preliminary draft master plan preliminary draft master

Preliminary Draft Master Plan Bankstown AirportPreliminary Draft Master Plan Bankstown Airport

Introduction

EAppendix E: Noise modelling methodology

Camden Airport Preliminary Draft Master Plan

Appendix E

Camden Airport Preliminary Draft Master PlanCamden Airport Master Plan

Noise modelling methodology

Table E1 | Building type acceptability in ANEF zones

Notes1 The actual location of the ANEF contour is difficult to define accurately, mainly because of variation in aircraft flight paths. Because of this, the procedure of Clause 2.3.2 may be followed for building sites outside but near to the 20 ANEF contour.2 Within 20 to 25 ANEF some people may find that the land is not compatible with residential or educational uses. Land use authorities may consider that the incorporation of noise control features in the construction of residences or schools is appropriate (see also Figure A1 of Appendix A).3 There will be cases where a building of a particular type will contain spaces used for activities which would generally be found in a different type of building (e.g. an office in an industrial building). In these cases, Table 2.1 should be used to determine site acceptability but internal design noise levels within the specific spaces should be determined by using Table 3.3 .4. This Standard does not recommend development in unacceptable areas. However, where the relevant planning authority determines that any development may be necessary within existing built-up areas designated unacceptable, it is recommended that such development should achieve the required ANR determined according to Clause 3.2. For residences, schools etc., the effect of aircraft noise on outdoor areas associated with the buildings should be considered.5. In no case should new development take place in greenfield sites deemed unacceptable because such development may impact airport operations.

Building type Acceptable ConditionallyAcceptable Unacceptable

House, home unit, flat, caravan park

Less than 20 ANEF(Note 1)

20 to 25 ANEF (Note 2)

Greater than 25 ANEF

Hotel, motel, hostel Less than 25 ANEF 25 to 30 ANEF Greater than 30 ANEF

School, universityLess than 20 ANEF(Note 1)

20 to 25 ANEF(Note 2)

Greater than 25 ANEF

Hospital, nursing homeLess than 20 ANEF(Note 1)

20 to 25 ANEF Greater than 25 ANEF

Public buildingLess than 20 ANEF(Note 1)

20 to 30 ANEF Greater than 30 ANEF

Commercial building Less than 25 ANEF 25 to 35 ANEF Greater than 35 ANEF

Light industrial Less than 30 ANEF 30 to 40 ANEF Greater than 40 ANEF

Other industrial Acceptable in all ANEF zones

E1 WHY IS AIRCRAFT NOISE MODELLED?

Modelling of the noise impact of aircraft operations has been undertaken as part of this 2015 MP. Such modelling is undertaken for three primary reasons as follows:

• Australian Noise Exposure Forecasts (ANEFs) are a required part of an Airport Master Plan under the Airports Act 1996;

• to assist the community to understand the noise impacts associated with the endorsed 2015 ANEF included in the MP; and

• to assist in land use planning. ANEFs play a major role in land use planning in communities surrounding airports. They have been adopted by the NSW Government for planning and assessing development in areas subject to aircraft noise and consequently are in the Local Environment Plans of councils surrounding the Airport. The role of noise modelling in land use planning is described in Australian Standard AS2021-

2015: Acoustics - Aircraft noise intrusion - Building siting and construction which advises on the acceptability of building sites for various uses based on ANEF zones, as shown.

E2 STATUTORY REQUIREMENTS AND BEYOND

The Airports Act 1996 requires a master plan to specify forecasts relating to noise exposure levels.

In addition to the provision of ANEFs, CAL has also conducted additional noise modelling in order to assist the community and airport stakeholders better understand the impact of aircraft noise. The additional modelling conducted is as follows:

• use of N60 modelling – although not a formal requirement under the Airports Act 1996, a paper entitled Guidance Material for Selecting and Providing Aircraft Noise Information (Department of the Environment and Heritage and Department of Transport and Regional Services, 2003) recommended that General Aviation (GA) airports

Preliminary Draft Master Plan Camden Airport

Appendix E

Preliminary Draft Master Plan Camden AirportMaster Plan Camden Airport

such as Camden Airport also use noise metrics based on the number of aircraft noise events to assist the community to better understand the impacts of aircraft noise. Consequently, in response to a recommendation by the Department of Infrastructure and Regional Development, CAL also commissioned N60 modelling of noise impacts as part of this 2015 MP.

The noise modelling methodology adopted in this 2015 MP used the Integrated Noise Model (INM) to prepare both the ANEF contours and N60 maps. The INM model, ANEFs and N60s are described below.

E3 INTEGRATED NOISE MODEL

The aircraft noise modelling conducted as part of this 2015 MP was prepared using the USA Federal Aviation Administration’s (FAA) Integrated Noise Model (INM) computer program version 7.0D.

The INM has been the FAA’s standard tool for aircraft noise prediction in the vicinity of airports since 1978 and has been continuously refined over time to improve the accuracy of noise impact prediction. The INM calculates noise impacts by applying standard or user defined aircraft flight profiles, performance data and noise curves to specific runway configurations and flight tracks. The time of day at which operations take place is also factored into the noise computation. This allows for varying sensitivity in people’s reaction to noise.

For this 2015 MP, the INM was set to produce two forms of output:

• Australian Noise Exposure Forecasts (ANEFs); and

• N60 contour maps.

These model outputs are described below. In interpreting the outputs of the INM, it should be noted that: • aircraft movements are allocated as either a day (7:00am

to 7:00pm) or a night operation (7:00pm to 7:00am);

• the number of approach and departure operations modelled relate directly to the actual/forecast number of approach and departure movements, and

• the INM requires ‘touch and go’ training to be modelled as a circuit – the initial take-off coupled with the final landing – in conjunction with a number of ‘touch and go’ operations – i.e. each INM circuit or ‘touch and go’ corresponds to two aircraft movements.

E4 MODEL OUTPUTs

E4.1 Australian Noise Exposure Forecasts

As part of the 2015 MP, CAL was required to produce an ANEF indicating what the possible extent of aircraft noise exposure will be in 2034/35. The accepted method of preparing an ANEF is to undertake noise modelling using the industry standard Integrated Noise Model (INM) aircraft noise modelling package. The INM incorporates data based on the noise profiles of individual aircraft in flight measured during the airworthiness certification process. Whilst the ANEF system incorporates noise from aircraft operations on the runway, it does not take account of ground-based noise such as that from aircraft taxiing or performing engine run-ups. Noise from these activities is managed directly by CAL in conjunction with the aircraft operators.

The ANEF contours have been prepared in accordance with the guidance provided by Airservices Australia (the agency responsible for endorsing the ANEF contours for technical accuracy) and the contours have been endorsed by Airservices Australia in the manner as approved by the Minister for Infrastructure and Regional Development (the Minister). The endorsement process reviews all aircraft type and operational assumptions to ensure there is no potential bias in the noise contours.

Total aircraft movement numbers modelled reflect the revised forecast of overall movements at 2034/35 of 112,331 as opposed to the 145,647 assumed in the 2029/30 ANEF. There are, inevitably, differences between the 2029/30 ANEF and the endorsed 2034/35 ANEF as a result of:

• reduced activity levels for the air traffic forecast down from 145,647 movements contained in the superseded ANEF to 112,331 movements forecast in the current ANEF- a reduction of 33,316 movements or 22.9%; and

• changes to the proportion of activity levels for each aircraft category including helicopters increased from 2.5% to 9.1% and GA fixed wing activity down from 97.5% to 91.5%.

In general, a conservative approach was taken which makes no allowance for improvements to aircraft noise as a result of enhanced technology in the future.

Aircraft noise is a subjective issue and different people react to the same noise in different ways. To assist stakeholders in understanding the noise impacts anticipated in the 2015 MP, CAL has prepared a substantial amount of additional information about the possible future impacts of aircraft noise in addition to the statutory requirements. Additional information included in the 2015 MP included N60 contours and a range of comparisons to provide a more complete picture of future aircraft noise impacts than has been provided in the past.


Appendix E


The noise modelling conducted for this 2015 MP takes into account a number of Airservices Australia’s noise impact management measures already in place at Camden Airport. These measures are supported by CAL and include:

• restriction of circuit training operations (touch and go movements) to between 7.00 am and 10.00 pm, Monday to Friday reduced from 6:15 am and 11:00 pm contained in the 2010 Master Plan, and to between 7:00 am and 8:00 pm on weekends which is also reduced from 6:15 am and 8:00 pm in the 2010 Master Plan; and

• where possible, utilisation of the 06 runway direction for noise abetment.

In consideration of aircraft noise factors, the Design Aircraft selected for this 2015 MP was based on the types of aircraft that can already use the aviation infrastructure at Camden Airport.

The ANEF is a contour map showing forecast noise levels. The previous certified ANEF model was applied to the 2010 MP and has been superseded by the ANEF contained in this 2015 MP which is based on lower activity levels than the 2029/30 forecast levels.

The 2015 MP ANEF applies to a forecast activity level of 112,331 movements for 2034/35. This has been done to ensure that the noise modelling outputs represent the same period as the 2015 DMP.

The 2015 MP ANEF is also based on Class D Airspace arrangement which came in to operation in July 2010.

It is important to appreciate that these are forecasts of noise in the future, not a reflection of the existing noise climate. For the purposes of noise modelling, forecast levels of aircraft movements are categorized into a range of different aircraft types (as different aircraft type categories have different noise profiles). The forecast numbers of movements by each aircraft type category are then modelled, taking into account the following factors:

• the runway strip end they are forecast to use;

• the flight tracks they are forecast to use; and

• the likely time of day of the operation.

ANEFs are primarily used for assessing average community response to aircraft noise and for land-use planning around airports.

The 2034/35 ANEF contours based on forecasted traffic are shown in Figure E2.

The Camden 2034/35 ANEF was endorsed for technical accuracy by Airservices Australia on 12 June 2015 and is shown in Figure E3. As part of the process of obtaining endorsement for technical accuracy of the ANEF contours by Airservices Australia, in the manner approved by the Minister, the airport operator (CAL) must demonstrate that the forecast numbers of aircraft movements, operating times and the aircraft types carrying out operations are not greater than the physical ultimate capacity of any existing or proposed runways, using accepted and published methodologies. This is the case as the capacity for the Airport is estimated to be 230,000 movements per annum and the 20034/35 forecast is 112,331 movements per annum.

E4.2 N60 Modelling

In addition to ANEF contour based noise modelling, CAL has also undertaken modelling of noise metrics based on the number of aircraft noise events, based on recommendations from DIRD. N60 noise modelling measures the number of noise events over a specified period of time over particular flight paths. This allows the community to interpret aircraft noise issues based on actual counts of aircraft with a noise profile greater than 60 decibels over a range of flight paths The modelled 2034/35 N60 contours are shown in Figure E4.

E4.3 Flight paths

The Airports Act 1996 requires flight paths used in the development of the ANEI, ANEF and N60 noise contours to be illustrated. Flight path maps provide the community with an indication of where aircraft fly not only within but also beyond the contour limits and are a useful tool in interpreting noise information.

The flight paths used for the ANEF and N60 noise modelling processes are shown in Figure E5.

E5 MODEL INPUTS

E5.1 Aircraft type categories

The distribution of aircraft movements into aircraft type categories has been done on a conservative basis – that is, for the purposes of noise modelling, more aircraft have been allocated to relatively noisier aircraft type categories than actually included in the traffic forecast. This has been done to ensure that the noise modelling outputs presented represent worst-case scenarios. The distribution of forecast aircraft movements by aircraft type categories is presented in Table E2.

E5.2 Runway end use

For the purposes of noise modelling, the forecast level of traffic must be allocated according to runway end use. This determines which flight tracks will be used for noise modelling


Appendix E


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purposes. The allocation of traffic by runway end use is based on the following factors:

• advice provided by Airservices Australia regarding the runway direction used;

• analysis of forecast traffic by activity and allocation to appropriate runway; and

• the distribution of forecast aircraft movements by runway end is presented in Table E3.

E5.3 Day and night traffic

There are no official statistics kept on day versus night traffic splits at General Aviation airports such as Camden. Nevertheless, CAL has derived estimates from CAL’s aviation charging system, which uses closed circuit television to determine activity outside of Airservices Australia’s control tower operating hours.

The assumptions made are as follows:

• fixed wing aircraft: 98 per cent day, 2 per cent night; and

• rotary aircraft: 98 per cent day, 2 per cent night.

E6 CURRENT VERSUS ENDORSED ANEFS

The ANEF modelling undertaken as part of this 2015 MP replaces the 2029/30 ANEF contours endorsed for technical accuracy by Airservices Australia prepared in 2009.

A comparison between the 2029/30 ANEF and the 2034/35 ANEF prepared for this 2015 MP is presented in Figure E6. The endorsed ANEF is presented in Figure E3.

CAL considers that:

• the 2034/35 ANEF prepared for this 2015 MP is accurate within the limits of the necessary assumptions about future aircraft operations and has been prepared in accordance with the latest requirements and guidance in relation to ANEFs; and

• the 2034/35 ANEF prepared for this 2015 MP is an accurate reflection of the potential noise impacts.

There are changes in the 20 and 25 ANEF noise contours in the residential areas to the west in Ellis Lane and Grasmere where they have increased in certain parts but have decreased in other parts of these suburbs. There has been also considerable reductions in all the contours to the north, south and east of the Airport over sparser residential areas.

CAL will liaise with Camden Council with the ANEF data to eastablish the revised areas affected, in accordance with

Aircraft type category

Typical aircraft in category% of totalmovements

General Aviation

Beechcraft Baron 58, Low Performance Single Engine Fixed e.g. Cessna 150 and Piper PA 28. Low Performance Single Engine Variable e.g. Cessna 170 and Piper PA 32

35.2

Fixed wing training

Beechcraft Baron 58, Low Performance Single Engine Fixed e.g. Cessna 150 and Piper PA 28. Low Performance Single Engine Variable e.g. Cessna 170 and Piper PA 32

50.8

5.5 Air Tractor AT 802 8.5

HelicopterRobinson 22/44, Bell 206 and Sikorsky S-76

9.1

Total 100

Table E2 | Distribution of aircraft movements into aircraft type categories

AS2021 (see Table E1), implementation of the NSW LEP Standard Template standard noise clause and the Section 117 direction under the EP&A Act (see Schedule 1 of Appendix F).

Runway % Use

06 33.0

10 15.5

24 26.1

28 11.4

06G 1.9

10G 1.0

24G 1.6

28G 1.0

H 8.5

Total 100.0

Table E3 | Distribution of forecast aircraft movements by runway end

Camden Airport Master Plan

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E7 COMPARISON OF N60s

Similar to the comparison between the current and proposed ANEF contours, a comparison between the 2029/30 N60 contours and the 2034/35 N60 contours has been developed and is shown in Figure E7. The outcome is positive with no areas impacted by the 200 event contours in contrast to the 2029/30 N60 model outcome. Whilst overall there is also a reduction in the 20, 50 and 100 N60 events.


Appendix E


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