Bickerdike Allen Partners

AIRCRAFT NOISE EVENTS AT LLANBLETHIAN

Report: A7695/R01/D1

Report to:

Mr Graeme Gamble Operations Director Cardiff International Airport Rhoose Barry South Glamorgan CF62 3BD

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CONTENTS Page Nos

1. INTRODUCTION ...... 3

1.1 The Brief ...... 3 1.2 Westerly Departure Routes ...... 4

2. NOISE MEASUREMENTS ...... 6

2.1 Measurement Locations ...... 6 2.2 Measurement Methodology ...... 6

3. NOISE MEASUREMENT RESULTS ...... 7

3.1 Llanblethian: Westcliffe: Causeway Hill ...... 7 3.2 Llanblethian: Old Breach Farm ...... 8

4. ANALYSIS ...... 9

4.1 Difference in Aircraft Noise at Westcliff and Old Breach Farm ...... 9 4.2 Absolute Noise Levels at Westcliff ...... 10 4.3 Mitigation Measures ...... 14

5. SUMMARY AND CONCLUSIONS ...... 15

Figures:

Figure 1: Cardiff Departure Routes (Current) Figure 2: Cardiff Departure Routes (Past) Figure 3: Noise Measurement Locations Figure 4: Typical Noise Time History at Westcliff Figure 5: Observed Flight Tracks near Llanblethian

Tables:

Table 1: Measured Noise Levels for Boeing 737-300 aircraft Table 2: Daytime Aircraft Noise at Westcliff (dB LAeq,16h)

Appendices:

Appendix A: Glossary of Acoustic Terms Appendix B: Detailed Noise Results

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1. INTRODUCTION

1.1 The Brief

1.1.1 Complaints have been received by the Airport over noise levels from aircraft using Cardiff International Airport from two residents living in Llanblethian. These relate to aircraft departing from the Airport and proceeding along the ALVIN and BRECON departure routes. The complaints appear to relate to aircraft that are perceived to directly overfly Llanblethian, not those on the centre line of the departure route swathe.

1.1.2 BAP were retained to carry out a measurement study to investigate the noise levels at Llanblethian in order to quantify the absolute levels such that these can be appraised with respect to published noise criteria and noise predictions for the particular aircraft. The latter would seek to establish whether the noise levels are in line with normal performance of the aircraft. The study was also to seek to quantify the difference in noise level that will arise due to aircraft flying at different locations within the swathe of tracks around the noise preferential routes. The study was also to allow consideration of measures to reduce the incidence of complaints.

Scope of Work

1.1.3 BAP’s agreed scope of work was to:

 Visit Airport and resolve correlation procedure to be used to relate noise events to aircraft events, and aircraft event details such as radar track, heights in the vicinity of Llanblethian, ATC instructions, and local wind conditions.

 Set up a weatherproof noise monitor at an agreed location in Llanblethian; carry out attended measurements for one day. Leave equipment for three days on site. The measurement days shall be chosen to relate to westerly operations, to ensure all departures are towards the zone between Llanblethian and Llantwit Major.

 On the first day of measurements at Llanblethian carry out attended measurements at an agreed location under the centre of the departure swathe, i.e. near Old Breach Farm on the B4270. This will allow simultaneous measurements of departing aircraft noise at Llanblethian which is near the edge of the departure swathe, and at a location in the centre of the swathe.

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 Collect noise monitor from Llanblethian, and analyze results with correlation to departing aircraft details provided by the Airport.

 Carry out noise predictions to assist analysis of results.

1.1.4 BAP carried out the measurement study in the period 27th-30th June 2007. BAP acknowledges the considerable help provided by the owners of Old Breach Farm and Westcliff.

1.1.5 This report reports the study and its findings.

1.2 Westerly Departure Routes

1.2.1 The current departure routes are shown on Figure 1. For westerly departures on runway 30, there are three immediate departure tracks. The routes are illustrated on Figure 1 as thin lines on the Ordnance Survey base map. This shows the approximate location of the centre track of the swathe, that swathe will arise due to the inherent fluctuations in aircraft position dependent on weather etc. It is usual to accept most aircraft will fly within a swathe 1.5 km either side of the centre track.

1.2.2 All departing jet aircraft and all other aircraft with a maximum certificated weight exceeding 5700 kgs unless otherwise instructed by ATC or unless deviations are required in the interest of safety, are required to follow the Noise Preferential Routings, (“NPR”) at Cardiff International Airport, (“CIA”).

1.2.3 The NPRs are incorporated in the ATC Standard Instrument Department procedures, (“SIDS”) for Cardiff Airport. For departures this requires aircraft on runway 30 to climb straight ahead for 4 nautical miles, (“nm”), beyond the displaced threshold on runway 30 before turning either left on to Exmor 30 (see Figure 1), or right on to the Brecon 1A, (“BCN1A”) or the Alvin routes, (“Alvin 1A and Alvin 1C”). This NPR requirement straight ahead to 4nm ceases when the aircraft reaches an altitude of 3000 ft QNH, that is approximately 2,800 ft above aerodrome level. For a Boeing 737-300 the most common aircraft at CIA reaches this height approximately 3.1 nm beyond the displaced threshold, see Figure 1.

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1.2.4 Every operator of aircraft using the airport is required to ensure at all times that aircraft are operated in a manner calculated to cause the least disturbance practicable in areas surrounding the airport.

1.2.5 The departure route arrangements were resolved after detailed consultation recently as part of the re-organization of Airspace around Bristol and Cardiff Airports.

1.2.6 Figure 2 shows the former departure routes at the Airport; again only the centre track of each route is shown.

1.2.7 In approximate terms the percentage of westerly departure traffic on the main routes is expected to be:

Alvin - Just less than 30% Brecon - Just less than 40% Exmor - Less than 30%

In essence the majority of traffic turns right on departure from the Airport toward Cowbridge.

1.2.8 Llanblethian is located to the north of the Brecon and Alvin SIDs, specifically 2300 m north of the extended centre line of runway 30. From the nearest point of the extended runway centre line at Llanblethian to the Airport (displaced threshold) is 4.4 nm. Therefore it would be expected that the Alvin and Brecon traffic will have passed beyond the end of the PNRs straight ahead requirement before becoming south of and close to Llanblethian.

1.2.9 In fact both the Brecon and Alvin SIDs pass clear of Llanblethian as the aircraft turn to fly North, typical separation to Llanblethian 1500m. In contrast, the past routes passed closer to or over Llanblethian, see Figure 2.

1.2.10 The above description relates to aircraft on the centre track of the swathe around the SIDs. If they travel within the usual swathe, defined as 1500m either side of the mean track, it would be expected that for the current routes some aircraft will fly virtually overhead Llanblethian. The outer swathe of the SIDs falls just west of Llanblethian approximately 350m from Westcliff, Causeway Hill. Complaints have been received from Westcliff, and that property was adopted for noise monitoring.

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1.2.11 For the past routes, the outer swathes of Amman 30, Alvin 30 and BCN 30 overlap over Llanblethian, which would suggest that more aircraft would have directly overflown Llanblethian than with the current routes.

2.0 NOISE MEASUREMENT

2.1 Measurement Locations

2.1.1 The main location selected for noise monitoring was at the property Westcliff, Causeway Hill, Llanblethian. This was selected as the occupiers had reported concern over the level of departure noise experienced at that property.

2.1.2 Figure 3 illustrates that location, and the other temporary noise monitoring location at Old Breach Farm. That was selected as it appeared to be very close to the mean departure tracks of the Brecon and Alvin Routes.

2.1.3 At both locations precision sound measuring equipment was deployed with a typical microphone height of 1.2m above soft ground. It was attempted to avoid locations with obvious sound reflecting surfaces nearby. It should be noted that Airport noise monitoring systems often use a microphone height of 5-6m.

2.1.4 BAP acknowledges thankfully the help provided by the occupiers of both locations.

2.2 Measurement Methodology

2.2.1 The measurement methodology had been delineated in BAP’s proposal for this study, and BAP understand it had been found acceptable by the Airport and the Airports’ Consultative Committee.

2.2.2 During the first day of monitoring, Wednesday 27th June 2007, simultaneous noise recordings were made at the two monitoring locations. During this exercise the monitor locations were attended by BAP’s noise engineers. The noise was monitored using two identical Bruel & Kjaer 2260 precision noise level analysers.

2.2.3 During subsequent days, unattended noise measurements were made at Westcliff, 28th June –2nd July 2007 using a Norsonic 118 precision sound level analyser.

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2.2.4 By observation and use of the Airport’s detailed traffic log, the individual noise events due to departing aircraft were separated from the other sources of environmental noise.

2.2.5 During the first day, weather conditions were overcast with light intermittent showers and gusty north westerly winds.

2.2.6 During the remainder of the survey, weather conditions remained similar though there were some hourly periods of heavy rainfall over the weekend. The equipment was collected on the 2nd July for analysis. However, having reviewed the results it was apparent that a fault had occurred with the equipment during the early morning of Saturday 30th June. This may have been due to water ingress caused by heavy rainfall. Although the equipment was on site, no useful results were obtained after Friday night.

2.2.7 Despite this technical problem a useful number of departing aircraft were noise monitored.

3.0 NOISE MEASUREMENT RESULTS

3.1 Llanblethian: Westcliff: Causeway Hill

3.1.1 Figure 4 provides an example of the noise time history at Llanblethian during passage-bye of a departing aircraft. The Figure shows the increase in environmental noise to its maximum value and then its reduction as the ATR42 aircraft travels away to Dublin.

3.1.2 To describe the many results these individual traces have been inspected, then correlated where possible to specific aircraft events, and then quantified by

determination of two acoustic parameters, SEL and LASmax, see Appendix A for glossary acoustic terms.

3.1.3 The first parameter SEL is useful in that it quantifies individual noise events in the same way as used by Central Government to assess night-time noise, see Section 4.2 of this report.

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3.1.4 It is also useful as it is one of the building blocks that are used to assess the combined noise of aircraft noise. That combined noise is assessed by combining the SEL values and the number of aircraft noise events to produce the daily equivalent

continuous sound level; dB LAeq,16h. That parameter is used to assess the overall effect of aircraft noise, see Section 4.2 of this report.

3.1.5 The other parameter used is the maximum sound level as the aircraft passes by,

LASmax. This is used to assess the significance of night-time noise events when considering land use planning, e.g. TAN (W) II states that for “Night-time noise levels

(23.00 - 07.00): sites where individual noise events regularly exceed 82 dB LAmax (S time weighting) several times in any hour should be treated as being in NEC C,

regardless of the LAeq,8h (except where the LAeq,8h already puts the site in NEC D).

3.1.6 The detailed results for the Westcliff location are all given in Appendix B.

3.1.7 The noise results at Westcliff were typically around 68 LAsmax for the turbo-fan aircraft, i.e. the Boeing 737, 757 and 767 types. As would be expected the SEL value was 10 dB greater.

3.1.8 The noise results at Westcliff were typically lower for the turbo-prop aircraft, nearly 10 dB less than the noise levels for the turbo-fan aircraft.

3.1.9 There was a large scatter in the results and for instance even for the same aircraft

type, i.e. the Boeing 737-300 the results varied from 60.1 to 72.3 dB LAsmax.

3.2 Llanblethian: Old Breach Farm

3.2.1 The detailed results for the noise monitoring on Wednesday 27th June are all given in Appendix B.

3.2.2 The survey at Old Breach Farm was much shorter in duration than at Westcliff. The results obtained indicated generally similar average results, though as expected some gave higher values than at Westcliff. The individual results are considered below in section 4.1.

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4. ANALYSIS

4.1 Difference in Aircraft Noise at Westcliff and Old Breach Farm

4.1.1 Tables B1a and B1b highlight the measured level differences for both LASmaxs and SELs between the two measurement locations. For the SEL results, an average level

difference of 0 dB occurred. For the LASmax results, an average level difference of 2 dB occurred, i.e. the measured noise levels at Westcliff being 2 dB lower than those measured at Old Breach Farm.

4.1.2 Looking at just the Boeing 737-300 aircraft movements for these measurements, an

average LASmax level difference of 3 dB occurred and an average SEL level difference of 1 dB occurred; the higher levels being measured at Westcliff.

4.1.3 The small average differences arise as there was a considerable variation in the difference in sound from the same aircraft events at Westcliff and Old Breach Farm.

4.1.4 For instance with certain events, see Table B1a the noise measurement was greater at Westcliff than at Old Breach Farm, e.g. KLM 1066 flight. This was initially surprising, as it was expected all events would be noisier at the Farm which was under the centre track of both ALVIN and BRECON SID routes.

4.1.5 The more usual situation, and that expected was where the aircraft noise event was noisier at the Farm than at Westcliff, e.g. Table B1a the Thomsonfly Boeing 757 (TOM 6947). Of the simultaneous noise tests related to aircraft on the ALVIN/BRECON routes seven found the Farm noisier, four found it quieter.

4.1.6 If one considers only the events where it was quieter at Westcliff then the typical difference was 5 dB, a noticeable difference. A difference of 3 dB is usually considered only just perceptible.

4.1.7 The large scatter in the results indicates that to determine accurately the difference quoted above many days of simultaneous monitoring would be required.

4.1.8 Even these limited tests have confirmed what would be expected that for those resident at Westcliff it would create lower aircraft noise sounds if all the aircraft stayed closer to the SID centre rack. The predicted difference between the two locations for

the Boeing 737-300 aircraft is 5-6 dB LASmax, see Appendix B, Table B5.

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4.1.9 During the first day of study, inspection was made of the radar records at the Airport, Figure 5 records five tracks actually used by departing aircraft.

4.1.10 This illustrates that some aircraft turn north and fly to the east of Llanblethian, some fly over Llanblethian, and some fly to the east of Llanblethian.

4.1.11 This helps to explain why there were various differences in noise levels measured on the 27th between Old Breach Farm and Westcliff.

4.2 Absolute Noise Levels at Westcliff

4.2.1 It was intended to compare in detail the measured noise results with those arising from standard prediction techniques, however as illustrated in Figure 5 the actual tracks flown vary widely and so the prediction could not be made for isolated events as it was uncertain where such particular aircraft was during the measurement.

4.2.2 Instead an approximate computation was made concentrating on the results for the Boeing 737-300 aircraft where the survey had many results and an average picture could be obtained.

4.2.3 The below Table 1 presents the measured noise levels from Boeing 737-300 aircraft, the most frequently flown aircraft at Cardiff Airport Table 1: Measured Noise Levels for Boeing 737-300 aircraft

Date Callsign Route LASmax dB SEL dB 27/06/2007 TOM1343 ALVIN 72.3 82.0 27/06/2007 BMI9431 ALVIN 65.6 75.8 28/06/2007 TOM1231 ALVIN 65.2 77.4 29/06/2007 BMI2291 ALVIN 71.1 80.0 27/06/2007 BMI2773 BRECON 71.2 80.8 27/06/2007 BMI2331 BRECON 65.2 76.5 27/06/2007 BMI45Z BRECON 66 78.1 27/06/2007 BMI2003 BRECON 64.8 75.7 27/06/2007 BMI2333 BRECON 62.2 73.5 28/06/2007 BMI45Z BRECON 64.5 75.4 28/06/2007 BMI2331 BRECON 69.6 79.0 28/06/2007 BMI2333 BRECON 67.9 78.7 28/06/2007 BMI2773 BRECON 69.2 78.4 28/06/2007 BMI2003 BRECON 65.2 71.0

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Date Callsign Route LASmax dB SEL dB 29/06/2007 BMI45Z BRECON 66.9 78.1 29/06/2007 BMI2331 BRECON 66.0 76.7 29/06/2007 BMI2003 BRECON 69.3 79.5 29/06/2007 BMI2333 BRECON 67.5 76.8 29/06/2007 BMI2773 BRECON 69.5 80.6 29/06/2007 BMI2005 BRECON 67.5 79.2 27/06/2007 TOM6027 EXMOR 65.2 75.0 27/06/2007 BMI2935 EXMOR 65.3 76.9 27/06/2007 BM12201 EXMOR 62.3 72.1 27/06/2007 BMI2641 EXMOR 63.2 74.4 27/06/2007 BMI58A EXMOR 64.5 73.7 28/06/2007 BMI2201 EXMOR 65.5 73.5 28/06/2007 BMI2641 EXMOR 69.7 76.7 28/06/2007 TOM3141 EXMOR 60.1 70.8 28/06/2007 TOM4607 EXMOR 68.9 77.5 28/06/2007 BMI2967 EXMOR 65.2 73.7 29/06/2007 BMI2935 EXMOR 63.8 73.3 29/06/2007 TOM2169 EXMOR 64.7 73.2 29/06/2007 BMI2201 EXMOR 68.0 75.7 29/06/2007 BMI2641 EXMOR 66.4 73.7 29/06/2007 BMI58A EXMOR 66.7 74.7 29/06/2007 TOM1279 EXMOR 68.4 75.9 29/06/2007 TOM3343 EXMOR 66.2 76.9

4.2.4 Averaging the measured noise levels for the ALVIN and BRECON flights results in a

LASmax of 68.1 dB and a SEL of 78.3 dB. Averaging the measured noise levels for the

EXMOR flights results in a LASmax of 66.2 dB and a SEL of 74.9 dB. This equates to a

LASmax level difference of 1.9 dB and SEL level difference of 3.4 dB.

4.2.5 Predictions have been made using the Federal Aviation Administration Integrated Noise Model, INM of the noise level for a Boeing 737-300 aircraft flying along the centre track of the BRECON/ALVIN routes for Old Breach Farm and Westcliff. Table B5 of Appendix B records the results. This indicates that whereas the predicted

level at Westcliff would be about 64 dB LASmax if all aircraft stayed precisely on the centre track, if they all flew effectively overhead as at Old Breach Farm the levels

would be 69-70 dB LASmax.

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4.2.6 The recent study showed an average level at Westcliff of 68 dB LASmax, suggesting that aircraft are operating closer to the Westcliff than the centre track of BRECON/ALVIN routes, see Figure 1.

4.2.7 The amplitude of aircraft noise events can be considered by reference to the acoustic thermometers in Appendix A, and also with respect to published guidelines.

4.2.8 Noise levels just less than 70 dB LAsmax are similar to that which would arise from small vans on a local road, i.e. clearly noticeable but not excessively noisy.

4.2.9 The levels, at around 70 dB LAsmax, are much less than those which would have to be considered if they occurred regularly at night and new housing was proposed,

4.2.10 Only if the noise levels regularly exceed 82 dB LAmaxs are the noise events taken into account when deciding on the suitability of land for new housing.

4.2.11 The levels, expressed as SELs are much less than those that are considered after detailed Government research to effect sleep disturbance, i.e. 90 dB(A) SEL.

4.2.12 The extensive DfT research study on the effect of night noise was reported in 1992 in the report of a field study of aircraft noise and sleep disturbance by Ollerhead et al, DfT for the UK Department of Safety, Environment and Engineering, CAA, 1992. The study indicated that outdoor noise levels below 90 dB(A) SEL due to aircraft noise events are most unlikely to cause any measurable increase in the overall rates of sleep disturbance experienced during normal sleep. At higher levels the study indicated that there was a 1 in 75 chance of the average person being “awakened”. One of the conclusions of the study was that, once asleep, very few people living near airports are at risk of any sleep disturbance due to aircraft noise. The Glossary explains the terms used in the study, e.g. “arousals” and “awakenings”.

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4.2.13 It must be appreciated that this technical study concentrated on determining the chance of an “awakening” during sleep, determined by monitoring the movements of a person’s wrists during the night. They found that such movement, which they described as “awakenings” occur eighteen times a night whether or not there is any noise present. They then found that one or more of these “awakenings” occur when levels significantly greater than 90 dB(A) SEL were experienced. In essence, noise was causing an effect, but the description of an “awakening” used in the study has a particular meaning. It should not be confused with what might ordinarily be assumed to be an awakening, namely a period when a person is completely awakened. An “awakening” in the study is a period of wrist movement but when a person is nominally asleep.

4.2.14 Further smaller scale UK Government research studies have been carried out on aircraft noise and sleep disturbance and they suggest the findings of the major study are still vaild (DOT, 1992).

4.2.15 The correct interpretation of the research study results is that there is no significant risk of sleep disturbance for locations which lie outside the 90 dB(A) SEL footprint area. For locations which lie within the 90 dB(A) SEL footprint, a very slight risk of sleep disturbance will be present.

4.2.16 The Summary from the Report (DOT, 1992) states that “ … At higher levels, and most of the events upon which these conclusions are based were in the range 90 to 100

dB(A) SEL 980 to 95 dB(A) Lmax), the chance of the average person being wakened is about 1 in 75. Compared with the overall average of about 18 nightly awakenings, this probability indicates that even large numbers of noisy night time aircraft movements will cause very little increase in the average person’s nightly awakenings …”

4.2.17 To assess the combined effect of these aircraft noise events, the average daily noise

expressed as the dB LAeq,16h has been calculated. The results can be compared to the usual criteria:

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4.2.18 Defra has advised in its e-Digest Statistics (‘Noise Pollution’ 8th April 2005) that

“The equivalent continuous sound level (LAeq,T) is an index of aircraft noise exposure. It is a measure of the equivalent continuous sound level averaged over a 16 hour day from 0700 to 2300 hours and is taken during the peak summer months from mid-June to mid-September. The three contours shown in Table 3 represent cumulative levels

of noise, i.e. 57 LAeq,T approximates the onset of significant community noise

disturbance, 63 LAeq,T moderate disturbance, and 69 LAeq,T high disturbance. The population figures within each contour are estimated from census data. 1990 data was estimated using enumeration district (ED) data from the 1981 census”.

4.2.19 Table 2 below gives the calculated LAeq, 16hr noise level based upon all the measured noise levels for each day and the level assessed from the Airport’s noise contours.

Table 2: Daytime Aircraft Noise at Westcliff (dB LAeq,16h)

Date Calculated LAeq, 16hr dB 27/06/2007 42.9 28/06/2007 43.2 29/06/2007 44.0 INM (2006 Contours) 42.8

4.2.20 This indicates that due to the relatively small number of daily aircraft departures and the modest amplitude of each event, the total aircraft noise would not be rated as problematic.

4.3 Mitigation Measures

4.3.1 Inspection of Figure 1 does indicate that the greatest concentration of residential accommodation in the vicinity of the BRECON/ALVIN SIDs turn off the extended centre line of the runway is located at Cowbridge Llanblethian. It would therefore be advantageous to minimise overflying of Llanblethian.

4.3.2 This present study has concentrated on one part of Llanblethian and does indicate presence of slightly noisier aircraft events than would have arisen if aircraft were concentrated on the mean track. It would be desirable to take measures to increase that concentration, however it must not be forgotten that concentration over less populated but still populated rural areas may induce more complaint from those areas near the centre track.

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4.3.3 The reasons why the aircraft do fly closer to Llanblethian are not simple.

4.3.4 As mentioned earlier the Airport in accordance with good practice has established PNRs, and in fact also SIDs to cause aircraft not generally to overfly densely populated areas.

4.3.5 However in the past aircraft have not been allowed, as happens at many airports to leave the PNRs until an adequate height has been obtained 3000ft QNH. This will have resulted in high performance aircraft turning quickly to the North and so passing to the east of Llanblethian or directly overhead. Consideration therefore should be given as to whether the release height of 3000ft should be increased. In the UK release heights vary in the range 3000 to 5000ft.

5. SUMMARY AND CONCLUSIONS

5.1 Bickerdike Allen Partners have carried out a noise study of aircraft departure noise at Llanblethian.

5.2 During the first day of monitoring, Wednesday 27th June 2007, simultaneous noise recordings were made at the two monitoring locations. During this exercise the monitor locations were attended by BAP’s noise engineers. The noise was monitored using two identical Bruel & Kjaer 2260 precision noise level analysers.

5.3 During subsequent days, unattended noise measurements were made at Westcliff, 28th June –2nd July 2007 using a Norsonic 118 precision sound level analyser.

5.4 The noise results at Westcliff were typically around 68 LASmax for the turbo-fan aircraft, i.e. the Boeing 737, 757 and 767 types. As would be expected the SEL value was 10 dB greater.

5.5 The noise results at Westcliff were typically lower for the turbo-prop aircraft, nearly 10 dB less than the noise levels for the turbo-fan aircraft.

5.6 There was a large scatter in the results and for instance even for the same aircraft

type, i.e. the Boeing 737-300 the results varied from 60.1 to 72.3 dB LASmax.

5.7 Even these limited tests have confirmed what would be expected that for those resident at Westcliff it would create lower aircraft noise sounds if all the aircraft stayed closer to the SID centre rack. The predicted difference between the two locations for

the Boeing 737-300 aircraft is 5-6 dB LASmax, see Appendix B, Table B5.

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5.8 Noise levels just less than 70 dB LASmax are similar to that which would arise from small vans on a local road, i.e. clearly noticeable but not excessively noisy.

5.9 The levels, at around 70 dB LASmax, are much less than those which would have to be considered if they occurred regularly at night and new housing was proposed.

5.10 In addition to this, the calculated LAeq, 16hr noise level based upon all the measured noise levels for each day indicate that due to the relatively small number of daily aircraft departures and the modest amplitude of each event, the total aircraft noise would not be rated as problematic.

5.11 This present study has concentrated on one part of Llanblethian and does indicate presence of slightly noisier aircraft events than would have arisen if aircraft were concentrated on the mean track. It would be desirable to take measures to increase that concentration, however it must not be forgotten that concentration over less populated but still populated rural areas may induce more complaint from those areas near the centre track.

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Revision Details By Date Suffix Chk Bickerdike Allen Partners Drawing Number Revision 121 Salusbury Road London NW6 6RG This drawing may be used for the Purpose intended and only written dimensions shall be used. Figure 1 Tel: (020) 7625 4411 Fax: (020) 7625 0250 Drawing Title Scale at A3 Key: Cardiff International Airport 1:70,000  Cardiff Departure Routes (Past) Drn Det Appd MM Chk Tech Chk Det Chk Date JUL-07

Revision Details By Date Suffix Chk Bickerdike Allen Partners Drawing Number Revision 121 Salusbury Road London NW6 6RG This drawing may be used for the Purpose intended and only written dimensions shall be used. Figure 2 Tel: (020) 7625 4411 Fax: (020) 7625 0250 Drawing Title Scale at A3 Key: Cardiff International Airport 1:15,000  Noise Measurement Locations Drn Det Appd Noise Monitor Locations MM Chk Tech Chk Det Chk Date JUL-07

Lmax

Leq

Sound Level dBb(A)

Background Aircraft Event

Time (hh:mm:ss)

Figure 4: Typical Noise Time History at Westcliff (ATR42 departure to Dublin)

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Drawing Title Scale at A3 Key: Cardiff International Airport 1:50,000 Observed Radar Tracks Drn Det Appd 27th June 2007 MM Chk Tech Chk Det Chk Date JUL-07

APPENDIX A

GLOSSARY OF ACOUSTIC AND AVIATION TERMS

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Bickerdike Allen Partners

APPENDIX B

Detailed Noise Results from Noise Survey at Llanblethian: 27th June –29th June 2007

Tables:

Table B1a: Comparison of LASmax Noise Levels at Old Breach Farm and Westcliff

Table B1b: Comparison of SEL Noise Levels at Old Breach Farm and Westcliff

th Table B2: Unattended sound levels LASmax/SEL: 27 June 2007

th Table B3: Unattended sound levels LASmax/SEL: 28 June 2007

th Table B4: Unattended sound levels LASmax/SEL: 29 June 2007

Table B5: Predicted Noise Levels of Boeing 737-300

B.1 Bickerdike Allen Partners

Table B1a: Comparison of LASmax Noise Levels at Old Breach Farm and Westcliff

Call Sign Aircraft Route Old Breach Farm Westcliff Level

(LASmax dB) (LASmax dB) Difference TOM6027 733 EXMOR 62.9 65.2 -2.3 BMI2935 733 EXMOR 69.6 65.3 4.3 MYT705 321 ALVIN - 69.4 - KLM1058 F10 ALVIN 65 56.2 8.8 BMI2331 733 BRECON 73.5 65.2 8.3 BMI45Z 733 BRECON - 66 - HWY601 J31 BRECON - 58.6 - FCA7336 320 ALVIN - 61.1 - EZE32EV J41 ALVIN 56.5 57.2 -0.7 REA312 AT7 BRECON - 60.2 - BM12201 733 EXMOR - 62.3 - KLM1060 F10 ALVIN - 58.6 - BMI2641 733 EXMOR - 63.2 - Z4259 763 BRECON - 68.2 - AER422 AT7 BRECON - 63 - TOM1343 733 ALVIN - 72.3 - BEE1432 D8D BRECON - 55.8 - KLM1066 F70 ALVIN 60.5 63.6 -3.1 REA314 AT7 BRECON 62.9 60 2.9 TOM6947 752 ALVIN 67 63.3 3.7 HWY603 J31 BRECON 63.5 60.9 2.6 BEE1435 D8D ALVIN 62.3 55.5 6.8 BMI2003 733 BRECON 70.1 64.8 5.3 MYT701 321 EXMOR 68.1 62.7 5.4 BMI58A 733 EXMOR 63.2 64.5 -1.3 KLM1064 F10 ALVIN 52.4 56.9 -4.5 BMI2333 733 BRECON 62.2 BA082 772 ALVIN 65.9 68.2 -2.3

B.2 Bickerdike Allen Partners

Table B1b: Comparison of SEL Noise Levels at Old Breach Farm and Westcliff

Call Sign Aircraft Route Old Breach Farm Westcliff Level (SEL dB) (SEL dB) Difference TOM6027 733 EXMOR 72.9 75.0 -2.1 BMI2935 733 EXMOR 71.5 76.9 -5.4 MYT705 321 ALVIN - 80.2 - KLM1058 F10 ALVIN 71.7 67.9 3.9 BMI2331 733 BRECON 79.0 76.5 2.5 BMI45Z 733 BRECON - 78.1 - HWY601 J31 BRECON - 70.8 - FCA7336 320 ALVIN - 72.3 - EZE32EV J41 ALVIN 62.4 67.5 -5.2 REA312 AT7 BRECON - 72.3 - BM12201 733 EXMOR - 72.1 - KLM1060 F10 ALVIN - 68.2 - BMI2641 733 EXMOR - 74.4 - Z4259 763 BRECON - 79.6 - AER422 AT7 BRECON - 74.6 - TOM1343 733 ALVIN - 82.0 - BEE1432 D8D BRECON - 69.9 - KLM1066 F70 ALVIN 67.2 73.5 -6.3 REA314 AT7 BRECON 73.8 69.4 4.4 TOM6947 752 ALVIN 66.6 74.6 -7.9 HWY603 J31 BRECON 74.4 73.4 0.9 BEE1435 D8D ALVIN 74.3 69.5 4.8 BMI2003 733 BRECON 81.0 75.7 5.3 MYT701 321 EXMOR 76.5 74.8 1.6 BMI58A 733 EXMOR 74.2 73.7 0.4 KLM1064 F10 ALVIN 64.7 67.5 -2.8 BMI2333 733 BRECON 77.6 73.5 4.0 BA082 772 ALVIN 77.2 74.1 3.1

B.3 Bickerdike Allen Partners

th Table B2: Unattended sound levels LASmax/SEL: 27 June 2007

Callsign Aircraft Route L90 dB LAsmax dB SEL dB EZE38EV J41 ALVIN 32.9 64.4 73.9 BMI2773 733 BRECON 30.5 71.2 80.8 BEE1436 D8D BRECON 31.3 53.9 67.2 FCA7356 320 ALVIN 30.5 60.3 71.5 BMI9431 733 ALVIN 31.4 65.6 75.8

B.4 Bickerdike Allen Partners

th Table B3: Unattended sound levels LASmax/SEL: 28 June 2007

Callsign Aircraft Route L90 LAsmax dB SEL dB dB MYT783 321 ALVIN 31.5 - 66.4 KLM1058 F10 ALVIN 31.8 68.8 80.5 TOM6153 752 EXMOR 33.4 63.2 73.1 BMI45Z 733 BRECON 34.1 64.5 75.4 BMI2331 733 BRECON 36.4 69.6 79.0 TOM3141 733 EXMOR 38.4 60.1 70.8 HWY601 J31 BRECON 36.1 61.7 72.7 EZE32EV J41 ALVIN 40.3 63.0 73.8 BEE1431 D8D ALVIN 38.4 58.8 70.8 FCA7458 320 EXMOR 41.8 64.8 74.2 REA312 AT7 BRECON 39.1 65.2 74.3 BMI2201 733 EXMOR 39.5 65.5 73.5 BMI2641 733 EXMOR 42.0 69.7 76.7 KLM1060 F10 ALVIN 39.3 65.3 76.4 TOM4827 763 BRECON 43.4 73.4 83.8 REA552 AT7 BRECON 38.7 67.3 76.5 REA314 AT4 BRECON 42.7 62.2 73.4 TOM4261 752 ALVIN 40.2 68.4 78.3 TOM1231 733 ALVIN 38.2 65.2 77.4 BMI2003 733 BRECON 36.7 65.2 71.0 TOM4607 733 EXMOR 40.2 68.9 77.5 BMI2333 733 BRECON 44.5 67.9 78.7 BMI2967 733 EXMOR 43.6 65.2 73.7 BMI2773 733 BRECON 47.6 69.2 78.4 REA316 AT4 BRECON 39.9 61.6 71.2 TAY018Y 146 ALVIN 37.0 58.1 67.3

B.5 Bickerdike Allen Partners

th Table B4: Unattended sound levels LASmax/SEL: 29 June 2007

Callsign Aircraft Route L90 LAsmax dB SEL dB dB BMI2935 733 EXMOR 36.9 63.8 73.3 KLM1058 F10 ALVIN 36.9 60.3 70.7 BMI45Z 733 BRECON 38.1 66.9 78.1 BMI2331 733 BRECON 37.9 66.0 76.7 TOM3753 752 ALVIN 37.5 67.6 79.3 FCA536 320 ALVIN 38.1 58.7 74.6 HWY601 J31 BRECON 36.7 61.5 72.1 TOM2169 733 EXMOR 39.5 64.7 73.2 MYT753 321 BRECON 38.8 73.7 TOM6843 763 EXMOR 39.7 62.5 72.1 ECA240 738 BRECON 43.8 61.2 73.5 REA312 AT7 BCN 40.3 67.1 75.8 BMI2201 733 EXMOR 38.3 68.0 75.7 BMI2641 733 EXMOR 42.0 66.4 73.7 ECA240 738 BRECON 43.8 61.2 73.5 KLM1060 F10 BRECON 40.9 65.3 BMI2291 733 ALVIN 44.4 71.1 80.0 AER422 AT7 BRECON 45.4 68.9 77.7 BEE1432 D8D BRECON 42.9 58.8 70.7 AER314 AT4 BRECON 44.4 64.1 74.1 TOM1279 733 EXMOR 44.2 68.4 75.9 BMI2003 733 BRECON 41.4 69.3 79.5 BMI58A 733 EXMOR 44.0 66.7 74.7 TOM4687 752 EXMOR 44.9 67.4 77.7 IWD3656 320 EXMOR 39.4 64.7 72.7 BMI2333 733 BRECON 43.3 67.5 76.8 FCA7594 320 EXMOR 44.6 66.4 75.2 TOM5223 763 EXMOR 39.9 65.3 74.5 TOM3343 733 EXMOR 38.3 66.2 76.9 BMI2773 733 BRECON 39.4 69.5 80.6 MYT741 321 EXMOR 38.2 68.3 75.3 BMI2005 733 BRECON 36.2 67.5 79.2 REA316 AT7 BRECON 28.5 66.9 75.3 TOM6073 752 ALVIN 30.9 70.4 80.6

B.6 Bickerdike Allen Partners

Table B5: Predicted Noise Levels of Boeing 737-300

Conditions Sound Level LASmax* Old Breach Farm Westcliff= Departure: Headwind (14.8km per hour) 69.0 63.6

Departure: No Headwind 69.8 63.9

* Aircraft assumed flying centre track of ALVIN/BRECON. + Predicted noise levels is the past for aircraft on previous routes AMMAN-30 66.6, and

BRECON 30 65.4 dB LAmax at Westcliff.

B.7