Community Noise Monitoring Wareside John Campbell Campbell Associates Ltd

Community Noise Monitoring Wareside John Campbell Campbell Associates Ltd

Contents Page Number 1.0 Overview 2 2.0 Defining Aircraft Noise 4 3.0 Flights Arrivals and Departures 6 4.0 Number of Noise Events 7 4.1 Number of Aircraft Events per hour 8 4.2 Aircraft Noise Events by Aircraft Type 9 5.0 Maximum Noise Levels 10 5.1 Maximum levels by aircraft type 10 5.2 Maximum levels by day 11 5.3 Maximum levels by hour of the day 12 6.0 Noise Climate 14 6.1 LAeq average and L90 background noise 14 6.2 Average Noise, Aircraft Noise and Residual Noise 15 6.3 Lden values 16 7.0 Summary and Conclusions 17 Appendix 1 - Aircraft Type by IATA Code 18 Appendix 2 - Gate Penetration Graphs 20 1

Community Noise Monitoring Wareside 1.0 Overview Campbell Associates were commissioned by London Stansted Airport to undertake three months community noise monitoring to evaluate the impact of noise from Aircraft from Stansted Airport and provide a baseline for future noise monitoring. The monitoring dates were the 9 th of January 2013 to the 20 th of April 2013 The noise monitor was situated at the following address: The Elms, Wareside, Ware, Herts SG12 7RR. See figure 1, where the yellow pin mark identifies the location: 2

The instrumentation conforming to BS EN 61672 Class 1 was positioned in a large area of lawn to the side of the property. The measurement microphone was fixed to a tripod and located in the centre of the lawn, away from acoustic reflecting objects. See figure 2. Figure 2 Measurement Microphone position The noise monitor was located approximately 14.7km from London Stansted airport. See figure 3: Figure 3 Measurement location 3

2.0 Defining Aircraft Noise To establish the noise impact of aircraft on the community, the noise from Aircraft needs to be separated from other noise. To do this, the sound level data collected over the three month period was analyzed to find patterns in the data, which could be attributed to aircraft noise. To do this, the following threshold levels were set: Day (06.00-22.00) is 56 / 56 / 59 db (Start level / Stop level / Maximum level), and a minimum time period of 10 seconds. Night is 53 / 53 / 56 db (Start level / Stop level / Maximum level), and a minimum time period of 8 seconds. Any noise data, which fits this criterion, was identified and labeled as a Noise Event. The next stage was to attribute the noise event to individual aircraft arriving at, or departing from London Stansted Airport. To do this, a gate was defined (which can be seen in figure 4) and all Aircraft, which pass through the gate were identified by Aircraft type, flight number and with a date & time stamp. With the date & time stamp, it is possible to correlate a noise event to an aircraft to give us Aircraft Noise Events. Figure 4 Gate to identify aircraft overflying Wareside 4

The table in figure 5 below shows the number of Noise Events, Aircraft Noise Events, and flights in Flight Plan passing over Wareside, with the correlation rate. Total noise events 5728 Aircraft Noise events 3580 Flights in flight plan 7116 Correlation rate 50.3% Figure 5 Correlation of Aircraft Noise Events A Correlation rate of 50.3% is an acceptable rate for this monitoring project when the distance from the airport is taken into account. Measurements where noise monitors are closer to an airport will give greater correlation. This is because the sound level of the aircraft is greater as they are flying lower over the noise monitor. The gate in which they approach and depart the airport is also much narrower and they will be closer to the monitor. This makes them much easier to identify above other sounds in the vicinity of the noise monitor. The sound level from aircraft passing through the defined gate (seen in figure 4) on some days, especially when there was high wind, was too close to background noise to be able to identify as Aircraft Noise Events. Please note, the study only includes Aircraft flying to, or departing from London Stansted. Flights to and from other airports are not included. 5

3.0 Flight Arrivals and Departures During the measurement period, the vast majority of movements over Wareside were arrivals, which correlates with typical runway usage. The breakdown is as follows, with Flight Plan being the total movement, and Aircraft Events being those that could be identified as noise events : Flight Plan Flight arrivals 7113 Flight departures 3 Aircraft Events Flight arrivals 3,580 Flight departures 0 6

Number of Noise Events each day 4.0 Number of Noise Events The chart in figure 6 shows the number of Aircraft Noise Events per day. From the graph, it can be seen that the number of events varies significantly from day to day. This is mostly due to runway usage, but also due to efficiency of the correlation of Aircraft Noise Events. On some days, it was not possible to correlate Noise Events due to weather conditions generating high background noise levels. The number of Aircraft Noise Events per day varies greatly. Of the 102 days of monitoring, 33 days had no Aircraft Noise Events. The days with Aircraft Events, the numbers ranged from 1 to 92 events. 100 Figure 6: Number of Aircraft Noise Events 90 80 70 60 50 40 30 20 10 0 7

Number of Aircraft Events 4.1 Number of Aircraft events per hour Figure 7 shows the distribution of Aircraft by hour of the day. 350 Figure 7: Number of Aircraft Events per Hour 300 250 200 150 100 50 0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Hours of day 8

73H 319 M1F 320 74N 73Y DH4 ABY AT7 74Y 76Y EM2 752 CCX 73W GS5 CCJ 318 77X CNJ 75W ER3 GRJ 142 143 763 76X AR1 CGX E90 H25 733 738 73P 744 D8Y DF3 DF7 EP1 GS4 P12 100 141 313 707 721 72W 73C 74L 762 77L APF AR8 CL6 D38 DA9 DF2 EP3 F50 GR2 HA4 LRJ MP1 MP2 S20 SFF Number of Events 4.2 Aircraft Noise Events by Aircraft Type Figure 8 shows the distribution of events by aircraft type. The majority of aircrafts are types 73H (Boeing 737-800) and 319 (Airbus 319). The Boeing 737-800 and Airbus 319 are the aircraft types used by Ryanair and Easyjet respectively, and are two of the major carriers operating from London Stansted. 2,500 Figure 8: Numbers of Aircraft Noise Events from Different Aircraft Types 2,000 1,500 1,000 500 0 9

721 74Y 707 74L 74N 143 M1F 73P EP1 763 744 ABY 77X 319 DF2 320 318 72W 738 73W CCJ 73H DA9 F50 73Y 76X AT7 CGX E90 H25 142 762 GRJ 733 HA4 P12 76Y CCX DF7 APF 75W EP3 D8Y 752 CNJ GS4 141 DF3 100 ER3 DH4 AR1 GS5 GR2 LRJ EM2 313 73C S20 AR8 D38 MP2 MP1 77L SFF CL6 Average Value of max. Noise level / dba 5.0 Maximum Noise Levels During the measurement period the noise monitor also recorded the Maximum Sound Levels. For Aircraft monitoring, this is measured with A weighting and a slow network and is referred to as the L AS max 5.1 Maximum Levels by Aircraft Type For each Aircraft Noise Event, this maximum level is also reported, which can be seen in Figure 9 below by aircraft type. The maximum levels range from 57.6dB to 71.9dB L AS max and the most commonly used aircraft 73H and 319 had an average of maximum levels of 64.9dB and 66.8.1dB L AS max respectively. 80.0 Figure 9: Average value of Maximum Noise Level arising from different Aircraft Types 70.0 60.0 50.0 40.0 30.0 20.0 10.0 0.0 10

0 3 7 10 13 16 19 22 25 28 31 34 37 40 43 46 49 54 57 60 63 66 69 72 75 78 81 84 87 90 93 96 99 Noise level / dba 5.2 Maximum levels by day Figure 10 below shows the average of the maximum levels by day of the monitoring period. Gaps in data were due to poor weather, where Aircraft Noise Events could not be identified or changes in runway usage on certain days. On some days, no aircraft passed through the Wareside gate identified in figure 4. 68 Figure 10: Average Value of Maximum Noise Levels of Aircraft Noise Events 66 64 62 60 58 56 Day of measurement 11

Noise Levels / dba 5.3 Maximum levels by hour of the day Figure 11 shows the spread of maximum noise levels by hour of the day. Figure 11: Average Value of Maximum Noise Levels of Aircraft Noise Event per hour of day 70 67.5 65 62.5 60 57.5 55 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Hours of day Please note, the maximum noise levels are mostly dictated by the path of the aircraft and how closely they overflew the noise monitor. The gate, which can be seen from figure 4, shows that the aircraft can be some distance from the monitor. The maximum levels measured in this exercise should not be used as a means of establishing the noisiest aircraft. 12

Number of Events Figure 12 displays the distribution of maximum aircraft noise events: 450 Figure 12: Statistical Frequency Distribution of Maximum Noise Levels of Aircraft Noise 400 350 300 250 200 150 100 50 0 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 NOISE LEVEL / LAS MAX DB 13

Noise Level / dba 6.0 Noise Climate 6.1 LAeq average and L90 background noise Figure 13 displays the noise climate at the monitoring location displayed by hour of the day. This includes all noise for the complete monitoring period. It is expressed as an Leq value, which is the energetic average of all sound over each hourly period. In addition, there is an LA90 value plotted, which is a statistical calculation on the sound levels logged. The LA90 is the noise level, which is exceeded for 90% of the time. It is a value which is commonly used as an indicator for background noise at a given location. 80.0 Figure 13: Noise Climate total Noise (Leq) and background Noise (LA90) hour by hour 70.0 60.0 50.0 40.0 30.0 20.0 10.0 0.0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 14

Noise Levels / dba 6.2 Average Noise, Aircraft Noise and Residual Noise Figure 14 displays the average (LAeq) levels by hour again, but also displays the level attributed to aircraft noise by hour. This is calculated by combining the Aircraft Noise Events during the monitoring period. This value is then subtracted from the Total Noise to give a Residual Noise, which is the level you would expect if the Aircraft Noise Events are removed. Figure 14: Noise Climate showing average values for each hour of Total Noise, Aircraft Noise and Residual Noise (LAeq) 80.0 70.0 60.0 Figure 14: Noise Climate showing average values for each hour of day of total noise, aircraft noise and residual noise (LAeqs) Aircraft Noise Total Noise Residual Noise LA90 50.0 40.0 30.0 20.0 0 1 2 3 4 5 6 7 8 9 10 11 13 14 15 16 17 18 19 20 21 22 23 10.0 0.0 15

6.3 Lden values The table in figure 14 below shows the levels as expressed as an Lden value. The Lden is a Noise Metric, which is a 24 hour average (LAeq) normally calculated for an annual period. It includes a 5 db weighting for evening periods, and a 10 db weighting for night periods. The periods are broken down as can be seen in table 14. The Lden is an indicator, which is being increasingly used as an expression of the long term noise climate at a given location. This has been expressed in the table below for Total Noise, Aircraft Noise and Residual Noise. Total Noise Lden 54.7 db Day 07.00-19.00 = 53.2 db(a) Evening 19.00-23.00 = 45.4 db(a) Night 23.00 07.00 = 47.1dB(A) Aircraft Noise Lden 51.4 db Day 07.00-19.00 = 49.4dB(A) Evening 19.00-23.00 = 42.9dB(A) Night 23.00 07.00 = 44.0dB(A) Residual Noise Lden 52.0 db Day 07.00-19.00 = 50.9 db(a) Evening 19.00-23.00= 41.7 db(a) Night 23.00 07.00 = 44.3 db(a) Figure 14 Lden values 16

7.0 Summary and Conclusions The community noise monitoring has been a useful exercise to establish: The impact of Aircraft Noise from London Stansted Airport on Wareside It is possible to measure Aircraft Noise Events at Wareside and correlate this with aircrafts associated to Stansted Airport The number of Aircraft Noise Events varies greatly with runway usage Main reason for Aircraft Events are arrivals to Stansted Airport, which peak at 09.00 and between 13.00 and 17.00 A baseline, which can be used for any future Noise Monitoring in the Wareside community 17

Appendix 1 Aircraft Type by IATA Code IATA Code ICAO Code Manufacturer and aircraft type/ model 73H B738 Boeing 737-800 (winglets) pax 319 A319 Airbus A319 AT7 AT72 Aerospatiale/Alenia ATR 72 733 B733 Boeing 737-300 pax DH4 DH8D De Havilland Canada DHC-8-400 Dash 8Q 73Y B733 Boeing 737-300 Freighter M1F MD11 McDonnell Douglas MD11 Freighter 320 A320 Airbus A320-100/200 74Y B744 Boeing 747-400 Freighter ER3 E135 Embraer RJ135 CNJ n/a Cessna Citation 142 B462 BAe 146-200 Pax 74N 747-800 (Freighter) ABY A306 Airbus Industrie A600-600 Freighter 738 B738 Boeing 737-800 pax Gulfstream Aerospace G-1159 Gulfstream II / III / GRJ n/a IV / V 76Y B763 Boeing 767-300 Freighter GS5 Gulfstream 5 CCJ CL60 Canadair Challenger E90 E190 Embraer 190 73W B737 Boeing 737-700 (winglets) pax 76X B762 Boeing 767-200 Freighter AR8 RJ85 Avro RJ85 Avroliner CCX GLEX Canadair Global Express CL6 Challenger 604/605 DF3 DC3 Douglas DC-3 Freighter 77X B762 Boeing 767-200 Freighter Dassault (Breguet Mystere) Falcon 10 / 100 / 20 / DF2 n/a 200 / 2000 752 B752 Boeing 757-200 pax EM2 E120 Embraer EMB.120 Brasilia GS4 GLF4 Gulfstream 4 Fairchild (Swearingen) SA26 / SA226 / SA227 Metro SWM n/a / Merlin / Expediter 14Z B463 BAe 146 Freighter (-200QT & QC) H25 n/a British Aerospace (Hawker Siddeley) HS.125 LRJ n/a Gates Learjet 763 B763 Boeing 767-300 pax D38 D328 Fairchild Dornier Do.328 E70 E170 Embraer 170 EP1 Embraer Phenom 100 318 A318 Airbus A318 321 A321 Airbus A321-100/200 73C 737-300 (Winglets) CJT Cessna Jet CN7 Cessna Citation 750x 18

F50 F50 Fokker 50 L45 Learjet 45 L60 Learjet 60 PA2 n/a Piper light aircraft - twin piston engines 722 B722 Boeing 727-200 pax 735 B735 Boeing 737-500 pax 73G B737 Boeing 737-700 pax 74L N74S Boeing 747SP 75W 757-200 (Winglets) APF ATP - freighter CCL Challenger 600 Series CJ2 Cesna citation CJ2 FRJ J328 Fairchild Dornier 328JET P12 Pilatus PC-12 SFF SAAB 340 Freighter 332 A332 Airbus A330-200 63M Boeing globemaster 3 744 B744 Boeing 747-400 pax 762 B762 Boeing 767-200 pax A4F A124 Antonov AN-124 Ruslan AR1 RJ1H Avro RJ100 Avroliner BE2 n/a Beechcraft twin piston engines CGX Global Express CXL DA5 Falcon 50 DAF Dassant Falcon (Generic) DF7 Falcon 7x ER4 E145 Embraer RJ145 Amazon ERJ n/a Embraer RJ135 / RJ140 / RJ145 F27 F27 Fokker F.27 Friendship / Fairchild F.27 G20 Gulfstream galaxy 200 GS2 Gulfstream 2 GS3 Gulfstream 3 LOF L188 Lockheed L-188 Electra Freighter LOH C130 Lockheed L-182 / 282 / 382 (L-100) Hercules M83 MD83 McDonnell Douglas MD83 PR1 Premier 1 19

Appendix 2 Gate Penetration Graphs for Wareside 20