Brighton City Airport Brighton City Airport, Shoreham by Sea, BN43 5FF

Transcription

1 Site: «JobCustom Site Address» Test date: «JobCustom PCT Test Date» Field measurements of sound insulation ANC Registration No: 117 REPORT No: «JobCustom ANC No.» Acoustic Associates Sussex Ltd Client: Site Address: Brighton City Airport Brighton City Airport, Shoreham by Sea, BN43 5FF Reported By: Simon Barrett BSc(Hons) MSc MIOA Checked By: Peter Attwood BSc MSc MCIOB MIOA MIDiagE Date Written: 16 th December 2014 Job Number: J1583

2 Table of Contents 1 Introduction and Context Airport Information Location Airport Key Information Noise Control Noise Mapping Requirements Brighton City Airport Results Output Appendix A Brighton City Airport Flight Paths Appendix B Flight Path Tracks in INM Appendix C - Noise Contours LAeq,16hour LA,den LA,day Table 1: Aircraft Movements in the Year Table 2: Runway Usage in the Year Table 3: Areas affected by the noise contours...7 This report has been prepared for the private and confidential use of the client Brighton City Airport Ltd only and cannot be reproduced in whole or in part or relied upon by any third party for any use whatsoever without the express written authorisation of Acoustic Associates Sussex Ltd. If any third party whatsoever comes into possession of this report, they rely on it at their own risk and Acoustic Associates Sussex Ltd accepts no duty or responsibility (including in negligence) to any such third party Report by: Checked by: Simon Barrett BSc(Hons) MSc MIOA Peter Attwood BSc MSc MCIOB MIOA MIDiagE Issue 1 16/12/2014

3 1 Introduction and Context Acoustic Associates have been appointed by Brighton City Airport Ltd to produce the strategic noise maps required to comply with The Environmental Noise (England) Regulations 2006 (updated 2012). The Environmental Noise Directive (END) 2002/49EC requires member states to produce strategic noise maps for the main sources of environmental noise. In England, the END is dealt with by The Environmental Noise regulations 2006 (updated 2012). The Regulations require airport operators of nondesignated airports to produce strategic noise maps and data for the annual period of 1 st January 2006 to 31 st December 2006 and every five years afterwards. This previous exercise was submitted by Bureau Veritas on behalf of Brighton City airport in 2006 when the regulations were first introduced. This report, therefore, is the next instalment of strategic noise mapping for the Brighton City Airport based on the fixed-wing aircraft movements between 1 st January 2011 and 31 st December This is the Second Round of Strategic Noise Mapping. The END requires the maps to represent the situation on an annual average day. The software used to calculate the aircraft movements for this survey is the Federal Aviation Administration s (FAA) Integrated Noise Model (INM) version 7.0d. Data has been supplied by the Air Traffic Control department located at the airport to provide aircraft movement data for Arrivals (ARR), Departures (DEP) and Touch & Go (TGO). The details of runway usage has also been provided. Noise output contours have been created based on the movement data and these have been shown in Appendix C of this report. Supporting tabulated data regarding the square kilometres affected by each contour have been shown in section 3.3, table 3.

4 2 Airport Information 2.1 Location Brighton City Airport (formerly known as Shoreham Airport), hereafter known as The Airport is located between Brighton and Worthing on the Sussex coast. It is immediately south of the A27 and immediately north of the Bognor Regis to Brighton railway line. The nearest residential areas to the airport are Old Shoreham (to the east) and Lancing (to the west). Given the proximity of these residential areas to the airport, they are also affected by noise from the strategic transport network in terms of Road and Rail. The ARP Coordindates for the airport (taken at the mid-point of runway 02/20) are: Lat: N Long: W 2.2 Airport Key Information The Airport incorporates three runways that operate in both directions. The main (preferred) runway (02/20) is a hard runway, which is 1036m long and 18m wide. The secondary runways (07/25 and 13/31) are grass runways and are 909m and 400m in length, respectively. It should be noted that Runway 13/31 is little-used and is not used for circuit training. The flight plan information is shown in Appendix A of this report. The Airport provides flight training, flights for business and pleasure and is an Executive Jet Centre for business travel. The airport s operational hours are as follows: Monday Friday Saturday Sunday Winter 08:00 20:00 09:00 20:00 09:00 19:00 Summer 07:00 19:00 08:00 19:00 08:00 18: Noise Control The airport implements a number of operational procedures with the aim of controlling noise associated with aircraft movements: Aircraft departing Runway 20 should make a 10 degree turn to the right on reaching the railway line. This track should be maintained until reaching the cost before turning left or right on course. Runway 02/20 will be the preferred runway for noise abatement purposes.

5 3 Noise Mapping 3.1 Requirements The following requirements have been taken from Chapter 2 of the Airport Mapping Techical Guidance 2006 (Update 2012), DEFRA. Strategic noise maps should be produced for the following five categories: Lden LAeq,16hr Lday Levening Lnight The method used to calculate the noise contours complies with the current version of ECAC report of Computing Noise Contours around Civil Airports taking account of Commission Recommendation 2003/613/EC. For the various noise indicators required, results should be produced on a 10m by 10m grid. The generated grid should be large enough to cover aircraft noise levels down to 50* db(a) for Lden, LAeq,16h, Lday and Levening, and down to 45* db(a) for Lnight. It will be acceptable for the calculations to be made on a 100m by 100m grid and for the 10m by 10m results to be derived through interpolation. Details of the method of interpolation used must accompany the submitted data. [* It is recognised that results at these levels are potentially inaccurate] The grid must be spatially referenced to the British National Grid reference system as a pair of integers to show Eastings then Northings in metres from the origin, and aligned with the 10 metre vertices of the British National Grid reference system so that references finish with the number zero. The Regulations require that the results should be associated with a receiver height of 4.0m above ground level. Aircraft noise models in common use in the UK tend to produce results for a receiver height of 1.2m above ground level. For strategic noise mapping no adjustment is required to take account of the difference between receiver heights of 1.2m and 4.0m. If taking account of local terrain already occurs with the production of noise contours, that practice should continue. If not, the surrounding terrain should be assumed to be flat at runway level. The annual average daily movement data should be derived from actual annual movement data. For departing aircraft, the input data should reflect (for an annual average 24 hour period) the number of aircraft by type, route and runway for the various time periods required. Likewise the number of arriving aircraft for an annual average 24 hour period should be categorised by type, runway and time of day. The time of day allocated to aircraft movements should correspond to departure and arrival times (local time), and not stand times. For those airports that have previously produced noise contours otherwise than required by the Regulations, the definition of mean tracks and associated lateral dispersion should follow the same principles as are usually adopted by those airports, but reflecting, as far as possible, the fact that it is an annual average that is required, and determining, where possible, the information separately for day, evening and night. Any variations in average day night atmospheric conditions affecting sound propagation should be ignored for the purposes of this noise mapping.

6 3.2 Brighton City Airport The INM 7.0d software has been used to calculate and create the noise maps in accordance with the current version of ECAC report of Computing Noise Contours around Civil Airports taking account of Commission Recommendation 2003/613/EC. In order to carry out the noise mapping procedure, a variety of data has been required: Data has been provided by The Airport s Air Traffic Control department for the number of movements per year of ARR, DEP and TGO per aircraft type (based on the ICAO Designator code). Terrain data for the area surrounding The Airport has been provided by SLC Associates in Digital Elevation Model format (DEM). This format has subsequently been converted to 3TX format using the free-to-use Virtual Terrain Builder software. In order for the aircraft data to be input in to the software, the provided data was required to be converted in to numbers representative of the annual average day, per aircraft type, per runway, per movement type. The table below shows how many movements of each type occurred over the year 2011 based upon the actual annual data for The Airport. Movement Type Approach Departure Touch and Go Grand Total Totals 17,834 17,758 7,780 43,372 Table 1: Aircraft Movements in the Year 2011 The table below shows the percentage split of each runway s use during the year 2011 based upon the actual annual data for The Airport. Runway Total % Use Table 2: Runway Usage in the Year 2011 The take-off weights used by INM are based on the proposed distance (Stage length) of the journey, meaning that the longer the journey, the greater the amount of fuel required. Stage lengths in INM are defined as follows: Stage 1 = nm Stage 2 = nm Stage 3 = nm Stage 4 = 1500 to 2500 nm Stage 5 = 2500 to 3500 nm Stage 6 = 3500 to 4500 nm Stage 7 = over 4500 nm All aircraft have been assigned to Stage 1 due to the fact that the majority of aircraft are light or very light aircraft, which travel relatively short distances. In 2006, the movement data was split across the relevant time periods using information supplied by the airport. It was understood that the large majority of movements occur within the 12 hour day period (07:00 19:00) with approximately 2-3 movements per week occurring within the evening period (19:00 23:00). For the year 2011, this did not significantly change. The resulting data has been input separately to the model for each of the four categories, Lday, Levening, Lden, and LAeq,16hr. Flight path data has been entered as Vector Tracks based on the data produced by Brighton City Airport and published on their website (as shown in Appendix A). The INM Flight Paths are shown in Appendix B.

7 3.3 Results Output The noise maps have been produced on a grid in accordance with the requirements, in order to be able to show the contour levels down to 50dBA for each of the four categories, Lday, Levening, Lden, and LAeq,16hr. The table below shows the areas (in square kilometres) affected by each noise contour in the four categories relevant to this study: Leq,16hr, Lden, Lday and Lnight. Contour (dba) L eq,16hr L den L day L evening > > > > Table 3: Areas affected by the noise contours The noise contours for these output categories are shown in Appendix C. It should be noted that the output for Levening, whilst there are approximately 120 flights a year, between the time of 19:00 hrs and 20:00 hrs, equating to between 2 and 3 a week, this produced no noise contours. N.B. Raw data aircraft movement data can be made available upon request.

8 4 Appendix A Brighton City Airport Flight Paths

9 5 Appendix B Flight Path Tracks in INM

10 6 Appendix C - Noise Contours 6.1 LAeq,16hour

11 6.2 LA,den

12 6.3 LA,day