Tighter regulation

Tightening regulations on noise
Noise from planes is regulated on several levels:

a. Internationally
b. At a UK level
c. Locally

a. International noise regulations
The International Civil Aviation Organisation (ICAO) is part of the United Nations and regulates civil aviation across the world. It sets the standards that planes have to meet on a whole range of issues, including noise.

From time to time, ICAO sets new noise standards. Aeroplane and engine manufacturers then have to ensure that all new aircraft are built to these standards – or ‘Chapters’, as they are known (from the relevant chapter of Annex 16 of the ICAO Convention on Civil Aviation).

In 2001, ICAO set a new set of standards – called ‘Chapter 4’. It said that from 2006, all new aircraft must be 10 decibels quieter than the then current standard (which is ‘Chapter 3’). Chapter 3 aircraft are themselves again quieter than their predecessor, ‘Chapter 2’, which are now completely banned in the UK.

As you can see, this is an on-going process, and ICAO will review its ‘Chapter 4’ standards again at some point in the future.

This process shows that the international regulations have two functions: they drive the manufacturers to improve standards, and they also push out planes that only meet the older standards.

But do we have a say in how this works?
This is an important process. To get tighter noise regulations introduced more quickly, we at BAA talk to and lobby these international bodies – both directly and indirectly, through the national and international associations that we’re members of.

For example, BAA is very active through our European trade association, ACI (Airports Council International) Europe, in lobbying for tighter standards at ICAO.

b. UK noise regulations
Noise at Heathrow is regulated by the Government’s Department for Transport (DfT). There are many Government regulations which must be kept to. In summary, they are:

Night-time noise restrictions

• The size of the Quota Counts.
• The number of flights allowed at night.

It is our job to make sure that the airlines operate strictly within these restrictions.

How much noise a plane can make when it is taking off 

• 94 decibels (Maximum level) during the day. (Add times) 7am – 11pm
• 89 decibels (Maximum level) in the ‘shoulder period’. (Add times) 6am -7am and 11pm to 11.30pm
• 87 decibels (Maximum level) at night. (Add times) 11.30pm to 6am

These limits set by the DfT apply at 6.5km from the start of the roll, i.e. the point on the runway where the plane starts to move in order to take off.

If a plane goes over these levels, we will fine them. We then use the money for local community projects.

The flight paths that a plane must follow when it is taking off

• The height at which a plane can leave a takeoff flight path, i.e. 4,000 feet
• Some specific procedures for take-offs and landings. For example, westerly preference at Heathrow, runway alternation, and night time rotation of operations between easterlies and westerlies.

The Airport, airlines and Air Traffic Control have to comply with these regulations. Again, we monitor planes that fly ‘off-track’ without good reason and work with the airline to try and improve their performance.

c. Local noise regulations and agreements
Heathrow is not just regulated by the Department for Transport. It also has to comply with any planning conditions imposed under the planning process as part of permissions for development at the Airport.

When Heathrow was granted planning permission to build Terminal 5, a number of planning conditions were imposed relating to its construction and operation. Breaking them would not only break the trust between the airport and the local community, but would also bring penalties. For example, Heathrow is not allowed to have more than 480,000 flights a year once Terminal 5 has opened. Another condition is that the local area that is exposed to an average of 57 decibels (LAeq) cannot be any more than 127km² in 2016.