LBA's Environmental Management System (EMS) has been developed to provide a method to assist in achieving continual improvements and identifying and addressing any key issues that may arise from airport operations. This system contributes to the ISO 14001 Environmental Management standard that the airport achieved in 2005.
Participation in the Business in the Community Yorkshire & Humber Environment Index provides a means for measuring LBA's environmental management and performance against both the transport sector and other industry sectors across the region. This can also be used as a tool for highlighting potential areas for improvement. In 2006 LBA were ranked in the top 20% of participating companies, with an overall score of 91.5%. Please click here to view LBA's Environment Index Feedback Report.
Key Performance Indicators (KPIs) provide a means for monitoring environmental performance of the different issues, examples of which are provided in the following sections.
Environmental Control
- Noise Management
- Emissions & Discharges
Also includes:
- Surface Access & Transport
- Landscape Strategy & Habitats
Resource Management
- Waste Management
- Energy Management
- Water Management
Noise Management
One of the most important issues is the potential for noise to affect the local community, particularly during night time hours (2300 to 0700).
For a number of years the Airport has had measures in place to minimise the effects of noise from its operations. These measures include Noise Preferential Routes (NPRs) for departing jet aircraft, permitted target noise levels (TNLs) for arriving and departing aircraft, maximum numbers of aircraft movements and a Quota Count (QC) system allowing only the quietest aircraft to operate during night-time hours. Additionally, the Airport has run two Noise Insulation Schemes. The first was in 1981 prior to the runway extension which opened in 1984 and the second between 1994 - 1996 prior to the commencement of 24-hour operations in 1996.
NPRs have been established to ensure that, wherever possible, departing jet aircraft fly over the less populated areas (click here to view the NPR plan). All departing jet aircraft are required to follow the NPRs, the only exceptions being for safety grounds or operational reasons, such as the avoidance of adverse weather. There are no established NPRs for arriving aircraft. As aircraft take off and land into wind, the runway used depends on the prevailing wind direction.
Every aircraft is allocated a QC depending on its weight, engine type and whether it is arriving or departing. QCs range from exempt (quietest), 0.5, 1, 2, 4, 8, 16 (loudest). During night-time hours at LBA, QC restrictions are applied permitting only the quietest aircraft types to operate, although there may be certain occasional exceptions to this such as medical flights. All night-time movements are regularly reported to the Leeds City Council Planning Committee as part of our Planning Conditions.
In addition, maximum permitted noise levels for aircraft arrivals and departures have been established. These vary depending on the runway in use, and are more stringent during night-time hours. Leeds Bradford has some of the most stringent night-time noise restrictions of all UK airports.
A Noise & Track Monitoring System (NTMS) is in place providing the capability to continually monitor aircraft noise and tracks flown. This system assists LBA in determining aircraft noise and track keeping performance, as well as contributing to specific queries on aircraft movements.
To minimise the impact of noise on the local community we aim to:
- Ensure that TNL exceedances remain at less than 1% for all commercial movements
In 2006 0.1% of aircraft exceeded the TNLs
- Endeavour to maintain at least a 90% on track performance by jet aircraft departures
In 2006 95% of departing jet aircraft flew on-track
- Wherever possible, respond to all noise complaints within 5 working days
In 2006, 81% of complaints were responded to within 5 working days. Staff absence during summer 2006 resulted in the reduction of response time, however most of the other complaints were responded within 2 weeks.
Further information on noise restrictions at Leeds Bradford Airport can be found on our website
(click here for Noise Abatement Procedures).
If aircraft operations have disturbed you and you wish to register this with the airport, please click here to use our feedback form.
Emissions & Discharges
Air Quality
LBA has monitored air quality at and around the airport site since 1994. Generally, in terms of air quality, oxides of nitrogen (NOx) are considered to be the principal source of pollution from airport related activities. Nitrogen dioxide (NO2) is the most significant of these and was therefore selected as the indicator to monitor air quality at the airport. However, it should be noted that vehicle traffic on local roads that is completely unrelated to airport operations, will also contribute towards the NO2 levels recorded.
NO2 is monitored every month at 6 locations around the airport perimeter. LBA strive to ensure that as the airport grows average NO2 levels are maintained within the recommended national guidelines, which for NO2 is a recommended annual mean of 40ug/m3 (equivalent to 21ppb).
In 2006, the average NO2 level across the 6 locations was 25ug/m3 (or 13ppb).
Water Quality
Surface water (or storm) runoff is released at a number of outlet points around the airport site, all of which are regularly monitored by the Airport. The Environment Agency (EA) regulates all of these outlets through approved Discharge Consents.
A Reed Bed Treatment System has been built to treat runoff from the Fire Training Ground that provides an essential safety training facility. The reed bed treats any fuel and foam within the fire training runoff so that the treated water can be discharged. A retention chamber has been added on to this system so that the treated water can be collected and re-used during fire training exercises. This has environmental benefits as it reduces the volumes of fresh water used.
A control mechanism on the main drainage interceptor enables runoff from the aircraft parking area to be diverted into the foul system once the temperature falls below a certain level. This is necessary during winter months when, to maintain safety, de-icing takes place to both the runway and aircraft.
Additionally, a full Surface Water Drainage Study is currently being undertaken by LBA's appointed engineering consultants to provide long term solutions as part of the Airport's Drainage Development Programme.
Surface Access & Transport
In accordance with government guidance, a local Airport Transport Forum oversees and approves public transport initiatives and sets targets for the use of public transport.
LBA’s Airport Transport Forum is made up of representatives from all local transport stakeholders, including Local Authorities, bus and rail companies, the Passenger Transport Executive (PTE), Yorkshire & Humber Assembly, Yorkshire Forward, the Highways Agency, Government Office, the Airport Consultative Committee and members of the local community. The Forum has supported a number of public transport initiatives, including:
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A half hourly ‘Airlink’ bus service linking the Airport with Leeds City Centre and Otley, stopping at all points in between.
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A half-hourly bus service linking the Airport directly into Bradford City Centre via Yeadon, Rawdon, Apperley Bridge and Greengates.
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An hourly bus service to Bradford City Centre serving local employment catchment areas (Yeadon, Guiseley, Rawdon etc) and connecting with Shipley, Guiseley and both of the Bradford Train Stations.
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An hourly 'Air Coach' service linking the Airport directly with York City Centre.
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A bus service linking the Airport and Harrogate bus station, with a 90 minute frequency.
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A Car Parking Strategy to manage the growth of car parking in line with the Airport’s development. Whilst encouraging the use of public transport is essential, it is also important to ensure that access by car is suitably catered for and that double journeys by being dropped off and picked up are avoided as far as possible. A proportion of the revenue generated by car parking is being fed back into public transport initiatives.
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The development and implementation of a Green Travel Plan for Airport Company and other airport based staff.
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An Airport Surface Access Strategy that forms part of both the West Yorkshire Local Transport Plan submission made to the DfT in March 2006 and the LBA Master Plan, submitted to DfT in July 2006.
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A study, in cooperation with the West Yorkshire PTE, to examine the potential for the future development of the Harrogate - Leeds railway line. This has identified the potential for a new fixed rail link (Heavy or Tram Train) to be considered. Subsequently, discussions have taken place with DfT and train manufacturers and a further detailed Tram-Train Study is to be undertaken in conjunction with West Yorkshire PTE and York City Connect.
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The Leeds City Council study to develop a strategy for the development and management of the A6120 Leeds Outer Ring Road. Access to the Airport formed an integral part of this study. The recommendations include consideration of a potential new link road between the Airport and the A65/ A6120 Outer Ring Road. Subsequently, a desk top study has been carried out on behalf of LBA and Leeds City Council which had positive conclusions and recommendations. As a result a detailed Feasibility Study is now planned.
Specific targets are in place for modes of transport used by Airport passengers, these include;
- Achieving a public transport modal share of 10% by 2011
In 2006, 5% of passengers travelled to the Airport by public transport.
- Achieving a non-private car modal split (ie taxis, public transport buses, private hire minibuses & coaches and shuttle buses) of 40% by 2009 and 50% by 2016
In 2006, 39% of passengers travelled to the Airport by means other than the private car.
For further information on bus and rail services click here.
Landscape Strategy & Habitats
A Landscape & Urban Design Study was undertaken in 2003 that addressed the potential for visual and environmental impacts of future development. This study also incorporated a Biodiversity Appraisal. The results of this study informed the Masterplan process, which was subject to public and stakeholder consultation in late 2005 and early 2006. The LBA Masterplan was submitted to the DfT in July 2006.
Waste Management
Waste Management is another important environmental issue. In terms of implementing waste management initiatives, waste reduction at source should be the main objective, supported by re-use and recycling strategies.
In order to encourage waste reduction from the airport site, waste recycling initiatives have been implemented that include aircraft, terminal and office waste. Audits have been undertaken to establish the different sources, quantities and types of waste, particularly the recyclable materials. These audits have informed waste management initiatives that have been implemented to target the main types of recyclable materials. As part of these initiatives LBA actively recycles cardboard, glass, newspapers, magazines, other paper, scrap metal, large batteries and fluorescent tubes/ lamps.
Everyone is encouraged to be involved in these recycling initiatives. This includes all LBA employees, on-site business partner's staff and aircraft cleaners. Passengers are also encouraged to contribute through the use of paper recycling bins in the departure lounges. Additionally, there is a further incentive for on-site business partners to reduce their waste through a scale of charges for waste disposal, calculated depending on the quantities of waste produced and the amount recycled.
Waste management targets are in place to minimise the amount of waste landfilled, these include:
- To recycle 20% of waste by 2010
In 2006, 15% of all waste was recycled.
- To produce less than 0.25kg waste per passenger
In 2006, a total 0.22kg waste per passenger was produced (including recycled waste).
Energy Management
Energy management is a key area that is targeted as part of overall environmental management. It not only contributes towards improvement of the environment by reducing the use of carbon based fuels, but can also lead to cost savings. Carbon management is another phrase that is being used more often, and looks at the management activities where carbon emissions (CO2) are produced. These would include, for example, energy use from electricity consumption through to vehicle exhaust emissions.
Airport policy is to address energy efficiency as part of its project management process, including the use of low energy lighting and similar equipment. Additionally, on-site business partners are accountable for the amount that they consume and are incentivised to use energy with care.
Working with the West Yorkshire Carbon Management Club provided LBA with a more detailed understanding of energy usage pattens, that in turn has informed a more comprehensive energy monitoring regime. Regular internal reviews of energy performance are undertaken, as well as identifying and implementing opportunities for improvements across the site.
As a member of the Airport Carbon Management Group, LBA can address energy management issues specifically applicable to airports. This group includes representatives from a range of UK airports.
- LBA has an annual target to reduce energy consumption by 5% per passenger
In 2006, an 8% reduction was achieved in total energy consumption (kWh) per passenger.
Water Management
Water consumption is monitored and it is Airport company policy that water efficiency measures are considered in all new build and refurbishment projects. For example, automatic flow controls are fitted to sinks and urinals. Additionally, leak detection surveys are undertaken regularly to minimise any water loss.
