sustainable aviation noise road-map · 1. aircraft and engine technology 2. operational...
TRANSCRIPT
Sustainable Aviation Noise Road-Map
Presentation to Gatwick Airport Consultative Committee 23rd July 2013
Dr Andy Jefferson
Our Signatories...
Boeing
Heathrow
Noise Road-Map Structure
• 5 key work streams 1. Aircraft and engine technology 2. Operational improvements 3. Land use planning 4. Operational Restrictions 5. Communication and Community
Engagement • Work uses the new 2013 DfT Aviation Forecasts • The Road-Map was launched at the House of
Commons on 23rd April 2013
ICAO Balanced Approach
The Noise Challenge
Historic trend in aircraft noise reduction (Presented to CAEP Independent Experts’ Review of Aircraft Noise)
Assumed noise reductions from Imminent and Future Aircraft
Current Aircraft
Bypass Ratio
Arrival Noise
Departure Noise
‘Imminent’ Aircraft
Bypass Ratio
Arrival Noise
Departure Noise
B767 4-5 -4.8dB -5dB B787 9-11 -5.8dB -10.4dB
B747-400 4-5 -1.9dB -5.9dB B747-8 9-10 -4.5dB -11.2dB
Assumed annual rate of noise reduction for ‘Future’ (Generation 2) aircraft
Regional Jet Single Aisle Twin Aisle Very Large
Baseline Forecast -0.1dB -0.1dB -0.1dB -0.1dB
‘Ultra-Low-Noise’ Forecast -0.3dB -0.3dB -0.3dB -0.3dB
‘Ultra-Low-CO2’ Forecast 0dB 0dB -0.3dB -0.3dB
Aircraft Operational Noise Mitigation Opportunities
6,000ft 6,000ft
3,000ft 3,000ft
Ground Ground
Typical range of aircraft performance
Continuous Climb
Stepped climb
Continuous climb zone of
potential dis-benefit
Continuous Climb zone of
potential benefit
Departures Arrivals
RUNWAY
Displaced threshold
200-1000m
6 to 4nm delayed deployment of
landing gear (LPLD)
12 to 6nm BA B737 at Gatwick delayed deployment of gear
6nm typical deployment of landing gear
Continuous Descents and managed speeds (LPLD) zone of benefit
Steeper Approach
CDO Typical 3° Glideslope
Stepped descent 9nm typical glideslope intercept
Segmented approach (steeper glideslope
transition)
4 to 0nm reduced
landing flap (LPLD)
12 to 8 nm approx start 57 dBA leq contour
8 to 16nm approx end 57 dBA leq contour
25nm
Land Use Planning – Historic delivery by Aviation Industry
1998 2000 2002 2004 2006 2008 2010ATM's (000's) 1077.2 1196.0 1191.1 1269.7 1315.8 1286.7 1136.2Area 57 Leq (km2) 409.6 342.9 269.8 263.9 262.8 266.1 225.6Pop within 57 Leq contour (000's) 473.2 379.8 328.6 318.0 333.5 336.4 284.8
0.0
50.0
100.0
150.0
200.0
250.0
300.0
350.0
400.0
450.0
500.0
0.0
200.0
400.0
600.0
800.0
1000.0
1200.0
1400.0
Combined Noise Trends for 6 Major UK Airports - Heathrow, Gatwick, Manchester, Stansted, Birmingham and Luton (1998 to 2010)
5.5% increase in Air Transport Movements since 1998
39.8% decrease in population included inside the 57Leq Noise Contour since 1998
Land Use Planning - Risk of Encroachment around Airports
163,885
72,705
43,848
18,045
178,719
79,987
44,081
19,045
-
50,000
100,000
150,000
200,000
57-60 60-63 63-66 66-69Popu
latio
n liv
ing
in N
oise
Con
tour
Ban
d
Noise Contour Leq Band
Population living within 2001 Noise Contour Bands (combined result for Heathrow, Gatwick, Manchester and Luton
Airports)
1991 Census Data 2001 Census Data
Source: CAA (2008) Updated Studies on Population Encroachment in the Vicinity of UK airports.
Noise Communication & Community Engagement
• Focus on addressing individuals perception of aircraft noise – Seeks to improve relationships and trust with stakeholders
affected by aircraft noise
• The industry recognises the ‘trust deficit’ and seeks to develop proactive solutions going forwards: – A review of existing community engagement methods is made – Future methods of engagement are offered – Barriers and opportunities for good Community engagement are
explored – Recommendations and industry commitments to improve
Community Engagement going forwards to 2050 are provided
Operating Restrictions Summary
• In line with the ICAO balanced approach, SA considers operational restrictions to be a measure of last resort
• The aviation industry supports the ICAO view that any proposed operating restrictions should not be applicable to aircraft that meet at least the requirements of ICAO Annex 16, vol 1, Chapter 4.
• The aviation industry believes that collaborative working and voluntary agreements are a more effective and responsive approach than operating restrictions but is nevertheless committed to meeting these wherever they apply.
• The industry wants to work with Government to develop policies and procedures that drive a move to more proactive ways of managing the impact of aircraft noise
Sustainable Aviation Noise Road-Map
Not Airport Specific
Aviation Industry Commitments • SA members will use this Road-Map to develop best practice noise
management strategies for the future • The Aerospace sector will continue to invest in aircraft technology
research programmes • The industry will increase the use of existing operational techniques that
reduce noise where safe and feasible • The industry will actively contribute to improving aircraft noise guidance
in local planning policy • The industry will work with Government and other stakeholders to identify
and resolve research gaps in noise • The industry will promote open and transparent engagement with
communities affected by noise, to better understand their concerns and priorities and to establish trust in the engagement process
Next steps • SA will engage with members to help implement and monitor
industry performance against this Noise Road-Map and report progress every 2 years
• SA will focus on: – Developing quieter aircraft technology – Adoption of operational improvements – Developing the right UK policies to help reduce noise
• Airports will develop local noise reduction plans – To define the aviation community work to reduce noise at their airport
• SA encourages ACC’s to review their framework to improve how they work with the aviation industry on these issues moving forwards
Contact
For more information visit
www.sustainableaviationaviation.co.uk Or email
Jonathon Counsell, Chairman, Sustainable Aviation Dr Andy Jefferson, Programme Director, Sustainable Aviation