Review of existing Section 106 Agreement - Thanet District Council

possible. Historic stored data will also allow any subsequent noise complaintto be fully assessed, as necessary.The level of sophistication of some Airport Noise Monitoring Systems(ANOMS) available can include the ability to produce continuously availablenoise contours, if required by the nature of the monitoring circumstances.However, in normal circumstances noise contour production on an annual orseasonal basis is adequate, and the contours are more efficiently obtained asa specific and separate task by specialist contractors.The introduction of a monitoring system involves considerable capital, even forthe most basic arrangements, covering not only the cost of the system itself,but the also the purchase of sites off airport to house the NMT sensors, highquality communication links from the NMTs to the central computer. There arealso revenue costs related to system management training, and the recurringmaintenance and calibration tasks once the system is installed. Equallyessential to any of these systems are staff resources dedicated to itsoperation, and to administrate any resulting reporting and complaintsprocesses introduced.3.7 Arrival and departure flight pathsDeparture routes flown by aircraft departing or arriving at an airport aredependent on other air traffic routes above or adjacent to the airport, locationof sensitive landuses such as housing, and the performance capabilities of theaircraft in terms of rate of climb or rate of turn.For departing aircraft it may be possible to develop takeoff routings which turnaircraft away from sensitive areas, with these routes becoming the publishedstandard for the airport, the Standard Instrument Departure routes (SID) TheSID(s) would pass over the least populated areas wherever practical, tobecome the Noise Preferential Route(s) (NPR). An NPR is a corridor some3km wide (1.5km either side of the SID). In respect of aircraft landing thesame principles can apply but the nature of the “funnelling” of the aircraft ontothe runway on the final stages of descent limits routeing possibilities.It must be emphasised that control of an aircraft’s adherence to an NPR islimited since at an altitude of between 3,000 to 7,000ft the main CAA NationalAir Traffic Service (NATS) take over control of the aircraft. The NATSrecognises environmental objectives as part of its exercise of air navigationfunctions, and assists in establishing NPRs where possible in conjunction withan airport. Before an NPR can be established or modified NATS proceduresinclude the requirement to carry out a full safety case evaluation. In addition aformal public consultation process is necessary for changes to air routeingsbelow 7,000ft altitude, and when proposed changes would have a significanteffect on the level and distribution of noise in the vicinity of an airport or theshape of its existing noise contours.Deviation from the NPR can occur for a variety of reasons such as the need tomaintain safety separation from other aircraft, adverse weather conditions, orairways congestion near to navigational beacons, rather than simply error bythe aircraft. A resulting Non Standard Departure (NSD) may be directed byEU00142:FINAL REPORT PAGE 12