NEWQUAY CORNWALL AIRPORT MASTERPLAN NOISE CONTOURS

Transcription

1 NEWQUAY CORNWALL AIRPORT MASTERPLAN NOISE CONTOURS Cornwall Development Company A-PTE

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3 Newquay Cornwall Airport Masterplan A-PTE Prepared for Cornwall Development Company Pydar House Pydar Street Truro Cornwall TR1 1EA Prepared by Parsons Brinckerhoff The Forum Barnfield Road Exeter EX1 1QR

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5 Report Title : Newquay Cornwall Airport Masterplan Noise Contours Report Status : Issue 1 Job No : PTE Date : DOCUMENT HISTORY AND STATUS Document control Prepared by Lisa Watt Checked by (technical) Samuel Miller Approved by Richard Perkins Checked by (quality assurance) Ursula Stevenson Revision details Version Date Pages affected Comments Draft November 2014 Draft for client comment Issue 1 November 2014 Revised based on comments received from client

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7 CONTENTS Page List of Abbreviations 3 Executive Summary 5 1 Introduction 7 2 Legislation and Guidance International Civil Aviation Organisation (ICAO) ENDs Directive 2002/49/EU and Environmental Noise (England) Regulations Aviation Policy Framework, DfT Noise Road Map (2013) Local Planning Policy 9 3 Newquay Cornwall Airport General Description of the Airport Characterisation of Airport Surroundings Current Noise Control Future Development of the Airport 11 4 Methodology for Producuction of Aircraft Noise INM Modelling Population and Household Data Unmanned Aircraft Systems (UASs) 13 5 Noise Contour Results Winter 2013 Movements Summer 2013 Movements Winter 2030 Movements Summer 2030 Movements Summary 17 6 Ground Noise Airport Operations UASs Summary 18 7 Mitigation and Management Measures to mitigate the effects of aircraft noise Monitoring of aircraft noise Communication with the local community on matters relating to aircraft noise 21 8 Conclusions 23 Appendix A 24 Appendix B 26 Appendix C

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9 LIST OF ABBREVIATIONS ACC AIP APF ATC ATM CAA CC CCO CDA CDC DEFRA DfT EASA END EU EZ FAA ICAO INM LDC NAC NM NMP PB SA SATCO SEL T&Gs UAS UA WWA Airport Consultative Committee Aeronautical Information Package Aviation Policy Framework Air Traffic Control Air Transport Movements Civil Aviation Authority Cornwall Council Continuous Climb Operation Continuous Descent Approach Cornwall Development Company Department for the Environment, Farming and Rural Affairs Department for Transport European Aviation Safety Agency Environmental Noise Directive European Union Enterprise Zone Federal Aviation Administration International Civil Aviation Organisation, UN body dealing with civil aviation Integrated Noise Model, developed by the FAA Local Development Order National Aeronautical Centre Nautical Mile; A measurement of distance used in aviation. One nautical mile equates to 1,852 metres Noise Management Plan Parsons Brinckerhoff Limited Sustainable Aviation Senior Air Traffic Control Officer Single Event Level Touch and Go s Unmanned Aircraft Systems Unmanned Aircraft West Wales Airport - 3 -

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11 EXECUTIVE SUMMARY Parsons Brinckerhoff (PB) was commissioned by HLM Architects, on behalf of Cornwall Development Company (CDC) to produce aircraft noise contours and update the noise section of the Newquay Cornwall Airport Masterplan PB has produced noise contours for Newquay Cornwall Airport using the Federal Aviation Administration (FAA) prediction methodology, the Integrated Noise Model (INM) version 7.0d. The noise contours show the L Aeq, 16 hour noise level for the airport and surrounding areas based on Air Transport Movements (ATMs) for 2013 and The noise contours show the areas exposed to aviation noise above 57 db L Aeq 16 hour, which the UK Government considers to represent the onset for communities becoming significantly annoyed by aircraft noise. There is one household currently exposed to aircraft noise from Newquay Cornwall Airport above 57 db L Aeq 16 hour. This is predicted to increase to 16 households in 2030 for summer operations. There are no households currently, or predicted to be, within the 63 db or above noise contour which is the level at which noise insulation should be considered. It is not anticipated that the development of Newquay Cornwall Airport will result in any significant ground noise impacts. However, as part of a commitment to minimise noise from airport ground operations, the airport would implement measures to control activities as part of the detailed design for sites. As part of developing a Masterplan for the airport, recommendations for a Noise Management Plan (NMP) have been set out. Recommendations have considered current best practice measures in use at other UK airports and follow the ICAO s Balanced Approach to managing aviation noise. Recommendations are grouped into three areas; mitigation, monitoring and communication

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13 1 INTRODUCTION Parsons Brinkerhoff Ltd (PB) has been commissioned by HLM Architects, on behalf of Cornwall Development Company (CDC) to update the noise section of the Newquay Cornwall Airport Masterplan The current airport Masterplan was approved by Cornwall Council (CC) in June However, the global economic downturn has had a significant effect on aviation and has fundamentally changed the environment in which airports operate. There is therefore a need to update the Airport Masterplan which reflects a more realistic passenger forecast and economic opportunities This report details the current legislation and guidance relating to aviation noise, the noise modelling undertaken to produce noise contours for current and future Air Transport Movements (ATMs), presents the results of the noise contours and assessment of airport ground noise, and makes recommendations regarding the development of a Noise Management Plan (NMP) for the airport

14 2 LEGISLATION AND GUIDANCE The following Legislative framework and published guidance have been considered in producing the noise contours and updated Masterplan. A glossary of acoustic terms used in this report is contained in Appendix A. 2.2 International Civil Aviation Organisation (ICAO) At an international level, the International Civil Aviation Organisation (ICAO) sets progressively tighter certifications standards, known as Chapters, for noise emission from civil aircraft to which member countries fleets must conform In addition to these specific requirements, the ICAO requires member states to adopt a Balanced Approach to noise management which reduces noise impact through: Reduction of noise at source Land-use planning and management Noise abatement and operational procedures Operational restrictions EU Directive 2002/30 requires airports to adopt the ICAO s Balanced Approach including the above four dimensions. 2.3 END Directive 2002/49/EU and Environmental Noise (England) Regulations The EU Directive 2002/49/EU, commonly referred to as the Environmental Noise Directive ( END ), sets out a standardised assessment for environmental noise across Europe and provides a framework for the future management and on-going assessment of noise. END is implemented in England by the Environmental Noise (England) Regulations Under the Regulations there is a requirement for airports with over 50,000 movements a year to produce noise management or action plans. These are required to be produced and published every five years. The number of annual movements at Newquay Cornwall Airport falls below this threshold so there is no statutory requirement to produce action plans. However many commercial airports in the UK chose to produce noise action plans to demonstrate a good relationship with the local community. 2.4 Aviation Policy Framework, DfT The UK Government published the Aviation Policy Framework (APF) in March 2013 which sets out the Government s objectives and principles to aviation and will guide plans and decisions at the local and regional level. The APF replaces the 2003 Future of Air Transport White Paper In respect of noise, the APF includes a basic aim to limit, and where possible reduce, the number of people in the UK significantly affected by aircraft noise. This is consistent with the UK Government s Noise Policy, as set out in the Noise Policy Statement for England (NPSE), which aims to avoid significant adverse impacts of heath and quality of life The APF uses a threshold of 57 db L Aeq 16 hour, above which is the onset of communities becoming significantly annoyed by aircraft noise. This threshold typically - 8 -

15 applies to noise generated from scheduled flights only and excludes helicopter and military aircraft. The APF also recognises that average noise exposure contours may not be appropriate for all airports and recommends that alternative measures may be suitable which better reflect how aircraft noise is experienced in different localities. The use of alternative measures of aircraft noise should be developed in consultation with local communities and stakeholders The APF sets out mitigation measures and follows the ICAO Balanced Approach. It advocates the use of noise envelopes to limit the number of people affected by aircraft noise and to provide future certainty about noise levels, particularly for future development of an airport. The UK Government expects airport operators to offer sound insulation to noise-sensitive buildings, such as schools and hospitals, exposed to noise levels of 63 db L Aeq, 16 hour or more The APF includes an expectation that aircraft operators prepare long term Masterplans. An airport s approach to noise management in usually included in the Masterplan setting out a range of noise control policies. 2.5 Noise Road Map (2013) The Noise Road Map, published by Sustainable Aviation, sets out the UK aviation industry s approach to managing noise from aviation sources to It follows the ICAO Balanced Approach to aircraft noise and contains four dimensions for managing aircraft noise namely; aircraft and engine technology; operational improvements; landuse planning; and communication and engagement. 2.6 Local Planning Policy Enterprize Zone (EZ) status for The Aerohub Enterprise Newquay Cornwall Airport was granted in August 2011 and is supported by two Local Development Orders (LDOs) which simplify planning procedures within the EZ. The EZ area extends to 263Ha (650 acres) in three airport development zones and a major business park. The purpose of the EZ is to promote growth in the wider region with the airport as a key component

16 3 NEWQUAY CORNWALL AIRPORT 3.1 General Description of the Airport Newquay Cornwall Airport is located approximately 4 km north-east of Newquay. The airport has one runway, which operates in two modes (Runway 12 and Runway 30); the direction of operation is dependent upon meteorological conditions. The runway is approximately 2744m in length and 45m wide The airport has been used for military aviation purposes as part of RAF St. Mawgan since the 1940s and noise associated with aviation activities has been generated. Scheduled civilian flights first started in the 1960s and the airport now operates a number of regular passenger services throughout the UK and Europe. In 2008 the airport was granted a Civil Aviation Authority (CAA) licence and transitioned from a military airport to a fully civilian airport The operational airport also has an established lawful use as a civilian airport approved through the Certificate of Lawfulness of Proposed Use or Development (Application 07/00217) determined on 10th August 2007 by the then Restormel Borough Council. The lawful use has established that there are no planning restrictions on the use of the airport, for example: opening times, capacity of use, noise generation, etc. This is the benchmark for use operations at the airport that can occur without the need for planning permission In 2013, the number of ATMs was approximately 12,500 including all movements (touch and go s, helicopters and military) The hours of operation for the airport are during winter (October - March) and 06:30 20:30 during the summer (April - September). In 2013, there were no night-time flights, defined as being after 23:00, associated with the airport. 3.2 Characterisation of Airport Surroundings There are several small settlements located close to the airport; Carloggas and St Mawgan to the north; Trevarrian and Tergurrian to the north-west; and St Column Major and Tregaswith to the south-east Immediately south-west of the airfield is the RAF St Mawgan base and to the north are the civilian airport facilities including terminal building and car parks To the south of the airport is the new Business Park which is part of the Aerohub EZ. The A3059 (Rialton Road) between Newquay and the A39 runs along the boundary of the airport and Business Park. 3.3 Current Noise Control The Aeronautical Information Package (AIP) contains information on the airport facilities, airspace, local traffic regulations and noise abatement procedures. This includes the procedures to be followed by departing and arriving aircraft. Specifically, aircraft departing from Newquay Cornwall Airport are required to climb straight until above 1000ft before turning on track and are to avoid flying over Newquay Town where possible. For aircraft with a weight greater than 5700kg on take-off, a straight climb is required until 2000ft, or reaching the coast, before turning

17 3.3.2 For arrivals, aircraft are not permitted to join the final approach tracks for either runway below 1500ft (1000ft for propeller aircraft and those carrying out visual circuit training) Helicopter movements are also controlled to avoid interfering with the operation of the runways and so as to limit the disturbance to the area immediately surrounding the airfield. Light helicopters are prohibited from overflying the main terminal building, terminal car parks, Carnaton House and the domestic area of RAF St Mawgan. 3.4 Future Development of the Airport The Masterplan considers the future development of the airport up to The number and associated mix of aircraft type for future ATMs have been provided by RDC Aviation It has been assumed that total annual ATMs will increase by approximately 80% between 2013 and 2030 to 22,000. This includes growth in passenger flights, helicopters movements, general aviation (e.g. light aircraft and training flights) and Touch & Go s (T&Gs). It has been assumed that the additional ATMs would occur within the existing operational hours of the airport and no night-time movements would occur In addition, there will be approximately 6,600 movements associated with Unmanned Aircraft (UAs) by A key growth area for the future development of the airport is based around the testing of Unmanned Aircraft Systems (UAS) as part of the Aerohub EZ

18 4 METHODOLOGY FOR PRODUCUCTION OF NOISE CONTOURS 4.1 Aircraft Noise Aircraft noise can be categorised in terms of air noise and ground noise. Air noise is created while aircraft are departing or arriving. This includes noise generated from the engines and airframe turbulence while the aircraft is taking-off and landing. Ground noise includes noise from aircraft taxiing and engine ground running on the airfield. The noise contour maps produced for the Masterplan have considered air noise associated with aircraft movements only The db L Aeq metric is the traditional method of presenting average noise levels at airports in the UK and is the method used in producing noise contours as outlined by the UK Government in the APF. UK airports have historically used a 16 hour period (07:00 23:00) to produce an L Aeq,16 hour noise contour. This allows the average noise levels experienced by people living around the airport to be estimated Under the Environmental Noise Regulations and ENDs, airport noise contours are required to consider noise associated with scheduled ATMs only. This excludes military and helicopter ATMs. In order to represent a worst-case scenario for noise exposure to aircraft noise, all types of ATMs at Newquay Cornwall Airport have been included in the noise contours A review of aircraft movements at the airport in 2013 broken down by month showed that there was a notable variation between the winter (October to March) and summer (March to September) months. Therefore two sets of noise contours have been produced to be representative for an average day in winter and in summer. This is the standard approach when producing noise contours for developing a Masterplan for an airport in the UK The UK Government threshold for the onset of significant annoyance from aircraft noise is 57 db L Aeq,16 hour. It is recognised that while the 57 db L Aeq,16 hour contour provides some basis for action to identify and try to reduce the noise climate, it does not on its own communicate the full extent of noise impacts on communities. Noise contours for Newquay Cornwall Airport have been presented in 3 db bands between 54 and 75 db L Aeq,16 hour. 4.2 INM Modelling INM version 7.0d has been used to generate the required noise contour plots. INM is the aircraft noise prediction methodology developed by the Federal Aviation Administration (FAA). Information was supplied by the airport for 2013 and RDC Aviation for To create the noise contour plots it was necessary to input data relating to the geometry of the runway, helipad and routes, the type of aircraft, the number of aircraft and the take-off weight. Data for the geometry of the runway and helipad was taken from the AIP. In the absence of specific radar track data, a straight approach and departure was assumed for runway 12/30. Approaches from the helipad have been assumed to be from a northeast direction from the helipad and departures on a northerly track, in order to comply with the noise abatement procedures in the AIP A number of assumptions have been made in order to generate data detailing the type and number of aircraft using each route. The annual 2013 movement numbers categorised by aircraft type were supplied by the airport. The predicted future

19 annual movements categorised by aircraft type were supplied by the RDC Aviation. These are shown in Appendix B Based on discussions with Newquay Cornwall Airport SATCO and analysis of the 2013 ATM logs, movements have been split between runways 12/30 as shown in Table 1. These splits have been used for both 2013 and An even split of 50/50 between arrivals and departures has been used for each runway and for helicopter movements. Table 1: Runway Model Split Runway Winter Summer APP DEP APP DEP APP DEP APP DEP Percentage split of movements Runway Percentage of movements Total Percentage of movements The type of aircraft on each route has been determined based on the splits in Table 1. The aircraft types included within the fleet mix were translated into ones recognised by INM The take-off weights of the aircraft used with INM are based on the proposed distance (Stage length) of the journey, the greater the distance the greater the fuel load required. It has been assumed that all aircraft movements are within Europe and therefore have been assigned to stage 1 (less than 500nm) in INM. 4.3 Population and Household Data The number of households within each noise contour has been determined using Ordnance Survey (OS) AddressBase data for the surrounding area The estimated total population has been calculated using the assumption that the average size of each household is 2.4. This is the average household size for England according to the published 2011 Census data Unmanned Aircraft Systems (UAS) Data provided by RDC Aviation shows that there would be approximately 6,600 annual ATMs associated with UAS by The use of UAS is an emerging industry and at the time of assessment, no certified data regarding air noise (take-off and landing) from UAS was available. Furthermore, information regarding the type of UAS, operating requirements and procedures likely to be associated with UAS at Newquay Cornwall Airport is not available. Therefore is has not been possible to include air noise from UAS in the noise contours. However, these are unlikely to change significant based on the evidence described below. 1 ONS (2012) Statistical Bulletin - Population and Household Estimates for the United Kingdom, March

20 4.4.2 UAS, excluding military and state aircraft, are classified according to weight and require a certificate of airworthiness to operate which includes noise certification. UAS with a weight less than 150kg are regulated by the CAA. UAS with a weight greater than 150kg are regulated by the European Aviation Safety Agency (EASA). UAS are required to operate within the same regulatory framework as manned aircraft, including take-off and landing procedures detailed in an airport s AIP and have the ability to communicate with, and respond to, Air Traffic Control (ATC) instruction. Furthermore, the CAA prohibits UAS from flying within 150m of a settlement Newquay Cornwall Airport forms part of National Aeronautical Centre (NAC) in partnership with West Wales Airport (WWA) WWA received permission from the CAA in 2011 to develop the site for UAS operations. In the decision letter, the CAA states that UAS are typically smaller and generate less noise than manned aircraft. Therefore, the CAA concludes that UAS are less likely to be observed and/or heard than manned aircraft. Data submitted by WWA in the application to the CAA shows that the peak noise level (L max ) of UAS during overflight range from 23 db(a) to 68 db(a). This compares to the quietest small manned aircraft currently in operation at Newquay Cornwall Airport which has an L max of 76 db(a) during overflight As part of the NAC, it is anticipated that further studies will be undertaken into noise from UAS as the industry develops. It is recommended that the findings of these studies are incorporated into the future Noise Management Plan (NMP) for the airport (see Section 7)

21 5 NOISE CONTOUR RESULTS Noise contours have been produced which consider all aircraft movements from the airport and includes T&Gs, helicopter and military ATMs. The noise contours have been produced in line with the L Aeq metric (see section 4.1) and are presented in Appendix C. Ground noise is not included within the noise contours. 5.2 Winter 2013 Movements Table 2 details the estimated area, households and population within the L Aeq, 16 hour noise contour for winter 2013 movements. Table 2: Estimated areas, households and population within 2013 Winter L Aeq,16 hour noise contours Contour (db) Area (km 2 ) Households Population > > > > > > Table 2 shows that there is 1 household exposed to a noise level above 57 db which is the UK Government threshold for the onset of significant community annoyance from aircraft noise. This property is located to the south-east of airport under the approach track for runway There are no households exposed to a noise level above 63 db which is level at which the provision of noise insulation should be considered. 5.3 Summer 2013 Movements Table 3 details the estimated area, households and population within the L Aeq, 16 hour noise contour for summer 2013 movements. Table 3: Estimated areas, households and population within 2013 Summer L Aeq,16 hour noise contours Contour (db) Area (km 2 ) Households Population > > > > > > Table 3 shows that there is 1 household exposed to a noise level above 57 db which is the UK Government threshold for the onset of significant community annoyance

22 from aircraft noise. This property is located to the south-east of the airport under the approach track for runway There are no households exposed to a noise level above 63 db which is level at which the provision of noise insulation should be considered. 5.4 Winter 2030 Movements Table 4 details the estimated area, households and population within the L Aeq, 16 hour noise contour for winter 2030 movements. Table 4: Estimated areas, households and population within 2030 Winter L Aeq,16 hour noise contours Contour (db) Area (km 2 ) Households Population > > > > > > Table 4 shows that there are 9 households exposed to a noise level above 57 db which is the UK Government threshold for the onset of significant community annoyance from aircraft noise. These households are located to the south-east of the airport in Tregaswith under the approach track for runway 30. One of these properties is within the 60 db noise contour There are no households exposed to a noise level above 63 db which is level at which the provision of noise insulation should be considered. 5.5 Summer 2030 Movements Table 3 details the estimated area, households and population within the L Aeq, 16 hour noise contour for summer 2030 movements. Table 5: Estimated areas, households and population within 2030 Summer L Aeq,16 hour noise contours Contour (db) Area (km 2 ) Households Population > > > > > > Table 3 shows that there are 16 households exposed to a noise level above 57 db which is the UK Government threshold for the onset of significant community

23 annoyance from aircraft noise. These households are located to the south-east of the airport in Tregaswith under the approach track for runway 30 and to the north-west in Trevarrian under the approach track from runway 12. One of these properties, to the south-east of the airport, is within the 60 db noise contour There are no households exposed to a noise level above 63 db which is level at which the provision of noise insulation should be considered. 5.6 Summary The number of properties within the 57 db L Aeq, 16 hour contour is predicted to increase by 2030 with the growth in ATMs to approximately 16 properties. These are located to the south-east and north-east of the runway. There are no properties predicted to be exposed to noise levels above 63 db L Aeq, 16 hour

24 6 GROUND NOISE 6.1 Airport Operations The previous Masterplan (see Chapter 17) considered potential increases in ground noise associated with the development of Newquay Cornwall Airport. The two principle sources of ground noise are; aircraft engines running whilst parked on stand or whilst taxing; and additional car and other road vehicles movements associated with increase passenger volumes The ground noise associated with aircraft on stand and whilst taxing is currently concentrated in the vicinity of the existing terminal on the north side of the runway. In general terms, potential ground noise associated with an expansion of these activities can be mitigated by locating activities in the least sensitive areas and by controlling, as far as practicable, airport functions to the lease sensitive time. Controls can be exercised over the location, duration and timing of aircraft engine running for maintenance purposes. As stated in the previous Masterplan, potential increases in ground noise associated with the development of the airport would be substantially mitigated by moving terminal operations to the south side of the airfield (Development Zone 3). There are significantly fewer properties in the vicinity of the terminal development zones in this area, namely those in Carloggas village, than the existing terminal building Noise from additional car and other road vehicle movements as a result of increased passenger volumes is not known at this stage. However, the previous Masterplan considered that increases in ground noise would be less than 1 db for the majority of properties. At properties where noise increases greater than this may be expected, specific mitigation measures would be considered as part of the detailed design for any development. The Masterplan also includes proposals to minimise the number of passenger car trips to the airport as part of the Airport Surface Access Strategy Since the publication of the previous Masterplan, noise associated with growth in traffic from the wider development of the Aerohub EZ, namely the Business Park to the south of Newquay Cornwall Airport which borders Development Zone 3, has been assessed as part on a Local Development Order (Environmental Statement, December 2012). The assessment did not predict any significant increases in noise as a result of the Business Park. 6.2 UASs In 2012, in partnership with West Wales Airport (WWA), the National Aeronautical Centre (NAC) was formed. As part of the Aerohub EZ, Newquay Cornwall Airport will be developed for testing and operation of UASs as part of the NAC The use of UASs is a developing industry and there is currently limited certified data available regarding noise generated by UASs (see Section 4.4). However it is anticipated that ground noise associated with UASs would be mitigated using a similar approach as described above for passenger ATMs. This would include locating engine testing sites/bays away from sensitive areas, restricting the timing and duration of testing activities and the use of screens/barriers where appropriate. 6.3 Summary It is not anticipated the development of Newquay Cornwall Airport will result in any significant ground noise impacts at sensitive receptors. However, as part of a

25 commitment to minimise noise from airport ground operations, the airport would implement measures to control activities as part of the detailed design for any development

26 7 MITIGATION AND MANAGEMENT As part of the Masterplan for Newquay Cornwall Airport, recommendations have been made for developing a Noise Management Plan (NMP). A recommended approach for the NMP has been set out below with possible measures grouped into three categories which reflect current best practice at UK airports and the ICAO Balanced Approach. 7.2 Measures to mitigate the effects of aircraft noise The reduction of aircraft noise at source is the preferred approach to managing aircraft noise. In line with ICAO and APF, this should be considered before operational restrictions and noise insulation schemes in a hierarchical approach to managing aircraft noise This could include: Maintaining restrictions on night flight including. Implementing a requirement for aircraft to use Continuous Decent Approaches (CDAs) and Continuous Climb Operations (CCOs). CDAs require significantly less engine thrust which leads to reduced noise emissions. The use of CCOs will depend on the airspace structures and traffic conditions however this procedure should be adopted where possible. Restrict Engine Ground Running of aircraft to designated areas away from the closest residential areas to the airport to minimise disturbance. Site aircraft engine test facilities areas away from the closest residential areas to the airport to minimise disturbance. Encouraging the use of quieter aircraft using the airport through surcharges imposed on noisier types of aircraft. Develop and publish a noise compensation scheme to provide local community protection against future expansion of the airport. This could include commitments to provide sound insulation when a pre-defined noise level threshold is exceeded. The airport should actively engage with the local authorities when developing Local Plans to protect the areas around the airport which are affected by higher levels of aircraft noise from inappropriate noise sensitive development, particularly residential development The use of a noise compensation scheme as part of a NMP is widespread at UK airports. Compensation schemes are specific to airports but the principal mitigation measure is the provision of sound insulation, generally secondary or double glazing. Scheme boundaries are generally derived from the L Aeq noise contours, with 63 db L Aeq, 16 hour being a typical threshold which is taken from the UK Government s APF. Under a scheme, it is best practice to include both residential properties and other noise-sensitive buildings (e.g. schools and hospitals) At Newquay Cornwall Airport, the current and future noise contours show that there are no properties within the 63 db L Aeq, 16 hour contour. However, this should be periodically reviewed based on updated noise contours published by the Airport Other measures including land and property acquisition or assistance to residents to relocate are in place at some UK airports. These are normally offered when there are

27 residential properties exposed to high noise levels (above 69 db L Aeq ) or frequent night-time disturbances (above 95 db(a) SEL). Such measures are not considered necessary in relation to current or planned future aircraft noise at Newquay Cornwall Airport. 7.3 Monitoring of aircraft noise The monitoring of aircraft noise provides an airport with information regarding noise levels from aircraft using the airfield. The data can be used to validate the noise contours from noise modelling software, investigate and respond to complaints relating specific aircraft and provide data for existing noise levels should future expansion of the airport occur This could include: Monitoring the actual tracks taken by approaching and departing aircraft to ensure compliance with the noise abatement procedures contained within the AIP. The rate of compliance should be made available to the local community. Installing continuous noise monitoring equipment at the end of each runway. Monitoring should be positioned in accordance with ICAO standards for monitoring noise from aircraft arriving and departing. Alternatively, a procedure could be put in place for the use of portable noise monitors to be used in response to queries or complaints from the local community It is recommended that Newquay Cornwall Airport, in conjunction with WWA, undertake specific monitoring for noise generated by the future operation of UAS at either airport. This information should be used to inform any noise abatement procedures and operational restriction for UAS in order to minimise the noise generated by their use. 7.4 Communication with the local community on matters relating to aircraft noise Current UK Government Policy in the form of the APF highlights the need for airports and local communities to work together. It is recognised that the impact of aircraft noise differs between airports and communities so engagement mush be tailored to the community There are number of approaches which should be considered when developing an appropriate strategy for community engagement and could include: Publishing a community engagement strategy which details the actions the airport will undertake. Newquay Airport will publish its strategy as part of the Masterplan process. Publishing aircraft noise contours every 2-5 years and reporting the number of people exposed to aircraft noise. Reporting aircraft compliance with any noise abatement procedures and requirements of the airport through an appropriate method e.g. annual report, targeted briefings. Establishing an Environmental Helpline to allow members of the public to report issues relating to aircraft noise. This should be accompanied by a formal procedure for investigating and responding to complaints received. The on-going operation of an Airport Consultative Committee (ACC) which includes local community representatives. The ACC provides a forum for

28 consultation, communication and feedback on the airport s operations and future developments. The Newquay Airport Consultative Forum, which was established in 2004 and meets four times a year, facilitates community engagement with the airport Undertake a public attitude survey to assess the local community views on aircraft noise. This would be done every 2 5 years to establish changing attitudes

29 8 CONCLUSIONS Noise contours have been produced for Newquay Cornwall Airport for current (2013) and future (2030) ATMs to assist in developing a Masterplan for the airport. The noise contours show the L Aeq, 16 hour noise level from the airport in 3 db intervals. The noise contours indicated that the number of households exposed to a noise level above 57 db, which is the UK Government threshold for the onset of significant community annoyance from aircraft noise, will increase to approximately 16 households in There are no households within the 63 db contour or above, which is the level at which noise insulation should be considered Newquay Cornwall Airport, as part of the National Aeronautical Centre, aims to develop the operation of UAS. There is currently limited certified noise data for the operation of UAS, and given the emerging nature of this industry, the potential variables in operating procedures, it is not possible to undertake a detailed assessment of noise associated with UAS. However, UAS are subject to certification and operational restrictions, similar to manned aircraft and would be controlled so as to minimise both air and ground noise. Furthermore, data available from West Wales Airport shows that peak noise levels associated with the overflight of UAs is less than that from the quietest manned aircraft currently operating at Newquay Cornwall Airport Changes in airport operations; namely ground running of aircraft and traffic from increased passenger volumes, are not expected to result in a significant increase in ground noise. However, as part of a commitment to minimise noise from airport ground operations, the airport would implement measures to control activities as part of the detailed design for any development. Furthermore, there is an opportunity to reduce the number of properties in the vicinity of existing ground operations, namely in the village of Carloggas, by relocating the terminal to the south side of the airfield, within development zone 3 of the Masterplan A number of recommendations have been made for developing a NMP for the airport. It is considered likely that the final NMP will be produced following discussions with various stakeholders, including the airport, local community representatives and passengers

30 APPENDIX A GLOSSARY OF TERMS

31 Decibel (db) Sound Pressure Level (SPL) The decibel scale is used in relation to sound because it is a logarithmic rather than a linear scale. The decibel scale compares the level of a sound relative to another. The human ear can detect a wide range of sound pressures, typically between 2x10-5 and 200 Pa, so the logarithmic scale is used to quantify these levels using a more manageable range of values. The Sound Pressure Level has units of decibels, and compares the level of a sound to the smallest sound pressure generally perceptible by the human ear, or the reference pressure. It is defined as follows: SPL (db) = 20 Log 10 (P/P ref ) where P = Sound Pressure (in P a ) P ref = Reference Pressure 2x10-5 P a Loudness Sound Power Level (SWL) An SPL of 0dB suggests the Sound Pressure is equal to the reference pressure. This is known as the threshold of hearing. An SPL of 140dB represents the threshold of pain. The loudness of a sound is subjective, and differs from person to person. The human ear perceives loudness in a logarithmic fashion, hence the suitability of the decibel scale. Generally, a perceived doubling or halving of loudness will correspond to an increase or decrease in SPL of 10dB. Note that a doubling of sound energy corresponds to an increase in SPL of only 3dB The Sound Power Level defines the rate at which sound energy is emitted by a source, and is also expressed in db. It is defined as follows: A-Weighting Equivalent Continuous Level (L eq, T ) Maximum Noise Level (L MAX ) Noise Single Event Level (SEL) SWL (db) = 10 Log 10 (W/W ref ) where W = Sound Power (in Watts) W ref = Reference Power 1 picowatt The human ear can detect a wide range of frequencies, from 20Hz to 20kHz, but it is more sensitive to some frequencies than others. Generally, the ear is most sensitive to frequencies in the range 1 to 4 khz. The A-weighting is a filter that can be applied to measured results at varying frequencies, to mimic the frequency response of the human ear, and therefore better represent the likely perceived loudness of the sound. SPL readings with the A-weighting applied are represented in db(a) The Equivalent Continuous Level represents a theoretical continuous sound over a stated time period, T, which contained the same amount of energy as a number of sound events occurring within that time, or a source that fluctuates in level. For example, a noise source with an SPL of 80 db(a) operating for two hours during an eight-hour working data, has an equivalent A-weighted continuous level over 8 hours of 74 db, or L eq, 8hrs = 74 db. The time period over which the L eq is calculated should always be stated The maximum noise level, L MAX (or L MAX if A-weighted) is the highest SPL that occurs during a given event or time period A noise can be described as an unwanted sound. Noise can cause nuisance The SEL is a measure of a single event and is often used as an indication of the possibility of night time awakening due to a single over flight. It is a measure of a single sound event (db(a)) that takes into account all sound above a specified threshold set at least 10 db below the maximum level. All sound energy in the event in integrated over one second

32 APPENDIX B AIRCRAFT DATA

33 WINTER 2013 SUMMER 2013 ACFT TRACK DAY ACFT TRACK DAY APP D 12APP APP D 30APP DEP D 12DEP DEP D 30DEP APP APP APP DEP DEP APP DEP APP R 12APP DEP R 30APP DEP R 12DEP R 12APP R 30DEP R 30APP R 12TGO R 12DEP R 30TGO R 30DEP A109 HELIAPP R 12TGO A109 HELIDEP R 30TGO A APP A109 HELIAPP A APP A109 HELIDEP A DEP A APP A DEP A APP A TGOA A DEP A TGOA A DEP A APP A TGOA A APP A TGOA A DEP A APP A DEP A APP B206B3 HELIAPP A DEP B206B3 HELIDEP A DEP B429 HELIAPP B206B3 HELIAPP B429 HELIDEP B206B3 HELIDEP BAE146 12APP B407 HELIAPP BAE146 30APP B407 HELIDEP

34 BAE146 12DEP B429 HELIAPP BAE146 30DEP B429 HELIDEP BAE146 12TGO BAC111 12APP BAE146 30TGO BAC111 30APP BEC58P 12APP BAC111 12DEP BEC58P 30APP BAC111 30DEP BEC58P 12DEP BAE146 12APP BEC58P 30DEP BAE146 30APP BEC58P 12TGO BAE146 12DEP BEC58P 30TGO BAE146 30DEP BO105 HELIAPP BAE146 12TGO BO105 HELIDEP BAE146 30TGO C130 30APP BEC58P 12APP C130 30DEP BEC58P 30APP C130 30TGO BEC58P 12DEP CL600 12APP BEC58P 30DEP CL600 30APP BEC58P 12TGO CL600 12DEP BEC58P 30TGO CL600 30DEP C130 12APP CL601 12APP C130 30APP CL601 30APP C130 12DEP CL601 12DEP C130 30DEP CL601 30DEP C130 12TGO CNA172 12APP C130 30TGO CNA172 30APP C17 12APP CNA172 12DEP C17 30APP CNA172 30DEP C17 12DEP CNA172 12TGO C17 30DEP CNA172 30TGO CH47D HELIAPP CNA182 12APP CH47D HELIDEP CNA182 30APP CIT3 12APP CNA182 12DEP CIT3 30APP CNA182 30DEP CIT3 12DEP CNA206 12APP CIT3 30DEP CNA206 30APP CL600 12APP

35 CNA206 12DEP CL600 30APP CNA206 30DEP CL600 12DEP CNA208 12APP CL600 30DEP CNA208 30APP CL601 12APP CNA208 12DEP CL601 30APP CNA208 30DEP CL601 12DEP CNA208 12TGO CL601 30DEP CNA208 30TGO CNA172 12APP CNA441 12APP CNA172 30APP CNA441 30APP CNA172 12DEP CNA441 12DEP CNA172 30DEP CNA441 30DEP CNA172 12TGO CNA500 12APP CNA172 30TGO CNA500 30APP CNA182 12APP CNA500 12DEP CNA182 30APP CNA500 30DEP CNA182 12DEP CNA510 12APP CNA182 30DEP CNA510 30APP CNA206 12APP CNA510 12DEP CNA206 30APP CNA510 30DEP CNA206 12DEP CNA525C 12APP CNA206 30DEP CNA525C 30APP CNA208 12APP CNA525C 12DEP CNA208 30APP CNA525C 30DEP CNA208 12DEP CNA55B 12APP CNA208 30DEP CNA55B 30APP CNA208 12TGO CNA55B 12DEP CNA208 30TGO CNA55B 30DEP CNA20T 30APP CNA560E 12APP CNA20T 30DEP CNA560E 30APP CNA441 12APP CNA560E 12DEP CNA441 30APP CNA560E 30DEP CNA441 12DEP CNA680 12APP CNA441 30DEP CNA680 30APP CNA500 12APP CNA680 12DEP CNA500 30APP

36 CNA680 30DEP CNA500 12DEP DC3 12APP CNA500 30DEP DC3 30APP CNA510 12APP DC3 12DEP CNA510 30APP DC3 30DEP CNA510 12DEP DC820 12APP CNA510 30DEP DC820 30APP CNA525C 12APP DC820 12DEP CNA525C 30APP DC820 30DEP CNA525C 12DEP DHC6 12APP CNA525C 30DEP DHC6 30APP CNA55B 12APP DHC6 12DEP CNA55B 12DEP DHC6 30DEP CNA560E 12APP DHC6 12TGO CNA560E 30APP DHC6 30TGO CNA560E 12DEP DHC8 12APP CNA560E 30DEP DHC8 30APP CNA750 12APP DHC8 12DEP CNA750 30APP DHC8 30DEP CNA750 12DEP DO228 12APP CNA750 30DEP DO228 30APP CRJ9-LR 12APP DO228 12DEP CRJ9-LR 30APP DO228 30DEP CRJ9-LR 12DEP DO228 12TGO CRJ9-LR 30DEP DO228 30TGO DC3 12APP EC130 HELIAPP DC3 30APP EC130 HELIDEP DC3 12DEP EMB120 12APP DC3 30DEP EMB120 30APP DC820 12APP EMB120 12DEP DC820 30APP EMB120 30DEP DC820 12DEP EMB145 12APP DC820 30DEP EMB145 30APP DHC6 12APP EMB145 12DEP DHC6 30APP EMB145 30DEP DHC6 12DEP

37 EMB170 12APP DHC6 30DEP EMB170 30APP DHC6 12TGO EMB170 12DEP DHC6 30TGO EMB170 30DEP DHC8 12APP EMB190 12APP DHC8 30APP EMB190 30APP DHC8 12DEP EMB190 12DEP DHC8 30DEP EMB190 30DEP DO228 12APP F APP DO228 30APP F APP DO228 12DEP F DEP DO228 30DEP F DEP DO228 12TGO FAL20 12APP DO228 30TGO FAL20 30APP DO328 12APP FAL20 12DEP DO328 30APP FAL20 30DEP DO328 12DEP GASEPF 12APP DO328 30DEP GASEPF 30APP E3A 12APP GASEPF 12DEP E3A 30APP GASEPF 30DEP E3A 12DEP GASEPV 12APP E3A 30DEP GASEPV 30APP EC130 HELIAPP GASEPV 12DEP EC130 HELIDEP GASEPV 30DEP EMB120 12APP GIV 12APP EMB120 30APP GIV 30APP EMB120 12DEP GIV 12DEP EMB120 30DEP GIV 30DEP EMB145 12APP GV 12APP EMB145 30APP GV 30APP EMB145 12DEP GV 12DEP EMB145 30DEP GV 30DEP EMB170 12APP H500D HELIAPP EMB170 30APP H500D HELIDEP EMB170 12DEP HUNTER 12APP EMB170 30DEP

38 HUNTER 30APP EMB175 12APP HUNTER 12DEP EMB175 30APP HUNTER 30DEP EMB175 12DEP L188 12APP EMB175 30DEP L188 30APP EMB190 12APP L188 12DEP EMB190 30APP L188 30DEP EMB190 12DEP LEAR35 12APP EMB190 30DEP LEAR35 30APP F APP LEAR35 12DEP F APP LEAR35 30DEP F DEP LEAR35 12TGO F DEP LEAR35 30TGO FAL20 12APP MU APP FAL20 30APP MU APP FAL20 12DEP MU DEP FAL20 30DEP MU DEP GASEPF 12APP PA28 12APP GASEPF 30APP PA28 30APP GASEPF 12DEP PA28 12DEP GASEPF 30DEP PA28 30DEP GASEPV 12APP PA28 12TGO GASEPV 30APP PA28 30TGO GASEPV 12DEP PA31 12APP GASEPV 30DEP PA31 30APP GIV 12APP PA31 12DEP GIV 30APP PA31 30DEP GIV 12DEP R22 HELIAPP GIV 30DEP R22 HELIDEP GV 12APP S61 HELIAPP GV 30APP S61 HELIDEP GV 12DEP S70 HELIAPP GV 30DEP S70 HELIDEP H500D HELIAPP S76 HELIAPP H500D HELIDEP S76 HELIDEP HUNTER 12APP