+ Not forecasted so current figures taken.

= These movements include positioning flights, as well as cargo carrying flights.

For commercial traffic, it is the number and type of large freighter aircraft that operate from the Airport that is the most significant. These aircraft are much noisier than the typical passenger aircraft. This is shown by the noise certification measurements. These are carried under carefully specified and monitored test conditions by the manufacturer, and are part of the process of obtaining the aircraft's noise certificate. All commercial aircraft have to obtain a noise certificate in order to be able to operate in the United Kingdom.

In the above table, the noise values are expressed in terms of the Effective Perceived Noise decibel values (EPNdB). This noise tends only to be used for noise certification purposes. Airport noise assessments use a range of other parameters including dB(A). For ease of comparison EPNdB = dB(A) +13.

The noise certification values include three principal measurements; landing aircraft (approach), take off (sideline), and aircraft departing at 6.5 kms from the start of roll (fly over).

When the Airport is operating in the usual mode (from the west), it is the noise of landing aircraft that affects the residents of Ramsgate. The large freighter aircraft Boeing 747 and DC10 produce noise levels in the range 103.8 EPNdB to 107.0 EPNdB, whereas the passenger transports produce significantly less (in the range 92.5 to 98.6 EPNdB). Also shown are the anticipated noise certification levels for the largest future freighter, the Airbus A380. This aircraft is anticipated to enter service in 2006, and although it will be larger than a Boeing 747, its noise level is expected to be less.

When aircraft depart over Ramsgate into an easterly wind, the departure noise becomes important. Again the large freighters are noisier than the passenger transports.

The noise certification table also highlights the difference between the noise levels of Rolls Royce engined Boeing 747 aircraft which meet the current noise certification requirement (Chapter III) and the 2006 noise certification requirement (Chapter IV). The most significant difference is the large reduction in take-off noise.

London Manston Airport is anticipating significant growth over the next 15 years. This will include the further development of cargo activity, and the introduction of passenger traffic. Unlike the situation of assessing development at a well established airport which tends to be new routes with similar aircraft, the nature of the present activity at London Manston makes projections difficult. However in order to consider the potential future noise impact and to develop proposals for mitigation measures, aircraft movement forecasts have been developed. This noise assessment is based on a airport handling around about 1.5 million passengers per year, and 125,000 tonnes of freight.

Methods have been evolved for the assessment of the impact of aircraft noise on local communities although the approach differs for daytime (considered as 07.00-23.00 hours) and night-time (23.00-07.00 hours). As London Manston is currently an airport without night flying, this document considers only the impact daytime aircraft noise (16 hours: 07:00 – 23:00)

Aircraft noise assessments at UK airports all tend to use a standardised method, that takes into account how noisy the flights were, and how many were heard. Noise contours using the L_{Aeq (16hr)} index are produced for many UK airports, including Heathrow, Gatwick, Stansted, and Manchester. Recent studies undertaken by the Department for Transport into future airport capacity have also included noise assessments using the L_Aeq unit.

The impact of the airborne aircraft noise relates primarily to the general community disturbance (annoyance) effect on local residents living in communities close to an airport’s boundary or in areas that are directly overflown by arriving or departing aircraft. There are also effects on other noise sensitive buildings such as schools, hospitals and recreational areas. This report primarily considers residential disturbance, however in future, consideration should be given to other noise sensitive uses.

In considering applications for future developments in areas affected by noise, guidance for local planning authorities is set out in Planning Policy Guidance Note 24 – Planning and Noise (PPG24). This document establishes noise exposure categories related to the noise levels. The categories are set out in the following table.

When assessing the impact of aircraft noise on people living near airports, it is necessary to quantify the noise in terms that indicate the likely effects on people. Average annoyance is commonly used as a measure of public response to noise intrusion.

The expression 'noise exposure' covers the physical dimensions of the noise experienced over a period of time by people at a particular location. Relevant to problems of measurement and analysis is the presence of noise from other sources, often referred to as 'background noise'. Together, aircraft noise and background noise comprise the total or ambient noise.

In the vicinity of airports, noise of individual aircraft is generally very much more intense than that of other common noise sources. This means that the sounds of aircraft activity are easily identified and tend to exceed the levels of other background sounds (often dominated by road traffic noise) by margins of 20 dB or more. For this reason it has become normal practice to quantify aircraft noise exposure using event-based indices rather than the distribution statistics employed for the noise of road traffic and other more continuous sounds.

The characteristics of any particular aircraft noise event are controlled by aircraft type (especially its engines and propulsion system), weight, mode of operation (take off or landing), power settings, flight path, speed, atmospheric conditions (temperature, humidity, wind speed and direction and turbulence), the surrounding terrain and ground cover, including the presence of obstacles (natural and/or man-made).

The magnitude and extent of aircraft noise exposure around airports are usually shown on a map by contours of constant aircraft noise L_Aeq,T values. These contours are similar to the isobars on weather maps. Although, in principle, the contours could be established by measurement alone, this would require near continuous monitoring at a large number of positions over a long period of time. Instead, the contours are determined by computer modelling that simulates the noise levels and the number of aircraft movements. Such models do however use data based on very large numbers of field measurements and for the larger airports include data on the particular operating characteristic of aircraft.

For London Manston, noise contours have been produced for current and forecast activity using the Federal Aviation Authority INM computer programme. This method is widely used in UK, USA and at many Airports throughout the world.

The process of noise contouring requires the future aircraft mix to be defined, typical destinations established, runway utilization, and departure and arrival routes. Using the noise data within the INM database and the aircraft flight path operational data, the computer then computes the noise levels around the Airport.

The assessment of an airport’s aircraft noise impact is usually through the production of aircraft noise contours, expressed in the L_Aeq(T) unit. This assessment is usually made for a 92 day period over mid summer.

Although sophisticated computer based models are used to generate noise contours, the monitoring of individual noise events monitoring also plays an important role in noise control at an Airport.

Noise monitoring has been used at UK airports for many years to measure the noise of individual aircraft operations. There are standardised monitor locations, generally 6.5 km from the start of roll. This corresponds with the 'take-off' location used in the noise certification tests. The monitoring results are used to identify specific noise events, and at the major airports monitoring used as part of a noise fining system.

Noise monitoring equipment has been installed at London Manston. Two monitors have been installed at either end of the runway (as close as possible to the 6.5km position). It is somewhat unusual for an airport of the scale of London Manston to have invested in a noise monitoring system, given the scale of the present activity. A noise monitor has been in operation at Clarendon School Ramsgate since September 2001 and the monitor to the west of the Airport is expected to be operational shortly. In addition, Thanet District Council’s Environmental Health Officers have the use of a portable aircraft noise monitor. The Airport Consultative Committee receive regular noise reports.

For Manston noise monitoring has already been used to check the accuracy of the noise contour computer programme's data on the large freighters by analysing the noise levels recorded at Clarendon School.

It is often suggested that noise monitoring could determine the parameter used in the noise contours, as opposed to simply checking the noise of the individual aircraft that are incorporated into the contour. This is not usually possible as the noise contours relate to the average value over the summer 92 day period, and just to aircraft noise. Any long term measurement near an Airport will measure not only the aircraft noise but also the other environmental noise sources such as road traffic.

The Airport has entered into a Section 106 Agreement with Thanet District Council. Within this, there are obligations to prepare noise contours. A series of noise contours have been prepared. These are included as an appendix to this report. The most recent contours cover the period between 26th September 2000 and 26th September 2001. Although there have been changes in airport traffic recently, these are not considered to be of such magnitude that they would be expected to markedly alter the contour.

The noise contour produced (in continuous lines) are those from 57 dB L_Aeq,16h to 69 dB L_Aeq,16h in 6 dB steps. Also shown is the 54 dB L_Aeq,16h contour, contours at this value have been used as a sensitivity test in the recent National Consultation process.

The high average community annoyance contour, 69 dB L_Aue,16h is contained with the Airport site; and no people are exposed to that high level of exposure.

The moderate average community annoyance contour, 63 dB L_Aeq,16h extends from around the roundabout between the A253 and A256 to the east of the Airport and then into the fields south of Plumstone Farm on the western side of the Airport. These are residential properties within the contour at Cliffs End. These properties are physically close to the end of the runway. A small number of people are currently exposed to the moderate annoyance levels.

The low average community annoyance contours 57 dB L_Aeq,16h, extend across the fields to near the A299 north of Monkton (east of St Nicholas at Wade), and in Ramsgate into the St Lawrence residential district and then to within 600 m of the Marina. There are therefore a considerable number of people exposed to this low annoyance levels. Without population statistics it is not possible to prepare an accurate assessment. Based on the usual population density in urban areas, the contour suggests the population could be several thousand, perhaps up to 3500.

This noise exposure is mainly due to the occasional landing of the large freighter aircraft over Ramsgate. The nature of landing noise is discussed briefly in Section 3.4 below.

The way in which the noise climate alters, will be related mainly to how services develop at the Airport, but will also be affected by the development of international noise regulations and how effective local noise amelioration measures are at the Airport.

It is envisaged that London Manston's international cargo operations will continue and expand, and that the Airport will see the development of short-haul scheduled and charter services, typical of a small UK regional airport. In the long-term there is the possibility of some long-haul activity. It is assumed that the passenger traffic is carried mainly by aircraft such as the Boeing 737 or Airbus A319. For charter operations the study has assumed the use of Boeing 757 and 767 aircraft.

The Airport’s present activity is based on air cargo. The forecast movement projections assume growth from around 1,410 currently to 1980 (125,000 tonnes annually). At present a considerable percentage of the movements by large freighter aircraft are positioning either to or from London Manston (no cargo carried) and also the average load carried is much less than the aircraft capacity. It is common that the cargo operators arrive from Africa with heavy loads but often return with very low loads. It is assumed that as the cargo services mature the tonnage carried per movement will increase markedly

The large freighter forecast assumes the continued use of the DC8-62F aircraft and the Chapter III compliant Boeing 747-200 types. It is also assumed that the current number of positioning flights will reduce.

The number of general aviation aircraft is expected to remain constant. In practice the noise of these smaller aircraft does not significantly affect the size of the noise contours.

The forecast noise contours are shown in the appendix. As for the current contours the noise contours produced are given for 57 dB L_Aeq,16h to 69 dB L_Aeq,16h in 6 dB steps.

The high average community annoyance contour, 69 dB L_Aeq,16h is still generally contained within the Airport site, although the contour just reaches the edge of the north west corner of the residential settlement in Cliffs End. This settlement is near the end of the runway, and it is therefore forecast that a small number of people may become exposed to the high annoyance levels.

The moderate annoyance community annoyance contour, 63 dB L_Aeq,16h extends slightly further out to the west of the Airport, and ends 2.5 kilometres to the east of St Nicholas at Wade. Over Ramsgate this contour now extends into the residential area of St Lawrence. It also extends further into the residential settlement near the end of the runway at Cliffs End. The number of people so exposed will increase from the current levels, and from the inspection of local maps and aerial photographs (in the absence of the population statistics) it is estimated that the population could be around 1,000.

The low average community annoyance contour, 57 dB L_Aeq,16h, extends further across the fields to around the junction of the A28 and A299 east of St Nicholas at Wade. In general there are few people resident in the area. In contrast at the other end of the Airport the noise contour now extends to the sea, and therefore a considerable swathe of the population within Ramsgate are forecast to be exposed to this level of noise. The contour also extends further into the settlement of Cliffs End. The population is estimated to be around 7500.

Ramsgate clearly has the largest population affected by noise from the Airport. The forecast increase in noise at selected locations is shown in the table below.

The significance in impact terms of a 3 dB increase has been considered at past public inquiries into airport developments, and in many Environmental Assessments

This conclusion is based on the assumption that freight activity continues to operate the same aircraft types as present (Boeing 747-200 and DC8-62F). A sensitivity analysis that considers a shift to the use of Boeing 747-400F aircraft has been undertaken. This forecast contour is similar to the current contour, although there are small increases in noise in the Ramsgate area.

It is also important to appreciate that as London Manston has no night-time activity the overall levels of community disturbance are significantly less than a large number of UK airports. In addition the number of people living around London Manston is relatively low.

Noise monitoring has been carried out at Clarendon School since September 2001 and monthly reports provided to the Airport Company. The monthly reports give the readings of arriving and departing aircraft noise events related to the aircraft types and the airport operators. It also notes the noisiest top twenty arrivals and departures in the month.

As expected, the noisiest events relate to movements by the large freighters, Boeing 747-200 and Douglas DC-8 62F. The results are expressed in terms of the L_max dB(A) level, that is the maximum sound level 'A weighted' recorded as the aircraft overflies; and also the SEL value, that is a specialised index in which the sound measuring device computes a value that is equivalent to the noise level with all the sound energy occurring in one second.

(*More than 4 noise values averaged)

The noisiest events tend to be departures by Douglas DC8-62F aircraft and arrivals of Boeing 747 aircraft.

3.3 Departure Noise

Due to the prevailing wind, the majority of departures take off to the west over the fields, so the noisiest operation, climb-out, is undertaken away from a major populated area. The departure route has been developed to avoid over flying St Nicholas at Wade.

The further reduction of departure noise will be as a result of the introduction of quieter aircraft and the optimisation of the departure flight procedures. Noise Abatement procedures have already been developed and published by the Airport.

3.4 Landing Noise

The most significant noise effect of the Airport is the noise from landing aircraft over Ramsgate. Aircraft approach the Airport on a 3^o glide slope, such that the aircraft are relatively low over nearby housing. In approximate terms the aircraft will finally descent at 52m for each kilometre travelled, such that at the Marina, aircraft would be 235m above the aerodrome level (54m), or 289m above sea level.

At that stage of the final approach the landing aircraft will need to have lined up with the extended centre line of the runway, and when within 5 nautical miles of the landing threshold, the aircraft must be set up in its final landing configuration. The use of low power/low drag or continuous descent approach procedures are not applicable to this phase of the landing approach.

The basis of minimising approach noise is for the aircraft to:

(i) be as high as possible at any given point in the descent
(ii) use as low thrust as possible, and
(iii) minimise changes in thrust.

The reduction of final approach landing noise can be influenced by the introduction of quieter aircraft, or the relocation of the landing threshold to the west. Shifting the landing threshold would result in landing aircraft being higher over Ramsgate. An additional measure could be the use of a non-standard approach glide slope (greater than 3 degrees). This however is unusual and is only undertaken at airports where the topography necessitates such non-standard approaches.

The Airport Company has published a series of Noise Abatement Procedures, the most recent, published in February 2001, that seek to ensure that flights are conducted in such a way as to minimise the disturbance in the surrounding area.

As part of this study, a review has been undertaken of noise controls that are in place at other UK airports. Many of the airports studied are significantly busier than London Manston. There are no standard noise controls or guidelines that must be followed, rather, airports have tended to develop controls and mitigation measures that are tailored to their own local circumstances. The differences between particular airports can be quite significant, some like London Manston have soundproofing schemes, whereas Luton does not have a current scheme. In respect of night flights, some such as Heathrow and Manchester have restrictions on the number of night movements, others have no controls at all.

The noise mitigation measures at London Manston should reflect the balance necessary between the airports operational requirements as well as the interests of the neighbouring communities. London Manston is unusual for airport of its size in that it has voluntarily introduced night flying restrictions, noise abatement measures and a sound insulation programme before the introduction of significant civil aircraft operations.

The Secretary of State for Transport is responsible directly for noise control at Heathrow, Gatwick and Stansted. The London airports therefore tend to be a benchmark against which other airports’ noise control policies are judged. The main elements of the London Airport measures are:-

• Concentrating departing aircraft along specified routes that are designed to overfly as few people as practicable (known as noise preferential or minimum noise routes). (This measure has been adopted at London Manston).
• Implementing and maintaining a sound insulation grant scheme where the airport provide insulation for dwellings where occupants are likely to be seriously troubled by aircraft noise. (A measure already adopted at London Manston).
• Restricting the number of night flights, particularly those by noisier aircraft. (More stringent controls already exist at London Manston as the Airport does not operate at night).
• Setting of maximum noise limits for departing aircraft and monitoring those limits. (Monitoring is already in place at London Manston).

The operations which give rise to ground noise are:

• Taxiing;
• Engine running on the apron prior to departure;
• Manoeuvring on the apron and taxiways;
• Auxiliary Power Unit (APU), and
• Engine maintenance runs on high power.

In general at most airports ground noise does not usually cause community disturbance in comparison to the noise of airborne aircraft noise. The complaints that do tend occur, usually relate to high power aircraft engine tests undertaken after maintenance, especially if undertaken at night.

Unlike the assessment of airborne aircraft noise, there is no definitive agreement on the method of assessment for ground noise. Various methods have been adopted in the past, and these lead to assessment of ground noise in terms of the equivalent continuous sound level L_Aeq. Various time periods have also been used, and consideration is usually given to the L_Aeq,16h for the daytime period 07.00-23.00 hours and L_Aeq,8h for the night-time period 23.00-07.00. These time periods are the same as those used for airborne aircraft noise contours

The level of ground noise can be compared with the existing ambient environmental noise at various nearby locations. For most locations near to London Manston these will be determined either by road traffic on the local network, or due to airborne aircraft noise. Various studies have been carried out to produce reference noise levels airport activities, which then can be used to predict the combined ground noise levels near the Airport.

To predict the noise levels at greater distances it is usually necessary to allow for the attenuation of ground noise with distance. A worst-case assumption made of 8 dB reduction per doubling of the distance from the source of noise where receiver locations are unscreened from the Airport. Where receiver locations have an obstructed view of the Airport, 12 dB reduction per doubling of distance has been adopted. This greater rate of attenuation is consistent with studies carried out elsewhere that have supported use of 12 dB per doubling of distance.

The following table gives some typical noise levels at a distance of 152m for some aircraft types. Using this data, noise levels at Cliffs End, Manston Village and the edge of the St Lawrence district of Ramsgate, have been assessed.

Ground Operations Reference Noise Levels

Taking into account the generally open and grassed nature of the land around the Airport, the noise levels should reduce by 12 dB(A) per doubling of the distance from the reference noise levels above. This assumes that there is no significant screening between the aircraft and the receiver.

Ground Noise near Manston Airport

As the typical ambient noise levels during the daytime in UK are around 50 dB(A) (based on the results from the National Noise Incident Study 2000/2001), the APU noise at these residential settlements is not considered to be significant. In fact due to the considerable distance of the housing in the St Lawrence district of Ramsgate none of the ground operations would be predicted to have significant effect.

The noise from aircraft movements at the end of the runway, dependent on aircraft type, are clearly audible events. In practice as these are followed by the noise of the aircraft departing with all engines on full power these predicted ground noise levels are considered to be significant in the overall noise climate.

The noise levels from engine testing are generally modest, and less than the criteria adopted for the regular night-time tests at Heathrow, 65 dB(A). Therefore these levels during daytime are clearly audible, however they should not cause significant disturbance problems unless they are especially prolonged.

As the Airport is some distance from major centres of population, it is considered that ground noise should not be a major source of community disturbance. However some disturbance may arise as a consequence of a particular activity such as engine testing, and the effect of climatic conditions, such as wind.

As mentioned previously, the Airport already has some noise amelioration and mitigation policies. This is primarily focused at reducing disturbance caused by airborne aircraft, however consideration should be given to reducing the noise impact of ground activity as part of a comprehensive noise control programme.

Consideration could therefore be given to the development of:-

• Appropriate targets for the use of Fixed Electrical Power rather than aircraft Auxillary Power Units
• Targets and restrictions on the ground running of engines
• The establishment of approved areas of aircraft engine testing
• The development of noise amelioration measures such as the use of mufflers, sound baffles, blast screens etc.
• The restriction of high power maintenance runs.

The daytime noise assessment of aircraft operations at the Airport should be based on the generation of L_Aeq,16h noise contours. This is consistent with the approach taken by the major UK airports.

Daytime aircraft noise should be taken into account when it exceeds 57 dB L_Aeq,16h. This is considered to be the ‘onset of community annoyance’.

Noise data is already collected by the Airport Company and by Thanet District Council, this can be used to inform the noise contour modelling and also assist in informing aircraft operators of their individual noise performance. In the longer term, when the Airport is more established, consideration could be given to the development and introduction of a system to penalise operators of the noisiest aircraft and to encourage the introduction of quieter types.

Analysis of the noise contours has indicated that the Airport’s noise impact is most significant in Ramsgate. The future growth of the Airport could result in an increase in the area affected by aircraft noise. An airport handling 1.5 million passengers could result in an increase of some 3 dB over present day levels. This increase is considered to be discernable, but not significant. However, should the airport be successful in encouraging the phase out of the noisiest aircraft types, then the future impact would be broadly similar to that of today.

Given the distance between the Airport and the centre of population, ground noise from the Airport is not considered to become a major source of community disturbance.

It is considered that arrival noise is the cause of the most significant disturbance in Ramsgate. It is recommended that measures to control arrival noise are considered. These could include the introduction of maximum noise levels and the development of operating procedures. This would require the involvement and participation of the airline operators. It is considered that this approach would beneficial. The most significant influence on the local noise climate is the operation of Boeing 747-200 and DC8 aircraft. Encouraging the phase out of these aircraft would have a significant noise benefit.

Although London Manston Airport is in the early stages of its development, a number of noise amelioration and mitigation measures are already in place. In some areas these exceed those at other much busier UK airports. The development of future measures must strike a balance between the growth and development of the Airport and the need to minimise the negative effects on surrounding communities.