DRAFT FOR CONSULTATION - MAY 2018 - Heathrow Consultation
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P L A N
T I O N
S E A C
N O I 3
2
9 0
- 2
2 0 1 U LTA
T I O N – M
AY 2018
C O N S
A F T FOR
DR
Page 2 Environmental Noise Directive Noise Action Plan 2019-2023 Draft © Heathrow Airport Limited 2018
CONTENTS
1 Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2 Purpose and scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3 Description of Heathrow Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4 Background to noise and regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5 Heathrow’s framework for noise management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
6 Results of the 2016 Noise Mapping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
7 Developing the Noise Action Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
8 Our approach to managing noise (the Noise Action Plan) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
9 Evaluating the implementation and the results of the Noise Action Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figures
Figure 4.1 Heathrow Airport’s aircraft noise regulation and controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Figure 5.1 Framework for noise management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 5.2 Heathrow Airport’s noise management and control measures currently in place . . . . . . . . . . 26
Tables
Table 4.1 Strength of evidence for health and quality of life effects from environmental noise . . . . . . . 16
Table 5.1 Qualification criteria for noise categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Table 5.2 Range of current operating procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Table 5.3 Range of schemes that Heathrow currently offers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Table 5.4 Heathrow’s stakeholder engagement forums and industry groups. . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Table 6.1 Comparison of 2018 predictions with 2016 outcomes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Table 6.2 Highlights of noise outcomes after second Noise Action Plan. . . . . . . . . . . . . . . . . . . . . . . . . . 36 & 37
© Heathrow Airport Limited 2018 Environmental Noise Directive Noise Action Plan 2019-2023 Draft Page 3
Page 4 Environmental Noise Directive Noise Action Plan 2019-2023 Draft © Heathrow Airport Limited 2018
1 FOREWORD
Heathrow brings huge economic benefits both • Improved air conditioning facilities at our local
locally and nationally – as one of the largest schools, building on from our window and
single-site employers in the UK, Heathrow is Adobe building programmes.
proud to provide the workplace for over 76,000
Heathrow has long been at the forefront of
people, over half of whom live in Heathrow’s five
international efforts to address aircraft noise and we
local boroughs. Nationally, Heathrow is the UK’s
know we must continue to build on this. We are
global gateway and plays a big role in underpinning
proud of the fact that, despite the number of
the UK’s economic success, connecting regions
aircraft movements at the airport going up, our
across the country to over 180 destinations in
noise footprint has shrunk considerably over the past
85 countries.
few decades and is at the smallest it has ever been.
But for all the benefits that Heathrow delivers, we To continue to drive improvements over the next
know that aircraft noise remains an issue for those five years, here are some key actions we will be
living around the airport. That’s why we strive to working with towards airlines, NATS and
work together with our airlines, NATS (our air traffic community stakeholders:
controllers), the Government and the communities
• Implementation of our Quiet Night Charter
themselves to manage and reduce the effects of
aircraft noise. These measures are set out in our • A review of our charging structure that provides
Noise Action Plan which we publish every five years. incentives to our airlines and takes account of
CAA recommendations in this area
The plan which follows is now the third Noise Action
• A new noise insulation strategy
Plan Heathrow has produced. It demonstrates the
progress we’ve made striving to remain a global • Supporting and encouraging independent
leader in noise management and delivering against research that will enhance our understanding of
initiatives which reduce the impact of aircraft noise. how aviation affects and can improve quality of
life and health outcomes near our airport
Since our last action plan in 2013, we have made
• New methods of detecting and communicating
solid progress against the actions we have been
changes to operations that might impact
working towards in the last five years. This includes:
residents.
• The launch of our Fly Quiet and Green league
table in 2013 which has been incentivising This plan goes beyond the requirements of
airlines to use their quietest aircraft and best European legislation by considering actions which
operational practices will manage ground and air noise for affected
communities. It includes new commitments which
• The noisiest Chapter 3 aircraft on the verge of
are part of our sustainability leadership plan
no longer being in operation at Heathrow and
‘Heathrow 2.0’ and will see us continue to deliver
Chapter 14, the quietest aircraft category has
progress in this key area.
already reached 60.8%
• A considerable effort that has seen the reduction We look forward to working closely with our local
in the number of late running departures communities, airlines, NATS and policy makers to
deliver our new Noise Action Plan that continues to
• An investment in 52 new noise monitors with a
build on our efforts to reduce the impact of noise
direct data feed to the WebTrak flight
from our operations.
information website
• The new xPlane web tool, a world first, which
allows community members to analyse overhead
flights, including aircraft type, movement type
and height
• The new features in WebTrak including a rainfall
map layer and the introduction of Noise
Preferential Routes to improve transparency on
disruptions and flight performance
• Trials of steeper climbs, slightly steeper John Holland-Kaye
approaches and the detection of landing Chief Executive, Heathrow Airport Limited
gear deployment
© Heathrow Airport Limited 2018 Environmental Noise Directive Noise Action Plan 2019-2023 Draft Page 5
Page 6 Environmental Noise Directive Noise Action Plan 2019-2023 Draft © Heathrow Airport Limited 2018
2 PURPOSE AND SCOPE
Purpose Scope
The purpose of this Noise Action Plan is to comply In accordance with the requirements of the EU
with the requirements of the European Union (EU) Noise Directive 2002/49/EC, this action plan makes
Environmental Noise Directive 2002/49/EC (END) reference to Lden noise contours calculated on a
and associated UK government regulations. decibel (dB) scale for 2016 operations. They were
produced by the Environment Research Consultancy
The airport operator is deemed the competent
Department (ERCD), part of the CAA using the UK
authority for drawing up the Noise Action Plan,
civil aviation noise model ANCON (version 2.3) and
which for Heathrow airport, is Heathrow Airport
were published for Heathrow airport in 2017.
Limited (HAL). The final adoption and approval of
The contours are shown in Annex 11.
the Noise Action Plan is undertaken by the
Secretary of State for the Department of Food Through the actions set out in this plan, we will
and Rural Affairs (DEFRA). Government guidance seek to manage aircraft noise from Heathrow’s
states that noise action plans are “designed to operation. It is important to note that this
manage noise issues and effects arising from Noise Action Plan only includes actions related
aircraft departing from and arriving at the airport”, to developments for which the airport has
“including noise reduction if necessary”. (See legal been granted planning permission and intends
context page 17.) to take forward at the time of publication.
The scope of this Noise Action Plan does not
Heathrow has made significant progress in
include a mitigation strategy or specific actions to
addressing the noise challenge but recognises that
deal with any new infrastructure or planned and
Heathrow’s operations do result in noise impacts for
permanent airspace changes.
our local communities. This document sets out how
we plan to manage and where possible reduce the Specifically, this means that this Noise Action Plan
impact of aircraft noise. However, in some cases applies only to operations within the current
responsibilities for noise management fall to the 480,000 annual movement limit on the existing
DfT, NATS, CAA or Local Planning Authorities, so in two-runway system. It does not cover any
those cases we are committed to recommending expansion at Heathrow. As we consider major
and seeking to influence proposed changes. changes or development proposals that will affect
the noise environment, we will review our plan with
Our first Noise Action Plan covered the period 2010
input from the Heathrow Community Engagement
to 2015 and our second, 2013 to 2018. This is our
Board (HCEB), Heathrow Strategic Noise Advisory
third Noise Action Plan and will cover 2019 to
Group (HSNAG), the Heathrow Community Noise
2023. It has been compiled in line with DEFRA’s
Forum (HCNF) and other relevant stakeholders.
2017 guidance (see Annex 2) and the main actions
(Section 8) have been developed in dialogue with The legal requirement is for Heathrow Airport
various groups including the Heathrow Community Limited to consider noise issues within the 55dB Lden
Noise Forum (HCNF). and 50dB Lnight noise contours. These contours take
into account aircraft noise during take-off, landing
and ground roll.
We have extended the scope of this plan by giving
consideration to actions which seek to address the
impacts of aircraft noise in areas beyond the
specified contours as well as noise created by
taxiing aircraft and engine testing carried out within
the airport perimeter.
© Heathrow Airport Limited 2018 Environmental Noise Directive Noise Action Plan 2019-2023 Draft Page 7
As part of our Quiet Night Charter, by 2022
we will seek to at least halve the number
of flights on non-disrupted days that
operate late after 23:30
Airside ultra-low emissions zone by 2025
to improve quality of life through cleaner air
50% airport passenger journeys made by
public and sustainable transport by 2030,
supporting no more airport-related cars on the
road, so local areas can thrive without
increased congestion
The Noise Action Plan also aligns with Heathrow The Noise Action Plan does not include noise from
2.0, our sustainability leadership plan which was airport construction activities or noise from road
launched in 2017 and sets out a clear sustainability and rail traffic associated with the airport.
vision and goals for Heathrow. Within the pillar Action plans for noise associated with major road
“A Great Place to Live”, Section 4 is called “Respite and rail routes are dealt with separately under
for Residents – A place that is getting quieter” and government legislation and do not fall within the
contains three headline goals that broadly reflect responsibility of airport operators.
the five groups of actions in this plan.
For information, please see
• Encourage the use of the quietest aircraft www.noisemapping.defra.gov.uk
available, operated with the least noise impact
practicable, within an agreed noise envelope. New noise from these sources associated with any
expansion of the airport would also be addressed
• Influence national and international policy and
through the planning and consenting process.
engage with local planning authorities to ensure
more effective land planning processes in noise
affected areas, and to improve our noise
mitigation.
• Continue to improve the relationship with our
local community by working more transparently
and collaboratively to develop noise action
plans, as well as improving our communications,
monitoring and research capability.
Page 8 Environmental Noise Directive Noise Action Plan 2019-2023 Draft © Heathrow Airport Limited 2018
Brexit
In June 2016, the UK voted to leave the European
Union and in March 2017, the UK triggered
Article 50.
PLACEHOLDER:
Update on developments up to Dec 2018
Evaluation of Directive
2002/49/EC Relating to the
Assessment and Management
of Environmental Noise
Final Report
The Centre for Strategy & Evaluation Services LLP
August – 2016
It should be noted that Heathrow when developing
its Noise Action Plan strives to exceed the minimum
requirements of the Environmental Noise Directive
(END). For example, since 2009 we have calculated
and published Lden and Lnight noise contours annually,
rather than only every five years. In addition, given
its importance to local residents, we have included
the management of ground-based noise sources in
our plan.
Regardless of the status of the UK’s position in
relation to EU Directives in the coming years,
Heathrow is supportive of the Noise Action Plan
process and the concept of a single strategic
document collating aircraft noise management
commitments and initiatives. As a result of this
support Heathrow is committed to continuing to
coordinate the management of aircraft noise in
this way.
© Heathrow Airport Limited 2018 Environmental Noise Directive Noise Action Plan 2019-2023 Draft Page 9
Page 10 Environmental Noise Directive Noise Action Plan 2019-2023 Draft © Heathrow Airport Limited 2018
3 DESCRIPTION OF HEATHROW AIRPORT
Heathrow has two runways, four passenger Heathrow Expansion
terminals and one cargo terminal with two aprons.
The airport is located approximately 21 km In July 2015, the Airports Commission issued its
(13 miles) west of the city of London and borders report recommending a new north-west runway
suburban housing, business premises and mixed at Heathrow to secure the UK’s status as an
use open land to the north and south; suburban international aviation hub. In October 2016, the
housing and business premises to the east; and Government announced that a north-west runway
three large reservoirs, mixed use open land, housing at Heathrow is its preferred scheme and location
and business premises to the west. In 2017, there for expanding airport capacity in the South East.
were just under 476,000 movements handling In February 2017, the Government published the
around 78 million passengers. draft Airports National Policy Statement (ANPS) for
consultation. A revised draft ANPS was published in
Planned development October 2017 for further consultation and a
parliamentary vote is expected in summer 2018.
2019 – 2023 and beyond
Outlined below are development and expansion
activities planned during the lifetime of this Noise
Action Plan.
Capital investment plan
PLACEHOLDER
Revised Draft Airports National Policy
Content on infrastructure plans within existing
permissions will be provided here
Statement: new runway capacity and
infrastructure at airports in the South
East of England
Presented to Parliament pursuant to Section 9(2) of the
Planning Act 2008
Moving Britain Ahead
October 2017
PLACEHOLDER
January 2017
Add 2017 outcomes re vote and designation
To get permission for the expansion of Heathrow,
we have started the process of obtaining a
Development Consent Order (DCO) under the
Planning Act 2008. The first consultation,
Consultation 1, ran from January to March 2018
and set out the project’s emerging proposals and
options. A second consultation on our preferred
scheme and airspace design envelopes is planned
for early 2019. It is anticipated that the DCO
application will be submitted in 2020 and, if it is
approved in 2021, construction can start to allow
operations on the new runway from 2026.
© Heathrow Airport Limited 2018 Environmental Noise Directive Noise Action Plan 2019-2023 Draft Page 11As an interim measure we are considering an Airspace change and
option to raise the 480,000 ATM limit by 25,000 as
part of the DCO application. Furthermore, the DCO future airspace strategy
application will include plans for modifying the Much of the UK’s airspace has barely changed since
taxiways of the existing northern runway to enable the 1960s, yet we have twice as many aircraft in
full easterly alternation following the ending of the the skies. The airspace was designed for an age
Cranford Agreement1. when aircraft were fewer and less efficient, and
As explained on page 7, this plan does not cover navigation was much less sophisticated. For these
the proposed expansion of the airport, the reasons, the UK’s entire airspace needs to be
proposed raising of the ATM limit or the brought up to date – that is why the Government
modification of taxiways on the existing northern has embarked on its “Future Airspace Strategy”
runway to enable easterly alternation. (FAS) to modernise the UK’s airspace.
The aim of the strategy is to make the airspace
more efficient; improve punctuality; cut CO2
emissions; reduce noise from less aircraft-holding at
low levels; and to ensure there is capacity to meet
future demand. The FAS will require all UK airports
to modernise, as well as the network that sits above
these airports which is known as en-route airspace.
FAS is also part of a Europe-wide modernisation
project, called the Single European Sky, to make the
skies above Europe more efficient.
Even without a new runway, a redesigned airspace
at Heathrow is required to accommodate new
satellite-based Performance Based Navigation (PBN)
as well as changes required for the efficient
operation of a two-runway Heathrow.
1 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/588390/17-02-01_DL_IR_Heathrow_
Hillingdon_2225774.pdf
Page 12 Environmental Noise Directive Noise Action Plan 2019-2023 Draft © Heathrow Airport Limited 2018For any airspace change the appropriate sponsor
must follow the process in CAP1616 Airspace
Design: Guidance on the regulatory process for
changing airspace design including community
engagement requirements.
In the event of approval of any major development
occurring which affects the existing noise situation,
this Noise Action Plan would be reviewed and
reissued to take any new noise mitigation measures
into account.
Long-term noise strategy
Heathrow’s long-term noise strategy has been
fundamentally the same for many years now and
is essentially based on ICAO’s Balanced Approach
with the addition of a “Working with
Communities” pillar. This approach is not expected
to change in the long-term. Section 4 of this
document sets out the regulatory regime under
which Heathrow manages noise and Section 5 sets
out in a little more detail Heathrow’s noise
management framework.
Our sustainability leadership plan, Heathrow 2.0,
mentioned in Section 2, sets out Heathrow’s • Clear and transparent engagement with
ambition towards a future of sustainable aviation. community groups and industry stakeholders to
At the heart of our ambition within Heathrow 2.0 is achieve collaborative and beneficial
our commitment to manage and where possible improvements.
reduce our noise impacts. We expect a number of • Promotion of a research agenda that enhances
key areas of activity to be central to not only this our understanding of the impacts of aviation
Noise Action Plan but future iterations. These include and the effectiveness of the interventions used
the following: to reduce noise impacts.
• On-going modernisation of the fleet and
incentives to use aircraft with the newest noise
reduction technologies.
• Investigation and appropriate implementation of
effective noise abatement procedures.
• Airspace design and management to minimise
adverse noise impacts and, where appropriate,
to maximise respite for residents.
• Provision of a comprehensive sound insulation
scheme for the most affected houses and
schools.
• Continual improvement of voluntary measures
especially for reducing the impacts of night
operations.
• Enhanced monitoring, reporting and
management of all ground- and air-based
noise sources.
© Heathrow Airport Limited 2018 Environmental Noise Directive Noise Action Plan 2019-2023 Draft Page 13Page 14 Environmental Noise Directive Noise Action Plan 2019-2023 Draft © Heathrow Airport Limited 2018
4 BACKGROUND TO NOISE AND
REGULATION
Aircraft noise Leq metric because, based on current research, it has
proven to have the best correlation with associated
Noise is created by aircraft approaching or taking health outcomes such as annoyance and sleep
off from airports and by taxiing aircraft and engine disturbance. See Table 4.1 below.
testing within the airport perimeter.
In the UK, daytime aircraft noise is typically measured
Airframe noise results when air passes over by calculating this average noise level in decibels (dB)
the aircraft’s body (the fuselage) and its wings. over 16 hours (07:00-23:00) over the summer period
This causes friction and turbulence, which make to give a single daily figure. As these Leq 16hr
noise. The amount of noise created varies according contours have been used in the UK for over 30 years,
to the way the plane is flown, even for identical they allow historic trends to be monitored.
aircraft. Aircraft land with their flaps extended and
this creates more friction (and produces more noise) In 2002 the EU Environmental Noise Directive (END)
than a plane with its flaps up. provided a standardised means for mapping and
assessing road, rail and air transport noise across
Engine noise is created by the sound from the Europe. Member states are required to develop
moving parts of the engine and by the sound of the strategic noise maps every five years based on the
air being expelled at high speed once it has passed metric Lden and submit Noise Action Plans detailing
through the engine. Most of the engine noise how the identified noise problems are to be
comes from the exhaust or jet behind the engine as managed and mitigated over the five-year period.
it mixes with the air around it, although fan and Like Leq, the noise metric Lden is also a time-averaged
combustor noise from the front of the engine can noise metric with penalty weightings for noise in
also be audible on the ground. the evening (19:00-23:00) and night
Aircraft manufactured today are much quieter than (23:00-07:00) periods.
they were 30 or even 20 years ago and this trend is Noting that research on health impacts is usually
expected to continue as even quieter aircraft are based on Leq metrics, we acknowledge, however,
introduced in the future. As a result, even though that most people struggle to understand how the
the number of aircraft movements over the past concept of ‘average noise over a day’ relates to
decade has been relatively stable, the airport noise their own individual experience. We have been
contours have continued to reduce in area. working for a number of years, and most recently
through the HCNF, to expand the use of
Measuring and reporting noise supplementary and event-based metrics that better
For many communities, aircraft noise is a series of reflect individual experiences of noise following
discrete noise events of no longer than one to two feedback from community members.
minutes duration, varying in noise level and The outcomes of this work can be seen in our
frequency of occurrence, and spaced out over a recent annual noise contours reports (2016) which
part or all of a day, with daily, weekly and monthly present data with a wide range of historic and new
variation. Consequently, measuring noise, metrics, as well as our Community Noise
describing its impacts and describing change are Information Reports from the new noise monitors
inherently complex. Any attempt to define and located in community areas.
measure noise and change has its limitations and These reports include the longstanding average
cannot fully capture the spectrum of personal noise level metrics but are supplemented by other
experiences of noise. Furthermore, there are many noise metrics that reflect the number of aircraft
subjective effects such as perception, attitude, visual noise events above a specific sound level (e.g.
impact – collectively these are sometimes labelled 65dBA Lmax), as well as westerly and easterly only
“non-acoustic factors”. Nevertheless, seeking to contours, and other information such as overflight
quantify noise with objective metrics is essential for maps and flight path usage statistics. The noise
any efforts to manage the noise challenge. contours report can be found at https://www.
There are a range of metrics which are used to heathrow.com/file_source/HeathrowNoise/Static/
describe aircraft noise and inform policy. The most Heathrow_NAP_Contours_2016_and_Summer_
common international measure of noise is the LAeq Contours_2016.pdf
(often shortened to Leq). It means ‘equivalent
continuous noise level.’ Most policy is based on the
© Heathrow Airport Limited 2018 Environmental Noise Directive Noise Action Plan 2019-2023 Draft Page 154 BACKGROUND TO NOISE AND
REGULATION
Presented in a format developed in conjunction sources including aircraft, road traffic, railways,
with the HCNF in 2017, the Community Noise construction and cumulative/combined noise.
Information Reports presents data from new noise The key health and quality of life effects considered
monitors located in community locations and are summarised in Table 4.1, along with the
include time-averaged and event-based noise strength of evidence for that effect associated with
metrics. The reports are available at https://www. aircraft noise. It can be noted that whilst noise
heathrow.com/noise/reports-and-statistics/reports/ might negatively impact on some health outcomes
community-noise-reports. and determinants, Government policy also
acknowledges the potential health benefits of
Effects of noise aviation, such as the impact of aviation on the
Noise can have a significant and disruptive effect on health determinants of employment, income and
everyday life. There are many different effects and education in the population.
sources of noise and individuals experience each of The Government continues to research on the
them to varying degrees. effects of noise on human health and Heathrow
Heathrow has conducted a literature review of supports the desire to understand these effects
published, peer-reviewed scientific papers that have better. We recognise that human response to noise
been written by recognised experts in noise and its is extremely complex and varies between people
effects on health and quality of life from across the and places and is influenced by many non-acoustic
world. This review evaluated the strength of factors. We will continue to monitor government
evidence for noise effects from different noise research in these areas.
CURRENT
KEY METRICS STRENGTH
EFFECT SPECIFIC OUTCOMES USED OF THE EVIDENCE
Hypertension
Lden, Leq16hr
Coronary Heart Disease (CHD)
Cardiovascular and Sufficient
Acute Myocardial Infarction (AMI)
Leq 24hr
Stroke
Self-reported sleep Interference with falling asleep
Lnight and Lmax Sufficient
disturbance Awakening/Interference with staying asleep
Objective sleep disturbance Awakenings Lnight and Lmax Sufficient
Leq, Lden and,
Reading
Cognitive development for a few Sufficient
Standardised test scores
studies, Lmax
Bothered, disturbed or annoyed by noise at Leq 24hr, Lden
Annoyance Sufficient
home and Ldn
Leq 8hr
Hearing impairment Loss in hearing (individual None atInterdependencies The legal context – regulation of
Noise & emissions aircraft noise in the UK
There are interdependencies between the noise There are three main tiers of regulation which
produced by aircraft, the emission of local air govern aircraft noise in the UK: International,
pollutants from aircraft engines and the emission European and National. Local controls could be
of carbon dioxide (CO2) from aircraft engines. considered as a fourth tier. Figure 4.1 below
Finding the right balance can affect aircraft noise demonstrates the hierarchy.
management strategies. Most of the technological
advances in aircraft design in the last twenty years International regulation
have led to both a reduction in noise and CO2 The International Civil Aviation Organisation (ICAO)
emissions but a few cases have resulted in a less is a specialised agency of the United Nations,
optimal performance in emissions of local air created to promote the safe and orderly
pollutants such as oxides of nitrogen (NOX). development of international civil aviation
There are many factors that will influence the throughout the world. It sets standards and
design of aircraft and engines and the challenge recommended practices necessary for aviation
for the aviation industry is to address these issues safety, security, efficiency and regularity, as well as
simultaneously. for aviation environmental protection. After a
Operational controls also need to be balanced. standard is adopted it is put into effect by each
For example, the adoption of a reduced thrust ICAO member state in its own territories.
setting for an aircraft during take-off, can reduce Noise certification standards
NOX emissions by 30% or more in some cases
compared to a full thrust setting. Many airlines ICAO has set progressively tighter certification
already employ ‘reduced thrust’ as their standard standards for noise emissions from civil aircraft.
operating procedure. Whilst this is beneficial in the Aircraft operating in member states must conform
immediate vicinity of the airport, there can be a small to these standards, which are known as ‘Chapters.’
increase in the noise experienced by those further The Chapters set maximum acceptable noise levels
away from the airport under the departure flight for different aircraft at three specific locations
path as the aircraft decreases its angle of ascent. during landing and take-off.
We have long been aware of the interdependencies The first aircraft noise standard, Chapter 2, was
between noise, local air quality and CO2 emissions introduced in 1973 and aircraft in this category
and have undertaken a number of studies to help have been banned from operating within the EU
quantify the exact balance that needs to be struck since 1 April 2002, unless they are granted specific
for specific situations. The level of scientific exemptions. Chapter 3, 4 and 14 categories were
understanding of interdependencies is however introduced in the years 1977, 2001 and 2013,
constantly evolving and Heathrow continues to respectively.
promote further research. Since 2006, all new aircraft types have had to meet
Similarly, there can be more subtle noise distribution the requirements of Chapter 4, which were set at
interdependencies. With steeper climb rates, aircraft 10 decibels below that of Chapter 3 (cumulative of
will be higher along their flight path and this can the margins at the three assessment points).
reduce noise for communities further from the The latest noise standard Chapter 14 was agreed in
airport, but it can increase noise for communities 2013. This increased stringency by 7 decibels
nearer to the airport. Furthermore, some (cumulative margin) relative to Chapter 4 levels and
procedures can increase noise directly below a flight became effective (for large aircraft) from 31
track but increase noise received at sideline December 2017. As with the Chapter 4 standard,
locations. At Heathrow, we are conducting a study Heathrow supported efforts for an even more
on the effects of these steeper climbs and we have stringent level, however we welcome the
deployed almost 20 new monitors to measure continuous improvement the new standard secures.
centreline and sideline noise. This will inform
Heathrow’s future strategy on airspace design. The vast majority of civil aircraft now operating fall
within Chapters 4 and 14. As yet, there is no
© Heathrow Airport Limited 2018 Environmental Noise Directive Noise Action Plan 2019-2023 Draft Page 174 BACKGROUND TO NOISE AND
REGULATION
INTERNATIONAL
United Nations International Civil Aviation Organisation
Certification Balanced Approach
European Union European Civil Aviation Conference
EUROPEAN
European Commission Directive Regulation (EU) ‘Operating European Commission Directive
“Chapter 2 ban” 2006/93/EC Restrictions” No598/2014 “Environmental Noise” 2002/49
UK GOVERNMENT
UK Aviation Planning Policy Acts of Parliament UK Aeronautical
Policy Framework Information Publication
NATIONAL
Noise Policy Civil Aviation Aerodrome Aerodrome
Statement for Act 1982, Regulations Regulations
England 2006,2012 2003 1999
National Planning Environmental Noise Airports Act 1986
Policy Framework Regulations 2006
Local Plans Planning Conditions
LOCAL
Terminal 4 & 5
Figure 4.1 Heathrow Airport’s aircraft noise regulation and controls
internationally agreed date for the phase-out of With the goal of addressing the noise problem in
Chapter 3 aircraft, although Heathrow has set a the most cost-effective manner, ICAO has
voluntary target for all movements to be Chapter 4 developed policies on each of these elements, as
or 14 compliant by 2020. (See Action 1.1) well as on noise charges.
Balanced Approach This approach, together with our focus on improving
communication and community engagement
In 2001 ICAO published the manual, A Balanced
activities, forms the basis of our framework for noise
Approach to Aircraft Noise Management.
management described in the next section.
Known as the Balanced Approach, it recommends
identifying the noise problem at an airport and then
analysing the various measures available to reduce
European regulation
noise through the exploration of four principal The EU works to define a common aviation policy
elements, namely: in Europe. It has issued various regulations and
• reduction at source (quieter aircraft); directives relating to the management and control
of environmental issues and is increasingly
• land-use planning and management; assuming responsibilityfor the regulation of
• noise abatement operational procedures aircraft noise standards. Member States are
(optimising how aircraft are flown and the routes obliged to comply with the requirements of the
they follow to limit the noise impacts); and regulations and directives and incorporate them
• operating restrictions (preventing certain noisier into national legislation.
types of aircraft from flying at certain times or at The regulations and directives of most relevance to
any time). aircraft noise are:
Page 18 Environmental Noise Directive Noise Action Plan 2019-2023 Draft © Heathrow Airport Limited 20181 EC Directive 92/14/EEC replaced by EC Directive Heathrow airport’s financial incentives is available
2006/93/EC on the limitation of the operation at http://www.heathrowairport.com/about-us/
of aeroplanes covered by Part II, Chapter 2, partners-and-suppliers/conditions-of-use
Volume 1 of Annex 16 to the Convention on The Act also permits airport operators to levy
International Civil Aviation, second edition financial penalties on aircraft operators who
(1988) – This directive banned Chapter 2 aircraft breach noise abatement requirements imposed
from landing in the EU from 1 April 2002. by the Secretary of State. A sum equal to the
2 Regulation (EU) No598/2014 of the European penalties received must then be paid for the
Parliament and of the Council of 16 April 2014 benefit of people who live in the vicinity of
on the establishment of rules and procedures the airport.
regarding the introduction of noise-related At Heathrow, we use this power to fine airlines.
operating restrictions at union airports within a This money has been used for projects in the
Balanced Approach and repealing Directive local community including environmental and
2002/30/EC. This ensures that the Balanced noise mitigation projects for local schools and
Approach is adopted in respect of aircraft noise community groups. In 2009 we launched a
management. It also sets out the definition of new large grants scheme for schools, charities
marginally compliant aircraft and the process and other local groups to bid for funds of
to be followed in the implementation of an up to £50,000 for community and
operating restriction. environmental projects.
3 EC Directive 2002/49EC (Environmental Noise The Civil Aviation Act 2012 (the Act) was
Directive or ‘END’) – This directive required designed to modernise key elements of the
Member States to create strategic noise maps regulatory framework for civil aviation in the UK
from all transport sources (road, rail and air) in and offers a package of reforms to make
urban areas every five years and to adopt action regulation, and the sanctions which support it,
plans to manage noise. The directive also aims flexible, proportionate, targeted and effective.
to harmonise methods for measuring noise
across the EU. It is under this directive that 2 The Aerodromes (Noise Restrictions)
Heathrow has produced this Noise Action Plan. (Rules and Procedures) Regulations 2003
The Civil Aviation Act 2006 also confirms that the
Acts of Parliament and regulations Secretary of State and airport operators remain
subject to these regulations. These regulations
The UK Government also enacts Acts of Parliament transposed the EC Directive 2002/30/EC into
and regulations which deal with aircraft noise. UK law (see above). They apply to major airport
The relevant legislation is detailed below: operators (i.e. above 50,000 aircraft movements
1 The Civil Aviation Acts 1982, 2006, 2012 of civil sub-sonic jet aeroplanes per year) and
These Acts grant the government powers to reflect the adoption of the ICAO Balanced
introduce noise control measures to limit or Approach to achieving noise objectives.
mitigate the effect of noise and vibration The regulations also set out the procedures which
connected with taking off or landing aircraft airports should follow when considering noise
at designated airports (the Secretary of State related operating restrictions. These include:
has currently designated Heathrow, Gatwick • taking into account costs and benefits of
and Stansted). measures;
These powers were widened by the Civil Aviation • being non-discriminatory on grounds of
Act 2006. This Act also permits an airport nationality or identity of air carrier or aircraft
authority to charge aircraft operators for use of manufacturer; and
the airport based on noise and emissions.
• being no more restrictive than necessary in
Airport operators can thereby introduce
order to achieve the environmental
differential charges to incentivise the use of
objectives for a specific airport;
quieter and cleaner aircraft. We are the only
airport worldwide at present that has • ensuring any performance-based operating
differentiated charges for aircraft within the restrictions are based on the noise
Chapter category. Information regarding performance of the aircraft as determined by
ICAO certification procedures.
© Heathrow Airport Limited 2018 Environmental Noise Directive Noise Action Plan 2019-2023 Draft Page 194 BACKGROUND TO NOISE AND
REGULATION
Where possible, these Regulations will now have National regulation, controls
to be applied in accordance with Regulation
(EU) No598/2014 of the European Parliament and policy
and of the Council of 16 April 2014 (see above) Noise Policy Statement for England (NPSE)
which repealed EC Directive 2002/30/EC and
also relates to noise related operating The Noise Policy Statement for England (NPSE) was
restrictions. Where there is a conflict, Regulation published by DEFRA in 2010 and is recognised
(EU) No598/2014 will take precedence. through UK aviation noise policy. Its policy vision is
to “promote good health and a good quality of life
3 The Environmental Noise (England) through the effective management of noise within
Regulations 2006 – These regulations the context of Government policy on sustainable
transpose the requirements of EC directive development”. The vision is supported by three
2002/49/EC (Environment Noise Directive – Noise Policy Aims:
see above) into UK law. They place a duty on
the Secretary of State to produce strategic noise “Through the effective management and control of
maps and, under regulation 18, airport environmental, neighbour and neighbourhood
operators are obliged to produce Noise Action noise within the context of Government policy on
Plans based on the strategic noise maps. sustainable development:
Once prepared and adopted, the Noise Action • Aim 1: avoid significant adverse impacts on
Plans must be reviewed and if necessary revised health and quality of life
at least every five years and whenever a major • Aim 2: mitigate and minimise adverse impacts
development occurs affecting the noise on health and quality of life, and
situation. The regulations were amended in • Aim 3: where possible to contribute to the
both 2008 and 2009. improvement of health and quality of life.”
4 Airports Act 1986 – This Act gives power to The NPSE refers to the established concept of the
the Secretary of State to make orders if it Lowest Observed Adverse Effect on health (LOAEL),
appears that the existing runway capacity of which is the level above which adverse effects on
the airport is not fully utilised for a substantial health and quality of life can be detected. The
proportion of the time during which it is Statement then extends this concept to introduce
available. It includes powers to limit the number the definition of the Significant Observed Adverse
of occasions on which aircraft may land or Effect (SOAEL) as the level above which significant
take off at an airport and schemes to allocate adverse effects on heath and quality of life occur.
airport capacity.
The NPSE does not stipulate the values of the LOAEL
5 Aeroplane Noise Regulations 1999 and SOAEL which can vary depending on noise
These regulations set out the noise certificate source, receptor and time of day. This allows
requirements for both propeller and jet flexibility for different policy areas such as annoyance
aeroplanes registered in the UK. It makes as opposed to impact on health indicators, and the
provision to ensure that no aircraft can land or ability to adapt policy in line with recent research.
take off in the UK without a noise certificate
issued by its competent authority which meets Aviation Policy Framework (APF)
at least equal requirements to those for UK The UK government has an important role in
registered aircraft. The regulations make setting and developing the policy framework for
reference to noise certification standards and aircraft noise control at UK airports. In March 2013
noise limits issued by ICAO and also provides a the Government published its Aviation Policy
list of aircraft that are exempt from the ICAO Framework (APF) which sets out that aviation needs
noise certification. to grow delivering the benefits essential to our
economic wellbeing, whilst respecting the
environment and quality of life. It is underpinned by
two core principles of collaboration and
transparency. It aims for all stakeholders to work
together to develop workable solutions based on
clear and accessible information.
Page 20 Environmental Noise Directive Noise Action Plan 2019-2023 Draft © Heathrow Airport Limited 2018With respect to noise, the overall objective is to location. At the heart of the NPPF is a presumption
limit and, where possible, reduce the number of in favour of sustainable development.
people in the UK significantly affected by aircraft
On land-use the Aviation Policy Framework (APF)
noise. The APF also promotes cooperation with the
“recognises that land-use planning and
objective to encourage the aviation industry and
management is one of the elements of the ICAO
local stakeholders to strengthen and streamline the
Balanced Approach which should be explored
way in which they work together.
when addressing noise problems at an airport.
We fully support this framework and regard it as a In line with the Government’s noise policy, the
foundation on which our actions can be based. Government’s National Planning Policy Framework
We often go above and beyond the requirements (NPPF) says that planning policies and decisions
set by Government, and are committed to working should aim to avoid situations where noise gives
with them and with local communities to address rise to significant adverse impacts on health and
the noise issue. quality of life as a result of new development, and
to mitigate and reduce to a minimum, other
The APF is expected to apply, as amended in part by
adverse impacts on health and quality of life arising
the Consultation Response on UK Airspace Policy
from noise from new development, including
(Oct 2017), until Government publishes its Aviation
through the use of conditions.”
Strategy in early 2019 (see ‘Evolving Government
Policy’ below). The term “avoid” can include allowing dwellings in
noise impacted areas that achieve suitable internal
Planning policy – National Policy Planning
design noise levels.
Framework (NPPF)
The principal mitigation measure for aircraft noise
Land-use planning can play an important role in
impacts for new developments is the provision of
reducing the impact of aircraft noise by restricting
acoustic insulation and can be required on a
certain types of developments near airports such as
statutory basis under section 79 of the Civil Aviation
houses and schools. The National Policy Planning
Act 1982 at Heathrow. In practice however, all of
Framework (NPPF) came into force in March 2012
the airport’s current noise insulation schemes are
and a new draft for consultation was published in
provided on a voluntary basis and meet the
March 2018.
expectations of the APF.
The NPPF sets out the Government’s planning
The 2013 APF and subsequent draft policy
policies for England and how these are expected to
modifications in the 2017 Consultation Response
be applied. It provides a framework within which
on UK Airspace Policy indicate that the Government
local plans can be developed which reflect
expects airport operators to;
community needs.
• offer households exposed to levels of noise of
The NPPF noise aims widely reflect those in the NPSE. 69dB Leq 16hr or more, assistance with the costs
In particular, the NPPF asks that planning policies and of moving;
decisions should avoid noise which could give rise to
• to offer full insulation to be paid by the airport
significant adverse impacts of health and quality of
for homes within the 69dB Leq 16hr contour,
life as a result of a new development and mitigate
where the home owners do not want to move
and reduce to a minimum, other adverse impacts on
(added by 2017 draft policy);
health and quality of life.
• to offer acoustic insulation to noise-sensitive
This does not explicitly prevent the construction of buildings, such as schools and hospitals,
new dwellings or conversion of existing buildings. exposed to levels of noise of 63dB Leq 16hr
The NPPF also aims to identify and protect areas of or more;
tranquillity. Of note, the NPPF sets out that both
• where acoustic insulation cannot provide an
new and existing development should be protected
appropriate or cost-effective solution, to offer
from contributing to or being put at unacceptable
alternative mitigation measures; and,
risk from, or being adversely affected by
unacceptable levels of soil, air, water or noise • to offer financial assistance towards acoustic
pollution or land instability. It also asks to ensure insulation to residential properties exposed to
that new development is appropriate for its levels of noise of 63dB Leq 16hr or more
(modified by 2017 draft policy).
© Heathrow Airport Limited 2018 Environmental Noise Directive Noise Action Plan 2019-2023 Draft Page 214 BACKGROUND TO NOISE AND
REGULATION
The APF document also confirms that any potential • Option analysis in airspace change
proposals for new nationally significant airport • New metrics and appraisal guidance to assess
development projects following any Government noise impacts
decision on future recommendation(s) from the
• Use of a “tier” system for categorising airspace
Airports Commission would need to consider
changes
tailored compensation schemes where appropriate,
which would be subject to separate consultation. This Airspace Consultation Response states that the
The APF explains that airports may wish to use Government intends to make changes to the noise
alternative criteria or have additional schemes compensation policies contained in the 2013 APF
based on night noise where night flights are an via the new Aviation Strategy which, as noted
issue. Airport consultative committees should be above, is still being developed.
involved in reviewing schemes and invited to give
While the Airspace Consultation Response makes
views on the criteria to be used.
clear that the Government will undertake additional
Evolving Government Policy consideration of this issue in developing the
Aviation Strategy, the 2013 APF and the Airspace
Over the course of 2017 the Government has been
Consultation Response together indicate that the
consulting on aviation strategy, airspace policy and
Government will expect airport operators to:
expansion in the South-East and this will have
implications on the APF. When policies are adopted • offer households exposed to levels of noise of
by the Government some sections of this Noise 69dB Leq 16hr or more, assistance with the costs
Action Plan may need to be updated. Our Action of moving;
5.17 envisages annual review and update of this • offer full insulation to be paid by the airport for
Noise Action Plan actions progress or Government homes within the 69dB Leq 16hr contour, where
policy changes. the home owners do not want to move (this is
an additional requirement proposed in the 2017
Aviation Strategy
draft Airspace Policy);
The Government is developing a new Aviation • offer acoustic insulation to noise-sensitive
Strategy for the UK, which will set out the long buildings, such as schools and hospitals, exposed
term direction for aviation policy making to 2050 to levels of noise of 63dB Leq 16hr or more;
and beyond. The latest document “Beyond the
• where acoustic insulation cannot provide an
Horizon – The Future of UK Aviation – Next steps
appropriate or cost-effective solution, to offer
towards an Aviation Strategy” (April 2018) states
alternative mitigation measures;
that Strategy will look at “whether the right
regulations, controls and incentives are in place to • offer financial assistance towards acoustic
ensure the sector continues to address noise insulation to residential properties exposed to
impacts as well as tackling air quality concerns”. levels of noise of 63dB Leq 16hr or more
Detailed policy proposals are expected to be regardless of the type (infrastructure or airspace)
published in a green paper in the autumn of 2018, or level of change (i.e. remove requirement for a
followed by a final Aviation Strategy in early 2019. minimum 3dB change) (as modified by the
changes proposed in the 2017 draft Airspace
Airspace Policy Policy); and
In February 2017, the Government also consulted • consider compensation for significantly
on its draft Airspace Policy. In October 2017, it increased overflight as a result of the change,
published the document Consultation Response based on appropriate metrics which could be
on UK Airspace Policy: A framework for balanced decided upon according to local circumstances
decisions on the design and use of airspace and the economics of the change proposal (this
(the Airspace Consultation Response) which sets is an additional requirement proposed in the
out emerging government policy on related issues, 2017 draft Airspace Policy);
including the following:
• Changes to the noise compensation policy
• The creation of an Independent Commission on
Civil Aviation Noise (ICCAN)
Page 22 Environmental Noise Directive Noise Action Plan 2019-2023 Draft © Heathrow Airport Limited 2018Airports National Policy Statement Night flight restrictions
Also in February and October 2017, the Following consultation in 2016, DfT published the
Government held two consultations on its Draft night flight restrictions for the designated airports
Airports National Policy Statement (ANPS): new (Heathrow, Gatwick & Stansted) for the period
runway capacity and infrastructure at airports in the 2017-2022. The environmental objective is to
South East of England. A parliamentary vote on this “limit or reduce the number of people
ANPS is expected in the summer of 2018. This policy significantly affected by aircraft noise at night,
(including its proposals in relation to noise and including through encouraging the use of quieter
compensation) will apply to a relevant application aircraft, while maintaining the existing benefits of
for development consent for expansion at Heathrow night flights”.
Airport made under the Planning Act 2008.
The Government set out a number of indicators to
Heathrow is committed to working with the assess how well the environmental objective will be
Government and Local Authorities to take into measured which include:
account the principles of the NPSE, NPPF, the ICAO • the area and number of people within the
Balanced Approach and other emerging aviation 48dB LAeq 6.5hr night contour;
policy when it is finalised. We also aim to work
• the WebTAG assessed sleep disturbance
closely with local authorities on the development of
impacts;
their Local Plans.
• the average quota count of aircraft each season;
Professional Practice Guidance on Planning and,
and Noise
• the number of movements in the night quota
In 2017 the Association of Noise Consultants period.
(ANC), the Institute of Acoustics (IOA) and
From October 2018, a new QC/0.125 category was
Chartered Institute of Environmental Health (CIEH)
introduced to reduce the number of aircraft exempt
published a jointly-produced document,
from the noise quota and all aircraft now count
The Professional Practice Guidance on Planning &
toward the airport’s movement limits. Noise quota
Noise (ProPG).
limits at Heathrow were reduced from 5100 to
The new guidance is a blueprint for acoustic 2735 (summer) and from 4080 to 2415 (winter).
practitioners, council planners and developers and
For more detail see Annex 6 and the DfT Night
aims to protect home dwellers from noise by
flight restrictions at Heathrow, Gatwick and
putting good acoustic design at the heart of all new
Stansted, Decision Document.
residential development. The three organisations
say that if their recommendations are followed early UK Aeronautical Information Publication (AIP)
in the planning process:
The UK AIP is designed to be a manual containing
1 good acoustic design will enable homes to be thorough details of regulations, procedures and
built in some areas previously considered other information pertinent to flying aircraft in the
unsuitable because of noise; UK. It covers aspects such as Continuous Descent
2 noisy sites where residential development will Approaches (CDAs) and other noise abatement
never be suitable can be quickly identified, procedures. The full range of noise abatement
saving developers time and unnecessary costs; procedures in the UK AIP can be accessed at the
and following link: http://www.nats-uk.ead-it.com/
3 home building can be started much earlier on public/index.php%3Foption=com_content&task=bl
sites where noise is not an issue. ogcategory&id=94&Itemid=143.html
We are encouraged by this document and we
would support further work with planning
authorities to ensure the outcomes described.
© Heathrow Airport Limited 2018 Environmental Noise Directive Noise Action Plan 2019-2023 Draft Page 23Page 24 Environmental Noise Directive Noise Action Plan 2019-2023 Draft © Heathrow Airport Limited 2018
5 HEATHROW’S FRAMEWORK FOR NOISE
MANAGEMENT
In this section, we set out Heathrow’s strategy for Our first pillar, Quieter Planes, is based on the
managing aviation noise, describe the measures Reduction at Source element of the Balanced
currently in place and discuss the developments and Approach. Our second pillar, Quieter Procedures,
outcomes as the end of Heathrow’s second Noise reflects the element of Noise Abatement
Action Plan approaches. Operational Procedures. The third pillar is on
Land-use Planning and Mitigation and includes
Our noise strategy sound insulation and land-use, similar to ICAO’s
At Heathrow we are determined to remain at the second principal element. Our fourth pillar takes
forefront of international efforts to address the the Balanced Approach element on Operating
challenge of aircraft noise, while continuing to Restrictions and expands it to include Voluntary
safeguard the connectivity and economic benefits Measures. Our fifth pillar, Working with Local
that the airport provides. Communities, goes beyond the Balanced Approach
as we recognise the importance of community
Our Framework for Noise Management has five engagement and collaboration in identifying and
pillars as shown in Figure 5.1. The first four of these understanding issues and working towards
have been developed to reflect the four principal improvements.
elements of ICAO’s Balanced Approach to Aircraft
Noise Management.
FRAMEWORK FOR NOISE MANAGEMENT
Land-use Operating
Quieter Quieter restrictions and Working with
planning and
planes procedures voluntary measures local communities
mitigation
APPROACH GENERAL COMMITMENT
As aircraft and technology improves and planes become quieter, we will continue to work
to ensure that residents share in the benefits. We are committed to continuing to provide
Quieter planes
a strong financial incentive for airlines to use the quietest planes currently available,
including in the early morning period, through the use of variable landing charges.
We are committed to take full advantage of opportunities to manage airspace
Quieter procedures differently, working with local communities to identify changes that could benefit them.
This will include trialling new airspace management and operating procedures
We are committed to continuing to help with noise insulation and mitigation through
Land-use planning a range of schemes. We will also continue to press the Government to provide
and mitigation more detailed guidance on planning around airports, and to restrict noise sensitive
development in high noise areas.
We do not see restrictions as a first resort and are committed to developing voluntary
Operating restrictions measures through collaborative approaches. These can be quicker to implement and
and voluntary measures more effective. Where restrictions are in place we are focussed on ensuring that they
are adhered to fully.
Underpinning all of our work to address aircraft noise, we are committed to engaging
Working with local
openly and constructively with local communities to understand their concerns and to
communities
provide accessible information and an on-going dialogue.
Figure 5.1 Framework for noise management
© Heathrow Airport Limited 2018 Environmental Noise Directive Noise Action Plan 2019-2023 Draft Page 25You can also read
