MANSTON AIRPORT

GLOSSARY OF TERMS

Part 1 Legislation and Published Standards

S106 Agreement Section 106 (S106) of the Town and Country Planning Act 1990
allows a local planning authority (LPA) to enter into a legally-
binding agreement or planning obligation with a landowner in
association with the granting of planning permission. The
obligation is termed a Section 106 Agreement.

These agreements are a way of delivering or addressing matters

that are necessary to make a development acceptable in planning
terms. They are increasingly used to support the provision of
services and infrastructure, such as highways, recreational
facilities, education, health and affordable housing.

The scope of such agreements is laid out in the government’s

Circular 05/2005. Matters agreed as part of a S106 must be:

• relevant to planning
• necessary to make the proposed development acceptable
in planning terms
• directly related to the proposed development
• fairly and reasonably related in scale and kind to the
proposed development
• reasonable in all other respects.

The original s106 Agreement between Manston Airport and Thanet

DC was prepared in 2000 focused on establishing environmental
control and management procedures relating to aircraft noise, night
time flying, noise preferential routings, noise monitoring and
reporting, engine testing, air pollution and surface access strategy.

The Aviation White The Future of Air Transport published in December 2003. This
Paper document set out the government’s plans for air transport within the
UK by proposing a strategic framework for the development of
airport capacity in the UK over the next 30 years. It endorsed a
balanced approach which recognised the importance of aviation to
the national and regional economies, sought to reduce and
minimise the impacts of airports on those who live nearby and on
the natural environment, whilst ensuring that, over time, aviation
would pay its external costs. The White Paper emphasised the
importance of making the best use of existing capacity of the
London and regional airports. On the question of noise associated
with night time flights the document stated in section 3.12:
“The government recognises that noise from aircraft operations at
night is widely regarded as the least acceptable aspect of airport
operations. We will bear down on night noise accordingly, but we
must strike a fair balance between local disturbance, the limits of
social acceptability and the economic benefits of night flights. This
should be done on a case by case basis.”
Civil Aviation Act In respect of noise mitigation measures, there are currently three
1982 airports designated under this Act: Heathrow, Gatwick and
Stansted. At all other non-designated airports within the UK, the
noise impacts associated with their operations can only be
controlled through operational restrictions imposed by the planning
system and the goodwill of the airport operators.
The Department for Transport has overall responsibility for the
control of aircraft noise in the UK. Section 76 of this Act states
that no action for trespass or nuisance can be taken as long as
an aircraft observes the rules of the Air and Air Traffic Control
Regulations - which also cover ground movements. This principle
dates from 1920 when aircraft were exempted from nuisance
legislation to protect a small growing industry.

The Aerodromes Manston Airport is designated in the Schedule of this Order and is
(Designation) required to establish a formal Consultative Committee.
(Facilities for
Consultation) A Consultative Committee only has the power to advise the airport
(Amendment) Order management and to make recommendations which may not be
2002 legally binding.

KIACC Kent International Airport Consultative Committee

The Aerodromes Implemented, in the UK, EC Directive 2002/30/EC. Under these

(Noise regulations the Secretary of State for Transport retains
Restrictions()Rules responsibility for noise issues at the three designated airports – see
and Procedures) Civil Aviation Act 1982 above. At all other airports, including
Regulations 2003 Manston, the airport operator is the competent authority and is
responsible for setting out the environmental noise objectives for
the airport. Annexe II of the regulations sets out the information
that needs to be considered in making decisions on operating
restrictions. These include: existing noise mitigation methods,
forecasts of future noise climate without further noise mitigation
measures, and an assessment of the effects and costs of additional
measures that could be taken to improve the noise climate. This
assessment of noise is also linked to a noise mapping process that
is set out in the Environmental Noise Directive (END).

Planning Implemented, in the UK, EC Directive 85/337 and these regulations

(Environmental Impact
require that an Environmental Impact Assessment (EIA) is
Assessment)(England
and Wales)
undertaken for certain types of project before planning consent can
Regulations 1999 be granted. For certain types of project such as those relating to
major aerodromes, EIA is mandatory. For a wider range of
projects, including new aerodromes, EIA is required if the project is
likely to have significant environmental effects. In cases where EIA
is required, the likely effects of noise will be one of the issues to be
considered and dealt with in the Environmental Impact Assessment
report prepared by the developer and submitted to the local
planning authority with the planning application.

Scoping Document This document establishes the full scope of the environmental
assessment and should be agreed in writing between the developer
and the local planning authority.
PPG 24 Planning This statutory guidance issued in 1994 by the former government
and Noise department the Department of the Environment is still current. The
document guides local authorities in England on the use of their
planning powers to minimise the adverse impact of noise. It
outlines the considerations to be taken into account in determining
planning applications both for noise-sensitive developments and for
those activities which generate noise.

It explains the concept of noise exposure categories for residential

development and recommends appropriate levels for exposure to
different sources of noise.

It also advises on the use of conditions to minimise the impact of

noise. Six annexes contain noise exposure categories for
dwellings, explain noise levels, give detailed guidance on the
assessment of noise from different sources, gives examples of
planning conditions, specify noise limits, and advise on insulation of
buildings against external noise.

As statutory guidance, the advice contained within this document is

authoritative and is often referenced in noise impact assessment
reports undertaken as part of the EIA process – see above and at
planning inquiries, and hence the document carries a lot of weight
in the overall planning process.

Airport Master Plan The government White Paper The Future of Air Transport 2003
(see above) states:
“Airport operators are recommended to maintain a master plan
document detailing development proposals. An airport master plan
does not have the status of a development plan, but the level of
detail contained within it is essential to inform the content of the
Local Development Framework. We will expect airport operators to
produce master plans, or where appropriate, to update existing
master plans to take account of the conclusions on future
development set out in this White Paper.”
Master plans thus provide a mechanism for airport operators to
explain how they propose to take forward this strategic framework
in the form of airport-specific proposals, designed to help inform the
regional and local planning processes and facilitate engagement
with a wide range of stakeholders.

Stakeholder Put in its simplest terms, anyone with an interest in the

development and operation of Manson Airport, be they
representatives of airport operator, provider of services, customer,
resident, local business, elected representative on council or local
community group , local authority officer or representative of
aviation bodies.
MANSTON AIRPORT
GLOSSARY OF TERMS
Part 2 Acoustic Terminology

Ambient Noise Totally encompassing sound in a given situation at a given time

composed of sound from all sources near and far.

Background Noise Is the ambient noise, in the absence of the noise under
investigation, measured using time weighting “F”, that is equalled or
exceeded for 90% of the measurement time interval. Expressed as
LA90,T, where “T” refers to the measurement time interval in minutes.

Decibel (dB) The range of sounds capable of being heard by the human ear is
literally enormous ranging from the gentlest whisper to the roar of a
jet engine. Hence it is not practical to measure noise levels using a
standard, linear scale, but rather a logarithmic scale is necessary.
The decibel level is derived by multiplying the logarithm of the ratio
between the value of a quantity and a reference value by a factor of
10. It is used to describe the level of many quantities, including
noise and for sound, where the reference quantity is
20 micropascals, which is the threshold of normal hearing. 0 dB
represents the threshold of hearing and 140 dB represents the
threshold of pain. A change of 1 dB is just about perceptible to the
human ear under controlled conditions.
dB(A) Denotes decibels measured on a sound level meter that
incorporates a frequency weighting (the A-weighting) that corrects
for the sensitivity of the human ear, as defined in the International
standard IEC61672:2003 and various national standards relating to
the measurement of sound levels.

dB(lin)
0
dB(C)
-10

-20
dB(A)
-30

-40

-50
20 200 2000 20000
Frequency (Hz)

Equivalent This is the steady notional sound level which contains the same
Continuous Level acoustic energy over a specified time period t as the actual time
LAeq,t dB varying sound, measured in dB(A). It represents in a single figure
the average noise level of the actual varying noise level over the
defined time interval (t).

Maximum Sound This is the highest A-weighted noise level recorded during a noise
Pressure Level event over the time interval (t). The time weighting used (Fast or
(LAmax,T) dB Slow) should be stated.
Sound Exposure Sound Exposure Level (sometimes called the Single Event Level)
Level (SEL) is a measure of the total sound energy associated with a noise
or LEA dB event or series of events (such as aircraft over-flights). The LAE
value contains the same amount of acoustic energy over a
‘normalised’ 1-second period as the actual noise event under
consideration.

Noise This was defined in the Wilson report published in 1963 as

‘unwanted sound’. Noise includes vibration, except where the
context indicates otherwise. Sound is a periodic fluctuation in
pressure, typically in air. Noise is classified as a pollutant in the
European Directive on Integrated Pollution Prevention and Control.

Noise Nuisance This has been defined by the World Health Organisation as ‘a
feeling of displeasure evoked by noise’. Statutory nuisance has a
more specific meaning and is subject to legal action under the
Environmental Protection Act 1990.

Statutory Nuisance Statutory nuisance is an act or omission which has been

designated a nuisance by parliamentary statute and this includes
noise.

Noise Sensitive Any dwelling, hotel or hostel, health building, educational

Location (Receptor) establishment, place of worship or entertainment, or any other
facility or area of high amenity, which may be susceptible to noise.

Noise Source Premises at which an activity or process is undertaken, or the

operation of plant, machinery, equipment, vehicles or aircraft that
results in the emission of noise.

Aircraft Noise The International Civil Aviation Organisation (ICAO) Convention

Certification Annexe 16 Environmental Protection: Aircraft Noise sets out a
series standards for measured noise in technical chapters. The
noisiest are early generation Chapter 1 jets right up to the quietest
modern Chapter 4 jets. The standard noise certification process
measures noise at takeoff and landing on both the landing and
approach paths, in addition to the side where takeoff noise was
greatest. For certification purposes, the noise measurement index
used is the Effective Perceived Noise Level EPN dB, which is
analogous to dB(A) + 13. Each aircraft type and sub-type has
therefore a recognised and formally certified noise profile.

Noise Impact This is taken to be the quantification of the noise burden on the
community arising from the cumulative level of aircraft noise
associated with Manston Airport. It can be quantified in terms of
cumulative noise contours or the aggregation over a defined time
period of SEL contours associated with individual aircraft types –
 see below.

Noise Footprint The noise levels generated by individual aircraft can be described
as a noise footprint. This is the area on the ground contained
within a given SEL contour – see below. The noise from an aircraft
during takeoff or landing is highly directional, with most aircraft
being noisier to the rear, then the front and then the side. Fixed
wing aircraft are usually noisier on takeoff than on landing. The
area affected by noise from aircraft movements depends upon
many factors, including the type of aircraft, the engines, the weight,
the angle of the glide path during landing and any noise abatement
procedures employed during takeoff, such as restrictions on the
use of full power.

INM Model Integrated Noise Model computer software used to generate noise
exposure contours. The software evaluates aircraft noise in the
vicinity of airports using flight track information, aircraft fleet mix,
aircraft profiles and terrain.

Noise Contours Noise contours are a measure of average noise exposure

represented on the ground as a series of lines of equal exposure.
Two forms of noise contours are used to describe the noise
exposure around airports: (i) the cumulative LAeq (both daytime and
night time) and (ii) the SEL – see above for definitions. The
historical cumulative LAeq is calculated based upon aircraft
movement schedules and reliable noise measurements
experienced over a defined period and the predicted cumulative
LAeq can be derived from a calculation of forecast aircraft movement
schedules and the individual aircraft noise characteristics provided
by the formal noise certification process.
Predicted noise contours can be plotted using the Federal Aviation
Administration’s computer model - the Integrated Noise Model
(INM) Version 7.0b aircraft noise prediction software.
LAeq,8h index is used to describe night time noise exposure since it
takes account of the cumulative noise level and the number of
aircraft movements during the sensitive night time period between
23.00 hrs and 07.00 hrs.

Noise Epoch The period during the night time when an aircraft noise event is
experienced.

Quiet Epoch The period during the night time when no aircraft noise is
experienced.
These epochs are used to describe and quantify the incidence of
sleep disturbance and sleep arousal experienced by the local
population close to an airport.

Tonal Noise Noise can be described as tonal if it contains a noticeable or

discrete, continuous note. This includes noises such as hums,
hisses, screeches, drones, etc. and any such subjective description
is open to discussion when reported.
MANSTON AIRPORT
GLOSSARY OF TERMS

Part 3 Aviation Terminology

Civil Aviation The CAA is the body that regulates aviation in the UK. Its specific
Authority (CAA) responsibilities include:

• Air Safety
• Economic Regulation
• Airspace Regulation
• Consumer Protection
• Environmental Research & Consultancy

The CAA:

• Ensures that UK civil aviation standards are set and

achieved
• Regulates airlines, airports and National Air Traffic Services
economic activities and encourages a diverse and
competitive industry
• Manages the UK’s principal travel protection scheme, the
Air Travel Organisers' Licensing (ATOL) scheme, licenses
UK airlines and manages consumer issues
• Brings civil and military interests together to ensure that the
airspace needs of all users are met as equitably as
possible.

The UK Government requires that the CAA’s costs are met entirely
from its charges on those whom it regulates. Unlike many
countries, there is no direct Government funding of the CAA’s work.

ATC Air Traffic Control

Air Transportation The movement of passengers and cargo by aircraft such as

aeroplanes and helicopters.

Air Traffic The aggregate number of aircraft flights (cargo and passenger) into
Movements ATM and out of the airport over a given period of time.

Arrival and Routes flown by aircraft departing or arriving at an airport are

Departure Flight dependent on other air traffic routes above or adjacent to the
Paths airport, location of sensitive land uses such as housing and the
performance capabilities of the aircraft in terms of rate of climb or
rate of turn.

Flight Tracks At Manston Airport, standardised flight tracks such as Standard

Instrument Departure (SID) and Standard Terminal Arrival Route
(STAR) are not available. As a consequence, flight tracks required
for the generation of noise contours (see Part 2), have been
developed based on the airport’s current noise abatement
procedures
Aircraft departing Runway 10 climb straight ahead until passing 4
DME (Distance Measuring Equipment), where they are directed by
 Air Traffic Control (ATC). Aircraft departing Runway 28 climb
straight ahead to 1.5 DME where they then turn right onto a bearing
of 3100 (magnetic) until they pass 5 DME where they are then
directed by ATC.
Flight Profiles The flight path of an aircraft expressed in terms of altitude, speed,
departure weight including fuel load, range, and manoeuvre.
Flight profile data can be entered into computer programmes such
as the Integrated Noise Model (INM) software model in order to
generate noise exposure contours.

Dispersion of Aircraft departing an airport are given a departure route to follow.

Aircraft Movements In practice, such routes are not followed precisely by all aircraft
allocated to the route, since the actual pattern of departing aircraft
is dispersed about the route’s main track. The degree of dispersion
is normally a function of the distance travelled by an aircraft along
the route after takeoff and also on the form of the route. The
spread of aircraft approximates to a ‘normal distribution pattern,’
the shape and spread of which will vary with distance along the
route and this normal distribution can be mathematically modelled.
Airport noise modelling normally assumes there are five ‘dispersed’
tracks associated with each departure route; these comprise the
main track and two sub tracks either side.

ILS Instrument Landing System

Noise Preferential There are several airport-specific procedures that can be

Routes implemented to reduce the impact of aircraft noise on the
population. The standard flight paths around many airports are
chosen to be Minimum Noise Routes (MNR), now more commonly
referred to as Noise Preferential Routes (NPR). This means that
flight paths are contrived, as far as possible, to lie over sparsely
populated areas. A NPR is a corridor some 3 km wide, and it is
important to understand that deviation from the NPR can occur for
a variety of reasons, such as the need to maintain safety
separation from other aircraft, adverse weather conditions or
airways congestion near to navigational beacons. Adherence to a
NPR is further limited since at altitudes of between 3,000 ft and
7,000 ft the CAA’s National Air Traffic Service (NATS) takes over
control of the aircraft. NATS recognises environmental objectives,
including noise, as part of its exercise of air navigation functions.
NPRs have been established at Manston Airport.

Noise Monitoring Noise monitoring has become an essential requirement for airports
and Reporting in the UK as a prerequisite to the development of noise mitigation
strategies for both the short and long terms. The essential features
of a modern noise monitoring system are a series of remote
sensors/microphones (Noise Monitoring Terminals) located at
strategic positions around an airport, eg under flight paths or in the
vicinity of residential or other noise sensitive areas. These sensors
collect and transmit data on individual noise events to a central
computing and reporting system. Such systems can also be
designed to receive air traffic movement data, enabling each
individual aircraft to be identified with the recorded noise events. In
this way, in real time, an immediate comparison against noise and
flight path standards relating to takeoff and landing can be made.

Noise Complaints The 2003 Department for Transport Guidelines for Airport
Procedure Consultative Committees (see Part 1 of Glossary) encourage
 formal monitoring and reporting practices. Telephone, e-mail and
website contact details should be widely publicised, identifying the
responsible manager at the airport, together with guidance on how
the complaints procedure operates. Targets for a response by the
airport, including the necessary follow-up action, should be
established and the airport’s performance in this regard should be
monitored by the local authority and the Consultative Committee.
The Environmental Information Regulations 2004 serve as a further
pressure upon the airport to disclose the necessary environmental
and operational information in order to keep the council and the
public properly informed about the airport’s activities.

Night time Flying Relates to all aircraft arriving at or departing from the airport
between the eight-hour period between 23.00 hrs and 07.00 hrs.
Hence LAeq,8h noise exposure contours are developed to describe
the noise impact of night time flying.

Shoulder Periods These are the two short time periods at the beginning and end of
the night time period taken to be between 23.00 hrs to 23.30 hrs
and from 06.00 hrs to 07.00 hrs.

Night Quota Counts These have their origins in the night flying movement and night
quota system formally operated at the three designated airports of
Heathrow, Gatwick and Stansted. Nowadays a quota count system
is operated informally at other UK airports. The Quota Count score
is shorthand for the degree of noise created by aircraft both at
takeoff and landing, where the Quota Count is based upon the
certified noise levels (see Part 2) according to the following table:

Quota Count Scoring System

Certified Noise Level (EPNdB) Quota Count

> 101.9 16

99 - 101.9 8

96 - 98.9 4

93 - 95.9 2

90 - 92.9 1

< 90 0.5

Hence the control of noise arising from night time flights can be
controlled by setting a limit on the total number of allowable night
time movements, in addition to setting a maximum quota allowance
based upon the noise generated by any aircraft type. In theory, this
encourages the use, at night, of the quieter aircraft, where, for
example, 8 movements of QC 0.5 aircraft would ‘use up’ the same
quota allowance as a single Q4 aircraft.

MTOW Maximum Take Off Weight of aircraft

Nm Nautical Miles

SIGS Sound Insulation Grant Scheme

SID Standard Instrument Departure

A SID is usually assigned by air traffic control to the pilot based on
the destination (or actually, the first waypoint in the flight plan) and
the active runway. A standard instrument departure procedure
consists of a number of waypoints or fixes, which may either be
given by their longitudinal and latitudinal coordinates or which may be
radio beacons.

STAR Standard Terminal Arrival Route

A STAR usually covers the phase of a flight that lies between the top of
descent from cruise or en-route flight and the final approach to a runway
for landing.

DME Distance Measuring Equipment.

Aircraft use DME to determine their distance from a land-based
transponder by sending and receiving pulse pairs - two pulses of
fixed duration and separation.

Airport Service All airports in England and Wales with aggregate annual air
Access Strategy transport movements in excess of 1000 are required to prepare an
Airport Service Access Strategy which sets short term and long
term targets for decreasing the proportion of journeys by workers
and passengers to and from the airport by car and which increases
the proportion of the same journeys using public transport.