Perth Basin Aircraft Noise Information Report

Transcription

1 Perth Basin Aircraft Noise Information Report Quarter (July to September) 1

2 Version Control Version Number Detail Prepared by Date 1 - Environment 2 November Update to figure 13 Environment 5 December 2012 Airservices Australia. All rights reserved. This report contains a summary of data collected over the specified period and is intended to convey the best information available from the NFPMS at the time. The system databases are to some extent dependent upon external sources and errors may occur. All care is taken in preparation of the report but its complete accuracy can not be guaranteed. Airservices Australia does not accept any legal liability for any losses arising from reliance upon data in this report which may be found to be inaccurate. 2

3 Perth Basin - Aircraft Noise Information Report Contents 1. Purpose Page 4 2. Flight patterns Page Jet aircraft Page Non jet aircraft Page Track density plots Page 9 3. Aircraft movements Page Perth Airport Page Jandakot Airport Page Noise monitoring Page Complaints data Page NCIS Clients by suburb Page Issues raised by NCIS clients Page 32 3

4 1. Purpose This report summarises data for Quarter 3 of 2012 (July to September) primarily from Airservices Noise and Flight Path Monitoring System (NFPMS) and Noise Complaints and Information Service (NCIS) for the Perth basin (including Perth Airport and Jandakot Airport) as well as some other sources (such as the Flight Charging System). 1.1 Perth Airport Perth Airport is located 11km east of the central business precinct on the Perth Plains, approximately midway between the Indian Ocean and the Darling Range (see Figure 1). The majority of operations at Perth Airport are international and domestic regular passenger services, mostly medium to large jets. During Quarter 3 of 2012 there were over 30,000 movements at Perth Airport. More information about Perth Airport is available from the Airservices website at Jandakot Airport Located 14km south of the central business precinct (see Figure 1), Jandakot Airport is a major flight training airport. A large proportion of its operations involve circuit training 1. Essential service organisations such as the Royal Flying Doctor Service, Police Air Support Unit and the Conservation and Land Management Bushfire Water Bombers also operate out of Jandakot Airport. More information about Jandakot Airport is available from the Airservices website at Aircraft noise monitoring in Perth Airservices NFPMS captures and stores radar, flight plan and noise data. The NFPMS covers eight city regions around Australia. For the Perth region, noise data is captured by six noise monitors - also known as Environmental Monitoring Units (EMUs) located around Perth Airport (see Figure 1). 1 A factsheet about circuit training is available at 4

5 Figure 1 Location of Perth and Jandakot airports. (Runway orientation at both airports is shown in the inserts. Noise monitoring sites are shown as red dots). Figure 1 shows runway configurations at Perth Airport and Jandakot Airport. The main runway at Perth Airport, 03/21, is 3.4 km long, orientated approximately south to north. There is a shorter 2.2km long cross runway, 06/24, orientated approximately south-west to north-east, which is used by both propeller and jet aircraft. At Jandakot Airport there is one set of parallel runways, 06L/24R - 06R/24L oriented approximately south west to north east and one other runway 12/30. Information about runway selection is available on the Airservices website at 5

6 2. Flight patterns 2.1 Jet aircraft Figures 2 and 3 (below) show jet aircraft track plots for arrivals and departures at Perth and Jandakot airports for Quarter 3 of 2012, coloured according to height (in feet). Noise monitors are shown as grey circles. Figure 2 Jet arrivals for the Perth region, August 2012 (one month) RAAF PEARCE PERTH AIRPORT JANDAKOT AIRPORT Key points shown by Figure 2 are: The jet approach flight paths into Perth Airport overfly suburbs at altitudes below 3000ft, mainly to the south and north of the airport. There are some suburbs to the east of the airport that are overflown by jet arrivals at altitudes above 5000ft. Although primarily a general aviation airport, a small number of jet movements can be identified at Jandakot Airport. Jet training circuits can be identified at both Jandakot Airport and Pearce RAAF base. 6

7 Figure 3 Jet departures for the Perth region, August 2012 (one month) RAAF PEARCE PERTH AIRPORT JANDAKOT AIRPORT Key points shown by Figure 3 are: Suburbs close to Perth Airport are overflown by departing jet aircraft at altitudes below 5000ft. Airspace around Pearce RAAF Base is unavailable for use by civilian traffic at some times. However, Airservices is trialling a new flight route that reduces the number of aircraft flying over suburbs to the north west of Perth Airport during the night by making use of Pearce RAAF Base airspace when it is not in use by Defence. Flights making use of this flight path can be clearly seen to the north of Perth Airport tracking over Pearce RAAF Base. More information about this trial can be found on the Airservices website at There is a large spread of departure traffic due to departures taking off to the south and turning right to track north, These departing jets that overfly suburbs to the west of the airport are associated with fly-in fly-out movements. 7

8 2.2 Non jet aircraft Figure 4 (below) shows non jet tracks (arrivals and departures) at Perth and Jandakot airports in Quarter 3 of Noise monitors are shown as grey circles. Figure 4 Non jet arrivals and departures for the Perth region, August 2012 (one month) RAAF PEARCE PERTH AIRPORT JANDAKOT AIRPORT The key points shown by Figure 4 are: Although jet aircraft tend to operate along defined paths, as shown in Figures 2 and 3, when smaller aircraft movements are included on the map, there are no areas of Perth that are not overflown by aircraft at some stage. There are no clear flight patterns for smaller aircraft. Flights below 3000ft tend to be operations to and from Jandakot Airport rather than Perth Airport. This is expected, as the majority of these operations are required to stay below Perth Airport s controlled air space. The circuit patterns (flight training) at Jandakot Airport and Pearce RAAF Base are visible as red ovals on the map, 8

9 2.3 Track density plots The track plots above show that residents living up to 15km from the airports and in line with Perth Airport s runways are regularly overflown by jet aircraft below 5000ft. However, beyond this the regularity of flight path use is not discernible from the track plot display. A track density plot can be useful in showing the underlying track patterns. To create a track density plot, the land surface is divided into squares, creating a grid. The average number of flights passing over each square per day is then calculated. By colour coding according to frequency of flights, a track density plot can be illustrated. Figure 5 (below) shows a track density plot for all movements over the Perth region in Quarter 3 of Noise monitors are shown as grey circles. 9

10 Figure 5 Track density plot for the Perth region, Quarter 3 of 2012 RAAF PEARCE PERTH AIRPORT JANDAKOT AIRPORT The key points shown by Figure 5 are: There are distinct flight patterns that are regularly used to and from both Perth Airport and Jandakot Airport. The majority of flight paths to and from Perth Airport are designed to avoid residential areas as far as possible. Circuit patterns can be identified at both Jandakot Airport and Pearce RAAF Base. Lanes into and out of the circuit pattern at Jandakot Airport are clearly indicated. Distinct entry and exit flight paths are visible at both Pearce RAAF Base and Jandakot Airport. The regularly used coastal flight path is associated with training movements. 10

11 3. Aircraft movements 3.1 Perth Airport Figure 6 (below) shows aircraft movements at Perth Airport for the 15 month period to the end of Quarter 3 of Figure 6 Aircraft movements at Perth Airport from July 2011 to September 2012 The key points shown by Figure 6 are: Jet numbers have shown a steady increase during This is consistent with the long term growth in passenger numbers at the airport, largely associated with fly-in fly-out operations to mining areas. Non jet aircraft numbers have remained steady over the last 15 months. Helicopter movement numbers at Perth Airport are low. A small increase occurred between January and March 2012, partly attributable to fire-fighting operations. Figure 7 (below) shows runway usage for arrivals and departures at Perth Airport for the 15 month period up to the end of Quarter 3 of Figures 8 and 9 show runway usage over a four year period for the two busiest runways at the airport. Runway selection is based on weather conditions, traffic volume and noise abatement procedures. As the wind changes, the runway in use may change as aircraft primarily take off and land into the wind for safety and performance reasons. 11

12 Figure 7 Runway usage at Perth Airport from July 2011 to September 2012 Figure 8 Runway 03 usage at Perth Airport 2009 to

13 Figure 9 Runway 21 usage at Perth Airport 2009 to Runway 21 Use 2009 Current January February March April May June July August September October November December Number of Movements The key points shown by Figures 7, 8 and 9 are: In summer, the wind at Perth Airport tends to be from the west/ south west. Therefore, in summer aircraft tend to use Runway 21, taking off to the south west and arriving from the north east. In winter the wind at Perth Airport tends to be from the north. Therefore, in winter aircraft tend to use Runway 03, departing to the north and arriving over from the south. Noise abatement procedures for Perth Airport state that when conditions permit, Runway 21 should be used for both arrivals and departures in preference to Runway 03. For arrivals, Runway 24 has equal preference for arrivals with Runway 21. Figure 10 (below) shows aircraft movements at Perth Airport at night (11.00pm to 06.00am) by aircraft type. Figures 11 and 12 show the runways used for night time movements. 13

14 Figure 10 Night movements (11.00pm to 06.00am) at Perth Airport July 2011 to September 2012 by aircraft type The key points shown by Figure 10 are: The vast majority of aircraft operating at night are jets (ranging from 1000 to 1200 per month), with only a small number of night time propeller aircraft or helicopter movements (fewer than 100 per month). There are no discernible trends evident in this period. 14

15 Figure 11 Runway usage for night (11.00pm to 06.00am) arrivals at Perth Airport July 2011 to September 2012 Figure 12 Runway usage for night (11.00pm to 06.00am) departures at Perth Airport July 2011 to September 2012 The key points shown by Figures 11 and 12 are: Runway 21 is used at night more than other runways, as it is in daytime. This is partly due to noise abatement procedures at Perth Airport. In winter, other runways (notably Runway 03) are used more at night, reflecting the overall trend in runway use that is determined by prevailing winds. 15

16 There is no curfew at Perth Airport. However, the trial referred to above which makes use whenever possible of Pearce RAAF Base at night, is designed to reduce the noise impact of departures to the north from Runway Jandakot Airport Figure 13 (below) shows aircraft movements at Jandakot Airport for the 15 month period to the end of Quarter 3 of Figure 13 Aircraft movements to Jandakot Airport to Quarter 3 of ,000 Jandakot Airport Movements Circuits Arrival/Departure 11,000 9,000 7,000 5,000 3, July 2011 August 2011 September 2011 October 2011 November 2011 December 2012 January 2012 February 2012 March 2012 April 2012 May Movements 2012 June 2012 July 2012 August 2012 September The key points shown by Figure 13 are: Fluctuations are due to changes in the number of students enrolled at flying schools at any time, which have no set pattern. The number of circuit movements at the airport is smaller than the number of other arrivals and departures. 16

17 4. Noise monitoring Airservices collects noise and operational data from noise monitors (EMUs) around Perth Airport. This data can be expressed in a number of ways, to show average noise during a period, background noise levels and number of noise events over a certain threshold. Sound is measured on a logarithmic scale with the decibel (db(a)) as the unit of measure. The sound level of typical daytime urban-based activities can vary between 40dB(A) and 80dB(A). The sound levels in a nightclub often exceed 90dB(A). Figures 14 to 25 below show data from the six Perth EMUs for the last fifteen months (see Figure 1 for the location of EMUs). The terms used within each of these figures are: LAeq 24hr: The continuous equivalent noise level over a 24 hour period, including noise from aircraft and the wider environment. LAeq night: The continuous equivalent noise level over the night time period (hours of 11:00pm to 6:00am) Background L 90 db(a) (L90): The sound level that is exceeded 90% of the time over a 24 hour period effectively removing noise from instantaneous events such as passing aircraft to provide a background level. N65: The average number of daily noise events caused by aircraft that are over 65dB(A). Figures for N70, N80 and N90 are also provided. 17

18 Figure 14 Average daily noise events at EMU 1 (Cannington) from Quarter 3 of 2011 to Quarter 3 of 2012 (captures arrivals to Runway 03 and departures from Runway 21) Figure 15 Average noise levels at EMU 1 from Quarter 3 of 2011 to Quarter 3 of 2012 The key points shown by Figures 14 and 15 are that while average noise levels have remained steady at EMU 1 over the five quarters to September 2012, the number of N65 and N70 events has shown a small increase in Quarter 3, reflecting the recent increase in numbers of passenger jet movements from Perth airport. This trend of increasing N65 and N70 events is apparent at all noise monitors around Perth Airport, except EMU 4 (Greenmount). 18

19 Figure 16 Average daily noise events at EMU 2 (Queens Park) from Quarter 3 of 2011 to Quarter 3 of 2012 (captures arrivals to Runway 03 and departures from Runway 21) Figure 17 Average noise levels at EMU 2 from Quarter 3 of 2011 to Quarter 3 of 2012 The key points shown by Figures 16 and 17 are: Along with EMU 5 (Guildford) EMU 2 records the highest noise levels of all the noise monitors in Perth. This is because these two noise monitors are closest to the end of the runways. While average noise levels have remained steady, EMU 2 has seen an increase in N65 and N70 noise events over the last three quarters. This is due to the steady increase in passenger jet movements at Perth Airport. EMU 1 and EMU 2 are overflown by the same aircraft. However, EMU 2 is located closer to, and aligned with, Runway 03/21, which results in it recording higher noise levels. 19

20 Figure 19 Average noise levels at EMU 4 from Quarter 3 of 2011 to Quarter 3 of 2012 The key points shown by Figures 18 and 19 are: There was a significant increase in N65 and N70 noise events recorded by EMU 4 during Quarter 4 of 2011 and Quarter 1 of This reflects the increase in use of the cross Runway 06/24 during this period. This was largely due to runway works during these periods meaning that other runways were not in use. 20

21 Night time average noise levels recorded at EMU 4 during these periods also increased. This was also due to runway works, requiring Runway 06/24 to be used more at night. 21

22 Figure 20 Average daily noise events at EMU 5 (Guildford) from Quarter 3 of 2011 to Quarter 3 of 2012 (captures arrivals to Runway 21 and departures from Runway 03) Figure 21 Average noise levels at EMU 5 from Quarter 3 of 2011 to Quarter 3 of 2012 The key points shown by Figures 20 and 21 are: Along with EMU 2, EMU 5 records the highest noise levels of all the noise monitors in Perth. This is because these two noise monitors are closest to the end of runways and both are overflown by both arrivals and departures. Noise levels were lower during Quarter 4 of 2011 and Quarter 1 of 2012 due to the runway works on the main runway during this period, which resulted in fewer movements on Runway 03 and Runway

23 Figure 22 Average daily noise events at EMU 37 (Beechboro) from Quarter 3 of 2011 to Quarter 3 of 2012 (captures departures from Runway 03) Figure 23 Average noise levels at EMU 37 from Quarter 3 of 2011 to Quarter 3 of 2012 The key points shown by Figures 22 and 23 are: Noise levels at EMU 37 are lower than at other noise monitors due to it being further from the end of a runway. This noise monitor is set only to capture a subset of departures from Runway 03. Nevertheless, EMU 37 has seen an increase in N65 and N70 noise events over the last year, even though the average number of noise events per day remains low. 23

24 EMU37 was reconfigured during Q to improve the detection of noise events. This has the result of a significantly lower N65 value for this period. 24

25 Figure 24 Average daily noise events at EMU 40 (Lathlain) from Quarter 1 of 2012 to Quarter 3 of 2012 (captures departures from Runway 24) Figure 25 Average noise levels at EMU 40 from Quarter 1 of 2012 to Quarter 3 of 2012 The key points shown by Figures 24 and 25 are: Noise levels at EMU 40 are generally low, due to it being aligned with the cross-runway at Perth Airport, which is used less than the main runway. EMU 40 has seen an increase in N65 and N70 noise events over the last year, even though the average number of noise events per day remains low. 25

26 5. Complaints data Airservices manages complaints and enquiries about aircraft noise and operations through its Noise Complaints and Information Service (NCIS). Complaints, enquiries and requests for information about aircraft operations received by the NCIS are collected and stored in a database for the purpose of complaint management, analysis of issues and identification of causal factors. Each complaint, enquiry or request for information is referred to as a contact and each person who makes contact with the NCIS is referred to as a client. 5.1 NCIS Clients by suburb The NCIS received contacts from 227 clients from Perth Airport and Jandakot Airport during Quarter 3 of Client density maps are used to show the number of clients from each suburb, with suburbs coloured according to how many clients had contacted the NCIS. The data does not include clients who contacted other organisations (eg. airports). Table 1 (below) provides a breakdown of clients from July to September Some suburbs are shown twice, with complaints associated with Perth Airport and Jandakot Airport shown separately. Figure 26 (below) shows client density with flight tracks overlaid for Perth Airport and Jandakot Airport for Quarter 3 of Figure 27 (below) focuses on circuit training at Jandakot Airport, which is the main subject of complaints at the airport. It shows client density (for Quarter 3 of 2012) with circuit training tracks for a representative week overlaid. 26

27 Table 1 Recorded clients July to September 2012 by suburb and airport Jandakot Airport Total Suburb Perth Airport clients clients ANKETELL 2 2 APPLECROSS 5 5 ATTADALE 1 1 AVELEY 1 1 BANJUP BASSENDEAN BATEMAN 1 1 BAYSWATER 1 1 BECKENHAM 1 1 BEECHBORO 3 3 BELMONT 5 5 BENTLEY 2 2 BICTON 1 1 BRIGADOON 1 1 BULL CREEK 1 1 BURSWOOD 1 1 BYFORD 1 1 CANNING VALE CANNINGTON 2 2 CARLISLE 1 1 CAVERSHAM 1 1 CHIDLOW 3 3 CITY BEACH 2 2 CLOVERDALE 1 1 COMO COOLOONGUP 1 1 CRAWLEY 1 1 CURRAMBINE 1 1 DALKEITH 2 2 DARLINGTON 1 1 DAYTON 1 1 DUNCRAIG 1 1 FERNDALE FREMANTLE 1 1 GIRRAWHEEN 2 2 GLEN FORREST 2 2 GOOSEBERRY HILL 1 1 GOSNELLS 1 1 GREENMOUNT 3 3 GUILDFORD HAMMOND PARK 1 1 HEATHRIDGE 1 1 HELENA VALLEY 1 1 HENLEY BROOK 1 1 HERNE HILL 3 3 HIGH WYCOMBE

28 JANDAKOT 1 1 JANE BROOK 3 3 KALAMUNDA 1 1 KARAWARA 1 1 KARRINYUP KENWICK 1 1 KINGSLEY 2 2 KOONDOOLA 1 1 LANGFORD 3 3 LEEMING 1 1 LYNWOOD 3 3 MADDINGTON 1 1 MANDURAH 1 1 MANNING 4 4 MORLEY 1 1 MOSMAN PARK 2 2 MUNDIJONG 1 1 NEDLANDS 1 1 PAULLS VALLEY 1 1 PERTH 2 2 PIARA WATERS 2 2 PORT KENNEDY QUEENS PARK 4 4 REDCLIFFE 2 2 RIVERTON 4 4 RIVERVALE ROCKINGHAM 7 7 ROLEYSTONE SALTER POINT SCARBOROUGH 1 1 SHELLEY 1 1 SHOALWATER 1 1 SOUTH GUILDFORD 9 9 SOUTH LAKE 1 1 ST JAMES 1 1 STONEVILLE 1 1 STRATTON 1 1 SWAN VIEW 3 3 THE VINES 1 1 THORNLIE 2 2 VICTORIA PARK 1 1 VIVEASH 1 1 WAIKIKI 2 2 WATERFORD 4 4 WEST PERTH 1 1 WOODBRIDGE 1 1 YOKINE 1 1 Not Specified The key points shown by Table 1 are: 28

29 The NCIS received contacts from residents of 92 suburbs in the Perth basin during Quarter 3 of Nine suburbs have clients for both Perth Airport and Jandakot Airport. The suburbs with the most clients for Perth Airport were Guildford, South Guildford and Ferndale. The suburbs with the most clients for Jandakot Airport were Canning Vale and Rockingham. 29

30 Figure 26 Client density by suburb for Quarter 3 of 2012 with an overlay of tracks for sample period 5, 10, 26 July and 26 September 2012 at Perth Airport and Jandakot Airport Arrivals Departures Local operations including circuits The key points shown by Figure 26 are: Canning Vale, directly to the east of Jandakot Airport, is affected by arrivals to Runway 03 at Perth Airport, as well as by circuits at Jandakot Airport. Roleystone is affected by arrivals to Runway 03 at Perth Airport, particularly in periods of bad weather when the instrument approach flight path is used. Guildford and South Guildford, immediately to the north of the Perth Airport, also record high numbers of NCIS clients. These suburbs are close to Perth Airport and affected by noise from aircraft arriving onto Runway 21 and departing from Runway 03. Ferndale, to the south of the airport, is affected by departures from Runway

31 Figure 27 Client density by suburb for Quarter 3 of 2012, with an overlay of tracks for sample period 5, 10, 26 July and 26 September 2012 at Jandakot Airport Arrivals Departures Local operations including circuits The key points shown by Figure 27 are: Canning Vale and Roleystone record the highest number of NCIS clients concerned with operations at Jandakot Airport. These suburbs are discussed in the section under Figure 26. Another suburb with a high number of NCIS clients is Rockingham, to the south west of Jandakot Airport. Rockingham is close to the area designated for aerobatics for aircraft from Jandakot Airport. 31

32 5.2 Issues raised by NCIS clients Figure 29 (below) shows the top five issues raised by clients in Perth for the 15 month period to the end of Quarter 3 of A single contact can involve multiple issues (ie. a client may have raised more than one issue when they contacted the NCIS). During Quarter 3 of 2012, the issues raised by the greatest number of clients were: jet aircraft, increased frequency of air traffic, Runway 21 departures, flight paths/ diversions and aircraft height. Figure 28 Top five issues for Perth Airport for the 15 month period, July 2011 to September 2012 The key point shown by Figure 28 is that there was a slight peak in client numbers during the summer months. This is probably linked to use of Runway 21 for departures, which was high during this period. Noise associated with jet aircraft is consistently the issue raised most often by clients in the Perth basin. 32

33 Contact us To lodge a complaint or make an enquiry about aircraft operations, you can: go to WebTrak ( use our online form ( telephone (freecall) or (local call Sydney) fax (02) ncis@airservicesaustralia.com or write to, Noise Complaints and Information Service, PO Box 211, Mascot NSW Airservices welcomes comments about this report. Please contact us via at community.relations@airservicesaustralia.com if you would like to provide feedback. 33