Review of existing Section 106 Agreement - Thanet District Council

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5 KIA – Future Development and AirportBusiness Needs5.1 Future development of KIAKIA initially developed as a specialist freight airport, although the airporthandled some specialist passenger charters, predominantly to the FormerYugoslavia during the 1960s and 1970s. Specialist dedicated freighteroperations continue, although its main based airline, MK Airlines, moved to anew base at Ostend in Belgium in August 2004. There are still some ad-hocfreighter flights, mainly emergency relief and aircraft visiting the specialistmaintenance centre, Jet Support. KIA’s owner, Planestation, have however,stated that they intend to find another home-based freighter operator toreplace MK Airlines.Although KIA have attempted to attract passenger flights over the past fiveyears, until August 2004, this was mainly restricted to the occasional charterfor cruise liners sailing from Dover. In August 2004, however, a new low-costairline, EUjet, started operating from KIA to some 19 UK and Europeandestinations using Fokker F100 aircraft. Planestation subsequently acquired a60 percent shareholding in EUjet.Unlike other low-cost airlines (with the exception of Flybe), EUjet do not utiliseaircraft within the 140-180 seat range (eg B737/A319/A320), but insteaddeploy a fleet of Fokker F100 aircraft. These have a more limited range,seating capacity and cruising speed although, they may, in somecircumstances, be more commercially viable for certain routes. The feasibleflight schedules will be dependent on sector length and turnround times, buttypically three daily rotations to destinations in western Europe (eg southernSpain and Portugal) would require an initial departure ex-KIA in the earlymorning (0600-0700 hours) and a final return to base at between 2300-2400hours). Given the nature of the fleet and the typical sector lengths for many ofEUjet’s routes, it is difficult to avoid a number of arrival flights into KIA in thelate evening.5.2 Forecasted traffic growth and implications for aircraft noiseEUjet have stated that they expect to carry some 300,000 passengers throughKIA in its first year of operation. This is expected to rise to 2 millionpassengers per annum by the end of the third year of operation. Longer-termtraffic projections (eg in ‘Strategic Master Plan for the Development ofManston Airport’, Arthur D Little, March 2001) suggest that traffic might rise to3.5 million by 2010 and to 4.4 million by 2015. These longer-term projections,are however, beyond the scope of this particular exercise.We understand that the latest noise contours produced (Bickerdike AllenPartners – February/March 2002 – Appendix A) show daytime LAeq, 16 hrnoise contours for the Summer Periods 2000 and 2001 and the Annual Period26/9/00-26/9/01. These were based on the actual traffic mix (ATMs) duringthese periods. Forecasted noise contours were also prepared for Summer2005, based on the then-projected traffic mix of dedicated freighter aircraft andpassenger aircraft (2 mppa). The analysis was on a total of 14,880 ATMs, ofEU00142:FINAL REPORT PAGE 23
which 1,980 were by dedicated freighter aircraft (B747-200/DC8/IL76), 840 bylarger passenger aircraft (MD11 or equivalent), 2260 by B757/B767 (orequivalent) and 9,800 by B737 (or equivalent).Given the change in the actual traffic mix (eg a decline in the level ofdedicated freighters and an increase in the number of B737 movements), wesuggest that new contours should be prepared for 2004 (based on actual data)and for 2005, 2006 and 2007 (using the most recent traffic forecasts).In terms of night noise, it is possible to prepare LAeq 8 hour noise contoursover the period 2300-0700. However, as the normal procedure is to averageall aircraft movements over the full 8 hour period, this may not necessarilyreflect the intensity of noise during the periods 2300-2400 or 0600-0700. Abetter method of establishing noise disturbance levels is to prepare a singleevent 90 dBA SEL contour based on an arrival or departure aircraft. The 90dBA SEL contour is recognised as the threshold of those at risk from sleepdisturbance from aircraft. It is recommended that these SEL contours shouldbe established for a departure and arrival by a Fokker F100 aircraft (in bothrunway directions). These contours, together with an analysis of the numbersof households affected, should be used for further discussions on future noisecontrols.EU00142:FINAL REPORT PAGE 24
Page 7 and 8: In respect of noise mitigation meas
Page 9 and 10: Directive 2002/49/EC does not intro
Page 11 and 12: appellate Court in deciding what is
Page 13: Each aircraft type and subtype has
Page 16 and 17: the Air Traffic Controllers both be
Page 18 and 19: 4 Review of UK Airport Noise Polici
Page 20 and 21: 4.6 Exeter International AirportExe
Page 22 and 23: London Stansted is four miles to th
Page 24 and 25: Norwich Airport is presently review
Page 28 and 29: 6 KIA - Existing Section 106 Agreem
Page 30 and 31: 6.3 General noise limitationsThe 19
Page 32 and 33: Such additional investment would ne
Page 34 and 35: 6.14 Third partiesIt is important t
Page 36 and 37: time noise contours” will be calc
Page 38 and 39: previous financial year. An annual
Page 40 and 41: The Noise Control measures include
Page 42 and 43: SECOND SCHEDULEThis schedule sets o
Page 44 and 45: 2.1.1 ensure that the number of Fli
Page 46 and 47: 5.2 submit to the Council and to MA
Page 48 and 49: 8.2 on and after 1st April 2002 pay
Page 50 and 51: 11.2 Prior to and in sufficient tim
Page 52 and 53: PWB/wAgreement/h.CAS/HW/VJN - 11 -
Page 54 and 55: KENT INTERNATIONAL AIRPORT - MANSTO
Page 56 and 57: 6.2 Any night time passenger arriva
Page 59: Appendix B2KIA 54-72 dBA Leq 16 hou
Page 63: Appendix B4KIA 54-72 dBA Leq 16 hou
Page 67: Delta House175-177 Borough High Str

Review of existing Section 106 Agreement - Thanet District Council

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