Environmental Assignment

A ir Transport Environm ental P lanning
Sustainable D evelopm ent P lan
C ranfield A irport
B artom eu P ericás Salom
1 st M arch 2019
Contents
Introduction ..................................................................................................... 3
D evelopm ent .................................................................................................... 4
M ission Statem ent ....................................................................................... 6
Environm ental G oals ................................................................................. 7
Environm ental Im pacts ........................................................................... 8
N oise ................................................................................................... 8
A ir Quality ...................................................................................... 11
W aste M anagem ent ....................................................................... 14
C om m unity Engagem ent ............................................................. 15
C onclusions ........................................................................................ 19
R eferences ........................................................................................... 20
A nnex of D ata .................................................................................. 21
Sustainable Development Plan C ranfield A irport 1

List of Figures
Figure 1. Phases Description ........................................................................................ 4

Figure 2. Cranfield Airport distribution after development. ........................................ 5
Figure 3. Environmental Goals .................................................................................... 7
Figure 4. Analysis of airport environmental context. ................................................... 8
Figure 5. Noise Contours ........................................................................................... 10
Figure 6.The Waste Hierarchy ................................................................................... 14
Figure 7. Community Engagement Strategy Breakdown ........................................... 15
List of Tables
Table 1. Noise levels at Stringfellow and Holywell School ......................................... 10

Table 2. CO2 emissions per type of vehicle ................................................................ 13
Table 3. CO2 emissions per passenger for different cases ........................................... 13
Table 4. Operations by aircraft and runway .............................................................. 22

1 Introduction
The development of airport infrastructure touches upon several areas that need
to be addressed thoroughly prior to finalizing future development plans, and an
assessment of the proposed infrastructure’s environmental impact and integration
forms an integral part of this.
Accordingly, identifying potential environmental impacts of proposed airport

projects is an integral part of the master plan update process. This environmental
overview has been prepared to identify potential environmental impacts associated with
the proposed airport improvement projects for the Cranfield Airport and to discuss,
where applicable, potential mitigation measures to minimize these impacts. Considering
the previously mentioned, every environmental analysis of an airport activity should
include the consideration of its local and global effects.
At a local level, it is necessary to consider any possible impact of the

infrastructure on its immediate environment, whether this consists of residential areas
and the community, farmland or natural areas.
At global level, the focus will be on an airport’s impact on climate in terms of

the environment of the country concerned, but also assuming the responsibility it has
for its potential effect on the global climate, in terms of global warming and degradation
of the ozone layer.

2 Cranfield
Development
Airport development seeks to support Cranfield
development along with the increase of the competitiveness of the aviation sector in
University
the South England area.
The development has been assessed in terms of its impacts upon; the living
conditions of the occupants of surrounding residential properties (including noise and
disturbance), highway safety, flooding and drainage, ecology, rights of way networks,
contaminated land and on other relevant technical material considerations.
The development of the airport is divided in two phases: the first phase (2019 –
2021) and the second phase (2022 – 2024). This development has the objective of
transforming Cranfield Airport in a business airport, to get it away from training
business but maintaining general aviation, and to adapt the infrastructure to reach
25,000 movements per year, operating at 25% capacity of the 103,000 movements per
year recorded in 2003, with operations from 08:00 to 18:30 from Monday to Friday and
from 09:00 to 18:00 on weekends and public holidays.
The two phases consist on the developments shown in Figure 1.
Figure 1. Phases Description

2 Development
The new airport will have the distribution and layout shown in Figure 2, with
the additional Solar Farm and the 300 meters runway extension.
Figure 2. Cranfield Airport distribution after development.
With the extension of the runway, Cranfield Airport will allocate a 1,800 meter
runway. The airport is aimed to mixed aircraft operations, 70% of the movements by
Gulfstream IV and 30% of the movements by the Cessna Citation CJ4.

3 Mission Statement
Managing the impact London Cranfield Airport operations have on the local and
global environment and local communities is a priority for the Airport. Care for the
environment, the local environs and energy consumption are not hollow concepts. All
the more so as everything is in keeping with the company’s mission and vision.
The airport's commitment to managing its impact on the environment is

outlined in its Environmental Mission Statement.
“London C ranfield A irport recognizes its im pact on

the environm ent and on the com m unities
surrounding the airport w hile acknow ledging the
im portance of proactive m easures for a sustainable
future. W e aim a achieving a carbon neutral grow th
by leveraging on C ranfield U niversity ’s expertise and
w e com m it to involve local com m unities to grow the
business through com m unication and agreem ent.”
London Cranfield Airport is determined to exercise a positive role among the

community, providing more than just connectivity for large corporations in the area
and businesses in London. The airport is committed to exercise the role of a transmitter
of opportunities and creator of a good environment around the vicinities of it.
Additionally, the vision of future for London Cranfield Airport is to have a sustainable
growth, for all communities neighbouring the airport and the global environment.

Environmental
4 Goals
London Cranfield Airport endeavours to comply with its environmental
engagement. In order to achieve this, the airport strives to accomplish by the end of
2024 the following environmental goals.
To achieve a carbon neutral growth by the

01 end of 2024.
To improve air quality assessments using

02 new technology and systems.
To purify water living the airport and to

03 minimize waste generation.
To reduce emissions from ground-handling

04 vehicles.
To contribute to the social and educational

05 development of our surrounding community.
To provide a cutting-edge approach to

06 managing biodiversity.
To be recognised for excellence in noise

07 management.
To raise environmental awareness amongst

08 employees.
Figure 3. Environmental Goals

Environmental
5 Impacts
The strategic analysis of London Cranfield Airport environmental impacts starts
with the study of the current situation in environmental terms. When analysing all the
environmental context of an airport the common aspects to be concerned about are the
following, shown in Figure 4.
Environmental context
Environmental Environmental
Management Regulations
Waste Water Biodiversity Bird Strike

Noise Air Quality
Management Quality Conservation Control
Figure 4. Analysis of airport environmental context.
The environmental aspects considered as most significant are noise emissions,

air quality (CO2 emissions) and waste management.
Noise
Noise can be a concern for communities living close to an airport and its
flightpaths. Although some noise can not be avoided on the surroundings of an airport,
London Cranfield Airport is committed to reduce and mitigate the impacts noise can
have on the communities living in the airport vicinities.
The mitigation and control of aircraft noise is regulated by a set of legislations

established by ICAO, the European Union, and the UK government. (CAA, 2019) The
noise management approach at London Cranfield Airport, as ICAO and the UK
Government set through the Aviation Policy Framework, is focused on three main
objectives and active measures: reducing noise at the source, land use planning and
management and noise abatement from operational procedures and timetabling.

Environmental
5 Impacts
The mentioned Aviation Policy Framework seeks to limit and reduce the number of
people significantly impacted by noise setting compensatory requirements to the cases
where there is no possible limitation or reduction. (March, 2013) The compensatory
requirements are the following:
• Assistance in the cost of moving for households exposed to noise levels of 69

dBLAEQ, 16h or more.
• Insulation or alternative measures for noise sensitive buildings like schools

and hospitals exposed to 69 dBLAEQ, 16h or more.
• Financial assistance toward noise insulation for residential properties which

experience a 3db increase as a result of development leading to a level of 63
dBLAEQ, 16h or more.
To determine the impact of airport operations on noise annoyance to the

community, the study of the noise levels and contours around the airport rises as a
crucial study to develop. After creating an operations day case, explained at the Annex
of Data, to analyze the noise levels around the airport, the noise contours obtained are
the shown in Figure 5.
All the assumptions and calculations done to obtain noise level contours are
explained in the Annex of Data. These noise levels areas allow to create and change
appropriate flight paths in order to reduce noise impact on the surrounding
communities, what at the end allows the airport to be a better neighbour.

Environmental
5 Impacts
Figure 5. Noise Contours
As seen in Figure 5, Cranfield village is outside the heavy noise impact due to airport
operations and Cranfield University is on the threshold of it. In addtion to the noise
level contours, a calculation of noise impact – in dBs – has been done, at two location
points – Stringfellow and Holywell School – for different arrival and departure cases for
both Gulfstream IV and Cesnna 525. These noise levels results are shown in Table 1.
Table 1. Noise levels at Stringfellow and Holywell School
R unw ay 21 R unw ay 03
Straigh
A ircraft Location Left R ight Left R ight Straight
t
Stringfellow 39.9 dB 37.9 dB 37.9 dB 35.5 dB 35.5 dB 35.5 dB
Gulfstrea
Standard Holywell
m IV 28.1 dB 24.6 dB 24.6 dB 25.6 dB 25.6 dB 25.6 dB
D eparture School
Stringfellow 40.3 dB 36.6 dB 36.6 dB 33.3 dB 33.3 dB 33.3 dB
Cessna 525 Holywell
27.1 dB 23.6 dB 23.6 dB 24.6 dB 24.6 dB 24.6 dB
School
21A R R 03A R R
Stringfellow 19 dB 28.7 dB
Gulfstrea
Standard Holywell
m IV 14.8 dB 14.8 dB
A rrival School
Stringfellow 19.5 dB 28 dB
Cessna 525 Holywell
13.6 dB 13.6 dB
School

Environmental
5 Impacts
With these noise levels at the reference points for Cranfield Village and Cranfield
University, there is no further measures to take as the noise levels don’t exceed the
limits stablished by the UK Government. Although there is no obligation to go further
this subject, London Cranfield Airport is committed to be a good neighbour and to be
responsible with the disruption airport operations can cause, therefore, it will be opened
to any concerns community may have and any trouble originated by noise levels
amending those with the compensatory requirements highlighted by the UK Aviation
Policy Framework.
Air Quality
Air quality is regulated under the European Directive on Ambient Air Quality
(2008) and Air Quality England Regulations (2010). Air quality can be assessed in
terms of aircraft emissions and in terms of road traffic emissions.
The forecasted growth in air traffic movements and road transport at the airport
could impact on local air quality, what would suppose a big impact on a rural area as
the surroundings at Cranfield.
Concentrations of NOx particulates are a key consideration given the potential

impacts on health and wellbeing. Concentrations of fine particulates (PM10) are also
important and need to be monitored and regulated. Air quality in terms of NOx will
be assessed on a monthly basis through the use of 30 diffusion tubes around the airport
site and will be monitored to not exceed maximum levels permitted by England
Legislations.
London Cranfield Airport considers that account must be taken of emissions

generated by aircraft using the airport and any possible increases in the future. The
airport is committed to take measures to reduce emissions originated by the aircraft

Environmental
5 Impacts
operations and to encourage the reduction in emissions by the introduction of an
emissions charging scheme on NOx emissions. The emission charging scheme will be
based on the European Civil Aviation Conference's recommendations on NOx landing
charge systems, where aircraft that produce more NOx will pay more to use the airport.
Similar emissions charging schemes are in place at a number of major airports as
Gatwick or Stockholm-Arlanda, but their use at smaller airports is currently limited.
By introducing such a charging system, London Cranfield Airport would be an industry
leader in the aviation business and in the UK. (De Enne, 2011)
Additionally, ICAO sets emissions standards for regulating aircraft jet engines,
the so called CAEP/6. Aircraft CO2 emissions are decreasing, with new engines
reporting emission levels below the limits, and this trend is set to continue, so aviation
will get greener and greener, what will be a benefit for the airport goals. (Dickson,
2014)
On the other hand, another significant source of emissions is road transport,

with CO2. As London Cranfield Airport is intended to serve as a connector to the world
for the businesses in the area of Milton Keynes, Bedford and occasionally London, most
passengers will arrive to the airport by private transport – taxi, private car or
limousine. But passengers are not the only source of CO2 emissions, employees also are
significant players in the road traffic emissions with their modal choices. A calculation
of CO2 emissions is done for the most representative cases of transport to/from the
airport. These cases are: a business passenger from Mercedes headquarters in Milton
Keynes going to the airport by taxi, business passenger going to the airport from
Bedford College by bus, business passenger going to the airport from London with a
VIP taxi and an employee going to the airport from Cranfield village. The results of
the CO2 are shown in Table 2 and Table 3.

Environmental
5 Impacts
Table 2. CO2 emissions per type of vehicle
Type of transport
Regular Taxi
C O 2 em issions per pax
152.11 gCO2/ppKm
Black Cab 212.95 gCO2/ppKm
Bus 100.17 gCO2/ppKm
Low Medium Car 118.3 gCO2/ppKm
Table 3. CO2 emissions per passenger for different cases
C O 2 em issions
Origin Type of transport P ax D istance [km ]
[gC O 2 /ppK m ]
Mercedes HQ Regular Taxi 1 8.5 1292.94
Milton Keynes Black Cab 1 8.5 1810.08
Bedford College Bus 1 16.7 1672.84
Low Medium Car
Cranfield Village 1 3.7 437.71
(Ford Focus)
Sigma
Pharmaceuticals Regular Taxi 1 54 11499.3
London
Knowing these quantities of CO2 emissions, London Cranfield Airport is

committed to promote travel to the Airport as sustainable as possible through increased
frequencies and connectivity with public transport and encouraging employees to use
car-sharing to get to the airport.
The fact that the airport is focused to business passengers and the shift patterns
of many staff, mean that travelling to the airport by private car will always be a
significant choice.
All in all, the strategy of the airport towards surface access is to improve public
transport connectivity and encourage employees towards car-sharing. This will
potentially reduce road transport in the airport access reducing carbon output, as well
as improving local air quality. Therefore, these measures could have a broader impact
on society.

Environmental
5 Impacts
Waste Management
Waste is generated across the differing functions and businesses operating from
the Airport site. The duty of care for managing and disposing of waste lies with the
airport operator and as such great efforts have to be made to ensure a proper waste
management system.
In the United Kingdom, the management of waste is controlled under the Waste
Regulations of 2011, which encourage the waste hierarchy of prevention, re-use and
recycling and disposal being a last resort. This waste hierarchy, shown in Figure 6,
forms the principles of waste management at London Cranfield Airport.
Prevention
Preparing for re-use
Recycling
Other
recovery
Disposal
Figure 6.The Waste Hierarchy (Airport, 2017)
The strategy of the airport in line with the Waste Hierarchy is both encouraging
and taking active measures to improve waste management systems at the airport. First,
London Cranfield Airport is committed to transmit to employees the re-usage of plastic
bottles and other products as boxes and office material. Finally, the active measure is
the promotion and adoption of electronic processes for all monitoring reports and flight
documents, as it will provide iPads to all employees to reduce paper usage.

Community
6 Engagement
London Cranfield Airport is set to be one of the most important economic assets
in the Bedford borough providing an essential service connecting Bedfordshire and
London to the world.
London Cranfield Airport is committed to be a responsible airport operator and

to being a good neighbour. From the airport we are conscious of giving due
consideration to environmental issues at all times and we strive to take actions to
minimise the impact the airport operations have on the environment.
The mission is to set a good track record of engaging with our local communities
through a variety of activities such as our community fund, educational and school
programmes and dedicated engagement forums.
In order to be a good neighbour and achieve all the goals set in community
engagement, the airport has a clear and determined strategy divided in two phases, as
shown in Figure 7.
Community
Cranfield
Engagement University
Strategy
Development Normal
Phase Operations Phase
Periodically Noise
meetings Operator Disruption
- Residents -
Authorities
Environment
Disruption
Community
Investment
Figure 7. Community Engagement Strategy Breakdown

Community
6 Engagement
Firstly, London Cranfield Airport will take leverage of the current community
engagement programme of Cranfield University, to go further with the investment in
community and the joined future growth.
Cranfield University has expertise in community engagement with surroundings

communities with its existent programmes: The Cranfield Trust and SAFAD. These
two programmes will be joined community programmes between Airport and
University to expand their positive impact amongst the communities of the airport
vicinities.
The Cranfield Trust is an independent charity working with alumni of Cranfield

and other leading international business schools to provide free management support
to UK-based non-profits to help local communities and businesses. With the airport
collaboration the programme will have more and wider impact on communities and
more resources to be more effective. (University, 2019)
SAFAD is a charity programme composed by students at Cranfield University

and set to help developing communities and countries on small-scale projects run by
non-governmental organization. Projects run by SAFAD comprise a wide variety of
environmental problems, such as water supply, sanitation, hygiene, soil conservation
and small business support. With the support of the airport this charity programme
will have more means for communication with communities around the world and more
resources for the projects. (University, 2019)
The community engagement strategy is divided in two phases, the strategy

during the expansion development and the strategy during the normal airport
operation. During the expansion development phase there will be organized periodically
meetings composed by residents on the airport vicinities, London Cranfield Airport
operators and local authorities to inform, involve and educate all surrounding

Community
6 Engagement
communities concerned about the planning and development of the airport expansion.
These meetings will serve as inputs for the airport planning and management as
communities will be able to express their concerns and inform about major disruptions
related to the construction phase and related to future aircraft and airport operations.
Additionally, they will also serve as stop points to change the planned vision for the
airport and the expansion plans in function of the community and authorities input.
On the other hand, when reaching the fully operational stage, after the expansion
is finished in 2024, the community engagement strategy will be focused on noise
disruption, environment disruption and community investment.
The Cranfield Noise Forum will be stablished consisting of a group of local

representatives and residents from the neighbourhood affected by noise. This Forum
will aim at seeking inputs in the planning and communication of the airport and to
agree relevant studies and analysis to be carried out to establish historic changes to
flight paths. (Heathrow, 2019)
For the environment disruption action plan, two measures are taken: an open
doors policy and a Local Focus Forum. The open doors policy will be established
between airport and neighbours allowing the community to express and amend any
concern related to the airport operations. This open doors policy will have as a
representative from the airport the responsible of the community engagement
programme, available for the community from Monday to Friday every week during
working hours.
The Local Focus Forum is the name of the quarterly meetings set with residents
associations and local representatives to share information about pending developments
and operational impacts that might affect the local area.
Finally, the community investment programme consists of different initiatives

to support the community development and the children education. One of them is the
London Cranfield Airport Community Investment Programme, that aims to support

Community
6 Engagement
the economic prosperity of the communities surrounding the airport by engaging with
local schools, helping local businesses grow and supporting skills development to reduce
local unemployment.
Additionally, the London Cranfield Aviation Community is a partner

programme of the previous focused on partnering with Cranfield University and other
universities in the Bedfordshire borough to make College even more powerful and
effective in developing learning programmes for the aviation sector. This programme
will be also aimed to raise awareness of high-quality careers at London Cranfield
Airport and all the jobs related to the aviation sector that are involved in the day-to-
day operation of the airport. (Schipol, 2019)
Finally, the last two programmes are family related. One of them is the Schools
Christmas competition, aimed to the youngest ones, consisting on a Christmas postcard
competition to raise awareness amongst children of the importance of the airport. The
last one is the London Cranfield Airport Family Days, which is a programme focused
on bringing families and airport closer, consisting on open days where families will be
able to visit the airport facilities and get a tour with explanations of the main systems
and functions of the main areas of the airport, as well as a tour around the airfield to
visit some available airplanes. (Dublin, 2019)
All these programmes and activities are aimed to get the airport closer to the
surrounding communities and amend any possible disruption the airport may generate
on a day-to-day basis, to improve the local environment and the local community
development. (Airport, 2009)

7 Conclusions
London Cranfield Airport is committed to be a good neighbour investing in the
community wellbeing and in the future opportunities for communities in the vicinities
of the airport itself.
Investing in the community is not the only effort and plan of the airport. The strategy
of London Cranfield Airport is to engage with the community surrounding the airport
in every stage of the development and operations decision that can affect the current
environment to adapt where possible to the community demands and also to amend
any possible disruption to the usual activities of the community.
In terms of waste management and air quality the airport is committed to be an

example for UK airports in terms of sustainable management and application of
effective measures to be in the path of sustainable growth. The encouraging of public
transport and car-sharing is a strong bet of the airport strategy as well as the significant
investment in recycling infrastructure around the different facilities of the airport.
Finally, as seen in the noise levels results the best flightpaths in terms of noise
disruption are the 03STR and any for the 21 for the case of departures, and the 21 for
the case of arrivals. With this data and the concerns of the community the mentioned
flight paths are proposed to be the mandatory ones for operations at the airport, being
subject to changes in function of the community insights on noise disruption during the
course of the airport operations through the years.
London Cranfield Airport is a great opportunity for the region development in economic
and social benefits terms. The airport will be the gate for Milton Keynes and Bedford,
to the world.

8 References
Airport, F. (2009) ‘Master Plan’, (April)
Airport, N.I. (2017) ‘Connecting the North East to the World .’
De, E. (2011) 'onférence Européene de l'Aviation Civile Recommendation ECAC/27-

4', 4(x)
Dickson, N. (2014) ‘Local Air Quality and ICAO Engine Emissions Standards’
March, H.M. (2013) Aviation Policy Framework.
CAA. (2019). CAA. Available at: https://www.caa.co.uk/Consumers/Environ-

ment/Noise/Noise/
Dublin, A. (2019). Dublin Airport. Available at: https://www.dublinairport.com/a-

boutus/-community-affairs/community-engagement
Heathrow. (2019). Heathrow Airport. Available at: https://www.heathrow.com/com-

pany/community-and-environment/community
Schipol. (2019). Schipol Airport. Available at: https://www.schiphol.nl/en/you-and-

schiphol/page/socially-involved/
University, C. (2019). Cranfield University. Available at: https://www.cran-

field.ac.uk/about/public-engagement

Annex of Data
Annex of Data

Annex of Data
Noise Calculations
The noise levels calculations have been done with the INM software, using a
standard operations day of 16 hours of operations. The movements by type of aircraft
and runway that has been used is shown in Table 4. In order to get these numbers of
operations, a proportion of movements per flight path in function of current data of
flight paths and wind directions has been applied.
Table 4. Operations by aircraft and runway
A ircraft M ovem ent R unw ay Track Total ops Ops x day

Departure 03 03 Left 20% 0.98
Departure 03 03 Right 4.9 10% 0.49
Departure 03 03 Straight 70% 3.43
Gulfstream Arrival 03 03 Arrival 4.9 100% 4.9
Arrival 21 21 Arrival 19.6 100% 19.6
Arrival 03 03 Arrival 2.1 100% 2.1
Cessna
Arrival 21 21 Arrival 8.4 100% 8.4
In addition to the introduction of the movements by aircraft and runway, an

important addition has been the location points of Stringfellow and Holywell School at
Cranfield village.
In order to introduce those location points, the latitude and longitude of the
points, given by google maps have to be converted into the local reference system using
X and Y. To do so the MatLab software has been used to introduce the formula of the
conversion and be able to get the X and Y coordinates of any given location point.

Annex of Data
The centre of the local system is situated at the 03-runway threshold, so the
formula will use the longitude and latitude of this point as a reference to do the
conversion. The formulas used to convert latitude and longitude to X and Y are the
following, where A is the location point and B is the reference centre:
𝜋 𝜋
𝑋 = 𝐿𝑎𝑡𝑖𝑡𝑢𝑑𝑒(𝐴) − 𝐿𝑎𝑡𝑖𝑡𝑢𝑑𝑒(𝐵) ∗ cos(𝐿𝑜𝑛𝑔𝑖𝑡𝑢𝑑𝑒(𝐵) )
180 180
𝜋
𝑌 = (Longitude(A) − Longitude(B))
180

Environmental Assignment

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Environmental Assignment

Uploaded by

Copyright:

Available Formats

A ir Transport Environm ental P lanning

Sustainable D evelopm ent P lan

D evelopm ent .................................................................................................... 4

M ission Statem ent ....................................................................................... 6

Environm ental G oals ................................................................................. 7

Environm ental Im pacts ........................................................................... 8

W aste M anagem ent ....................................................................... 14

C om m unity Engagem ent ............................................................. 15

A nnex of D ata .................................................................................. 21

Sustainable Development Plan C ranfield A irport 1

Figure 1. Phases Description ........................................................................................ 4

Table 1. Noise levels at Stringfellow and Holywell School ......................................... 10

Sustainable Development Plan C ranfield A irport 2

Accordingly, identifying potential environmental impacts of proposed airport

At a local level, it is necessary to consider any possible impact of the

At global level, the focus will be on an airport’s impact on climate in terms of

Sustainable Development Plan C ranfield A irport 3

the South England area.

The two phases consist on the developments shown in Figure 1.

Figure 1. Phases Description

Sustainable Development Plan C ranfield A irport 4

Figure 2. Cranfield Airport distribution after development.

Sustainable Development Plan C ranfield A irport 5

The airport's commitment to managing its impact on the environment is

“London C ranfield A irport recognizes its im pact on

London Cranfield Airport is determined to exercise a positive role among the

Sustainable Development Plan C ranfield A irport 6

To achieve a carbon neutral growth by the

To improve air quality assessments using

To purify water living the airport and to

To reduce emissions from ground-handling

To contribute to the social and educational

To provide a cutting-edge approach to

To be recognised for excellence in noise

To raise environmental awareness amongst

Figure 3. Environmental Goals

Sustainable Development Plan C ranfield A irport 7

Waste Water Biodiversity Bird Strike

Figure 4. Analysis of airport environmental context.

The environmental aspects considered as most significant are noise emissions,

The mitigation and control of aircraft noise is regulated by a set of legislations

Sustainable Development Plan C ranfield A irport 8

• Assistance in the cost of moving for households exposed to noise levels of 69

• Insulation or alternative measures for noise sensitive buildings like schools

• Financial assistance toward noise insulation for residential properties which

To determine the impact of airport operations on noise annoyance to the

Sustainable Development Plan C ranfield A irport 9

Figure 5. Noise Contours

Table 1. Noise levels at Stringfellow and Holywell School

Sustainable Development Plan C ranfield A irport 10

Concentrations of NOx particulates are a key consideration given the potential

London Cranfield Airport considers that account must be taken of emissions

Sustainable Development Plan C ranfield A irport 11

On the other hand, another significant source of emissions is road transport,

Sustainable Development Plan C ranfield A irport 12

Table 3. CO2 emissions per passenger for different cases

Knowing these quantities of CO2 emissions, London Cranfield Airport is

Sustainable Development Plan C ranfield A irport 13

Preparing for re-use

Figure 6.The Waste Hierarchy (Airport, 2017)

Sustainable Development Plan C ranfield A irport 14

London Cranfield Airport is committed to be a responsible airport operator and

Figure 7. Community Engagement Strategy Breakdown

Sustainable Development Plan C ranfield A irport 15