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
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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
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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
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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.
