w

e w

ill r

evie

w, d

evel

op

and

co

nsul

t o

n al

tern

ativ

e m

etric

s fo

r d

escr

ibin

g t

he im

pac

t o

f ai

rcra

ft o

per

atio

ns d

urin

g t

he c

our

se o

f th

is a

ctio

n p

lan.

We

will

wo

rk a

nd li

aise

with

oth

er U

K a

irpo

rts

and

th

e D

fT o

n th

e re

vise

d m

etric

s w

hils

t se

ekin

g r

evie

w b

y A

ircra

ft N

ois

e M

oni

torin

g A

dvi

sory

Co

mm

ittee

(U

K)

AN

MA

C.

Arr

ival

s D

epar

ture

s

2011

Thi

s p

iece

of

wo

rk

has

com

men

ced

ho

wev

er it

is

taki

ng lo

nger

tha

n

anti

cip

ated

.

Pub

lish

met

hod

olo

gy

and

mea

sure

s us

ed in

our

sus

tain

abili

ty

rep

ort

N/A

38. W

e w

ill c

ont

inue

to

eng

age

wit

h lo

cal c

om

mun

ity

rep

rese

ntat

ives

on

gro

und

no

ise

issu

es t

hro

ugh

the

gro

und

no

ise

agen

da

item

of

the

No

ise

& T

rack

Mo

nito

ring

Ad

viso

ry

Gro

up’

Gro

und

Qua

rter

lyK

ey m

essa

ges

(GA

TC

OM

up

dat

e)N

/A

39. W

e w

ill c

ond

uct

cust

om

er s

ervi

ce s

urve

ys f

or

the

FP

T e

very

thr

ee y

ears

co

mm

enci

ng

in 2

010

.

Arr

ival

sD

epar

ture

sG

roun

d

2013

Last

co

mp

lete

d in

20

10

Res

ults

pub

lishe

dN

/A

40

. We

will

ho

st a

loca

l fo

cus

foru

m/s

emin

ar e

very

tw

o y

ears

, inv

itin

g lo

cal i

nter

est

gro

ups

and

oth

er k

ey s

take

hold

ers.

Arr

ival

sD

epar

ture

sG

roun

d

2013

Last

hel

d in

20

12

and

fur

ther

eve

nt

sche

dul

ed f

or

2014

Ho

stin

g o

f ev

ent

(a

nd o

utco

mes

)N

/A


Act

ion

Imp

act

Tim

esca

leP

erfo

rman

ce

ind

icat

orN

umb

ers

affec

ted

41.

We

will

co

mm

issi

on

and

pub

lish

nig

ht f

ore

cast

co

nto

urs

for

gro

und

no

ise

for

2015

in

2010

.G

roun

dC

om

ple

ted

as p

art

of

Gat

wic

k M

aste

rpla

n in

20

12

Co

mp

lete

and

pub

lish

N/A

42.

We

will

co

mm

issi

on

and

pub

lish

sum

mer

16 h

our

day

fo

reca

st L

eq c

ont

our

s fo

r ai

r no

ise

for

2015

in 2

010

.A

rriv

als

Dep

artu

res

Co

mp

lete

d

as p

art

of

Gat

wic

k M

aste

rpla

n in

20

12

Co

mp

lete

and

pub

lish

N/A

43.

We

will

co

mm

issi

on

and

pub

lish

fore

cast

Ld

en c

ont

our

s fo

r ai

r no

ise

for

2015

in 2

010

.A

rriv

als

Dep

artu

res

Co

mp

lete

d

as p

art

of

Gat

wic

k M

aste

rpla

n in

20

12

Co

mp

lete

and

pub

lish

N/A

44

. We

will

pub

lish

on

our

web

site

the

nig

ht q

uota

per

iod

48

dB

(A

) L e

q c

ont

our

.A

rriv

als

Dep

artu

res

On-

goi

ng(a

nnua

lly)

Co

mp

lete

and

pub

lish

N/A

45.

We

will

pub

lish

annu

ally

on

our

web

site

the

sum

mer

Leq

co

nto

urs

as p

rod

uced

by

the

DfT

.A

rriv

als

Dep

artu

res

On

go

ing

(ann

ually

)C

om

ple

te a

nd p

ublis

hN

/A

Org

anis

ing

our

selv

es t

o m

anag

e no

ise

effici

entl

y an

d e

ffec

tive

ly

46.

We

will

co

ntin

ue t

o e

ngag

e w

ith

loca

l pla

nnin

g a

utho

riti

es in

ord

er t

o e

nsur

e th

ey a

re

wel

l inf

orm

ed a

bo

ut n

ois

e is

sues

at

Gat

wic

kS

trat

egic

Ap

pro

ach

On-

goi

ngQ

uart

erly

S10

6

stee

ring

gro

up

mee

ting

sN

/A

47.

We

will

co

ntin

ue t

o m

oni

tor

adhe

renc

e an

d r

evie

w t

he e

ffec

tive

ness

of

our

gro

und

no

ise

op

erat

iona

l co

ntro

ls a

nd p

ublis

h d

ata

in t

he N

AT

MA

G m

inut

esG

roun

dO

n-g

oing

No

. of

new

co

ntro

ls.

Red

ucti

on

in n

umb

er

of

com

pla

ints

N/A

48.

We

com

mit

to

mai

ntai

ning

a s

uita

ble

No

ise

& T

rack

Kee

pin

g s

yste

m t

o m

anag

e no

ise,

tr

ack-

keep

ing

and

to

pro

vid

e an

onl

ine

self-

serv

ice

flig

ht t

rack

ing

/ c

om

pla

int

faci

lity.

W

e w

ill a

lso

enh

ance

thi

s se

rvic

e w

hen

upg

rad

es b

eco

me

avai

lab

le

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Ser

vice

im

pro

vem

ents

/

upg

rad

es

imp

lem

ente

d

N/A

49.

We

will

co

ntin

ually

rev

iew

and

am

end

as

app

rop

riat

e th

e G

AD

s re

lati

ng t

o n

ois

e m

anag

emen

t.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

No

. of

amen

ds.

Do

cum

enta

tio

n o

fre

view

pro

cess

N/A


Act

ion

Imp

act

Tim

esca

leP

erfo

rman

ce

ind

icat

orN

umb

ers

affec

ted

50. W

e w

ill c

ont

inue

to

op

erat

e an

d e

nhan

ce o

ur N

ois

e M

anag

emen

t sy

stem

s.A

rriv

als

Dep

artu

res

Gro

und

Rem

ove

dN

/AN

/A

51. W

e w

ill m

oni

tor

the

per

form

ance

ind

icat

ors

list

ed w

ithi

n th

e ac

tio

n p

lan

and

whe

re w

e d

eter

min

e th

at a

dis

cour

agin

g t

rend

is e

mer

gin

g, w

e w

ill s

eek

to s

et a

n an

nual

tar

get

to

hel

p a

dd

ress

it.

Arr

ival

sD

epar

ture

sG

roun

dO

n-g

oing

Issu

es a

dd

ress

edth

roug

h an

nual

tar

get

sett

ing

Var

iab

le

Ach

ievi

ng a

full

und

erst

and

ing

of a

ircr

aft

nois

e to

info

rm o

ur p

rior

itie

s, s

trat

egie

s an

d t

arg

ets

52. W

e w

ill b

ench

mar

k in

tern

atio

nally

and

pub

lish

our

ran

king

on

op

erat

iona

l no

ise

man

agem

ent

wit

h o

ther

co

mp

arab

le a

irp

ort

s in

20

10 a

nd 2

014

.

Arr

ival

sD

epar

ture

sG

roun

d

2014

Last

co

mp

lete

d

2012

No

ise

rank

ing

rep

ort

sN

/A

53. W

e w

ill b

ench

mar

k in

tern

atio

nally

and

pub

lish

our

ran

king

in a

ircr

aft

nois

e co

mm

unic

atio

ns w

ith

oth

er c

om

par

able

air

po

rts

in 2

010

and

20

14.

Arr

ival

sD

epar

ture

sG

roun

d

2014

Last

co

mp

lete

d

2012

No

ise

rank

ing

rep

ort

sN

/A

54. W

e w

ill p

arti

cip

ate

fully

, thr

oug

h g

roup

s su

ch a

s A

NM

AC

in d

iscu

ssin

g a

rriv

al a

nd

dep

artu

re p

olic

ies.

Arr

ival

sD

epar

ture

sO

n-g

oing

No

tes

fro

m A

NM

AC

N/A

55. W

e w

ill c

ont

inue

to

mo

nito

r G

ove

rnm

ent

rese

arch

into

the

eff

ects

of

nois

e o

n hu

man

he

alth

whe

re a

pp

licab

le a

nd a

pp

rop

riat

e w

e w

ill a

do

pt

the

find

ing

s o

f an

y re

sear

ch

and

ad

op

t th

e g

uid

elin

es o

utlin

ed b

y la

test

WH

O r

evie

ws.

Str

ateg

ic A

pp

roac

hO

n-g

oing

Del

iver

y ag

ains

t se

to

bje

ctiv

es a

nd

targ

ets

N/A


10 QUANTIFICATION OF THE NOISE ACTION PLAN

The original 2010 – 2015 Noise Action PlanIn developing the original action plan we took into account the guidance issued to airport operators. This suggested that residential areas exposed to an annual noise level of 69LAeq, 16h or more should be considered for further measures as a first priority. However unlike the guidance for the other major environmental noise sources (road and rail) the guidance did not offer a specific level by which to determine important areas within the strategic noise maps.

Subsequently we took the following steps to determine the most appropriate and effective actions to include in our draft noise action plan.

Prior to public consultationFirstly we considered the areas enclosed by the strategic noise maps and our existing noise complaint database. This confirmed our expectation that complaints about the impact of aircraft noise originate from locations both inside and outside the area within the strategic noise maps (see Section 7) and are about both air and ground noise. It also showed that issues such as night flying, runway alternation, arrivals noise, the number of over flights and low flying were consistently among the top issues of concern. Without guidance to the contrary and with our evidence and experience in managing noise from Gatwick we were determined that our action plan should include actions to limit, and where practicable, reduce noise impacts for areas both inside and outside the contours as well as ground noise. In this regard we extended the scope of the action plan beyond the END requirements.

Next we used results from three international benchmarking studies by independent consultants to help identify potential actions we could consider. Over 30 international airports worldwide were selected based on the number of annual movements and regional prominence. This exercise revealed that for operational noise controls Gatwick was one of, if not the leading

airport, worldwide. Similarly, although direct comparison is difficult, our mitigation and compensation benchmarking study showed Gatwick to be among the leading airports area. The final area of benchmarking concerned stakeholder engagement and communication. The results of this showed the greatest opportunities for improvement, with more than a dozen airports more effective in this area.

We then used this information to review all our existing noise management activities, identify additional ones and consider how they would impact on the areas enclosed by the 2006 noise mapping results and beyond. These new actions were then given a general ranking (high, medium and low) in terms of costs and benefits.

Following on from this and in order to prepare the then ‘draft’ noise action plan for full public consultation we held a series of pre-consultation events with representatives from airlines, NATS, local authorities, local residents groups and members of GATCOM.

A number of key themes emerged such as concern over current flight paths, night flights and sleep disturbance, application of noise mitigation and compensation schemes, the frequency of overflight, and a desire for recognition of the impact beyond the areas within the strategic noise maps.

Subsequently a total of 52 actions of which around 14 could be considered new activities were issued for public consultation over 16 weeks between 18 June and 7 October 2009. Key issues raised by the consultation included calls to stop night flights and to provide more financial help for insulation schemes, as well as the need to address issues relating to arrival and departure trajectories (44%). There were also a number of issues raised in relation to changing the current flight paths at Gatwick (30%) and how the action plan should be enforced (24%).


Responding to the feedbackIn response we reviewed and amended our performance indicators and established targets whenever possible.

With regard to our insulation schemes we noted the many comments and remained committed to undertaking a review of the schemes in 2010. We also continued to support efforts to improve operational practices, including examining departure and arrival procedures.

We also added actions indicating our intention to request that the Government review the existing departure noise limit restrictions, airspace utilisation and night noise limits.

We also sought to identify opportunities to further involve key stakeholders in some of the actions detailed in the plan. For example we amended our benchmarking actions to include input from NATMAG. Similarly we also sought the groups input in the formulation of a suite of noise metrics to describe our noise impacts.

Revision of the Noise Action Plan 2013 – 2018In 2013 following the second round of noise mapping for Gatwick Airport it became necessary to review and revise, as necessary, the Noise Action Plan that had previously been prepared and adopted by the Secretary of State. The guidance received from DEFRA was that the revision was to be of a ‘light touch’ as opposed to a full re-write.

As the actions detailed in the original Noise Action Plan were already in existence and therefore in most instances remain valid the guidance received was to review, update and generally refresh the document taking into account the following:

• The results of the noise mapping completed in 2012; and

• The progress made against the actions described in the original action plan

• Any relevant updates about the airport and its operation

• Updating information about relevant legislation and standards

• Updating relevant national and local policies

• Information about any proposed new actions and any on-going actions.

Once the plan was revised, it was subject to consultation with the individual members of GATCOM and the comments received from the member organisations of GATCOM were taken into account in the final preparation of the Noise Action Plan.

Descriptions of those comments are included in the revised plan together with a reasoned justification for the response to the issues raised. These can be found in Annex 9.

Quantifying the planIn both the original and revised Noise Action Plan we have attempted to quantify the number of residents impacted by individual actions by using the results of the respective noise mapping and data packs provided by DEFRA. Our approach has been to identify which actions have a direct operational impact and then to assess whether the action would impact the population within a specific contour area or affect the whole area covered by the noise mapping. Some actions (eg achieving more CDAs) will have most impact on areas beyond the noise mapping contours. Some of the original respondents were not content with this approach, however, but we continue to believe that it is not practicable to estimate with any degree of certainty the specific impact of many of the individual actions. However we do recognise the benefit of attempting to quantify the overall change brought about by the successful implementation of the action plan.

10 QUANTIFICATION OF THE NOISE ACTION PLAN


ANNEXES

ANNEX 1 GLOSSARY OF TERMS

AAL Above Aerodrome Level

AIP Aeronautical Information Publication

ACARE Advisory Council for Aeronautical Research in Europe

ACOP Arrivals Code of Practice

ACP Airspace Change Proposal

AMSL Above mean sea level

ANASE Attitudes to Noise from Aviation Sources in England

ANMAC

Aircraft Noise Monitoring Advisory Committee. The committee is chaired by the Department for Transport and comprises, among others, representatives of the airlines, Heathrow, Gatwick and Stansted airports and airport consultative committees.

ANOMS Airport Noise Operations Monitoring System

APU Auxiliary Power Unit. A power unit located on the aircraft.

APF Aviation Policy Framework

ATC Air Traffic Control

ATWP Air Transport White Paper

BAA BAA plc, the company which own and runs Heathrow, and Stansted airports amongst others.

CAA Civil Aviation Authority

CDA Continuous Descent Approach

CPRE Campaign to Protect Rural England

dB(A)

A unit of sound pressure level, adjusted in accordance with the A weighting scale, which takes into account the increased sensitivity of the human ear at some frequencies.

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 (dB(A)) are commonly used.

DEFRA Department for Environment Food and Rural Affairs (Government).

DfT Department for Transport (Government)

ECAC European Civil Aviation Conference



EPNdb

Effective Perceived Noise Decibels (EPNdB). It refers to the metric ‘EPNL’ (Effective Perceived Noise Level) which is used for noise certification and takes account of tones and duration.

ERCD Environmental Research and Consultancy Department of the Civil Aviation Authority.

EHO Environmental Health Officer

FEGP Fixed Electrical Ground Power

FEU Flight Evaluation Unit

FLOPSC Flight Operations Performance & Safety Committee

FPT Flight Performance Team (previously known as the Flight Evaluation Unit)

GAL Gatwick Airport Limited, the owner and operator of London Gatwick Airport

GATCOM Gatwick Airport Consultative Committee

GNC Ground Noise Committee

GNMG Gatwick Noise Monitoring Group

GPU Ground Power Unit

ICAO International Civil Aviation Organization

ILS Instrument Landing System

LAMP London airspace management programme

LA90 A-weighted sound level exceeded for 90% of the time

LAeq,16hThe A-weighted average sound level over the 16 hour period of 07:00 – 23:00

LAeq,T

The notional A-weighted equivalent continuous sound level which, if it occurred over the same time period, would give the same noise level as the actual varying sound level. The T denotes the time period over which the average is taken, for example LAeq,8h is the equivalent continuous noise level over a 8 hour period

LdayThe A-weighted average sound level over the 12 hour day period of 07:00 - 19:00.

Lden

The day, evening, night level, Lden is a logarithmic composite of the Lday, Levening, and Lnight levels but with 5 dB(A) being added to the Levening value and 10 dB(A) being added to the Lnight value

Leq

Equivalent sound level of aircraft noise in dB(A), often called equivalent continuous sound level. For conventional historical contours this is based on the daily average movements that take place in the 16 hour period (07:00 - 23:00 LT) during the 92 day period 16 June to 15 September inclusive

LeveningThe A-weighted average sound level over the 4 hour evening period of 19:00 - 23:00



LnightThe A-weighted average sound level over the 8 hour night period of 2300 - 0700

NATS

Formerly known as National Air Traffic Services Ltd. NATS is licensed to provide en-route air traffic control for the UK and the Eastern part of the North Atlantic, and also provides air traffic control services under contract at several major UK airports, including Gatwick.

nm Nautical mile

Noise Contour Map contour line indicating noise exposure in dB for the area that it encloses

NPPF National Planning Policy Framework

NPR Noise Preferential Route

NTK

Noise and Track Keeping monitoring system. The NTK system associates radar data from air traffic control radar with related data from both fixed (permanent) and mobile noise monitors at prescribed positions on the ground

NATMAG Noise and Track Monitoring Advisory Group

PNdBPerceived Noise Level, measured in PNdB. Its measurement involves analyses of the frequency spectra of noise events as well as the maximum level.

PPG Planning Policy Guidance

QC Quota Count - the basis of the London airports Night Restrictions regime

QNH Barometric altimeter setting which will cause the altimeter to read altitude above mean sea level

Sustainable AviationA UK aviation industry initiative aiming to set out a long term strategy for the industry to address it sustainability issues


ANNEX 2 “ANNEX V” OF THE DEFRA GUIDANCE

Annex V of the environmental Noise Directive sets out minimum requirements of Action Plans.


(in revising Noise Action Plans) for those airports that already have an Action Plan prepared under the terms of the Regulations.

ANNEX 3 THE PROCESS AS STATED BY DEFRA

Process for those airports that already have an Action Plan prepared under the terms of the Regulations

For those airports for which an action plan, prepared under the terms of the Regulations, exists, the following process should be followed.

The current action plan should be reviewed taking account of:

• The results of the noise mapping completed in 2012; and

• The progress made against the actions described in the current action plan;

The current plan should be revised to include, as necessary:

• Updating details about the airport and its operation;

• Updating information about relevant legislation and standards; and

• Updating relevant national and local policies

The revision to the plan should also include:

• The results of the recent round of noise mapping;

• Information about the progress made against the actions described in the current plan

• Information about on-going actions• Information about any proposed new

actions

It is envisaged that once the plan has been revised, it will be presented to the Airport’s Consultative Committee for comment, and any other appropriate bodies depending on the extent and nature of the revisions.

The Airport Operator will reflect upon the comments received from the Consultative Committee. A description of those comments should be included in the revised plan together with a reasoned justification for the response to the issues raised. The Airport Operator shall include, as appropriate, information about those who responded to the consultation (unless they indicated that they did not wish to be mentioned).

In the revision of the plan, the Airport Operator must be sure that the information required by Annex V of the Directive (see Box 2 and Section 2 of this guidance) is included.

Once the revised plan has been finalised, it needs to be sent to the Secretary of State for Defra. The document must include prominently displayed wording identifying it as a draft subject to formal adoption and approval. 36

The Secretary of State for Defra, in liaison with the Department for Transport, will form a view regarding whether or not the submitted revised plan meets the requirements of Regulation 15 and, therefore, whether or not the plan is appropriate for adoption.

If the Secretary of State for Defra considers that the requirements of Regulation 15 are not met, the airport operator will be required to make the necessary changes to the revised plan so that the requirements of Regulation 15 are met in full. Following revision, the revised plan will need to be resubmitted to the Secretary of State for Defra by an agreed date for further consideration.

Once adopted, the revised Noise Action Plan should be published by the Airport Operator as a public document in an electronic format, within 28 days of being informed that the revised Noise Action Plan has been adopted.


ANNEX 3 THE PROCESS AS STATED BY DEFRA

(in revising Noise Action Plans) for those airports that already have an Action Plan prepared under the terms of the Regulations.

The Regulations contain a continuing obligation on Airport Operators to review (and revise, if necessary) the Noise Action Plan every 5 years or sooner where a major development occurs. Where the Airport Operator feels that such a review is necessary, then the process described in paragraphs 5.5 – 5.11 above regarding consultation and submission shall be followed.

Airport Operators may wish to agree to carry out an informal review of the progress being made on the implementation of the Action Plan as part of their continuing engagement with the local airport consultative committee or other stakeholders. The process and timing for any informal review should be jointly agreed between the Airport Operator and the committee, or other stakeholders, as appropriate. Such reviews could form part of any regular environmental reporting that is already undertaken.

It should be noted that, under the terms of Regulation 2637 of the Environmental Noise (England) Regulations 2006, the Secretary of State has the power to take action should he believe that a requirement of these Regulations is not being met due to any act or omission by the Airport Operator.

36 Regulation 29 (1)37 Regulation 26 (4)


ANNEX 4 STRATEGIC NOISE MAPS FOR GATWICK AIRPORT Map 1 – 2011 Lden contours. Source: DEFRA Gatwick Airport Datapack

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ANNEX 4 END NOISE MAPSMap 2 – 2011 Lnight contours. Source: DEFRA Gatwick Airport Datapack


ANNEX 5 COMPLAINT DATA

Understanding the concerns of local residents is important in forming our approach to managing aircraft noise. The FPT engages with individuals and representatives of local communities to better understand their concerns. This dialogue is supplemented by analysis of our complaint data.

During 2012 the FPT received 5,800 complaints from 414 callers. This compares to 4,036 complaints from 345 callers in 2011; the year from which data was used to produce the strategic noise maps used in this noise action plan. (see Annex 3).

The five most common reported causes for contacting the FPT were aircraft noise, low flying aircraft, arrivals, increased number of flights and night flights.

The FPT’s investigation of complaints is helped by quick address postcoding and geographic mapping, which can locate a caller’s postcode on a map. In addition, radar data supplied by NATS can be overlaid, enabling accurate airline, aircraft type, height and noise data to be extracted.

Figure 1 shows the location of noise complainants in 2012 with the NPRs located.

Table 1 shows the total number of complainants and complaints in the last seven years. Gatwick’s noise website, which enables people to log complaints online and find out exactly which aircraft was flying over their house at any given time, is a valuable tool to help monitor and manage enquiries.

Table 2 shows eight locations with ten or more complainants in 2012. All but one of these locations are situated within approximately ten miles of the airport. Many other locations recorded only one complainant, complaint or contact.

Table 3 shows eight locations recording 50 or more complaints in 2012. Some of these locations are further away from the airport than those listed in Table 2 and this suggests that outlying, more sparsely populated areas can sometimes be more sensitive to noise disturbance than areas closer to Gatwick. It is also worth noting that the locations are designated by postal codes and in some instances the town location refers to the nearest postal town.

As identified in Table 2, the largest number of complainants resided in the town of Crawley to the immediate south of the airport. Departing aircraft avoid over-flying Crawley below 3,000ft. Generally, this requirement is only not met in the case of departing aircraft which are directed off the NPRs for weather avoidance. Crawley does however experience aircraft that have aborted their landing and are performing a ‘go-around’.

Neighbourhoods in Crawley that are located close to the airport perimeter may also experience levels of general ground noise and there are various measures in place to mitigate and control the cases of this.

Horley is occasionally affected by departing aircraft on westerly operations. The congested area of Horley should not be overflown on departure and we continue to work with NATS and NATMAG in relation to this. Horley fell outside of the boundary of the recently expired night and day noise insulation scheme and the majority of the town lies outside of the 55Lden contour.

The Edenbridge area is predominantly affected by arriving aircraft activity when the aerodrome is operating in a westerly direction; aircraft approach from the east and take-off towards the west. The majority of complainants reside in areas that will be overflown by aircraft making their base-leg turn onto and/or are descending on the Instrument Landing System.



Location with 10+ callers Callers

Crawley 50

Horley 33

Edenbridge 26

Dorking 25

Horsham 22

East Grinstead 81

Tunbridge Wells 21

Lingfield 12

Table 2locations with 10+ callers

Table 1Callers and complaints relating to airport operations

2006 2007 2008 2009 2010 2011 2012

Callers 580 482 406 473 409 345 414

Complaints 6,758 5,288 6,315 6,497 6,936 4,036 5,800



Table 3Locations with 50+ complaints

Location with 50+ complaints Complaints Complainants

Edenbridge 575 26

Lingfield 301 12

East Grinstead 245 81

Horley 134 33

Marsh Green 129 2

Hever 93 3

Tunbridge Wells 79 21

Crawley 76 50



Table 1 : Map illustrating the location of complainants in 2012 (NPRs illustrated)



Table 1 : Map illustrating the location of complainants in 2012 (NPRs illustrated)ANNEX 6 SUMMARY OF LIMIT VALUES

IN PLACE

1 Local Authority planning conditions2 Limit the 6.5 hour, 48 dB(A) Leq

contour (for the winter and summer seasons combined) to 47km² by 2011/2012. At Gatwick in 2011/2012 the 6.5 hour 48dBA Leq contour (for the winter and summer seasons combined) was 34.1 km2 . In 2002-2003 it was 41.3 km2 1

3 Night Movement and Quota Count Restrictions between 23:00 and 06:00 local.

4 The noise abatement procedures contained within the UK AIP (see Section six)

5 Daytime (07:00-23:00) departure noise limit of 94dB(A) Lmax at 6.5km from start of roll.

6 Night Shoulder (23:00-23:30 & 06:00-07:00) departure noise limit of 89dB(A) Lmax at 6.5km from start of roll.

7 Night (23:30-06:00) departure noise limit of 87dB(A) Lmax at 6.5km from start of roll.

Winter 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12

Movement Limit 3,250 3,250 3,250 3,250 3,250 3,250

Noise Quota 2,300 2,240 2,180 2,120 2,060 2,000

Summer 2007 2008 2009 2010 2011 2012

Movement Limit 11,200 11,200 11,200 11,200 11,200 11,200

Noise Quota 6,700 6,600 6,500 6,400 6,300 6,200

1 Source of data – Night Flying Restrictions at Heathrow, Gatwick and Stansted Stage 1 Consultation – DfT. The night flying regime due to expire in 2012 was extended to winter 2013/2014. At the time of preparing this action plan the new regime was not announced.


ANNEX 7 ILLUSTRATIVE NOISE PREFERENTIAL ROUTE MAP


ANNEX 8 BOUNDARY OF NOISE INSULATION SCHEME MAP MAP 1


ANNEX 8 HOME RELOCATION ASSISTANCE SCHEME MAP MAP 2


ANNEX 9 FINANCIAL INFORMATION Estimated current financial cost to Gatwick

Airport Ltd of noise management

Type Description Approximate annual cost (£k)

Staff costsCommunications team including FPT salary & associated training

200

Noise & Track Keeping system costs

Software licences & development support

100

Publications & communications

Seminars, documents and website 60

FinesDeparture noise limits and track-keeping

0

Noise insulation & mitigation schemes

Insulation, relocation, community buildings

750

Research & consultancy

Community noise monitoring schemes, S.106 Audit, independent reporting and studies

150

Source: Gatwick Airport Limited 2013


ANNEX 10 GATCOM CONSULTATION RESPONSES

Feedback was received from the following members of GATCOM

GATCOM Secretariat

Gatwick Area Conservation Campaign

Horley Town Council

Gatwick Diamond

West Sussex County Council

East Sussex County Council

Kent County Council

Further feedback was received from the following

Hever Parish Council

Penshurst Parish Council

Chiddingstone Parish Council

Ifield Village Conservation Area Advisory Committee

Member of the public from Chiddingstone Hoath, Kent.

Edenbridge Town Council

In line with the guidance received from DEFRA, the revised Noise Action Plan was forwarded to the individual members of GATCOM for consideration and feedback.

A member organisation of GATCOM forwarded the document to its membership requesting they too consider it and provide feedback to Gatwick Airport Ltd. While this feedback doesn’t form part of the consultative process, Gatwick Airport Ltd has noted its content and has made revisions where appropriate.



Feedback themes Gatwick Airport Ltd response

Time period allowed for consultation with GATCOM member organisations. Time period extended to one month.

No reference is made to the annual 57dB ERCD noise contours

In revising the Noise Action Plan, the DEFRA datapack and ERCD Report 1205 Strategic Noise Maps are utilised in line with the guidance received.

Gatwick Airport Ltd should place further restrictions on night time operations and also seek a reduction in the amount of flights permitted.

The DfT is currently undertaking the Stage Two public consultation on the night flying restrictions for Heathrow, Gatwick and Stansted airports. As a designated airport this is ultimately a matter for the Government to consider.

The document is poorly drafted.The document provided for consultation was in draft format and the necessary revisions have been made.

Noise suppression devices should be retrofitted to A320 family aircraft.

Action included in the Noise Action Plan for Gatwick Airport Ltd to contact the main A320 operators seeking their intentions with reference to this.

Noise Action Plan makes reference to PPG The Noise Action Plan now refers to NPPF.

Provide a league table of airline’s environmental performance.

An existing action plan point has been amended to include this.

Reporting on the action plan progress isn’t included in the Flight Performance Team report.

This is a standing agenda item for the NATMAG and the minutes are published online therefore this has been removed to avoid duplication.

You are removing the commitment to maintaining a low-call voicemail facility to complainants.

This has been reversed and we commit to providing a low-call voicemail facility.

The document is too long.This is a revision of the previous Noise Action Plan, not a full re-write therefore previous content has been revised and retained.

Too many acronyms. There is a glossary of terms in the appendices.

The Noise Action Plan progress isn’t independently verified.

Progress against action plan actions are a standing agenda item at the NATMAG whose membership consist individuals and organisations independent of Gatwick Airport Ltd.

The new changes to the Noise Action Plan are supported.

Noted.




The new changes to the Noise Action Plan are supported.

Noted.

Ground Noise is forecast to increase in the Gatwick Airport masterplan publication. The Noise Action Plan doesn’t address this.

Document revised to make reference to this point and the fact that Gatwick Airport Ltd will monitor and implement necessary mitigation measures as necessary.

Gatwick Airport Ltd judges its own performance against action plan actions.

Progress against action plan actions are a standing agenda item at the NATMAG whose membership consist individuals and organisations independent of Gatwick Airport Ltd.

The Noise Action Plan is a public relations exercise.

We disagree. This is a light-touch revision to a ‘live’ document and we continue to make progress against our actions.

You say the number of people affected by noise has decreased however the recent noise contours show a near 20% increase.

The Noise Action Plan is based upon strategic noise mapping. The annual 57dB noise contours have illustrated an increase from 2011 to 2012 largely due to an increased period of easterly operations compared to previous years.

Noise contours aren’t an accurate means of assessing noise disturbance levels.

This is acknowledged and we have taken this into account on a number of initiatives, including the new noise insulation scheme boundaries.

No details of progress of the actions contained within the previous version of the Noise Action Plan.

This is a standing agenda item at NATMAG and in the action plan table details are included of completed and ongoing actions.

GATCOM doesn’t represent certain communities in the west Kent area.

GATCOM has a member representing Kent County council who also sits on NATMAG.

You don’t commit to achieving 100% CDA compliance by arriving aircraft.

While we aspire to total compliance with CDA we acknowledge there are numerous factors that affect the ability to achieve such an approach. We continue to work with airlines when a trend of poor CDA achievement is identified.

We want a date when you will implement steeper approaches.

There are currently no plans to implement steeper approaches and this initiative is currently in research phase with our colleagues in Sustainable Aviation.

You don’t meet with noise affected communities.

We continue to meet with noise affected communities and their representatives on an ad hoc basis when invitations are received.

New Guidance to the CAA on Environmental Objectives Relating to the Exercise of its Air Navigation Functions will be released in the future. Gatwick doesn’t mention this.

Reference is now made to the revised guidance.




Regular reporting on noise to GATCOM is supported, and we wish to see this practice continue.

We will continue to engage with GATCOM.

It is recognised that aircraft noise has detrimental impacts on health, including raised blood pressure and sleep disturbance. Although aircraft noise has reduced through technological improvements, frequency of flights has increased, thus the overall impact of noise on communities has not necessarily reduced.

We have included a new action requesting the DfT to undertake research to fully understand the health impacts of aircraft noise.

The list of actions relevant to the Noise Action Plan are comprehensive.

The majority of the actions are carried over from, the previous plan with some new additions, included both before and after receiving feedback.

There is no reference to the Sustainable Aviation Noise Road-Map. Now included.

It doesn’t mention that ground noise controls are subject of a Section 106 legal agreement.

Wording amended to reflect the existence of the Section 106 Legal Agreement.

It is recommended that Gatwick Airport Ltd makes an undertaking to consult on respite trials and other innovative ways to minimise the impact of aircraft overflight.

New action included committing to consult.


ANNEX 11 THE HEVER & MARSH GREEN NOISE WORKING GROUP

At a meeting on 17th December 2010 Sir John Stanley (MP for Tonbridge & Malling) and Stewart Wingate (Chief Executive Officer of Gatwick Airport Limited) asked three Gatwick Airport Limited (GAL) staff and three residents who live under the runway 26L approach path to form a Working Group to review the current circumstances at Gatwick in respect of noise and to report back.

The conclusions of the group resulted in a twenty point action plan that was presented to Sir John Stanley and Stewart Wingate and thereafter to NATMAG and GATCOM for consideration. The majority of actions were completed with an agreement that the remainder would be included in this Noise Action Plan.

The remaining actions for inclusion in this Noise Action Plan are:

• GAL makes a statement on its current approach to acoustic noise insulation and its plans for enhancement of the scheme up to 2019.

This is included in Actions 14, 16, 20 and 21. The Noise Insulation Scheme has been revised and now benefits from an extended coverage area whereby Gatwick Airport Ltd will make a financial contribution towards the cost of acoustic insulation.

• Gatwick Airport Ltd to develop a model to identify best environmental operational practice by airlines.

This is included in the amended wording of Action 4 where we commit to publishing a league table to identify the best airlines in terms of noise and emissions.

• Gatwick Airport Ltd to publicly declare its aspiration to become the industry champion for operational best practice in the UK and EU.

In the new Action 19B we state that in conjunction with the London Airspace Management Programme we will explore innovative new methods to control both inbound and outbound aircraft to strive for operational best practice with a view to minimising their impact on the communities below.

• Gatwick Airport Ltd to prioritise the development of a “rotating respite” trial process.

In the new Action 19A we state we will explore the feasibility of providing ‘rotating respite’ to those communities affected by noise from arriving aircraft.

• Gatwick Airport Ltd to prioritise examination of aircraft approach angles of descent.

In Action 12 we state we will work with our partners in Sustainable Aviation to develop and promote low noise flight procedures. This will be achieved through evaluation of future operational methods and implementation of best practice, for example, evaluating the feasibility of introducing a steeper approach as part of an international initiative. Gatwick Airport will implement any recommendations resulting from feasibility studies in conjunction with the CAA and the DfT as and when they are released.


ANNEX 12 THE RESULTS OF THE 2006 NOISE MAPPING

Noise leveldb (A)

Area (km2) Dwellings People

≥54 81.2 4,100 10,300

≥57 47.4 1,850 4,400

≥60 27.5 500 1,300

≥63 15.8 250 600

≥66 8.8 150 300

≥69 4.7 <50 <100

≥72 2.5 0 0

> 75 1.4 0 0

Table 1Estimated areas, populations and households within Gatwick Airport 12 hour day Lday noise contours.Source: DEFRA 2006 noise mapping (data pack)

Noise leveldb (A)


≥54 57.5 2,550 6,200

≥57 33.2 750 1,900

≥60 18.7 350 800

≥63 10.3 150 400

≥66 5.5 <50 100

≥69 2.9 <50 <100

≥72 1.6 0 0

> 75 0.9 0 0

Table 2Estimated areas, populations and households within Gatwick Airport four hour Levening noise contours.Source: DEFRA 2006 noise mapping (data pack)



Table 3Estimated areas, populations and households within Gatwick Airport eight hour Lnight noise contours. See Annex 3, Map 2Source: DEFRA 2006 noise mapping (data pack)

Noise leveldb (A)


≥48 69.9 3,000 7,500

≥51 40.0 1,500 3,700

≥54 22.8 450 1,100

≥57 12.8 200 500

≥60 7.0 100 300

≥63 3.7 <50 <100

≥66 2.1 0 0

> 69 1.4 0 0

Table 4Estimated areas, populations and households within Gatwick Airport 24 hour Lden noise contours. See Annex 3, Map 1Source: DEFRA 2006 noise mapping (data pack)

Noise leveldb (A)


≥55 94.5 4,700 11,900

≥60 38.2 1,300 3,200

≥65 14.9 250 600

≥70 5.4 50 100

≥75 2.0 0 0



Table 5Estimated areas, populations and households within Gatwick Airport annual 16 hour day LAeq,16h noise contours.Source: DEFRA 2006 noise mapping (data pack)

Noise leveldb (A)


≥54 75.6 3,550 8,900

≥57 44.0 1,550 3,700

≥60 25.4 450 1,200

≥63 14.6 200 600

≥66 8.1 100 300

≥69 4.3 <50 <100

≥72 2.3 0 0

> 75 1.3 0 0


NOTES


Issued by Gatwick Airport Corporate Affairs & Sustainability© Gatwick Airport Ltd 2014

This EU Environmental Noise Directive (2002/49/EC) Noise Action Plan for London Gatwick Airport was adopted on 4th August 2014 by the Secretary of State for the Environment, Food and Rural Affairs as required by the Environmental Noise Directive and the Environmental Noise (England) Regulations 2006 (as amended).

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