Community Noise Monitoring Thorley
Community Noise Monitoring Thorley John Campbell – Campbell Associates
Thorley Community Noise Monitoring
Contents 1.0
Overview
2
2.0
Defining Aircraft Noise
5
3.0
Flights Arrivals and Departures
7
4.0
Number of Noise Events
8
4.1 Number of aircraft events per hour
9
4.2 Aircraft noise events by aircraft type
10
Maximum noise levels
11
5.1 Maximum levels by aircraft type
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5.2 Maximum levels by day
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5.3 Maximum levels by hour of the day
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5.4 Number of N60 and N70 events per day
15
Noise Climate
16
6.1 LAeq average and L90 background noise
16
6.2 Average noise, aircraft noise and residual noise
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6.3 Lden values
18
Summary and Conclusions
19
5.0
6.0
7.0
Appendix 1 - Aircraft Type by IATA Code
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Appendix 2 - Gate Penetration Graphs
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Appendix 3 - Table of maximum levels by aircraft type
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Appendix 4 - Comparison with previous studies
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Thorley Community Noise Monitoring
Community Noise Monitoring Thorley 1.0
Overview
Campbell Associates were commissioned by London Stansted Airport to undertake 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 8th of July 2014 to the 12th of October 2014. The noise monitor was situated at the following address: 1 Thorley High CM23 4AR, See figure 1 where the yellow pin mark identifies the location
Figure 1 - Monitor Location
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Thorley Community Noise Monitoring
The instrumentation conforming to IEC 61672 type one 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
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Thorley Community Noise Monitoring
The noise monitor was located approximately 5km to the south west of London Stansted airport. See figure 3
Figure 3 - Measurement location relative to Airport
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Thorley Community Noise Monitoring
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. The sound level data collected over the three month period was analysed to find patterns in the data, which could be attributed to aircraft noise. To do this the following conditions were set: The level has to go above 59dB drop below 59dB be at least 10 seconds long and during this time exceed 62dB. Any noise data which fits this criteria 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 achieve 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 and time stamp. With the date and 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 Thorley
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Thorley Community Noise Monitoring
The table in figure 5 below shows the number of noise events, aircraft noise events and flights in flight plan passing over Thorley with the correlation rate.
Total noise events
20,887
Aircraft Noise events
8391
Flights in flight plan
22,256
Correlation rate
37.7%
Figure 5 - Correlation of Aircraft Noise Events
A Correlation rate of 37.7% is an acceptable rate, although not as high a level as desired for this monitoring project. You would normally expect greater correlation rates with the noise monitor this distance from the airport. The reasons for the low correlation was believed to be due to the following factors: Firstly, the gate used for this monitoring project is relatively wide, meaning that a number of aircraft movements were passing the gate at some distance from the monitor. The sound levels were therefore lower and harder to pick out against background noise. Secondly, the location of the noise monitor was quite close to a rail line, which increased the background noise, making correlating aircraft noise events more difficult. Weather conditions including high winds and heavy rainfall which was present in the monitoring exercise also increased background noise, reducing correlation rates. The study only includes Aircraft flying to, or departing from, London Stansted. Flights to and from other airports are not included. NB there was also some erroneous data on this measurement survey due to a technical fault on the measurement system. These periods of time have been excluded from the study.
6
Thorley Community Noise Monitoring
3.0
Flight Arrivals and Departures
During the measurement period there was a mixture of all movements over the Thorley noise monitor, which correlates with typical runway usage. The breakdown of departures and arrivals is as follows:
Flights in flight plan
22,256
Arrivals
8,145
(36.6%)
Departures
14,111
(63.4%)
Figure 6 - Arrivals and Departures
7
Thorley Community Noise Monitoring
4.0
Number of Noise Events
The chart in figure 7 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 the 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. Some periods of time were excluded from the study due to technical issues with the monitoring instrumentation.
Figure 7 - Number of Noise Events by Day
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Thorley Community Noise Monitoring
4.1 Number of Aircraft events per hour Figure 8 shows the distribution of Aircraft events by hour of the day.
Figure 8 - Number of Aircraft Events per Hour
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Thorley Community Noise Monitoring
4.2
Aircraft Noise Events by Aircraft Type
Figure 9 shows the distribution of events by aircraft type. The majority of aircraft 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.
Numbers of Aircraft Noise Events from Different Aircraft Types
Figure 9 -Aircraft Noise Events from Different Aircraft Types
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Thorley Community Noise Monitoring
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 LAS 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 10 below by aircraft type. The maximum levels range from 62.2dB to 82.2dB LAS max and the most commonly used aircraft 73H and 319 had an average of maximum levels of 68.3dB and 68.5 dB LAS max respectively. A full list of levels by aircraft type can be seen in appendix 3.
Average value of maximum noise level arising from different aircraft types Average Value of max. Noise level / dBA
90.0 80.0 70.0 60.0 50.0 40.0 30.0 20.0 10.0
733 DH4 72S 73P 752 GS4 M82 75W 313 D38 BE2 32B CJ8 32A 73H 74N S20 342 H25 CR9 CJM 74L CCJ 744 DF3 74E 318 76X SF3 H29 PL2
0.0
Figure 10 -Average value of maximum noise level arising from different aircraft types
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Thorley Community Noise Monitoring
5.2
Maximum levels by day
Figure 12 below shows the average of the maximum levels by day of the monitoring period.
Average Value of Maximum Noise Levels of Aircraft Noise Events 71 70 69 68 67 66 65 64 63 62 61 0 2 4 6 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 75 77 79 81 83 85 87 89 91 93 7 73
Days of Measurement Figure 11 - Average Value of Maximum Noise Levels of Aircraft Noise Events
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Thorley Community Noise Monitoring
5.3
Maximum levels by hour of the day
Figure 12 shows the spread of maximum noise levels by hour of the day.
Average Value of Maximum Noise Levels of Aircraft Noise Events Per Hour of Day 70.0 69.0 68.0 67.0 66.0 65.0 64.0 63.0 62.0 61.0 60.0 0
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Hour of day Figure 12 -Average Value of Maximum Noise Levels of Aircraft Noise Events per Hour 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. Appendix 2 shows gate penetration of aircraft overflying the noise monitor which is indicated as the ‘0’ center point of the gate on the charts. 13
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Thorley Community Noise Monitoring
Figure 13 displays the statistical distribution of maximum aircraft noise events.
Statistical Frequency Distribution of Maximum Noise Levels of Aircraft Noise 1000 900 800 700 600 500 400 300 200 100 0
6.0
Noise Climate
6.1
LAeq average and L90 background noise
Figure 13 -Statistical Frequency Distribution of Maximum Noise Levels of Aircraft Noise
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Thorley Community Noise Monitoring
5.4
Number of Aircraft Events Exceeding 60dB and 70dB per Day
Figure 14 below shows the number times aircraft events were recorded with levels above 60 dB LAS max per day. This is referred to as a N60 value. It also shows the number of times per day events were recorded with a LAS max of 70dB or greater. This is referred to as the N70 value.
250
N60 and N70 - Number of Aircraft Events Exceeding 60dB and 70dB LAsMax
200
150
100
50
12/10/2014 10/10/2014 08/10/2014 06/10/2014 04/10/2014 02/10/2014 30/09/2014 28/09/2014 26/09/2014 24/09/2014 22/09/2014 20/09/2014 18/09/2014 16/09/2014 14/09/2014 12/09/2014 10/09/2014 08/09/2014 06/09/2014 04/09/2014 02/09/2014 31/08/2014 29/08/2014 27/08/2014 25/08/2014 23/08/2014 21/08/2014 19/08/2014 17/08/2014 15/08/2014 13/08/2014 11/08/2014 09/08/2014 07/08/2014 05/08/2014 03/08/2014 01/08/2014 30/07/2014 28/07/2014 26/07/2014 24/07/2014 22/07/2014 20/07/2014 18/07/2014 16/07/2014 14/07/2014 12/07/2014 10/07/2014 08/07/2014
0
Figure 14 N60 and N70 Aircraft events per day
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Thorley Community Noise Monitoring
6.0
Noise Climate
6.1 LAeq average and L90 background noise Figure 15 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 LAeq dB 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 and is a value which is commonly used as an indicator for background noise at a given location.
Noise Climate Total Noise (Leq) and Background Noise (LA90) Hour by Hour 70.0
Noise Level / dBa
60.0 50.0 40.0 30.0 20.0 10.0 0.0 1
2
3
4
5
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10
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Hour of day Figure 155 - Noise Climate by Hour
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Thorley Community Noise Monitoring
6.2 Average noise, Aircraft Noise and Residual noise Figure 16 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.
70.0
Noise Climate Showing Average Values for Each Hour of Day of Total Noise, Aircraft Noise and Residual Noise (LAeqs)
60.0
Noise level / dBa
50.0
40.0 Aircraft Noise
30.0 Total Noise
20.0 Residual Noise
10.0
0.0 1
2
3
4
5
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9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Figure 166 - Noise Climate showing average values for each hour of total noise, aircraft noise and residual noise (LAeq)
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Thorley Community Noise Monitoring
6.3 Lden values The table in figure 17 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 and a 10 dB weighting for night periods. The periods are broken down as can be seen in table 16. The Lden is an indicator which is being Total Noise – LDEN 60.5 dB increasingly used as an expression of the Day 07.00 -19.00 = 57.1dB(A) long term noise climate at a given Evening 19.00-23.00 = 55.9dB(A) location. This has been Night 23.00 – 07.00 = 52.9dB(A) expressed in the Aircraft Noise – LDEN 54.2 dB table below for total noise, aircraft noise Day 07.00 -19.00 = 52.4dB(A) and residual noise. Evening 19.00-23.00
= 50.2dB(A)
Night 23.00 – 07.00
= 45.6dB(A)
Residual Noise – LDEN 59.3 dB Day 07.00 -19.00
= 55.3dB(A)
Evening 19.00-23.00
= 56.6dB(A)
Night 23.00 – 07.00
= 52.0dB(A)
Figure 17 - LDEN Values
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Thorley Community Noise Monitoring
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 Thorley. It is possible to measure aircraft noise events at Thorley and correlate this with aircraft associated to Stansted Airport. That the number of aircraft noise events varies with runway usage. Identified aircraft events are concentrated around 07:00 and 18:00 which correlates with departures and arrivals to Stansted Airport. A baseline, which can be used for any future noise monitoring in the Thorley community.
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Thorley Community Noise Monitoring
Appendix 1, Aircraft Type by IATA Code IATA Code 73H 319 AT7 733 DH4 73Y M1F 320 74Y ER3 CNJ 142 74N ABY 738
ICAO Code
GRJ
n/a
76Y GS5 CCJ E90 73W 76X AR8 CCX CL6 DF3 77X
B763
20
Manufacturer and aircraft type/ model
B738
Boeing 737-800 (winglets) pax
A319
Airbus A319
AT72
Aerospatiale/Alenia ATR 72
B733
Boeing 737-300 pax
DH8D
De Havilland Canada DHC-8-400 Dash 8Q
B733
Boeing 737-300 Freighter
MD11
McDonnell Douglas MD11 Freighter
A320
Airbus A320-100/200
B744
Boeing 747-400 Freighter
E135
Embraer RJ135
n/a
Cessna Citation
B462
BAe 146-200 Pax 747 - 800 (Freighter)
A306
Airbus Industrie A600-600 Freighter
B738
Boeing 737-800 pax Gulfstream Aerospace G-1159 Gulfstream II / III / IV / V Boeing 767-300 Freighter Gulfstream 5
CL60
Canadair Challenger
E190
Embraer 190
B737
Boeing 737-700 (winglets) pax
B762
Boeing 767-200 Freighter
RJ85
Avro RJ85 Avroliner
GLEX
Canadair Global Express Challenger 604/605
DC3
Douglas DC-3 Freighter
B762
Boeing 767-200 Freighter Dassault (Breguet Mystere) Falcon 10 / 100 / 20 / 200 / 2000
DF2
n/a
752 EM2 GS4
B752
Boeing 757-200 pax
E120
Embraer EMB.120 Brasilia
GLF4
Gulfstream 4
SWM
n/a
14Z H25 LRJ 763 D38 E70 EP1 318 321
B463
Fairchild (Swearingen) SA26 / SA226 / SA227 Metro / Merlin / Expediter BAe 146 Freighter (-200QT & QC)
n/a
British Aerospace (Hawker Siddeley) HS.125
n/a
Gates Learjet
B763
Boeing 767-300 pax
D328
Fairchild Dornier Do.328
E170
Embraer 170 Embraer Phenom 100
A318
Airbus A318
A321
Airbus A321-100/200
Thorley Community Noise Monitoring
73C CJT CN7 F50 L45 L60 PA2 722 735 73G 74L 75W APF CCL CJ2 FRJ P12 SFF 332 63M 744 762 A4F AR1 BE2 CGX CXL DA5 DAF DF7 ER4 ERJ F27 G20 GS2 GS3 LOF LOH M83 PR1
737-300 (Winglets) Cessna Jet Cessna Citation 750x F50
Fokker 50 Learjet 45 Learjet 60
n/a
Piper light aircraft - twin piston engines
B722
Boeing 727-200 pax
B735
Boeing 737-500 pax
B737
Boeing 737-700 pax
N74S
Boeing 747SP 757-200 (Winglets) ATP - freighter Challenger 600 Series Cesna citation CJ2
J328
Fairchild Dornier 328JET Pilatus PC-12 SAAB 340 Freighter
A332
Airbus A330-200 Boeing globemaster 3
B744
Boeing 747-400 pax
B762
Boeing 767-200 pax
A124
Antonov AN-124 Ruslan
RJ1H
Avro RJ100 Avroliner
n/a
Beechcraft twin piston engines Global Express Falcon 50 Dassant Falcon (Generic) Falcon 7x
E145
Embraer RJ145 Amazon
n/a
Embraer RJ135 / RJ140 / RJ145
F27
Fokker F.27 Friendship / Fairchild F.27 Gulfstream galaxy 200 Gulfstream 2 Gulfstream 3
L188
Lockheed L-188 Electra Freighter
C130
Lockheed L-182 / 282 / 382 (L-100) Hercules
MD83
McDonnell Douglas MD83 Premier 1
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Appendix 2, Gate Penetration Graphs for Thorley Departures
Arrivals
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Thorley Community Noise Monitoring
All Operations
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Thorley Community Noise Monitoring
Appendix 3, Table of maximum levels by aircraft type The table below shows the values for all aircraft in figure 10 Average value of maximum noise level arising from different aircraft types AC Type 733 788 CJ2 DH4 H24 D2L 72S CJ6 753 73P 31Y EP3 752 L35 DF9 GS4 GJ5 E90 M82 PA2 DF5 75W M1F APF 313 GRJ 320 D38 ABY 74Y BE2 CNJ
24
dbA 82.2 80.7 79.6 75.8 75.4 75.0 74.9 74.8 72.9 72.7 71.5 71.3 71.0 71.0 70.9 70.2 70.1 70.1 70.0 70.0 69.9 69.7 69.6 69.6 69.4 69.3 69.0 69.0 69.0 68.9 68.8 68.6
AC Type 762 32B 319 AT7 CJ8 76V 321 32A L45 ERJ 73H 73Y EM2 74N CJL AN7 S20 ER3 GS5 342 A26 AR1 H25 SWM 76Y CR9 CJ1 CCX CJM 75F 734 74L
dbA 68.6 68.6 68.5 68.5 68.5 68.5 68.4 68.4 68.4 68.4 68.3 68.3 68.3 68.3 68.2 68.2 68.1 68.1 68.1 68.1 68.1 68.0 68.0 68.0 67.8 67.8 67.8 67.7 67.7 67.6 67.4 67.3
AC Type BET 142 CCJ 77X ER4 744 343 73W DF3 763 AT4 74E CS5 DF7 318 GJ4 143 76X L60 CR2 SF3 LRJ 332 H29 A4F 76W PL2 E70 PR1
dbA 67.1 67.1 67.0 66.9 66.9 66.9 66.8 66.7 66.7 66.5 66.5 66.5 66.0 65.8 65.7 65.6 65.5 65.3 65.2 65.1 65.1 64.8 64.6 64.3 63.9 63.4 63.2 62.7 62.2
Thorley Community Noise Monitoring
Appendix 4, Comparison with previous studies Measurements have been made previously at the same location in 2005 and 2010. The table below in Figure 17 shows a summary of the data for 2014 against these measurements Thorley Summary data Survey Period Aircraft noise event trigger level Total number of aircraft noise events Average level of aircraft noise events dBLASmax Average total level LAeq,T Average aircraft noise level, LAeq,T Average residual noise level, LAeq,T Day-evening night level LDEN
Background noise (LAS90)
2014 8 July to 12th October 59dBA 8,391 67.5dBA Day (16h) 56.8dB Night (8h) 52.9dB Day (16h) 51.9dB Night (8h) 45.6dB Day (16h) 55.7dB Night (8h) 52.0dB Total noise: 60.5dB Aircraft noise:54.2dB Day (16h) 42.3dB Night (8h) 41.8dB
2010 6 July to 12th October 60dBA 14,687 63.7dBA Day (16h) 57.2dB Night (8h) 51.9dB Day (16h) 53.2dB Night (8h) 47.9dB Day (16h) 55.1dB Night (8h) 49.7dB Total noise: 60.1dB Aircraft noise:56.2dB Day (16h) 44.0dB Night (8h) 35.4dB
2005 1st July to 30th September 60dBA 14,694 64.3dBA Day (16h) 56.9dB Night (8h) 51.9dB Day (16h) 53.7dB Night (8h) 48.6dB Day (16h) 54.1dB Night (8h) 49.2dB Total noise: 60.0dB Aircraft noise:56.7dB Day (16h) 46.3dB Night (8h) 38.0dB
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Thorley Community Noise Monitoring
Contents 1.0
Overview
2
2.0
Defining Aircraft Noise
5
3.0
Flights Arrivals and Departures
7
4.0
Number of Noise Events
8
4.1 Number of aircraft events per hour
9
4.2 Aircraft noise events by aircraft type
10
Maximum noise levels
11
5.1 Maximum levels by aircraft type
11
5.2 Maximum levels by day
12
5.3 Maximum levels by hour of the day
13
5.4 Number of N60 and N70 events per day
15
Noise Climate
16
6.1 LAeq average and L90 background noise
16
6.2 Average noise, aircraft noise and residual noise
17
6.3 Lden values
18
Summary and Conclusions
19
5.0
6.0
7.0
Appendix 1 - Aircraft Type by IATA Code
20
Appendix 2 - Gate Penetration Graphs
22
Appendix 3 - Table of maximum levels by aircraft type
24
Appendix 4 - Comparison with previous studies
25 1
Thorley Community Noise Monitoring
Community Noise Monitoring Thorley 1.0
Overview
Campbell Associates were commissioned by London Stansted Airport to undertake 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 8th of July 2014 to the 12th of October 2014. The noise monitor was situated at the following address: 1 Thorley High CM23 4AR, See figure 1 where the yellow pin mark identifies the location
Figure 1 - Monitor Location
2
Thorley Community Noise Monitoring
The instrumentation conforming to IEC 61672 type one 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
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Thorley Community Noise Monitoring
The noise monitor was located approximately 5km to the south west of London Stansted airport. See figure 3
Figure 3 - Measurement location relative to Airport
4
Thorley Community Noise Monitoring
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. The sound level data collected over the three month period was analysed to find patterns in the data, which could be attributed to aircraft noise. To do this the following conditions were set: The level has to go above 59dB drop below 59dB be at least 10 seconds long and during this time exceed 62dB. Any noise data which fits this criteria 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 achieve 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 and time stamp. With the date and 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 Thorley
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Thorley Community Noise Monitoring
The table in figure 5 below shows the number of noise events, aircraft noise events and flights in flight plan passing over Thorley with the correlation rate.
Total noise events
20,887
Aircraft Noise events
8391
Flights in flight plan
22,256
Correlation rate
37.7%
Figure 5 - Correlation of Aircraft Noise Events
A Correlation rate of 37.7% is an acceptable rate, although not as high a level as desired for this monitoring project. You would normally expect greater correlation rates with the noise monitor this distance from the airport. The reasons for the low correlation was believed to be due to the following factors: Firstly, the gate used for this monitoring project is relatively wide, meaning that a number of aircraft movements were passing the gate at some distance from the monitor. The sound levels were therefore lower and harder to pick out against background noise. Secondly, the location of the noise monitor was quite close to a rail line, which increased the background noise, making correlating aircraft noise events more difficult. Weather conditions including high winds and heavy rainfall which was present in the monitoring exercise also increased background noise, reducing correlation rates. The study only includes Aircraft flying to, or departing from, London Stansted. Flights to and from other airports are not included. NB there was also some erroneous data on this measurement survey due to a technical fault on the measurement system. These periods of time have been excluded from the study.
6
Thorley Community Noise Monitoring
3.0
Flight Arrivals and Departures
During the measurement period there was a mixture of all movements over the Thorley noise monitor, which correlates with typical runway usage. The breakdown of departures and arrivals is as follows:
Flights in flight plan
22,256
Arrivals
8,145
(36.6%)
Departures
14,111
(63.4%)
Figure 6 - Arrivals and Departures
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Thorley Community Noise Monitoring
4.0
Number of Noise Events
The chart in figure 7 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 the 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. Some periods of time were excluded from the study due to technical issues with the monitoring instrumentation.
Figure 7 - Number of Noise Events by Day
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4.1 Number of Aircraft events per hour Figure 8 shows the distribution of Aircraft events by hour of the day.
Figure 8 - Number of Aircraft Events per Hour
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4.2
Aircraft Noise Events by Aircraft Type
Figure 9 shows the distribution of events by aircraft type. The majority of aircraft 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.
Numbers of Aircraft Noise Events from Different Aircraft Types
Figure 9 -Aircraft Noise Events from Different Aircraft Types
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Thorley Community Noise Monitoring
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 LAS 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 10 below by aircraft type. The maximum levels range from 62.2dB to 82.2dB LAS max and the most commonly used aircraft 73H and 319 had an average of maximum levels of 68.3dB and 68.5 dB LAS max respectively. A full list of levels by aircraft type can be seen in appendix 3.
Average value of maximum noise level arising from different aircraft types Average Value of max. Noise level / dBA
90.0 80.0 70.0 60.0 50.0 40.0 30.0 20.0 10.0
733 DH4 72S 73P 752 GS4 M82 75W 313 D38 BE2 32B CJ8 32A 73H 74N S20 342 H25 CR9 CJM 74L CCJ 744 DF3 74E 318 76X SF3 H29 PL2
0.0
Figure 10 -Average value of maximum noise level arising from different aircraft types
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Thorley Community Noise Monitoring
5.2
Maximum levels by day
Figure 12 below shows the average of the maximum levels by day of the monitoring period.
Average Value of Maximum Noise Levels of Aircraft Noise Events 71 70 69 68 67 66 65 64 63 62 61 0 2 4 6 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 75 77 79 81 83 85 87 89 91 93 7 73
Days of Measurement Figure 11 - Average Value of Maximum Noise Levels of Aircraft Noise Events
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5.3
Maximum levels by hour of the day
Figure 12 shows the spread of maximum noise levels by hour of the day.
Average Value of Maximum Noise Levels of Aircraft Noise Events Per Hour of Day 70.0 69.0 68.0 67.0 66.0 65.0 64.0 63.0 62.0 61.0 60.0 0
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Hour of day Figure 12 -Average Value of Maximum Noise Levels of Aircraft Noise Events per Hour 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. Appendix 2 shows gate penetration of aircraft overflying the noise monitor which is indicated as the ‘0’ center point of the gate on the charts. 13
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Thorley Community Noise Monitoring
Figure 13 displays the statistical distribution of maximum aircraft noise events.
Statistical Frequency Distribution of Maximum Noise Levels of Aircraft Noise 1000 900 800 700 600 500 400 300 200 100 0
6.0
Noise Climate
6.1
LAeq average and L90 background noise
Figure 13 -Statistical Frequency Distribution of Maximum Noise Levels of Aircraft Noise
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Thorley Community Noise Monitoring
5.4
Number of Aircraft Events Exceeding 60dB and 70dB per Day
Figure 14 below shows the number times aircraft events were recorded with levels above 60 dB LAS max per day. This is referred to as a N60 value. It also shows the number of times per day events were recorded with a LAS max of 70dB or greater. This is referred to as the N70 value.
250
N60 and N70 - Number of Aircraft Events Exceeding 60dB and 70dB LAsMax
200
150
100
50
12/10/2014 10/10/2014 08/10/2014 06/10/2014 04/10/2014 02/10/2014 30/09/2014 28/09/2014 26/09/2014 24/09/2014 22/09/2014 20/09/2014 18/09/2014 16/09/2014 14/09/2014 12/09/2014 10/09/2014 08/09/2014 06/09/2014 04/09/2014 02/09/2014 31/08/2014 29/08/2014 27/08/2014 25/08/2014 23/08/2014 21/08/2014 19/08/2014 17/08/2014 15/08/2014 13/08/2014 11/08/2014 09/08/2014 07/08/2014 05/08/2014 03/08/2014 01/08/2014 30/07/2014 28/07/2014 26/07/2014 24/07/2014 22/07/2014 20/07/2014 18/07/2014 16/07/2014 14/07/2014 12/07/2014 10/07/2014 08/07/2014
0
Figure 14 N60 and N70 Aircraft events per day
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Thorley Community Noise Monitoring
6.0
Noise Climate
6.1 LAeq average and L90 background noise Figure 15 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 LAeq dB 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 and is a value which is commonly used as an indicator for background noise at a given location.
Noise Climate Total Noise (Leq) and Background Noise (LA90) Hour by Hour 70.0
Noise Level / dBa
60.0 50.0 40.0 30.0 20.0 10.0 0.0 1
2
3
4
5
6
7
8
9
10
11
12
13
14
Hour of day Figure 155 - Noise Climate by Hour
16
15
16
17
18
19
20
21
22
23
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Thorley Community Noise Monitoring
6.2 Average noise, Aircraft Noise and Residual noise Figure 16 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.
70.0
Noise Climate Showing Average Values for Each Hour of Day of Total Noise, Aircraft Noise and Residual Noise (LAeqs)
60.0
Noise level / dBa
50.0
40.0 Aircraft Noise
30.0 Total Noise
20.0 Residual Noise
10.0
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 24
Figure 166 - Noise Climate showing average values for each hour of total noise, aircraft noise and residual noise (LAeq)
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Thorley Community Noise Monitoring
6.3 Lden values The table in figure 17 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 and a 10 dB weighting for night periods. The periods are broken down as can be seen in table 16. The Lden is an indicator which is being Total Noise – LDEN 60.5 dB increasingly used as an expression of the Day 07.00 -19.00 = 57.1dB(A) long term noise climate at a given Evening 19.00-23.00 = 55.9dB(A) location. This has been Night 23.00 – 07.00 = 52.9dB(A) expressed in the Aircraft Noise – LDEN 54.2 dB table below for total noise, aircraft noise Day 07.00 -19.00 = 52.4dB(A) and residual noise. Evening 19.00-23.00
= 50.2dB(A)
Night 23.00 – 07.00
= 45.6dB(A)
Residual Noise – LDEN 59.3 dB Day 07.00 -19.00
= 55.3dB(A)
Evening 19.00-23.00
= 56.6dB(A)
Night 23.00 – 07.00
= 52.0dB(A)
Figure 17 - LDEN Values
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Thorley Community Noise Monitoring
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 Thorley. It is possible to measure aircraft noise events at Thorley and correlate this with aircraft associated to Stansted Airport. That the number of aircraft noise events varies with runway usage. Identified aircraft events are concentrated around 07:00 and 18:00 which correlates with departures and arrivals to Stansted Airport. A baseline, which can be used for any future noise monitoring in the Thorley community.
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Thorley Community Noise Monitoring
Appendix 1, Aircraft Type by IATA Code IATA Code 73H 319 AT7 733 DH4 73Y M1F 320 74Y ER3 CNJ 142 74N ABY 738
ICAO Code
GRJ
n/a
76Y GS5 CCJ E90 73W 76X AR8 CCX CL6 DF3 77X
B763
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Manufacturer and aircraft type/ model
B738
Boeing 737-800 (winglets) pax
A319
Airbus A319
AT72
Aerospatiale/Alenia ATR 72
B733
Boeing 737-300 pax
DH8D
De Havilland Canada DHC-8-400 Dash 8Q
B733
Boeing 737-300 Freighter
MD11
McDonnell Douglas MD11 Freighter
A320
Airbus A320-100/200
B744
Boeing 747-400 Freighter
E135
Embraer RJ135
n/a
Cessna Citation
B462
BAe 146-200 Pax 747 - 800 (Freighter)
A306
Airbus Industrie A600-600 Freighter
B738
Boeing 737-800 pax Gulfstream Aerospace G-1159 Gulfstream II / III / IV / V Boeing 767-300 Freighter Gulfstream 5
CL60
Canadair Challenger
E190
Embraer 190
B737
Boeing 737-700 (winglets) pax
B762
Boeing 767-200 Freighter
RJ85
Avro RJ85 Avroliner
GLEX
Canadair Global Express Challenger 604/605
DC3
Douglas DC-3 Freighter
B762
Boeing 767-200 Freighter Dassault (Breguet Mystere) Falcon 10 / 100 / 20 / 200 / 2000
DF2
n/a
752 EM2 GS4
B752
Boeing 757-200 pax
E120
Embraer EMB.120 Brasilia
GLF4
Gulfstream 4
SWM
n/a
14Z H25 LRJ 763 D38 E70 EP1 318 321
B463
Fairchild (Swearingen) SA26 / SA226 / SA227 Metro / Merlin / Expediter BAe 146 Freighter (-200QT & QC)
n/a
British Aerospace (Hawker Siddeley) HS.125
n/a
Gates Learjet
B763
Boeing 767-300 pax
D328
Fairchild Dornier Do.328
E170
Embraer 170 Embraer Phenom 100
A318
Airbus A318
A321
Airbus A321-100/200
Thorley Community Noise Monitoring
73C CJT CN7 F50 L45 L60 PA2 722 735 73G 74L 75W APF CCL CJ2 FRJ P12 SFF 332 63M 744 762 A4F AR1 BE2 CGX CXL DA5 DAF DF7 ER4 ERJ F27 G20 GS2 GS3 LOF LOH M83 PR1
737-300 (Winglets) Cessna Jet Cessna Citation 750x F50
Fokker 50 Learjet 45 Learjet 60
n/a
Piper light aircraft - twin piston engines
B722
Boeing 727-200 pax
B735
Boeing 737-500 pax
B737
Boeing 737-700 pax
N74S
Boeing 747SP 757-200 (Winglets) ATP - freighter Challenger 600 Series Cesna citation CJ2
J328
Fairchild Dornier 328JET Pilatus PC-12 SAAB 340 Freighter
A332
Airbus A330-200 Boeing globemaster 3
B744
Boeing 747-400 pax
B762
Boeing 767-200 pax
A124
Antonov AN-124 Ruslan
RJ1H
Avro RJ100 Avroliner
n/a
Beechcraft twin piston engines Global Express Falcon 50 Dassant Falcon (Generic) Falcon 7x
E145
Embraer RJ145 Amazon
n/a
Embraer RJ135 / RJ140 / RJ145
F27
Fokker F.27 Friendship / Fairchild F.27 Gulfstream galaxy 200 Gulfstream 2 Gulfstream 3
L188
Lockheed L-188 Electra Freighter
C130
Lockheed L-182 / 282 / 382 (L-100) Hercules
MD83
McDonnell Douglas MD83 Premier 1
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Thorley Community Noise Monitoring
Appendix 2, Gate Penetration Graphs for Thorley Departures
Arrivals
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Thorley Community Noise Monitoring
All Operations
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Thorley Community Noise Monitoring
Appendix 3, Table of maximum levels by aircraft type The table below shows the values for all aircraft in figure 10 Average value of maximum noise level arising from different aircraft types AC Type 733 788 CJ2 DH4 H24 D2L 72S CJ6 753 73P 31Y EP3 752 L35 DF9 GS4 GJ5 E90 M82 PA2 DF5 75W M1F APF 313 GRJ 320 D38 ABY 74Y BE2 CNJ
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dbA 82.2 80.7 79.6 75.8 75.4 75.0 74.9 74.8 72.9 72.7 71.5 71.3 71.0 71.0 70.9 70.2 70.1 70.1 70.0 70.0 69.9 69.7 69.6 69.6 69.4 69.3 69.0 69.0 69.0 68.9 68.8 68.6
AC Type 762 32B 319 AT7 CJ8 76V 321 32A L45 ERJ 73H 73Y EM2 74N CJL AN7 S20 ER3 GS5 342 A26 AR1 H25 SWM 76Y CR9 CJ1 CCX CJM 75F 734 74L
dbA 68.6 68.6 68.5 68.5 68.5 68.5 68.4 68.4 68.4 68.4 68.3 68.3 68.3 68.3 68.2 68.2 68.1 68.1 68.1 68.1 68.1 68.0 68.0 68.0 67.8 67.8 67.8 67.7 67.7 67.6 67.4 67.3
AC Type BET 142 CCJ 77X ER4 744 343 73W DF3 763 AT4 74E CS5 DF7 318 GJ4 143 76X L60 CR2 SF3 LRJ 332 H29 A4F 76W PL2 E70 PR1
dbA 67.1 67.1 67.0 66.9 66.9 66.9 66.8 66.7 66.7 66.5 66.5 66.5 66.0 65.8 65.7 65.6 65.5 65.3 65.2 65.1 65.1 64.8 64.6 64.3 63.9 63.4 63.2 62.7 62.2
Thorley Community Noise Monitoring
Appendix 4, Comparison with previous studies Measurements have been made previously at the same location in 2005 and 2010. The table below in Figure 17 shows a summary of the data for 2014 against these measurements Thorley Summary data Survey Period Aircraft noise event trigger level Total number of aircraft noise events Average level of aircraft noise events dBLASmax Average total level LAeq,T Average aircraft noise level, LAeq,T Average residual noise level, LAeq,T Day-evening night level LDEN
Background noise (LAS90)
2014 8 July to 12th October 59dBA 8,391 67.5dBA Day (16h) 56.8dB Night (8h) 52.9dB Day (16h) 51.9dB Night (8h) 45.6dB Day (16h) 55.7dB Night (8h) 52.0dB Total noise: 60.5dB Aircraft noise:54.2dB Day (16h) 42.3dB Night (8h) 41.8dB
2010 6 July to 12th October 60dBA 14,687 63.7dBA Day (16h) 57.2dB Night (8h) 51.9dB Day (16h) 53.2dB Night (8h) 47.9dB Day (16h) 55.1dB Night (8h) 49.7dB Total noise: 60.1dB Aircraft noise:56.2dB Day (16h) 44.0dB Night (8h) 35.4dB
2005 1st July to 30th September 60dBA 14,694 64.3dBA Day (16h) 56.9dB Night (8h) 51.9dB Day (16h) 53.7dB Night (8h) 48.6dB Day (16h) 54.1dB Night (8h) 49.2dB Total noise: 60.0dB Aircraft noise:56.7dB Day (16h) 46.3dB Night (8h) 38.0dB
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