^{Figure 1. Boryspil International Airport (Source: Google Maps)}

Statistic data collected showcases that Boryspil International Airport in Ukraine accounts for over 60% of the overall passengers and over 70% of the total air cargo. In 2019, the airport carried over 15 million and accounted for 110,000 aircraft movements. The airport is equipped with two runways, two passenger terminals (which can carry 3,000 PAX/hour) and is open 24 hours a day.

Noise regulations

In the Ukrainian legislative framework, noise thresholds are defined for determining the eligibility for façade sound insulation under certain circumstances. Limits have been introduced at airports individually for the daytime and the night-time flights (no fees are established in case of non-compliance).

According to the Law of Ukraine "On Environmental Impact Assessment" which implements Directive 2011/92/ EU "On the Assessment of the Effects of Certain Public and Private Projects on the Environment", reconstruction of airports with the runway more than 1600 m length is obligatory a subject for a procedure of environmental impact assessment including noise factor engaging public and local residents for discussions.

All Ukrainian airports implemented noise maps under requirements of noise protection zones. Noise maps are created through computer modelling techniques and are to be verified using actual noise measurements. EU Directives related to Environmental Noise and Noise Related Operating Restrictions are not transposed in the National legal system of Ukraine, therefore, not implemented for environmental noise control.

This case study provides an overview of the previous, current and proposed practices of Boryspil International Airport in Kiev for its Noise Management Strategy and noise maps development.

The target audience of the case study included airport operators and several other relevant stakeholders such as Civil Aviation Administration, Air Navigation Service Providers, aircraft operators, environmental, government organisations and other interested parties.

Objective

The objective of the case study is to create noise maps which are evidence-based and as detailed as possible.

Approach

The case study is performed by gathering all available recent data (information about the fleet mix, expected changes in the current fleet configuration, number of new routes to be operated, etc.) and predicting future modifications.

1. Studying all available recent data, which is collected during the previous year. There were no actual noise measurements around the airport because noise data were collected through computer modelling techniques;
2. Noise complaints are collected, recorded and processed by the airport and the Civil Aviation Authority;
3. Making of predictions of noise exposure during the next five years;
4. Reports are made according to the data of future predictions;
5. Reports are used to determine noise boundaries at the airport, which are further transposed as areas of restriction for residential development under the conditions of aviation noise impact;
6. Finally, due to this process, the residents who live closest to the airport are not exposed to high levels of aviation noise because they are situated outside noise limit contours that were predicted before. 

By taking into account the predictions regarding the noise situation around the airport, the airport's development and population's health are protected in a preventative manner. In this way, airports, irrespective of their size, can ensure protection for the people and reduce both – noise exposure and noise impact. Additionally, developed noise contours can be used in line with the overall expected airport development. This best practice accounts for the development of air traffic and its economic implications while taking into account environmental needs.