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
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
3
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
5
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
8
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
9
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
10 
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
11 
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
12 
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
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
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 
23
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
14 
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
15 
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
24
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)
17 
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
18 
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.
19 
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
21 
Thorley Community Noise Monitoring
Appendix 2, Gate Penetration Graphs for Thorley
Departures
Arrivals
22 
Thorley Community Noise Monitoring
All Operations
23 
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
25 