Glasgow Noise Action Plan by commonplace.is

Glasgow Airport Ltd

Draft Noise Action Plan

2024 - 2028

Executive Summary

With 20 airlines serving around 100 destinations worldwide, including North America, Europe and the Gulf, Glasgow Airport is one of Scotland’s principal international gateways.

In addition to being one of Scotland’s largest charter hubs, Glasgow Airport serves more Scottish destinations than any other airport and is a key component of Scotland’s transport infrastructure. The airport supports over 30,000 jobs across Scotland and makes the largest contribution of any airport to Scotland’s economy, generating £1.44 billion Gross Value Added annually.

As well as the benefits provided by the airport, we recognise that aircraft noise can be an important issue for local communities. Although the noise generated by an airport cannot be eliminated, we are conscious that it is important to reach a balance that allows growth in a sustainable manner whilst also enhancing the economic and social benefits to the region, and ultimately remaining a good neighbour to local residents. We have reviewed our previous action plan and introduced updates and enhancements to our current actions to build upon the progress we have made over the past five years working proactively and in collaboration with a variety of stakeholders and local communities.

This document sets out Glasgow Airport’s Noise Action Plan which aims to manage and, where practicable, reduce the adverse effects of aviation related noise. The preparation of a Noise Action Plan is a requirement of The Environmental Noise (Scotland) Regulations 2006. We have produced this Noise Action Plan to update and replace the 2018-2023 Noise Action Plan. The Noise Action Plan will be the subject of an eight-week public consultation and, once finalised following engagement with stakeholders and communities, will operate from 2024-2028.

We believe this Noise Action Plan demonstrates our commitment and the importance that the airport places on the issue of noise and our aim to minimise the impact of noise from our airport as far as reasonably practicable.

Introduction and summary

This section provides an introduction and summary of the Noise Action Plan covering all the important aspects referred to in Annex V of the Environmental Noise Directive (EC Directive 2002/49).

2.1 Purpose of the Noise Action Plan

The purpose of the Noise Action Plan is to set out our approach to management of and, as far as reasonably practicable, reduction of the total adverse effects of aviation noise. This document is an update to the 2018 – 2023 Noise Action Plan and will be in place from 2024 – 2028. The Noise Action Plan will be updated based on engagement with key stakeholders.

At Glasgow Airport we recognise that aircraft noise is an important issue for local communities. We support the UK Government’s overarching aviation noise policy to limit, and where possible, reduce total adverse effects on health and quality of life from aviation noise1. This requires balancing the positive social and economic benefits provided by Glasgow Airport with any adverse effects on local communities.

This Noise Action Plan builds upon decades of progress in developing mitigation measures in consultation with our neighbours and stakeholders and importantly includes updates and enhancements to our current noise mitigation measures.

2.2 Scope of the Noise Action Plan

This Noise Action Plan complies with the Environmental Noise (Scotland) 2006 Regulations (as amended). The airport operator (Glasgow International Airport Ltd) is deemed the competent authority for preparing the Noise Action Plan. The Noise Action Plan has been developed following guidance from the Scottish Government2

The scope of the Noise Action Plan does not include noise from airport construction activities nor from road or rail traffic.

The requirements of the Noise Action Plan include the provision of financial information which is presented in Appendix B.

1The UK Government has clarified (in Air Navigation Guidance 2017) that this means the total adverse effects on people as a result of aviation noise should be limited and, where possible, reduced, rather than the absolute number of people in any particular noise contour.

2Airport Noise Action Plans, Guidance to Airport Operators on how to prepare or revise Noise Action Plans under the Environmental Noise (Scotland) Regulations 2006 (as amended), Scottish Environment Protection Agency, 2024.

2.3 Airport description

Glasgow Airport is located one mile north of Paisley and approximately eight miles west of Glasgow City centre. The airport boundary is formed by the Black Cart Water to the north, the White Cart Water to the east and the M8 motorway to the south and west. Within these boundaries the airport covers some 340 hectares.

With over 20 airlines serving around 100 destinations worldwide, including North America, Europe and the Gulf, as well as critical links to UK domestic and the Scottish islands, Glasgow is key in delivering connectivity via an extensive route network.

Glasgow Airport has one passenger terminal building and one runway.

The number of fixed-wing aircraft movements and passengers that operated at the airport from 2019 – 2023 is presented in Table 1.

2.4 Results of the strategic noise mapping

The Environmental Noise (Scotland) 2006 Regulations require that strategic noise maps are produced as part of Airport Noise Action Plans. These noise maps describe the noise situation at an airport at a particular point in time. For this round of Noise Action Plans, the required noise mapping year is 2021. Strategic noise maps for 2021 and the estimated number of people exposed to noise are presented in Section 5 and Appendix A.

2.5 Noise reduction measures

A summary of noise management measures already in force at Glasgow Airport is presented in Section 6. New and updated actions in this Noise Action Plan that will be undertaken in the next five years as well as those that form part of the long-term noise reduction strategy are presented in Section 7. Each action in the Noise Action Plan includes a description of the performance indicators that will be used to evaluate the implementation of the action plan.

Table 1 Total annual passengers and aircraft movements

2.6

Airspace Change Proposal

Like many airports in the UK, we are currently undergoing an Airspace Change Proposal (ACP).

The Department for Transport (DfT) has notified aviation stakeholders that, with traffic levels forecast to continue growing, delays are expected to increase sharply if the airspace is not upgraded to introduce additional capacity. In response, the UK Government tasked the Civil Aviation Authority (CAA) to develop the UK Airspace Modernisation Strategy (AMS)3, which was published in December 2018, and describes the changes that the industry should make to meet the growing demand for aviation in a safe, efficient and environmentally sustainable way. The overall programme of changes required to implement the AMS is considered one of the most significant airspace and air traffic management (ATM) developments ever undertaken.

Some of the most important changes described in the AMS concern the widespread adoption of satellite-based navigation technology. This enhanced form of navigation (commonly known as Performance Based Navigation or PBN) enables arrival and departure routes to be re-designed with greater precision and flexibility. The UK is driving deployment of PBN routes in busy areas of controlled airspace such as the portions that support operations at larger commercial airports, including Glasgow Airport. The deployment of PBN routes at Glasgow Airport, in line with the AMS, is one of the main drivers for our ACP. and the reason for our participation in the FASI-North (Future Airspace Strategy Implementation – North) programme.

The ACP process is regulated by the CAA and is completely separate to the Noise Action Plan process. Noise impacts and overflight below 7,000ft however are a key element of the decision-making process as to whether an airspace change should go ahead.

In addition, noise is a key feature in several of our airspace ‘design principles’ that were developed in collaboration with stakeholders and are currently being used in the development of our airspace design options as follows:

• DP2 – Facilitate the growth in quicker, quieter and cleaner traffic by configuring the airspace to improve efficiency and meet the forecast demand for air transport.

• DP5 – Minimise the total adverse effects of aircraft noise and visual intrusion on physical and mental health and wellbeing.

• DP6 – Offer communities options for both noise concentration and noise dispersion through the use of predictable and transparent multiple route options and other respite methods that are possible within the technical ATC system, enroute network and procedural constraints.

DRAFT

• DP7 – The arrival and departure routes that serve Glasgow Airport below 7000ft should avoid noise sensitive areas and buildings, national parks, areas of outstanding natural beauty / National Scenic Areas and areas that are not currently affected by aircraft noise.

• DP8 – Mitigate the impacts on local communities that are currently affected by aircraft noise on final approach or the vicinity of the immediate climb out, where overflight is unavoidable.

For more information on the ACP, please visit glasgowairport.com/airspace

2.7 Consultation

This Draft Noise Action Plan has been developed in consultation with the Glasgow Airport Consultative Committee (GACC) through committee meetings and the full draft was shared with the GACC for comment. The Chair of the GACC confirmed that overall, the members of the GACC from whom they received comments considered the Noise Action Plan to be clear and informative and to provide full information in relation to the framework under which the Noise Action Plan was devised, the present position and the proposals for the future.

There were no areas in the Draft Noise Action Plan which the GACC considered needed expansion or amendment, other than a request to provide some clarification to the text on airspace change proposals which has been actioned.

Following the engagement with the GACC, this Draft Noise Action Plan will be released for public consultation. Following this consultation, this section will be updated with a summary of consultation responses and will describe how the Noise Action Plan has been revised, if necessary, as a result of public consultation feedback.

Legal and Government policy framework

The mitigation and management of aircraft noise is heavily informed by national and international initiatives and regulation imposed by:

• The International Civil Aviation Organization (ICAO);

• The UK and Scottish Government;

• Local authorities; and

• Glasgow Airport itself.

3.1 ICAO and the ‘Balanced Approach’

ICAO is a specialised agency of the United Nations, created to promote the safe and orderly development of international civil aviation throughout the world. It sets standards and regulations necessary for aviation safety, security, efficiency and regularity, as well as for aviation environmental protection. After a Standard is adopted it is put into effect by each ICAO member state in its own territories.

ICAO recognises that aircraft noise is the most significant cause of adverse community reaction related to the operation and expansion of airports and it requires all of its member states to adhere to an approach to managing aircraft noise known as the ‘Balanced Approach’. The Balanced Approach (see Figure 1) aims to address noise management in an environmentally responsive and economically responsible way, and encompasses four principal elements:

4 Reduction of noise at source; Land-use planning and management; Noise abatement operational procedures; and Operating restrictions on aircraft.

• Aircraft Design

• Aircraft Systems

• Engine Design

• Ground Supply Solutions

• Modified Aircraft Operations

• Modified Airspace Operations

• Modified Airport Operations

• Voluntary Codes of Practice

• Insulation Schemes

• National Planning Policy Framework

• Noise preferential routes

Our Noise Action Plan embraces the Balanced Approach and the plan outlined in Section 7 adopts this format. As we recognise the importance of engagement with our local communities, we have added an additional pillar to the Balanced Approach titled ‘working with our local communities’. This is in alignment with the Sustainable Aviation Noise Roadmap4.

ICAO is also responsible for aircraft certification and it has set progressively tighter certification standards for noise emissions from civil aircraft. Aircraft operating in member states must conform to these standards, which are known as ‘Chapters’.

4The

• Sharing best practice

• Agreed Noise Metrics

• Community Meetings

• Online media/track displays

DRAFT

• Local e.g. Night flight restrictions

• National • European & International e.g. Aircraft phase out standards

The Chapters set maximum acceptable noise levels for different aircraft under specific test conditions. Chapter 2 aircraft have been banned within Europe since 1 April 2002, unless they are granted specific exemptions. The vast majority of civil aircraft now operating therefore fall within Chapters 3, 4 and 14, i.e. they have a smaller noise footprint than the previous Chapter 2 aircraft. All new aircraft manufactured from 2006 onwards must meet the requirements of Chapter 4. In 2014 the ICAO Council adopted the new Chapter 14 noise standard for jet and propeller-driven aircraft. This will be the mainstay of ICAO aircraft noise regulations for the coming years. It is applicable to new aircraft types submitted for certification on or after 31 December 2017, and on or after 31 December 2020 for aircraft less than 55 tonnes in weight.

3.2

European Union

Whilst the UK has left the European Union, many of its directives have been mapped across to UK legislation. For example, the Environmental Noise Regulations (Scotland) 2006 (as amended) has mapped across the requirements of the Environmental Noise Directive (EC Directive 2002/49) for major airports to produce strategic noise maps and Noise Action Plans every five years.

3.3 UK and Scottish Government

3.3.1 Current Government policy framework

The UK Government plays an important role in setting policy for aviation noise management. The Civil Aviation Acts of 1982 and 2006 granted the UK Government the power to introduce mitigation and noise control measures. The 2013 Aviation Policy Framework set out the challenges of noise control at airports and noted the UK Government’s recognition of the Balanced Approach principle of aircraft noise management. More recently, the UK Government has published, and consulted on, its Airspace Policy framework5. The UK Government has also published the Air Navigation Guidance6, which provides guidance to the CAA on its environmental objectives when carrying out its air navigation functions, and to the CAA and wider industry on airspace and noise management. The UK Government’s consultation response on the Airspace Policy provides an update to some of the policies on aviation noise outlined in the Aviation Policy Framework and should be viewed as current UK Government policy. Whilst the UK Government has also published recommendations for its long-term plan for sustainable aviation growth in the Aviation 2050 green paper, the UK Government has yet to fully respond to the consultation, so the recommendations contained within the paper are not yet current UK Government policy.

In March 2023 the Department for Transport published their new overarching aviation noise policy statement:

The government’s overall policy on aviation noise is to balance the economic and consumer benefits of aviation against their social and health implications in line with the International Civil Aviation Organisation’s Balanced Approach to Aircraft Noise Management. This should take into account the local and national context of both passenger and freight operations, and recognise the additional health impacts of night flights.

The impact of aviation noise must be mitigated as much as is practicable and realistic to do so, limiting, and where possible reducing, the total adverse impacts on health and quality of life from aviation noise.

Noise is addressed in the Scottish Government’s National Planning Framework 4 through Policy 23 ‘Health and Safety’ which ensures that noise is taken into account in planning decisions to protect health and wellbeing. This includes the principal of ‘agent of change’ which requires that where an application is made for noise sensitive development which is likely to be affected by existing sources of noise such as an airport, the applicant for the new development is required to demonstrate both that they have assessed the potential impact on occupants of the proposed development and that the proposed design incorporates appropriate measures to mitigate this impact.

3.3.2 Aviation noise compensation policy

The UK Government’s current policy on compensation and insulation is contained within the Aviation Policy Framework and is modified by the UK Government’s Airspace Policy and consultation response. The UK Government expects airport operators to offer financial assistance towards insulation for residential properties and noisesensitive buildings such as schools and hospitals exposed to aviation noise of 63dBLAeq,16h and above.

Our proposed extension to the Noise Insulation Scheme (see Section 6) goes beyond these UK Government requirements.

3.3.3 The Independent Commission on Civil Aviation Noise

The Independent Commission on Civil Aviation Noise (ICCAN) was active from November 2018 to September 2021. During this time, ICCAN’s role was to create, compile and disseminate best practice to the aviation industry on the management of civil aviation noise and to advise UK Government in this area. ICCAN published several reports and guidance documents relating to aviation noise metrics and measurements; engagement with local communities; links between aviation noise and health; and airport noise insulation schemes.

Glasgow airport, through its membership of Sustainable Aviation, engaged heavily with ICCAN on several of its initiatives including guidance on noise metrics, the ICCAN noise attitudes survey, future of aviation noise management and handling of noise complaints.

We have carefully considered ICCAN’s publications in the development of our Noise Insulation Scheme, the way we engage with our local communities and other noise mitigation measures. We will continue to engage with the CAA who adopted the majority of ICCAN’s former functions in April 2022 and will take into account any best practice and guidance documentation that they publish.

3.3.4 Thresholds for assessing noise impacts

Long term exposure to environmental noise such as road, rail and aircraft noise can lead to adverse impacts on health and quality of life. This is recognised and addressed in UK Government noise policy which aims to avoid, mitigate and minimise the adverse impacts of noise on health, in the context of sustainable development. Glasgow Airport shares these objectives and has adopted them as part of our Noise Action Plan.

Thresholds for noise assessment are defined in current UK Government policy in terms of the Lowest Observable Adverse Effect Level (LOAEL). The LOAEL is the level above which adverse effects on health and quality of life can be detected. Current UK Government policy proposes a LOAEL of 51dBLAeq,16h based on the most recent large-scale research study in the UK on aircraft noise7.

A night-time LOAEL of 45dBLAeq,8h is also proposed in the UK Government policy, based on the UK Government’s current monetisation methodology (known as WebTAG)8 and the World Health Organization’s methodological guidance for estimating the burden of disease from environmental noise9. Glasgow Airport supports such proposals to assess noise down to these thresholds and we have reflected this in our annual noise mapping.

7CAP1506: Survey of Noise Attitudes 2014: Aircraft Noise and Annoyance, Second Edition

8Guide to WebTAG Noise Appraisal for non-experts, Department for Transport, 2017

9Methodological guidance for estimating the burden of disease from environmental noise, World Health Organization Regional Office For Europe, 2012

Aircraft noise and its effects 4

4.1 Introduction to aircraft noise

Broadly speaking, aircraft noise can be categorised into two different sources: ‘air noise’ and ‘ground noise’.

4.1.1 Aircraft ‘air noise’

Air noise from aircraft is created by aircraft arriving or departing from airports. It is generally caused by air passing over the aircraft’s airframe (fuselage, wings and underframe) and noise from the engines. When air passes over the airframe it causes friction and turbulence which results in noise. Engine noise is created by the sound of the engine’s moving parts and by the sound of air being expelled from the engines at high speeds. The degree of noise generated varies according to aircraft type and size and the way in which the aircraft is flown.

Aircraft manufactured today are generally much quieter than they have been in the past and ICAO set increasingly stringent certification standards for aircraft noise emissions. As a result, the aircraft fleet operating to and from Glasgow Airport is becoming progressively quieter over time. For example, the new A320neo which has started operating at Glasgow Airport has been shown to be 2 to 6 dB quieter10 than the original A320.

Whilst we have no direct control over the aircraft fleet that airlines who fly to and from Glasgow Airport choose to operate, we can influence the adoption of quieter aircraft technology through our differential landing charges and wider industry groups such as Sustainable Aviation, an alliance of UK airlines, airports, aerospace manufacturers and air navigation service providers. In this Noise Action Plan we have also committed to undertake a review of our differential landing charges and other methods of incentivisation to determine if it would be viable to introduce additional measures at Glasgow Airport.

DRAFT

4.1.2 Aircraft ‘ground noise’

Ground noise is any noise produced by aircraft whilst on the ground and is often related to the following activities:

Aircraft travelling (taxiing) between the runway and stands (where they park), including queuing

Aircraft at their stands with their auxiliary power units (APU) or ground power units (GPU) running

Engine testing (ground running)

Ground noise impacts tend to be limited to those areas closest to the airfield where they can be more prominent relative to air noise.

Engines need to be tested for safety reasons, and engine running forms part of the maintenance programme for aircraft. We understand that this noise can cause disturbance to residents closest to the airfield and therefore we adopt strict measures to restrict the location, duration and time of day that engine ground running can occur. We do not allow engine ground running above ground idle during the night, unless required due to exceptional circumstances.

We have introduced new actions in this Noise Action Plan to minimise noise from taxiing aircraft and the noise from aircraft APU/GPUs. In addition, we have introduced a new action to undertake noise monitoring of engine ground running to better understand its potential impact on our closest neighbours. We will use the information for this monitoring to review our ground running policies and investigate potential further control measures.

4.2 Measuring aircraft noise

Measuring sound and describing its impacts or effects is an inherently complex process. Noise is defined as unwanted sound and some individuals find noise more disruptive than others. Any attempt to define and measure sound, particularly as a single number, therefore has limitations, and cannot fully capture the spectrum of personal experiences of noise. However, seeking to quantify sound is essential to managing the noise challenge.

There is not a single metric that meets all needs for assessing, quantifying or communicating noise effects and there is a need to use a number of different metrics. For example, some metrics are better correlated with health effects, whilst other metrics can be more useful for communicating and understanding impacts, or for use in performance management monitoring. The key metrics used in the Noise Action Plan are summarised below, but we use a great deal more metrics in quantifying noise at Glasgow Airport, for example in relation to our Airspace Change Proposal (ACP) (see Section 2.6).

4.2.1 The LAeq,T (equivalent continuous sound level) metric

There are a range of metrics which are used to describe sound and inform UK Government policy relating to aircraft noise. The most common international measure of environmental noise is the LAeq, meaning ‘equivalent continuous sound level’. This is a measurement of the total sound energy over a period of time. It is easiest to think of this as an average, but important to note that all the sound energy in the time period is captured by this metric.

In the UK, daytime aircraft noise is typically measured by calculating the equivalent continuous sound level in decibels (dB) over 16 hours (07:00 to 23:00) to give a single daily figure (LAeq,8h). Nighttime aircraft noise is most typically measured over an eight-hour night period (23:00 to 07:00). The average noise exposure is commonly calculated for the 92-day summer period from 16 June to 15 September. The summer day period is used because people are more likely to have their windows open or be outdoors, and because aviation activity is generally at its busiest during the summer periods. For Noise Action Plans, the Environmental Noise (Scotland) 2006 regulations (as amended) require LAeq to be calculated over a full calendar year, rather than the 92-day summer period.

Separate assessment for day and night recognises that daytime and night-time noise can lead to quite different effects (principally daytime annoyance and night-time sleep disturbance) and thus it is better to define and measure daytime and night-time noise separately.

4.2.2 The Lden (day evening night equivalent sound level) metric

The day evening night equivalent sound level (Lden) noise metric is a 24 hour noise metric that applies a 5 dB(A) penalty to noise during the evening (19:00 to 23:00) and a 10 dB(A) penalty to noise during the night (23:00 to 07:00), reflecting relatively higher sensitivity to noise during these periods. Lden is frequently used to quantify aircraft noise in Europe as it was adopted as a common environmental noise indicator for the European Union in the Environmental Noise Directive (2002/49/EC) for road, rail and industrial sources, as well as aircraft noise. It is also a requirement in Scotland to use this metric for strategic noise maps under the Environmental Noise (Scotland) 2006 regulations (as amended). It is typically calculated over a full calendar year.

Results of the strategic noise mapping

Table 2 to Table 6 show the results of the 2021 noise mapping for Glasgow Airport. Maps showing the noise contours can also be found in Appendix A.

The contours have been modelled by Arup using the Aviation Environmental Design Tool (AEDT)11 version 3e and Glasgow Airport fixed-wing movement and radar track data for the 2021 annual period. The modelling was undertaken to meet the standards specified by the Civil Aviation Authority for aircraft noise modelling12

The effects of the surrounding topography have been modelled using OS Terrain 50 data from Ordnance Survey. The models have applied the actual modal split that occurred in 2021, with fixed wing aircraft departing to the west for 74% of the time and to the east for 26% of the time.

Population and dwelling statistics for each of the noise contours have been estimated by the Scottish Environment Protection Agency using 2021 Addressbase Plus data from Ordnance Survey and mid-2021 population estimates from the National Records of Scotland (NRS).

Population and dwelling counts have been rounded as follows:

• The number of dwellings has been rounded to the nearest 50, except when the number of dwellings is greater than zero but less than 50, in which case the total has been shown as “<50”.

• The associated population has been rounded to the nearest 100, except when the associated population is greater than zero but less than 100, in which case the total has been shown as “<100”.

For further information on the noise metrics and how they are derived please refer to Section 4.2. In accordance with the Environmental Noise (Scotland) 2006 regulations (as amended), for the Noise Action Plan these metrics are calculated over the full 2021 calendar year, rather than the 92-summer day period.

When comparing the results of the 2021 noise mapping to the 2017 noise mapping undertaken for the previous Noise Action Plan, it is important to note the reduced number of aircraft movements in 2021, primarily due to the ongoing industry recovery following the Covid-19 pandemic. There were approximately 37,500 aircraft movements in 2021 compared to approximately 100,400 in 2017. This results in a smaller population within the noise contours, for example there were 47,000 people in the 55dBLden contour in 2017 compared to 6,500 in the same contour in 2021. However, it should be noted that this reduction in population exposed has not resulted in any relaxation of our noise management proposals.

Table 2 Glasgow Airport 2021 annual day LAeq,16h contours – estimated areas, population and dwellings

Table 3 Glasgow Airport 2021 Lden contours – estimated areas, population and dwellings

Table 4 Glasgow Airport 2021 Lday contours – estimated areas, population and dwellings

Table 5 Glasgow Airport 2021 Levening contours – estimated areas, population and dwellings

Table 6 Glasgow Airport 2021 Lnight contours – estimated areas, population and dwellings

Noise management at Glasgow Airport

6.1 Working with our local communities

6.1.1

Airport Flight Tracking Portal

We have recently invested in new aircraft visualisation and modelling software that allows anybody to view near-real-time 3D visualisations of aircraft flying into and out of Glasgow Airport. The software provides information such as aircraft type and altitude, and a modelled estimation of noise levels on the ground based on the aircraft type, altitude and mode of operation. We hope that this software will provide accessible and easy to understand information on aircraft operations and noise at Glasgow Airport.

The software is available at the following link: Airport Flight Tracking Portal and some example images are provided in Figure 2.

Figure 2: Example screenshots of the flight tracking portal

6.1.2 Noise complaint and enquiries procedure

We provide and maintain frequently asked questions on noise on our dedicated noise webpage (https:// www.glasgowairport.com/about-us/noise/) which also provides mechanisms for logging noise complaints and enquiries either through the website, via a free noise action line (0800 013 2429) or a dedicated email inbox (GLAnoise@glasgowairport. com).

We seek to respond to 100% of complaints and enquiries within five working days and report on complaint and enquiry statistics to the Airport Consultative Committee and in our Annual Noise Reports.

As AGS Airports (Aberdeen, Glasgow and Southampton Airports) we have recently completed a review of our approach to noise complaints and enquiries. We have employed a specialist contractor to review and improve our approach, looking at aspects such as the investigation and understanding of aircraft activity for any specific flight reported to us alongside simplifying reporting by introducing online forms and visualisation software showing aircraft tracks. We have also reviewed the data that we report externally.

As a result, we are in the process of upgrading our complaints and enquiries process with a new system that will enable improved analysis of trends. This will be used in combination with our noise and trackkeeping system to investigate any complaints related to off-track infringements.

6.1.3

FlightPath Fund

Glasgow Airport’s FlightPath Fund was established in 2010 to ensure local people share in our success and we take great pride in the active role it plays in supporting our neighbouring communities. It was introduced to provide financial support to those charities and community groups committed to improving the facilities and services available to local people.

Focussing on three key areas of employment, education and the environment, the FlightPath Fund plays an important role within the wider Sustainability Strategy of AGS Airports.

As of 2023, the Fund has awarded £1.8M to more than 850 community groups, charities and innovative projects.

Funds come directly from Glasgow Airport itself which makes an annual donation to the FlightPath Fund and from passenger collections within the airport.

It is important to note that the FlightPath Fund is not a noise compensation fund or an alternative to a noise insulation scheme. It is a way for us to share our financial success with our local communities and neighbours through the improvement in their quality of life.

6.2 Reduction of noise at source

DRAFT

6.2.1 Quieter aircraft technology

As part of the AGS Airports group, Glasgow Airport are represented within Sustainable Aviation, an alliance of UK airlines, airports, aerospace manufacturers and air navigation service providers. AGS group members regularly attend and contribute to the meetings of Sustainable Aviation and work with our partners to promote research and development of even quieter aircraft.

The Sustainable Aviation Roadmap (https://www. sustainableaviation.co.uk/quieter/) outlines how the UK aviation industry will limit and, where possible, reduce the impact of aircraft noise. Over the past 50 years, aircraft have reduced their noise output by 75% and this progress continues. Today’s aircraft entering service have on average, a noise footprint that is 30-50% of that of the aircraft they are replacing thanks to new engine and airframe design and technology.

We also operate a differential landing charge system which incentivise the use of quieter aircraft. For example, noisier Chapter 3 aircraft are subject to a 50% weight charge surcharge. Recognising the importance of controlling noise at night, we also provide a separate charging system at night and provide a 5% discount on the weight charge for aircraft classified as QC0.5 or QC1 according to the Quota Count system imposed by the Department for Transport in relation to night flying restrictions at the designated airports. Full details of our airport charges can be found in our Conditions of Use which are publicly available on our website.

We will undertake a review of differential landing charges and other methods of incentivisation to determine if it would be viable to introduce additional measures to encourage the industry adoption of quieter aircraft.

6.2.2 Ground noise

On the ground, we restrict when engine test runs can be carried out. Daytime runs are restricted, where possible to 20 minutes duration. During the early morning (05:00 – 07:00), runs are permitted for a maximum of 5 mins at idle power only. During the night (23:00 – 05:00) ground running of engines and engine test runs are not permitted unless under exceptional circumstances.

The location of test runs is also controlled, and specific locations have been identified to minimise noise effects. We have also installed fixed electrical ground power (FEGP) systems at the international aircraft parking stands to minimise the need for the use of noisier auxiliary power units (APUs) and will continue to roll out FEGP across other stands.

6.3 Noise abatement operational procedures

6.3.1

Operational procedures

Glasgow Airport is continually looking to minimise potential noise disturbance to local communities. As such, aircraft will operate under Continuous Descent Operations (CDO) for arriving aircraft and Continuous Climb Operations (CCO) for departing aircraft. CDOs and CCOs are operating techniques used in fixed wing aircraft that deliver environmental and economic benefits – including noise reduction, reduced fuel burn and reduced fuel costs. Air Traffic Control (ATC) facilitate CDO/CCO, and aim to maximise these as much as possible. CDO/CCO operations are affected by various factors (e.g. wind, air pressure, weight of aircraft), so may not always be possible. Targets are set for these movements to continually monitor and improve these operations. The current targets are 68% for CDO for aircraft arriving on runway 23 and 61% for CDO for aircraft arriving on runway 05. There are separate targets for each runway end due to the difference in ground height under arriving aircraft. The current target for CCO is 94%. Compliance with these targets is monitored and reported in our Annual Noise Report.

6.3.2

Noise and track-keeping and departure noise limits

We make use of an aircraft track keeping system which we use to proactively investigate noise complaints. As part of this Noise Action Plan we will review use of this tool for monitoring aircraft routing in accordance with our noise abatement procedures and investigate off track occurrences. We will use this data in discussion with airlines to identify any issues with off-track occurrences and how they can be resolved.

We measure and monitor aircraft noise using two Noise Monitoring Terminals (NMTs) near to the end of each runway and a third NMT on the airfield. We measure departure noise using these NMTs and have departure noise limits in place of 94dBLAmax during the day and 87dBLAmax during the night. As part of this Noise Action Plan we will review these limits in a benchmarking exercise to determine whether the limits remain effective to further encourage the adoption of newer and quieter aircraft.

The NMTs also form part of the Noise and Track Keeping system which we use to:

• investigate noise complaints;

• track violations against departure noise limits and fine airlines;

• track and report on CCO and CDO adherence; and

• track and report on noise abatement procedure adherence.

We will also review how best to use the data from our existing NMTs to supplement the track keeping systems and noise modelling.

6.4 Land-use planning and management

6.4.1

Noise Insulation Scheme

We currently operate a homeowner relocation scheme for residential properties within the 69dBLAeq,16h contour area. Whilst no residential properties are currently located within the 69dBLAeq,16h contour we will continue to keep this policy to provide protection against the highest noise levels, should they ever occur in the future.

We currently operate a Noise Insulation Scheme (NIS) to mitigate noise for communities most affected by aircraft noise in line with current aviation noise policy. The scheme will provide a financial contribution towards noise insulation for residential properties, hospitals and schools within the 92-day summer average 63dBLAeq,16h contour.

We arrange for assessments to be made of properties applying for the scheme to identify what, if any, insulation would be effective in achieving appropriate noise reduction.

Examples of improvements that could be made are:

• Replacement/enhanced windows

• Acoustic air vents or simple wall mounted ventilation systems

• Loft insulation

• Replacement/enhanced external doors

The management of the NIS is overseen by the Airport Consultative Committee (ACC). Full details of our current Noise Insulation Scheme can be accessed at the following link: Noise Insulation Scheme

As part of this Noise Action Plan we propose to extend the residential Noise Insulation Scheme to properties within the 92-day summer average 60dBLAeq,16h contour, going beyond aviation noise policy requirements. This would increase the number of eligible properties dramatically as can be seen in Table 7 and Figure 3 (using data from 2023).

Figure 3: Extent of residential NIS eligibility contours based on 2023 data

Table 7: Approximate numbers of residential dwellings eligible for current and proposed NIS

Contour

63dBLAeq,16h – current scheme

60dBLAeq,16h – proposed extension

DRAFT

Approximate number of eligible residential dwellings

Glasgow Airport engages directly with the local planning authorities to ensure awareness of aircraft operations is considered in the development of noise-sensitive land use. We contribute to local development plans and monitor planning applications within the vicinity of Glasgow Airport. We also actively contribute to improving aircraft noise information in local planning policy and seek to influence Government policy where appropriate.

6.5 Operating restrictions

The ICAO Balanced Approach and The Airports (Noise-related Operating Restrictions) (Scotland) Regulations 2019 require us to consider all other aspects of the Balanced Approach (reduction of noise at source; land-use planning and management; and noise abatement operational procedures), before implementing any operating restrictions. This ensures that the range of possible mitigation measures is considered in a consistent way with a view to addressing noise impacts in the most costeffective way.

6.6 Military aircraft

Military aircraft are not governed by the same rules and certification criteria that apply to civilian aircraft. This is controlled by the UK Government, and our noise management controls cannot be imposed on military aircraft operations. That said, our objective is that where requests are made of the Airport to accept military aircraft, we will seek to encourage these to be restricted to between 07:00 and 23:00 hours, with the only exceptions being for essential operations, mostly on compassionate grounds. In cases where we permit arrival operations during the night (23:00 – 07:00), we will seek to encourage subsequent departures to depart after 07:00. We will monitor complaints involving military flights and review this policy as appropriate.

6.7 Air ambulances

We are proud to provide a base and support for helicopter services for Police Scotland, HM Coastguard and the Scottish Ambulance Service and because of the vital nature of these services they are exempt from our noise management controls. This can mean that there are occasionally unscheduled and unplanned emergency response helicopter flights which can happen at any time in the day or night.

6.8 Contribution to noise research

Glasgow Airport is one of a number of UK airports currently providing data to the Department for Transport in support of a study into night-time flying. The research is seeking to understand the effects of aviation night-noise exposure at a range of time periods during the night on sleep disturbance and annoyance. This is part of a broader programme of work the Department is undertaking to develop the overall evidence base on the costs and benefits of night flights. Our involvement in the study is to provide data to enable analysis to be undertaken but otherwise we have no involvement in the process or output. We are pleased to facilitate this novel research into the noise effects of aviation.

Glasgow Airport also contributes to funding research that will benefit the aviation industry and our local communities. For example, we are currently funding a PhD at Strathclyde University to better understand the phenomenon of aircraft vortex which has the potential to damage properties close to the airport.

6.9 Noise and sustainability

The UK Government confirmed, via the 2017 Air Navigation Guidance, that up to 4000ft the UK Government’s environmental priority is to minimise the noise impact of aircraft and the number of people on the ground affected by it. Nonetheless, Glasgow Airport is dedicated to reducing carbon impacts as well as noise impacts, noting that there is a careful balance to be struck.

Achieving net zero, supporting our communities and supporting our people are the central pillars of our sustainability strategy. A key component of our future plans will be the ongoing delivery of our net zero roadmap which was updated during 2023. This identifies the decarbonisation measures we will implement over the coming decade to address our direct emissions while at the same time supporting our partners with their transition to a more sustainable future. This transition will see us invest in new technology and harness innovation, whether that is making sustainable aviation fuel (SAF) available at our airports, generating our own clean energy on-site or trialling artificial intelligence to enhance the customer experience. These are just some of the projects already underway at AGS.

We have already made significant progress in addressing our environmental impacts with each of our airports achieving carbon neutrality status in 2020. As a group, we have committed to achieving net zero carbon for our direct emissions (Scopes 1 to 2) by the mid-2030s. In addition, AGS is a signatory to Sustainable Aviation’s decarbonisation roadmap which was the first national net zero aviation commitment anywhere in the world. We have also joined airports across Europe in signing ACI Europe’s NetZero 2050 pledge; a commitment to achieving net zero for the carbon under our control by 2050. These are positive and important first steps towards decarbonising our operations, however, we recognise there is more work to do.

As part of our efforts to accelerate both our own and the sector’s net zero ambitions, we have established a series of industry-wide partnerships. With funding from the Scottish Government, we are working with companies including ZeroAvia and easyJet to create a blueprint for airports to support hydrogen powered flight. Together with the Connected Places Catapult we have established the UK’s first “airport living lab” which will see AGS become a testbed for a host of groundbreaking technologies that will have the potential to transform the way in which airports operate.

For more information please see the AGS Airports sustainability strategy

DRAFT

6.10 Monitoring and reporting progress

To evaluate the effectiveness and delivery of the Noise Action Plan, we have established performance indicators, timescales and targets as outlined within Section 7. In addition, we monitor our progress each year through a comprehensive Annual Noise Report which is made available on our website and contains:

• statistics on the number, type and time of day of aircraft movements;

• adherence to Continuous Descent Operations (CDO) and Continuous Climb Operations (CCO) targets;

• number and timing of engine test runs;

• statistics on noise complaints;

• information on community engagement; and

• progress against actions in this Noise Action Plan.

As part of this Noise Action Plan we are undertaking a review of the contents of our Annual Noise Report, in consultation with local stakeholders, to ensure that the report provides clear and useful information that is valuable to our local communities.

Noise Action Plan

We will present key noise initiatives and report on our progress against this Noise Action Plan to the Glasgow Airport Consultative Committee.

Number of meetings and actions/outcomes produced from meetings Ongoing

We will continue to publish an Annual Noise Report which will be available on our website and contain:

• statistics on the number, type and time of day of aircraft and helicopter movements;

• adherence to Continuous Descent Operations (CDO) and Continuous Climb Operations (CCO) targets;

• number and timing of engine test runs;

• statistics on noise complaints;

• information on community engagement

• progress against actions in this Noise Action Plan.

Publish Annual Noise Report Ongoing

We will undertake a review of the contents of our Annual Noise Reports, in consultation with local stakeholders, to ensure that the report provides clear and useful information that is valuable to our local communities.

DRAFT

Completion of review and update to Annual Noise Reports

Incorporate feedback into 2024 report. Published updated report early 2025

number of people affected

Communities within and beyond the 55dBLden contour (estimated >6,500 people)

We will update our noise webpage with information on key noise initiatives and strategies.

We will upgrade our complaints and enquiries process with a new system that will allow improved analysis of trends. This will be used in combination with our noise and track-keeping system to investigate any complaints related to off-track infringements.

We will continue to operate a free noise action line, dedicated email inbox and online noise complaints and enquiries form. We will log all complaints, seek to respond to 100% of complaints and enquiries within five working days and report our performance to the Glasgow Airport Consultative Committee.

Update of webpage

Webpage to be updated by end of 2025

Communities within and beyond the 55dBLden contour (estimated >6,500 people)

Number of enquiries and complaints received and rate of response. Ongoing N/A

We will monitor how communities feel about our aircraft track visualisation modelling software and strive to increase the number of users.

We will review how best to use the data from our existing noise monitors to supplement the track keeping systems and noise modelling.

Software deployed and publicly available. Number accessing the tool. User feedback. Ongoing

We will continue to use our FlightPath fund to provide financial support to community groups and charities that are committed to improving the opportunities, facilities and services available to local people most affected by the airport.

Completion of review

Review complete by end of 2025

Number of projects funded and value of donation Ongoing

Communities within and beyond the 55dBLden contour (estimated >6,500 people)

Communities in close proximity to the airport

We will undertake reviews of our differential landing charges and other methods of incentivisation to encourage the industry adoption of quieter aircraft.

As part of AGS group we will work with our partners in Sustainable Aviation to achieve the visionary noise goals of FlightPath 205013 which seek to achieve a 65% reduction in perceived noise, or 15dB, from aircraft by 2050 compared to 2000.

Completed review

Review complete by end of 2025

Progress against the EU Flightpath 2050 target of 65% reduction in perceived noise, or 15dB, from aircraft by 2050 compared to 2000. Ongoing

We will support the development of Sustainable Aviation’s updated Noise Roadmap and will encourage the development of electric and hybrid electric aircraft and consider the noise implications of future aircraft technology.

We will continue to enforce our policy on aircraft ground runs. We will investigate any complaints received from ground running activity and revisit our policies if appropriate. We will report quarterly on the frequency and times of engine running to the local community through the website and in our Annual Noise Report.

Sustainable Aviation targets. Ongoing

We will undertake noise monitoring of engine ground running to better understand its potential impact on our closest neighbours. We will use the information for this monitoring to review our ground running policies and investigate potential further control measures.

Number, location and duration of engine runs. Ongoing

Monitoring complete

Monitoring to be undertaken in 2025

Communities within and beyond the 55dBLden contour (estimated >6,500 people)

Communities in close proximity to the airport

We will continue to replace diesel powered ground power units (GPUs) with Fixed Electrical Ground Power (FEGP) at the international stands to allow aircraft to take electricity directly from the local grid, helping to reduce noise by limiting the amount of time that aircraft will need to run their engines at stands.

We will review our current practice and work with our airlines to encourage and assist them to undertake reduced engine use for taxiing and towing to reduce noise emissions from aircraft on the airfield.

Number of GPUs replaced

Targets will be set following Sustainability Strategy Review

We will use our aircraft track keeping systems to proactively monitor fixed wing aircraft routing and any off-track occurrences. We will use this data in discussion with airlines to identify any issues with off-track occurrences that can be resolved.

We will implement a process for fining airlines for off-track occurrences and distribute fines to the FlightPath Fund.

We will continue to implement best practice on aircraft noise management according to guidance that was published by the Independent Commission on Civil Aviation Noise whilst the commission was still active. We will review and implement any future best practice guidance issued by the Civil Aviation Authority where appropriate.

DRAFT

Communities in close proximity to the airport

Number of off-track occurrences

Ongoing with fines to be introduced by end of 2025

Communities within and beyond the 55dBLden contour (estimated >6,500 people)

Number of guidance documents reviewed Ongoing

Communities within and beyond the 55dBLden contour (estimated >6,500 people)

We will continue with our Airspace Change Proposal to modernise our airspace and seek to develop a design that minimises, and where possible reduces, the total adverse effects on health and quality of life from aircraft noise, in line with the CAA’s Airspace Change Process and our agreed airspace design principles.

We will promote adherence to the Arrivals Code of Practice (ACOP) and in particular the achievement of Continuous Descent Operations (CDO) and Continuous Climb Operations (CCO) targets where possible. We will monitor and report compliance with these targets in the Annual Noise Report.

Progression through Airspace Change gateways Ongoing

We will continue to fine aircraft in breach of our departure noise limits (94dB(A) during the day and 87dB(A) during the night) and direct the money raised through these fines to the FlightPath Fund.

We will review our departure noise limits to determine whether it would be appropriate to reduce the limits to further encourage the adoption of newer and quieter aircraft.

Land-use Planning and Management

We will actively contribute to improving aircraft noise information in local planning policy and seek to influence policy where appropriate. We will encourage the use of good acoustic design to avoid and minimise adverse impacts arising from the development of new noise sensitive buildings and encourage the adoption of the principles advocated by the Professional Practice Guidance: Planning & Noise – New Residential Development.

Percentage of flights achieving CDO and CCO compared to targets Ongoing

Money raised for FlightPath Fund.

Ongoing

Completion of review

Review completed by the end of 2025

Communities within and beyond the 55dBLden contour (estimated >6,500 people)

Communities within close proximity to the airport.

Communities within and beyond the 55dBLden contour (estimated >6,500 people)

Number of new development plans reviewed and number of responses issue to local planning authorities Ongoing

Communities within and beyond the 55dBLden contour (estimated >6,500 people)

We will continue to implement our current Noise Insulation Scheme to mitigate noise for residents and noise sensitive buildings most affected by aircraft noise in line with current aviation noise policy.

We propose to extend our residential Noise Insulation Scheme to mitigate noise for a greater number of residents most affected by aircraft noise, going beyond current aviation noise policy.

Operating Restrictions

Number of eligible properties Annual review

Our Noise Action Plan is consistent with the ICAO Balanced Approach and The Airports (Noise-related Operating Restrictions) (Scotland) Regulations 2019, which requires operating restrictions to be considered only after other measures of the Balanced Approach have been exhausted and only where it is cost effective to do so. We will continually review the effectiveness of our mitigation measures in the context of the balanced approach to ensure that mitigation is considered in a consistent way with a view to addressing noise impacts in the most cost-effective way.

Number of eligible properties

Extended Noise Insulation Scheme to open in 2025

Communities within the 92-day summer 63dBLAeq,16h contour (estimated 5 people)

Communities within the 92-day summer 60dBLAeq,16h contour (estimated 1,500 people)

Tracking of Noise Action Plan and mitigation measures. Ongoing N/A

7.1 Estimating the reduction in the number of people affected

The Environmental Noise (Scotland) Regulations 2006 require that Noise Action Plans must meet the requirements in Annex V of the Environmental Noise Directive (EC Directive 2002/49) which includes the requirement that each action plan should “contain estimates in terms of the reduction of the number of people affected (annoyed, sleep disturbed, or other).”

The extended noise insulation scheme (action 24) will reduce annoyance and sleep disturbance for those who are eligible and take part in the scheme. For example, considering the latest year of modelled data for the 92-day summer (2023), extending the noise insulation scheme will result in the eligibility increasing from approximately 5 people to approximately 1,500 people, resulting in a reduction in annoyance and sleep disturbance for up to 1,495 additional people.

Actions 9 to 11 will drive the industry to continue to improve aircraft noise performance with a Sustainable Aviation target of 15dB reduction from aircraft by 2050 compared to 2000. This equates to a reduction in the percentage of highly annoyed persons by approximately 29% and a reduction in the percentage of highly sleep disturbed persons by approximately 20%14.

Appendix A

Noise

contour maps

B1 Appendix B

Staff

Computer/Software

Research, Events and Subscriptions.

Consultancy

Environment, communications and Airside Operations team. Director's time. AGS central team support £115,000

Noise Track Keeping Software, noise footprint software, website development and computer equipment

Research on noise and operational performance matters. Stakeholder conferences, venue costs and expenses. Airport Consultative Committee, other noise meetings. Research project support. Subscriptions

£65,000

£25,000

Preparation of annual noise contours and support on implementation of noise improvement measures £30,000 Publications Airport noise literature and Noise Action Plan £25,000