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Mr G.P. Willans 31 January 2010 the Chair Senate Committee on Rural and Regional Affairs and Transport SENATE RRA&T COMMITTE

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Mr G.P. Willans 31 January 2010 the Chair Senate Committee on Rural and Regional Affairs and Transport SENATE RRA&T COMMITTE Mr G.P. Willans 31 January 2010 The Chair Senate Committee on Rural and Regional Affairs and Transport SENATE RRA&T COMMITTEE INQUIRY INTO AIRSERVICES AUSTRALIA’s MANAGEMENT OF AIRCRAFT NOISE POLLUTION Executive Summary Complaint to the Ombudsman. Over the course of 2009, I wrote extensively to the Minister for Infrastructure and his Department over policy and issues involving Canberra Airport including ASA’s Noise and Flight Path Monitoring System Reports and siting of the Hackett noise monitor terminal (NMT). I also filed many noise complaints and occasionally exchanged views with the ASA community relations section. I became so frustrated that I referred my concerns to the Ombudsman who is investigating them. Copies of relevant documentation are attached. Specific Concerns. My specific concerns with DITRDLG/ASA management of aircraft noise pollution are: ♦ DITRDLG/ASA procedures, processes and their application, and access to these organisations are weighted to favour airports and the aviation industry to the detriment of noise-affected residents who do not receive a fair go. ♦ Decision-making on aircraft noise issues is not transparent. ♦ The ANEF system is outdated, its sensitivity to peak noise levels and insensitivity to movement numbers facilitates the movement of significantly more aircraft if peak noise is slightly reduced with new aircraft types. It is also complex and impractical making layman’ comprehension extremely difficult. ♦ DITRDLG/ASA are unable or unwilling to set an easily understood maximum acceptable noise dose defined in terms of maximum noise level and maximum number of noise events related to periods/time of day, despite residents’ clear intolerance of frequent/virtually continuous aircraft noise events. ♦ The lack of responsiveness of the noise complaint system to residents’ complaints and referral of noise complaints on airborne aircraft being controlled by ASA to airport managers, apparently to distance a problem area as far away from government as possible and for complaints to become ‘buried’. This is akin to putting the fox in charge of security at the hen house. ♦ ASA’s use of false/misleading 2009 Q1 and Q2 noise reports at Canberra Airport to support prior decisions to approve a freight hub, and the failure to publish a Q3 report at all despite other airports all having their Q3 report published. ♦ ASA’s withdrawal of the Hackett noise monitor terminal apparently because of the embarrassing, misleading noise reports. ♦ The failure of ASA to hold airport managers to commitments made publicly to influence public opinion on developments, then allowing airport managers to drop the undertaking when convenient. ♦ The refusal of ASA to utilise runway 17 at night for take-offs and landings which would reduce noise for residents at both ends of Canberra Airport, probably because it would reduce the ANEF and undermine ASA’s endeavours to oppose the development of Tralee. ♦ ASA’s labelling of light aircraft as ‘non noise abatable’, despite their significant noise, precluding their routeing away from residential areas where practicable such as at Canberra Airport. What Can Be Done to Better Empower and Inform Noise-affected Residents and Deliver Equitable and Defined Noise Outcomes. A system could be introduced that empowers residents sufficiently to influence and agree required noise outcomes, and informs residents of their noise burden utilising the WebTrak system already funded by taxpayers. The system would also include a monitoring system and penalties to ensure compliance. Components of such a system would be: ♦ a process to equitably define and set agreed maximum noise outcomes, ♦ presentation of the agreed noise outcomes as noise contours on WebTrak as a selectable overlay, informing residents of what aircraft noise to which they might be subjected, as well as publication of the noise outcomes on rates notices, and ♦ use of the WebTrak noise monitor terminals to monitor delivered noise, and heavy penalties on airports for breaches to ensure compliance. Recommendations. Recommendations are that the RRA&T committee: ♦ finds that ASA’s management of aircraft noise pollution is ineffective, inequitable and not transparent, to the significant disadvantage of aircraft noise affected residents proximate to the major airports; ♦ proposes a new system which equitably and simply defines maximum noise outcomes, informs residents of such noise outcomes exploiting the current WebTrak system, and utilises the noise monitor terminals and penalties to ensure compliance; ♦ proposes that these arrangements also apply to joint and Defence airbases where aircraft noise is also a concern for nearby residents. Introduction Both the Department of Infrastructure, Transport, Regional Development and Local Government (DITRDLG) and Airservices Australia (ASA) have elements involved in the management of aircraft noise. Because of the apparent, overlapping responsibilities, my submission will not attempt to differentiate between the two management elements. It will simply address the many shortcomings from a community perspective of past and current management of aircraft noise pollution, noting that in the future, aircraft noise may need to be managed against a backdrop of increased demand for aviation services, deriving from increased prosperity and population growth, potentially resulting in even more pollution. I am an ex-military aviator who has been based at Canberra Airport flying jets. My residence is located over 6.5kms to the NNW of the Canberra Airport runway intersection and sited about 60m higher than the main runway; the nearest runway extended centreline is the jet runway 17/35 about 2.4kms to the east. Currently, I am subjected principally to jet departure noise day and night, and regular overflight by light aircraft at low level mainly during daytime. I expect the planned night freight flights will exacerbate the aircraft noise pollution by being sufficiently loud relative to background noise to disturb sleep at night. The Head Offices of both DITRDLG and ASA are located in Canberra City. Bearing in mind the proximity of both Head Offices to Canberra Airport and that some staff also pilot aircraft from there, management of aircraft noise for Canberra could be expected to be exemplary. Such an expectation is not realised. Complaint to Ombudsman. In 2009, the proposal for Canberra Airport to become a 24-hour freight hub and the second Sydney Airport came to a head, and DITRDLG released a badly- flawed discussion paper ‘Safeguards for airports and the communities around them’ for public comment. I became so frustrated with the unbalanced management of aircraft noise issues, DITRDLG/ASA’s lack of real consideration of the public interest, and ASA’s badly flawed, misleading noise reports at Canberra Airport used to support decision-making, I formally complained to the Commonwealth Ombudsman who is investigating the matter. Relevant documentation is attached; a summation of the documentation follows: ♦ Correspondence to the Minister for Infrastructure, his Department and ACT ALP representatives: • Document 1 – submission on the 2009 Canberra Airport Preliminary Draft Master Plan dated 2 May 09, • Document 2 – highly critical submission on the DITRDLG discussion paper ‘Safeguards for airports and the communities around them’ dated 29 July 09, • Document 3 – highly critical submission on the badly-flawed ASA Q1 NFPMS report preceding the Minister’s decision to approve the Canberra Airport master plan dated 5 August 09, • Document 4 – further critical submission on the misleading ASA Q1 NFPMS report dated 11 August 09, • Document 5 – concern about aircraft noise readings at Hackett prior to the Minister’s decision to approve the freight hub, dated 28 August 09, • Document 6 – highly critical submission regarding the Minister’s decision to approve the freight hub and reject the curfew dated 23 September 09, • Document 7 – shortcomings in noise amelioration for RNP departures dated 30 September 09, • Document 8 – shortcomings in the Hackett NMT siting dated 5 October 09, • Document 9 – critical failings in noise assessment and RNP departures dated 9 November 09, ♦ Direct correspondence with the ASA community relations section regarding specific noise complaints: • Document 10 – exchange regarding a specific noise complaint dated 26 August 09, • Document 11 – exchange regarding a specific noise complaint about RNP departures dated 27 November 09, ♦ Document 15 - Occasional Aircraft Noise Readings at Canberra since 28 August 09. My specific concerns with DITRDLG/ASA management of aircraft noise pollution are: ♦ DITRDLG/ASA procedures, processes and their application, and access to these organisations are weighted to favour airports and the aviation industry to the detriment of noise-affected residents who do not receive a fair go. ♦ Decision-making regarding aircraft noise matters and the number of movements is not transparent to the community. ♦ The ANEF system is outdated, its sensitivity to peak noise levels and insensitivity to movement numbers facilitates the movement of significantly more aircraft if peak noise is slightly reduced with new aircraft types. It is also complex and impractical making layman’ comprehension extremely difficult. ♦ DITRDLG/ASA are unable or unwilling to set an easily understood maximum acceptable noise dose defined in terms of maximum noise level and maximum number of noise events related to periods/time of day, despite residents’ clear intolerance of frequent/virtually continuous
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