DEPARTEMENT NATUURKUNDE EN STERRENKUNDE LABORATORIUM VOOR AKOESTIEK EN THERMISCHE FYSICA CELESTIJNENLAAN 200D – POSTBUS 2416 B-3001 LEUVEN

KATHOLIEKE UNIVERSITEIT LEUVEN

Noise contours around Brussels Airport for the year 2011

by: ir. G. Geentjens

Dr. L. Kelders

Supervised by Prof. dr. C. Glorieux

PV 5623

April 20th, 2012

TEL. (016) 32 78 45 FAX (016) 32 79 84 E-mail: [email protected] Noise contour contours around Brussels Airport for the year 2011

Contents

Contents ______i

List of maps ______iii

List of tables ______iv

List of figures ______v

1. Introduction ______1 1.1 Calculations imposed for Brussels Airport ______2 1.2 History of noise contour calculations for Brussels Airport ______2 1.3 Version of the Integrated noise Model ______3 1.4 Population data ______3

2. Definitions for the evaluation of noise contours ______4 2.1 Explanation of a few frequently-used terms ______4 2.1.1 Noise contours ______4 2.1.2 Frequency contours ______4 2.1.3 Noise zones ______4

2.1.4 The A-weighted equivalent sound pressure level, LAeq,T ______4

2.1.5 Lden ______5 2.2 Link between nuisance and noise impact ______6

3. Methodology for the calculation of the noise contours around Brussels Airport ______7 3.1 Collection of input data ______7 3.1.1 Flight information ______7 3.1.2 Radar data ______8 3.1.3 Meteorological data ______9 3.2 Performance of contour calculations ______9 3.2.1 Match between measurements (NMS) – calculations (INM) ______9 3.2.2 Technical data with regard to the calculation ______10 3.2.3 Calculation of frequency contours ______10 3.3 Post-processing in a GIS ______10

4. Results ______11 4.1 Background information about interpretation of the results ______11 4.1.1 Change in the number of flights ______11 4.1.2 Other important changes ______13 4.2 Match between measurements (NMS) and calculations (INM) ______15

4.3 Change in the event LAeq,24hlevel ______19 4.4 Discussion of the noise contours and tables ______21

4.4.1 Lday contours ______21

Laboratory for Acoustics and Thermal Physics i Noise contour contours around Brussels Airport for the year 2011

4.4.2 Levening contours ______23

4.4.3 Lnight contours ______24

4.4.4 Lden contours (day 07.00-19.00, evening 19.00-23.00, night 23.00-07.00) ______26 4.4.5 Freq.70,day – contours (day 07.00-23.00) ______27 4.4.6 Freq.70,night contours (night 23.00-07.00) ______28 4.4.7 Freq.60,day – contours (day 07.00-23.00) ______29 4.4.8 Freq.60,night contours (night 23.00-07.00) ______30

4.5 Number of people potentially highly annoyed based on Lden noise contours ______31 Appendix 1. Runway use in 2011 (compared with 2010) ______33

Appendix 2. Location of the noise monitoring terminals ______36

Appendix 3. Technical note - methodology for route input into INM ______38 Appendix 3.1. SIDs ______38 Appendix 3.2. Arrival routes ______39

Appendix 4. Results of contour calculations 2011 ______41

Appendix 4.1. Area per contour zone and per municipality: Lday, Levening, Lnight, Lden, freq.70,day, freq.70,night, freq.60,day, freq.60,night ______41

Appendix 4.2. Number of inhabitants per contour zone and per municipality: Lday, Levening, Lnight, Lden, freq.70,day, freq.70,night, freq.60,day, freq.60,night ______46

Appendix 4.3. Number of people potentially highly annoyed per Lden contour zone and per municipality ______51

Appendix 5. Change in area and number of inhabitants ______52

Appendix 5.1. Change in area per contour zone: Lday, Levening, Lnight, Lden, freq.70,day, freq.70,night, freq.60,day, freq.60,night ______52

Appendix 5.2. Change in number of inhabitants per contour zone: Lday, Levening, Lnight, Lden, freq.70,day, freq.70,night, freq.60,day, freq.60,night ______60

Appendix 6. Noise contours for the year 2011 on a topographical map ______68

Appendix 7. Noise contours for the year 2011 on a population map ______77

Appendix 8. Noise contour maps: change 2010-2011 ______86

Laboratory for Acoustics and Thermal Physics ii Noise contour contours around Brussels Airport for the year 2011

List of maps

Lday noise contours for 2011, background topographical map ______69

Levening – noise contours for 2011, background topographical map ______70

Lnight noise contours for 2011, background topographical map ______71

Lden noise contours for 2011, background topographical map ______72 Freq.70,day – noise contours for 2011, background topographical map ______73 Freq.70,night – noise contours for 2011, background topographical map ______74 Freq.60,day – noise contours for 2011, background topographical map ______75 Freq.60,night – noise contours for 2011, background topographical map ______76

Lday noise contours for 2011, background population map 2008 ______78

Levening noise contours for 2011, background population map 2008 ______79

Lnight noise contours for 2011, background population map 2008 ______80

Lden noise contours for 2011, background population map 2008 ______81 Freq.70,day noise contours for 2011, background population map 2008 ______82 Freq.70,night noise contours for 2011, background population map 2008 ______83 Freq.60,day noise contours for 2011, background population map 2008 ______84 Freq.60,night noise contours for 2011, background population map 2008 ______85

Lday noise contours for 2010 and 2011, background population map 2008 ______87

Levening noise contours for 2010 and 2011, background population map 2008 ______88

Lnight noise contours for 2010 and 2011, background population map 2008 ______89

Lden noise contours for 2010 and 2011, background population map 2008 ______90 Freq.70,day noise contours for 2010 and 2011, background population map 2008 ______91 Freq.70,night noise contours for 2009 and 2010, background population map 2008 ______92 Freq.60,day noise contours for 2009 and 2010, background population map 2008 ______93 Freq.60,night noise contours for 2009 and 2010, background population map 2008 ______94

Laboratory for Acoustics and Thermal Physics iii Noise contour contours around Brussels Airport for the year 2011

List of tables Table 1 Number of flights (incl. helicopter movements) in 2011 and 2010 and the change compared with 2010 according to the division of the day used in VLAREM ______12 Table 2 Change in the number of flight movements per aircraft type during the operational night period (23.00- 06.00) for the most common aircraft types ______13 Table 3 Preferential runway use since 31/07/2010 (local time) (source: AIP 12/01/2012) ______14

Table 4 Match between calculations and measurements for parameter LAeq,24h ______16

Table 5 Match between calculations and measurements for parameter Lnight ______17

Table 6 Match between calculations and measurements for parameter Lden ______18

Table 7 Change in the number of people potentially highly annoyed within the Lden 55 dB(A) noise contour ______32 Table 8 List of the noise monitoring terminals around Brussels Airport ______37 Table 9 Grouping of aircraft types for the most commonly-flown SIDs for determining the average INM routes ___ 39

Table 10 Area per Lday contour zone and per municipality for the year 2011 ______41

Table 11 Area per Levening contour zone and per municipality for the year 2011 ______41

Table 12 Area per Lnight contour zone and per municipality for the year 2011 ______42

Table 13 Area per Lden contour zone and per municipality for the year 2011 ______42 Table 14 Area per freq.70,day contour zone and per municipality for the year 2011 ______43 Table 15 Area per freq.70,night contour zone and per municipality for the year 2011 ______44 Table 16 Area per freq.60,day contour zone and per municipality for the year 2011 ______45 Table 17 Area per freq.60,night contour zone and per municipality for the year 2011 ______45

Table 18 Number of inhabitants per Lday contour zone and per municipality for the year 2011______46

Table 19 Number of inhabitants per Levening contour zone and per municipality for the year 2011 ______46

Table 20 Number of inhabitants per Lnight contour zone and per municipality for the year 2011 ______47

Table 21 Number of inhabitants per Lden contour zone and per municipality for the year 2011 ______47 Table 22 Number of inhabitants per freq.70,day contour zone and per municipality for the year 2011 ______48 Table 23 Number of inhabitants per freq.70,night contour zone and per municipality for the year 2011 ______49 Table 24 Number of inhabitants per freq.60,day contour zone and per municipality for the year 2011 ______50 Table 25 Number of inhabitants per freq.60,night contour zone and per municipality for the year 2011 ______50

Table 26 Number of people potentially highly annoyed per Lden contour zone and per municipality for the year 2011 ______51

Table 27 Change in the area within the Lday contours (2006-2011) ______52

Table 28 Change in the area within the Levening contours (2006-2011) ______53

Table 29 Change in the area within the Lnight contours (2006-2011) ______54

Table 30 Change in the area within the Lden contours (2006-2011) ______55 Table 31 Change in the area within the Freq.70,day contours (2010-2011) ______56 Table 32 Change in the area within the Freq.70,night contours (2010-2011) ______57 Table 33 Change in the area within the Freq.60,day contours (2010-2011) ______58 Table 34 Change in the area within the Freq.60,night contours (2010-2011) ______59

Table 35 Change in the number of inhabitants within the Lday contours (2006-2011) ______60

Table 36 Change in the number of inhabitants within the Levening contours (2006-2011) ______61

Table 37 Change in the number of inhabitants within the Lnight contours (2006-2011) ______62

Table 38 Change in the number of inhabitants within the Lden contours (2006-2011) ______63 Table 39 Change in the number of inhabitants within the Freq.70,day contours (2010-2011) ______64 Table 40 Change in the number of inhabitants within the Freq.70,night contours (2010-2011) ______65 Table 41 Change in the number of inhabitants within the Freq.60,day contours (2010-2011) ______66 Table 42 Change in the number of inhabitants within the Freq.60,night contours (2010-2011) ______67

Laboratory for Acoustics and Thermal Physics iv Noise contour contours around Brussels Airport for the year 2011

List of figures

Figure 1 Graph of the A-weighted equivalent sound pressure level (LAeq,T) ______5

Figure 2 Percentage of people potentially highly annoyed due to Lden from aircraft noise (source: VLAREM – environmental legislation based on Miedema 2000) ______6 Figure 3 Change in flight traffic at Brussels Airport 1991-2011 (Source: The Brussels Airport Company) ______11 Figure 4 Change in flight traffic during the night (23.00-06.00) at Brussels Airport 1995-2011 (Source: The Brussels Airport Company) ______12

Figure 5 Change in LAeq,24h level at the monitoring stations in the network of The Brussels Airport Company ______20

Figure 6 Lday noise contours of 55 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue) ______23

Figure 7 L evening noise contours of 50 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue) ______24

Figure 8 Lnight noise contours of 45 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue) ______26

Figure 9 L den noise contours of 55 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue) ______27 Figure 10 Freq.70,day noise contours of 5x above 70 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue) 28 Figure 11 Freq.70,night noise contours of 1x above 70 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue) ______29 Figure 12 Freq.60,day noise contours of 50x above 60 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue) ______30 Figure 13 Freq.60,night noise contours of 10x above 60 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue) ______30

Figure 14 Change in the number of people highly annoyed within the Lden 55 dB(A) noise contour ______32 Figure 15 Configuration and nomenclature of the departure and arrival runways at Brussels Airport ______33 Figure 16 The runway use of the total number of departures and landings in 2011 (and 2010) ______34 Figure 17 The runway use of the total number of departures and arrivals in 2011 (and 2010) during the day (07.00- 19.00) ______34 Figure 18 The runway use of the total number of departures and arrivals in 2011 (and 2010) during the evening (19.00-23.00) ______35 Figure 19 The runway use of the total number of take-offs and landings in 2011 (and 2010) during the night (23.00- 07.00) ______35 Figure 20 Location of the noise monitoring terminals (situation as of 31/12/2011) ______36 Figure21 INM main routes for modelling arrivals at greater distance from Brussels Airport ______40

Figure 22 Change in the area within the Lday contours (2006-2011) ______52

Figure 23 Change in the area within the Levening contours (2006-2011) ______53

Figure 24 Change in the area within the Lnight contours (2006-2011) ______54

Figure 25 Change in the area within the Lden contours (2006-2011) ______55 Figure 26 Change in the area within the Freq.70,day contours (2010-2011) ______56 Figure 27 Change in the area within the Freq.70,night contours (2010-2011) ______57 Figure 28 Change in the area within the Freq.60,day contours (2010-2011) ______58 Figure 29 Change in the area within the Freq.60,night contours (2010-2011) ______59

Figure 30 Change in the number of inhabitants within the Lday contours (2006-2011) ______60

Figure 31 Change in the number of inhabitants within the Levening contours (2006-2011) ______61

Figure 32 Change in the number of inhabitants within the Lnight contours (2006-2011) ______62

Figure 33 Change in the number of inhabitants within the Lden contours (2006-2011) ______63 Figure 34 Change in the number of inhabitants within the Freq.70,day contours (2010-2011) ______64 Figure 35 Change in the number of inhabitants within the Freq.70,night contours (2010-2011) ______65 Figure 36 Change in the number of inhabitants within the Freq.60,day contours (2010-2011) ______66 Figure 37 Change in the number of inhabitants within the Freq.60,night contours (2010-2011) ______67

Laboratory for Acoustics and Thermal Physics v Noise contours around Brussels Airport for the year 2011

1. Introduction

Noise contours are calculated in order to be able to make an objective assessment of the noise impact caused by an airport in the surrounding area. These noise contours reflect changes and events that can have an impact on the noise production by air traffic during arrival and take-off, and as such, can be used to describe the situation as well as to evaluate the effects of changes in the aircraft fleet, changes in numbers of flights and any actions taken. The accuracy of the noise contours is compared with sound measurements taken at a number of locations around the airport.

The Laboratorium voor Akoestiek en Thermische Fysica (subsequently referred to as ATF) has been calculating noise contours annually since 1996, to show the noise impact caused by flight traffic from and to Brussels Airport. It is commissioned to do this by the airport operator, currently The Brussels Airport Company. The calculations are imposed for Brussels Airport in the Flemish environmental legislation (VLAREM) which was amended in 20051 in accordance with the European Directive relating to the assessment and management of environmental noise, and in the environmental licence 2 of The Brussels Airport Company.

1 Belgian Official Journal, Decision by the Flemish Government on the evaluation and control of environmental noise and amending the decision of the Flemish Government of 1 June 1995 on the general and sector-specific rules on environmental health, 31 August 2005.

2 AMV/0068637/1014B AMV/0095393/1002B; Decision by the Flemish minister of public works, energy, environment and nature, containing the judgement about the appeals lodged against the decision with reference D/PMVC/04A06/00637 of 8 July 2004 by the provincial executive of the provincial council of Flemish Brabant, on granting of the environmental licence for a period expiring on 8 July 2024 to NV Brussels International Airport Company (B.I.A.C), Vooruitgangsstraat 80 bus 2, 1030 Brussels, to continue operating and to alter (by adding to it) an airport located at Brussels National Airport in 1930 Zaventem, 1820 Steenokkerzeel, 1830 Machelen and 3070 Kortenberg, 30 December 2004

Laboratory for Acoustics and Thermal Physics 1 Noise contours around Brussels Airport for the year 2011

1.1 Calculations imposed for Brussels Airport

Under the VLAREM environmental legislation, the operator of an airport classified in category 13 is bound to have the following noise contours calculated annually:

 Lden noise contours of 55, 60, 65, 70 and 75 dB(A) to show noise impact over 24h and to determine the number of people potentially highly annoyed;

 Lday noise contours of 55, 60, 65, 70 and 75 dB(A) to show noise impact during the day from 07.00 to 19.00;

 Levening noise contours of 50, 55, 60, 65, 70 and 75 dB(A) to show noise impact during the evening from 19.00 to 23.00;

 Lnight noise contours of 45, 50, 55, 60, 65 and 70 dB(A) to show noise impact at night from 23.00 to 07.00.

In addition to the VLAREM obligations, the environmental licence of The Brussels Airport Company imposes extra noise contour calculations:

 Lnight and Lden noise contours as in the current VLAREM obligations;  Frequency contours for 70 dB(A) and 60 dB(A); The Brussels Airport Company requested ATF to calculate the following frequency contours: - Frequency contours for 70 dB(A) during the day period (07.00 to 23.00) with frequencies 5x, 10x, 20x, 50x and 100x

- Frequency contours for 70 dB(A) during the night period (23.00 to 07.00) with frequencies 1x, 5x, 10x, 20x and 50x

- Frequency contours for 60 dB(A) during the day period (07.00 to 23.00)

- Frequency contours for 60 dB(A) during the night period (23.00 to 07.00)

The calculation of the noise contours must be carried out in accordance with the ‘Integrated noise Model’ (INM) of the United States Federal Aviation Administration (FAA), version 6.0c or higher.

The number of people liable potentially highly annyed within the various Lden contour zones must be determined on the basis of the dose-effect ratio laid down in the VLAREM.

The noise zones must be shown on a 1/25 000 scale map.

1.2 History of noise contour calculations for Brussels Airport

The Laboratorium voor Akoestiek en Thermische Fysica has calculated noise contours annually since 1996 for the noise impact of flight traffic from and to Brussels airport, commissioned by the airport operator. Prior to the VLAREM being brought into line with the European directive on environmental

3 Category 1 airports: Airports that meet the definition of the Chicago Convention of 1944 establishing the International Civil Aviation Organization and with a take-off and landing runway of at least 800 metres

Laboratory for Acoustics and Thermal Physics 2 Noise contours around Brussels Airport for the year 2011

noise in 2005, the following operational division of the day was used (day: 06.00 – 23.00; night 23.00 – 06.00). After the VLAREM was brought into line with the Directive, the official noise contours to be reported were calculated according to the division of the day in the Directive (day: 07.00 – 19.00; evening: 19.00 – 23.00; night 23.00 – 07.00).

1.3 Version of the Integrated noise Model

For the calculation of the noise contours 2011, the latest version of the INM computer model, INM 7.0b was used. Since 2001, version 6.0c of the model has always been used for the officially reported noise contours. Because the model used and the associated aircraft database influence the calculated noise contours, the noise contours for the years 2006 to 2010 inclusive were recalculated using version 7.0b4. In this way, the change in the noise contours in 2011 compared with previous years can be mapped out without influence from the computer model used.

1.4 Population data

In order to determine the number of people living within the contour zones and the number of people potentially highly annoyed, the most recent data available is used. On inquiry with the Office for Statistics and Economic Information (also still called National Institute for Statistics), these were revealed to be the population figures as of 1 January 2008.

4 Regarding the frequency contours of 60 and 70 dB(A), only the year 2010 was recalculated with the 7.0b version of the INM computer model.

Laboratory for Acoustics and Thermal Physics 3 Noise contours around Brussels Airport for the year 2011

2. Definitions for the evaluation of noise contours

2.1 Explanation of a few frequently-used terms

2.1.1 Noise contours

As a result of flight traffic, noise impact is either observed or calculated for any point around the airport. Due to a difference in distance from the noise source, the values may vary sharply from one point to another. Noise contours are isolines or lines of equal noise impact. These lines connect together points where equal noise impact is observed or calculated.

The noise contours with the highest values are those situated closest to the noise source. Further away from the noise source, the value of the noise contours is lower.

2.1.2 Frequency contours

The acoustic impact of overflight by an aircraft can be characterised at any point around the airport by, among other factors, the maximum noise level observed during overflight. This maximum noise level can be determined, for example, as the maximum of the equivalent sound pressure levels over 5 1 second (LAeq,1s,max.) during that overflight.

For the passage of an entire fleet, the number of times that the maximum sound pressure level exceeds a particular value can be calculated. The number of times on average that this value is exceeded each day is the excess frequency. Frequency contours connect locations where this number is equal.

2.1.3 Noise zones

A noise zone is the zone delimited by two successive noise contours. The noise zone 60-65 dB(A) is, for example, the zone delimited by the noise contours of 60 and 65 dB(A).

2.1.4 The A-weighted equivalent sound pressure level, LAeq,T

The noise caused by overflying aircraft is not a constant noise, but has the characteristic of rising sharply to a maximum level and thereafter declining sharply again. To represent the noise impact at a specific place and as a result of fluctuating sounds over a period, the average energy of the sound pressure observed during the period is used (see Figure 1).

5 The INM computer program calculates the variable LAmax,slow. The numeric values for this variable are rather comparable with those for the variable LAeq,1s,max..

Laboratory for Acoustics and Thermal Physics 4 Noise contours around Brussels Airport for the year 2011

Figure 1 Graph of the A-weighted equivalent sound pressure level (LAeq,T)

110

100

90

80

70 LAeq,T 60

Sound pressure level (dB(A)) Sound level pressure 50 15:00 15:05 15:10 15:15 15:20 15:25 15:30 15:35 15:40 15:45 15:50 15:55 16:00 Time

The A-weighted equivalent sound pressure level LAeq,T, over a period T, is the sound pressure level of the constant sound containing the same acoustic energy in that same period, or is a representation of the average quantity of acoustic energy observed over the period T per second. The unit for A- weighted equivalent sound pressure level is the dB(A).

The designation A-weighted (index A) means that an A-filter is used to determine the sound pressure level. This filter reflects the pitch sensitivity of the human ear. Sounds at frequencies to which the ear is sensitive are weighted more than sounds at frequencies to which our hearing is less sensitive. Internationally, the A-weighting is accepted as THE measurement for determining noise impact around airports. This A-weighting is also applied in the VLAREM legislation on airports.

In this report, 3 types of LAeq,T contours are calculated, i.e.:

 Lday: the equivalent sound pressure level for the daytime period, defined as the period between 07.00 and 19.00

 Levening: the equivalent sound pressure level for the evening period, defined as the period between 19.00 and 23.00

 Lnight: the equivalent sound pressure level for the night period, defined as the period between 23.00 and 07.00

2.1.5 Lden

To obtain an overall picture of the nuisance around the airport, it is usually opted not to use the

equivalent sound pressure level over 24 hours. or LAeq,24h. Noise during the evening or night period is always perceived as more annoying than the same noise during the daytime period. LAeq,24h, for example, takes no account whatever of this difference.

The European directive on assessment and management of environmental noise (implemented in the

VLAREM), recommended using the parameterLden to determine the nuisance. The Lden (Level Day- Evening-Night) is the A-weighted equivalent sound pressure level over 24 hours, with a (penalty) correction of 5 dB(A) being applied for noise during the evening period, which rises to 10 dB(A)

during the night. For the calculation of the Lden noise contours, the day is divided in the way used in

Laboratory for Acoustics and Thermal Physics 5 Noise contours around Brussels Airport for the year 2011

VLAREM heading 57, where the evening period runs from 19.00 to 23.00 and the night period from 23.00 to 07.00.

2.2 Link between nuisance and noise impact

To determine the number of people potentially highly annoyed within the Lden 55 dB(A) noise contour, a dose-effect ratio is incorporated in the VLAREM. This formula shows the percentage of

the population that is highly annoyed from the noise impact expressed in Lden (Figure 2).

-5 3 -2 2 % seriously affected = -9.199*10 (Lden-42) +3.932*10 (Lden-42) +0.2939(Lden – 42)

Figure 2 Percentage of people potentially highly annoyed due to Lden from aircraft noise (source: VLAREM – environmental legislation based on Miedema 2000)

60

50

40

30

20

10

% sterk gehinderden sterk % % highly annoyed %highly

0 45 50 55 60 65 70 75 Lden [dB(A)]

The formula shown above comes from a synthesis/analysis of various noise nuisance studies at various European and American airports carried out by Miedema6 and was adopted door de European Commission WG2 Dose/effect 7.

6 Miedema H.M.E, Oudshoorn C.G.M, Elements for a position paper on relationships between transportation noise and annoyance, TNO report PG/VGZ/00.052, July 2000

7 European Commission, WG2 – Dose/effect, Position paper on dose response relationships between transportation noise and annoyance, 20 February 2002

Laboratory for Acoustics and Thermal Physics 6 Noise contours around Brussels Airport for the year 2011

3. Methodology for the calculation of the noise contours around Brussels Airport

To determine noise contours, places have to be found around the airport where an identical level of noise impact has been observed. However, measuring noise impact at every point is inconceivable. For this reason, an internationally accepted method has been devised for determining noise contours using simulations with computer models.

In Belgium, just as in many other countries, the Integrated noise Model (INM) of the United States Federal Aviation Administration (FAA) is used to calculate noise contours around airports. This model and the methodology used comply with the methodology prescribed in the VLAREM legislation (Chapter 5.57 Airports).

The procedure for calculating noise contours can be broken down into 3 phases:

 Collection of information concerning the relevant flight movements, the routes flown and the characteristics of the airport as an input for INM;

 Performance of contour calculations;

 Post-processing of the contours into a Geographic Information System (GIS).

3.1 Collection of input data

INM calculates noise contours around airports based on a ‘average day (night, 24h,…)’ input file. The meaning of an average day is NOT that a day is chosen on which all the conditions satisfied an average value. Based on the data for a complete year, an average twenty-four hour period is determined, by bringing all movements in that year into the calculation, and then dividing it by the number of days in the year.

All these flights follow determined routes, which are essentially determined by the runway used and the SID flown (Standard Instrument Departure) as regards departures or by the runway used and the STAR (Standard Instrument Arrival) as regards arrivals. The existing SIDs and STARs are shown in the AIP, Aeronautical Information Publication, and they determine the procedure that must be followed by the pilot in flight movements from and to Brussels Airport.

3.1.1 Flight information

In order to take a flight into account to determine the input for INM, a number of items of data are required:

 Aircraft type

 Time

 Nature of the movement (departure/arrival)

 Destination or origin of the flight

Laboratory for Acoustics and Thermal Physics 7 Noise contours around Brussels Airport for the year 2011

 Landing or take-off runway

 SIDs followed

For the contour calculations of Brussels Airport for the year 2011, the flight information was obtained from The Brussels Airport Company in the form of an extract from the central database (CDB). This database includes all the necessary data per flight. The quality of the data is very good.

For each aircraft type in the flight list, an equivalent INM type is searched on the basis of type, engines, registration, etc. In most cases, the aircraft types are present in INM, or INM provides for a substitute type, and as model versions are developed, more and more types are included in it. For a small fraction that cannot yet be identified in INM, an equivalent is sought based on other noise data, the number and type of engines and the MTOW (maximum take-off weight). Helicopter movements are not included in this model.

Based on the distance to be flown, using the conversion table provided by INM,8, the aircraft weight is taken into account in its climb profile. The standard departure and arrival profiles contained in INM are always used for the calculation of the annual noise contours around Brussels Airport.

3.1.2 Radar data

A number of SIDs are given per runway in the Aeronautical Information Publication (AIP). These departure descriptions are not geographical stipulations, but are laid down as procedures that must be followed after take-off from Brussels Airport. For example, these procedures require pilots to carry out a manoeuvre after reaching a particular height or reaching a given geographical location. When an aircraft to reach a particular height is heavily dependent on the aircraft type (size, number of engines, etc.), weight (including the fuel load necessary to fly a particular distance) and the weather conditions, there is a wide geographical spread on the actual routes when following a particular SID.

The actual location of the average horizontal projection per SID is determined on the basis of radar data9 during the year. The definition of a number of sub-routes besides this average route takes account of the actual spread on this SID. For a number of SIDs, just as in recent years, a split can be made based on the aircraft type to obtain a proper description of the tracks actually flown.

To determine the location of the tracks actually flown, flights are selected at random so that, on the one hand, a representative number of flights can be obtained and, on the other hand, all days of the week and seasons are taken into account. The ultimate location of the INM track with the spread is done with an INM tool which determines the average route together with the location of a number of subtracks symmetrically around this average route.

More information about the method used can be found in Appendix 3.

8 INM user’s guide: INM 6.0, Federal Aviation Administration, Office of Environment and Energy

9 This radar data is available in the NMS of Brussels Airport up to a height of 9000 feet

Laboratory for Acoustics and Thermal Physics 8 Noise contours around Brussels Airport for the year 2011

3.1.3 Meteorological data

For the calculation of the contours for 2011, the actual average meteorological conditions during the year 2010 were input into the INM. As basic data to determine these averages, the weather data used was that per hour recorded during the past year in the NMS. The use of this data makes it possible to calculate an actual average headwind for each runway at the airport at the time that the runway is in use.

The average headwind for each runway of the airport is calculated as follows:

 First, the flights per runway are selected separately. The departures and arrivals are considered together.

 Each movement is connected to the meteorological data at the time of the flight via the departure or arrival time.

 Next, the component of wind speed at the flight time and in the direction of the runway concerned is calculated.

 Finally, an average is produced of the component of wind speed on the runway concerned across all selected flights.

The results of these calculations are:

 5.0 knots headwind on runway 25R during the operational day period (06.00-23.00)

 4.5 knots headwind on runway 25R during the operational night period (23.00-06.00)

 3.6 knots headwind on runway 25L

 4.9 knots headwind on runway 07L

 5.3 knots headwind on runway 07R

 6.7 knots headwind on runway 02

 5.7 knots headwind on runway 20

The average temperature for the year 2011 that is entered into the computer model (averaged out per movement) is 12.2°C.

3.2 Performance of contour calculations

3.2.1 Match between measurements (NMS) – calculations (INM)

INM enables calculations on specific locations around the airport. To check the calculated noise contours, the noise impact as calculated with INM is compared with sound measurements taken at a number of locations.

This comparison gives an answer to the question of comparability of noise impact from calculations and measurements. Since the results of noise calculations with INM show the incident noise whereas noise measurements are always influenced by specific local conditions, and in view of the uncertainties associated with (unmanned) noise measurements (background noises, linkage to flight

Laboratory for Acoustics and Thermal Physics 9 Noise contours around Brussels Airport for the year 2011

traffic, reflections, etc.), these comparative studies cannot make any pronouncements about the absolute accuracy of the results of the INM calculations, but can do so about the comparability with noise measurements at a number of specific locations around Brussels Airport.

3.2.2 Technical data with regard to the calculation

The calculations were carried out with the INM 7.0b with a refinement 9 and tolerance 0.5 within a grid with origin at -8 nmi10 in the horizontal direction and -8 nmi in the vertical direction in relation to the airport reference point, and dimensions of 18 nmi in the horizontal direction and 16 nmi in the vertical direction.

The altitude of the airport reference point in relation to sea level is 184 ft.

3.2.3 Calculation of frequency contours

All noise contours, except the frequency contours, are determined and shown directly in the INM. For frequency contours, a rather more elaborate method is necessary, since the INM does not determine these contours directly.

On a regular grid around the airport, the INM calculates the maximum sound pressure level for each aircraft configuration in the input files. The result of this grid calculation is a very large file in which, per grid point, for all combinations of aircraft type, INM stage, track and subtrack, the maximum sound pressure level is recorded.

This grid is exported to an external computer program (database analysis) to count per grid point the number of times that a particular level is exceeded. This result is imported into a GIS system for further processing.

The contour lines are drawn in Arcview 3.2 with ARCISO, a contour drawing algorithm from the University of Stuttgart. A further smoothing of the contour lines obtained in this way is required.

3.3 Post-processing in a GIS

The importation of the noise contours into a Geographic Information System (GIS) makes it possible not only to print out the noise contour maps, but also to carry out a geographic analysis. So, in the first instance, the area within the various contour zones can be calculated per local authority area.

In addition, the combination of the contours with a digital population map also allows a calculation of the number of people living within the various contour zones. The population data comes from the National Institute for Statistics (NIS) and shows the demographic situation on 1 January 2008.

The population numbers are available at the level of statistical sectors. On the assumption that the population is spread evenly across the statistical sector, and by only counting the portion of the sector that lies within the contour, this gives a good approximation of reality.

10 1 nmi (nautical mile) = 1,852 km (kilometer)

Laboratory for Acoustics and Thermal Physics 10 Noise contours around Brussels Airport for the year 2011

4. Results

4.1 Background information about interpretation of the results

4.1.1 Change in the number of flights

One of the important factors in calculating the annual noise contours around an airport is the number of flights that have taken place in the past year. After the continuous fall in the annual number of flight movements at Brussels Airport from 2007 to 2010, the number of flight movements in 2011 rose to 233,758 movements. This means an increase in the number of movements of approximately 3.6% compared with the year 2010.

Figure 3 Change in flight traffic at Brussels Airport 1991-2011 (Source: The Brussels Airport Company)

350000

325000

300000

275000

Number of flights of Number 250000

225000

200000 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011

After the steep drop in the number of night flights (23.00-06.00) from 25,100 in 2007 to 13,233 in the year 2009, the number of night flights rose by about 8% in the year 2010 to reach 14,249. In 2011 also, the number of night movements rose slightly again to 14,648, an increase of about 3% compared with the year 2010. There was an increase in both the number of landings (10,820 in 2011, up 1.5% compared to 2010) and the number of departures (3,828 in 2011, up 6.6% compared to 2010). The number of allocated night slots for the year 2011 remained within the constraints imposed on the slot coordinator of the airport since the year 2009, who has been allowed to allocate a maximum of 16,000 night slots per year, of which a maximum of 5,000 may be for departures (Belgian Official Journal 21/01/2009, ex officio amendment of environmental licence dated 29/01/2009).

The number of flights during the operational daytime period (06.00-23.00) increased by approximately 4% from 211,433 in 2010 to 219,110 in the year 2011.

Laboratory for Acoustics and Thermal Physics 11 Noise contours around Brussels Airport for the year 2011

Figure 4 Change in flight traffic during the night (23.00-06.00) at Brussels Airport 1995-2011 (Source: The Brussels Airport Company)

30000

25000

20000

15000 Number of night flights night ofNumber 10000 1995 1997 1999 2001 2003 2005 2007 2009 2011

Due to the amendment in the VLAREM legislation in the year 2005, the noise contours are no longer calculated according to the division of the day that corresponds to the operational division of the day at Brussels Airport, but a split is made into a daytime period (07.00-19.00), an evening period (19.00- 23.00) and a night period (23.00-07.00). The number of movements in the year 2011 according to this division of the day, split for departures and arrivals, is shown together with the change compared with the year 2009 in Table 1. The numbers for the night period are subdivided in this table according to the operational night (23.00-06.00) and the hour between 06.00 and 07.00.

For all periods of the day, both the number of landings and departures increased in 2011 compared to 2010. The largest relative change concerns the number of movements during the night period, which increased by approximately 5.5%. The relative increase of nearly 24% of the number of landings between 06.00 and 07.00 in the morning is particularly striking. As regards the total night period between 23.00 and 07.00, it can be seen that approximately 40% of the flights occurred in the morning hour between 06.00 and 07.00. For departures alone, this percentage even exceeds 65%.

The smallest relative increases were found during the evening period: 1.0% for landings and 2.4% for departures.

Table 1 Number of flights (incl. helicopter movements) in 2011 and 2010 and the change compared with 2010 according to the division of the day used in VLAREM

period 2010 2011 change compared with 2010 departures arrivals total departures arrivals total departures arrivals total day (07.00-19.00) 78,830 76,633 155,463 82,196 79,247 161,443 4.3% 3.4% 3.8% evening (19.00-23.00) 22,139 25,186 47,325 22,363 25,789 48,152 1.0% 2.4% 1.7% night (23.00-07.00) 11,869 11,025 22,894 12,322 11,841 24,163 3.8% 7.4% 5.5% 23.00-06.00 10,657 3,592 14,249 10,820 3,828 14,648 1.5% 6.6% 2.8% 06.00-07.00 1,212 7,433 8,645 1,502 8,013 9,515 23.9% 7.8% 10.1%

Laboratory for Acoustics and Thermal Physics 12 Noise contours around Brussels Airport for the year 2011

4.1.2 Other important changes

Besides the number of flights, there are a number of other parameters which determine the size and location of the noise contours, e.g. runway and route use, the flight procedures and the fleet used. The main changes that occurred in the year 2011 are summarised below.

Fleet changes

Just as in the year 2010, approximately 30% of departures during the operational night period in 2011 were flown by aircraft type B752. Whereas in previous years, aircraft type A30B always came in 2nd place for the number of departures during the operational night period, this place was taken over in 2011 by aircraft type B733, for which the number of departures more than tripled. Additionally, there was a noticeable shift from B762 to B763 as a result of renewal in the DHL fleet. Concerning landings, there was also a pronounced increase of the number of landings with A320, A332 and A333, while the number of landings by A30B, A319 and A321 decreased.

The change in the most frequently-used aircraft types during the operational night period is shown in Table 2.

Table 2 Change in the number of flight movements per aircraft type during the operational night period (23.00-06.00) for the most common aircraft types

Type Arrivals Departures (ICAO) 2010 2011 change compared with 2010 2011 change compared with A30B 339 291 -48 ( -14% ) 338 276 -62 ( -18% ) A319 1280 1058 -222 ( -17% ) 262 110 -152 ( -58% ) A320 1358 1551 193 ( 14% ) 202 224 22 ( 11% ) A321 743 614 -129 ( -17% ) 47 19 -28 ( -60% ) A332 159 223 64 ( 40% ) 17 6 -11 ( -65% ) A333 560 792 232 ( 41% ) 6 10 4 ( 67% ) ATP 28 32 4 ( 14% ) 253 274 21 ( 8% ) B733 1133 1347 214 ( 19% ) 220 723 503 ( 229% ) B734 759 691 -68 ( -9% ) 45 35 -10 ( -22% ) B735 160 96 -64 ( -40% ) 9 6 -3 ( -33% ) B737 338 319 -19 ( -6% ) 21 12 -9 ( -43% ) B738 894 934 40 ( 4% ) 94 103 9 ( 10% ) B744 149 113 -36 ( -24% ) 24 25 1 ( 4% ) B752 1118 1180 62 ( 6% ) 1093 1159 66 ( 6% ) B762 257 0 -257 ( -100% ) 243 0 -243 ( -100% ) B763 147 429 282 ( 192% ) 24 297 273 ( 1138% ) BE20 158 124 -34 ( -22% ) 129 117 -12 ( -9% ) EXPL 90 116 26 ( 29% ) 54 57 3 ( 6% ) MD11 68 38 -30 ( -44% ) 47 53 6 ( 13% ) RJ1H 243 277 34 ( 14% ) 43 17 -26 ( -60% ) RJ85 203 138 -65 ( -32% ) 57 22 -35 ( -61% )

The number of movements by aircraft with a MTOW of over 136 tonnes (heavy's) during the operational day period increased in the year 2011 by nearly 2% compared with the year 2010, which is less than the overall increase of 4% in the total number of movements during this period. The most commonly used aircraft types within this group are (the change in the number of movements compared with 2010 is shown in brackets): A332 (+10%), B763 (-9%), B744 (+9%), A333 (+21%), B772 (194%), A310 (-34%), MD11 (-23%), B742 (-27% ), B762 (-54%), A30B (-24%), B77L/B77W (+313%).

Regarding the use of aircraft types of less than 136 tonnes during the operational day period, there were mainly increases in the use of aircraft types A319 (+25%), A320 (+20%), B738 (+12%), B712 (+1095%), DH8D (+ 27%), F70 (+36%) and E190 (+26%). There were significant decreases for aircraft

Laboratory for Acoustics and Thermal Physics 13 Noise contours around Brussels Airport for the year 2011

types RJ85 (-17%), B733 (-9%), RJ1H (-3%), CRJ2 (-40%) and A321 (-7%). In total, in the year 2010 during the daytime period, 50% of all operations in the group of less than 136 tonnes occurred with aircraft types A319 (16%), A320 (12%), RJ1H (12%) and RJ85 (11%). This was similar in 2010 but the proportion of A319/A320 increased relative to the proportion of RJ1H/RJ85.

Runway and route use

The preferential runway use, published in the AIP (Aeronautical Information Publication, a Belgocontrol publication), shows which runway should preferably be used, depending on the time when the flight occurs, and in some cases the destination. The latest change relating to the preferential runway use at Brussels Airport entered into force on 1 July 2010. It was the measure whereby if the runway arrangement 'Departures 25/20 - Landings 25R/25L' is preferential, aircraft with a MTOW of over 200 tons always depart from runway 25R, even for destinations in an easterly direction (beacons LNO, SPI, SOPOK, PITES and ROUSY). Since then there have been no changes made to the preferential runway use so that the arrangement from Fout! Ongeldige bladwijzerverwijzing. was in force throughout the year 2011.

Table 3 Preferential runway use since 31/07/2010 (local time) (source: AIP 12/01/2012)

Day Night

06:00 to 15:59 16:00 to 22:59 22:59 to 05:59 (1) Mon, 06:00 - Departure 25R 25R/20 Sun, 05:59 Arrival 25L/25R 25R/25L(2) (1) Tue, 06:00 - Departure 25R 25R/20 Wed, 05:59 Arrival 25L/25R 25R/25L(2) (1) Wed, 06:00 - Departure 25R 25R/20 Thu, 05:59 Arrival 25L/25R 25R/25L(2) (1) Thu, 06:00 - Departure 25R 25R/20 Fri, 05:59 Arrival 25L/25R 25R/25L(2) (3) Fri, 06:00 - Departure 25R 25R Sat, 05:59 Arrival 25L/25R 25R (1) (4) Sat, 06:00 - Departure 25R 25R/20 25L Sun, 05:59 Arrival 25L/25R 25R/25L(2) 25L (1) (4) Sun, 06:00 - Departure 25R/20 25R 20 Mon, 05:59 Arrival 25R/25L(2) 25L/25R 20 (1) runway 25R for traffic via ELSIK, NIK, HELEN, DENUT, KOK and CIV / runway 20 for traffic via LNO, SPI, SOPOK, PITES and ROUSY (aircraft with MTOW > 200 tonnes always from runway 25R regardless of the destination) (2) Runway 25L only if air traffic control considers this necessary (3) Between 01.00 and 06.00, no slots may be allocated for departures (4) Between 00.00 and 06.00, no slots may be allocated for departures

If the preferential runway configuration cannot be used (for example due to meteorological conditions, works on one of the runways, etc.), then Belgacontrol will choose the most suitable alternative configuration, taking account of the weather conditions, the equipment of the runways, the traffic density, etc. Conditions are tied the preferential runway use arrangements, including wind limits expressed as a maximum crosswind and maximum tailwind at which a particular runway can be

Laboratory for Acoustics and Thermal Physics 14 Noise contours around Brussels Airport for the year 2011

used. If these limits are exceeded, air traffic control must switch to an alternative configuration. The prevailing wind limits during the year 2011 were for all runways a maximum crosswind of 15 kt (gusts included) and a maximum tailwind of 7 kt (gusts and a buffer value of 2 kt inclusive) for all runways

There were no changes in flight routes (SIDs) either in the course of 2011.

Operating restrictions

During the year 2011 there were no additional operating restrictions.

4.2 Match between measurements (NMS) and calculations (INM)

The INM software enables a number of acoustic parameters to be calculated at a given location around the airport. By performing this calculation at the locations of the measuring stations of the noise Monitoring System, it can be examined to what extent the calculated values correspond to the

values recorded by the monitoring system. This comparison is carried out for the parameters LAeq,24h.,

Lnight and Lden.

The calculated values are compared with the values resulting from correlated measured events. Only the acoustic parameters of an event are recorded on the monitoring network. To select the events resulting from aircraft, an automatic link is made in the NMS to the flight and radar data, and the events are correlated with an overflight if possible.

The system of correlation is definitely not perfect and events are regularly attributed to overflying traffic and vice versa. In order to minimise the contribution of these events in the comparison, the only events taken into account are those with a duration of less than 75 s.

In the tables below, the comparison is made between the calculated values at the various measuring

stations and the values calculated on the basis of correlated events for the parameters LAeq,24h, Lnight

and Lden. Besides the measuring stations of The Brussels Airport, the results from the LNE measuring stations (NMT 40-1 and above) are included. Since 2010, BIM/IBGE has stopped providing data to Brussels Airport, so the comparison for measuring stations NMT 30-1 and NMT 31-1 could no longer be made. A summary of the location of all measuring stations is included in Appendix 2.

The measuring stations NMT 1-1, NMT 3-2, NMT 15-3 and NMT 23-1 are situated on the airport site and/or in the immediate vicinity of the runway system and the airport facilities. The flight-correlated noise events comprise contributions from ground noise or overflights, or a combination of both. The link to specific flight movements is not always equally reliable for these measuring stations. For these reasons, the measured values at these measuring stations are less relevant for assessing noise immission from overflying aircraft.

Laboratory for Acoustics and Thermal Physics 15 Noise contours around Brussels Airport for the year 2011

Table 4 Match between calculations and measurements for parameter LAeq,24h

LAeq,24h [dB] INM NMS INM-NMS NMT01-1 STEENOKKERZEEL 62.3 58.7 3.6 NMT02-2 KORTENBERG 68.5 68.1 0.4 NMT03-2 HUMELGEM-Airside 64.5 63.9 0.6 NMT04-1 NOSSEGEM 62.8 63.8 -1.0 NMT06-1 EVERE 50.6 50.5 0.1 NMT07-1 STERREBEEK 47.6 47.4 0.2 NMT08-1 KAMPENHOUT 54.1 53.8 0.3 NMT09-2 PERK 47.4 41.7 5.7 NMT10-1 NEDER-OVER-HEEMBEEK 54.9 53.8 1.1 NMT11-2 SINT-PIETERS-WOLUWE 52.3 51.6 0.7 NMT12-1 DUISBURG 47.1 40.4 6.7 NMT13-1 GRIMBERGEN 46.3 40.0 6.3 NMT14-1 WEMMEL 47.9 46.5 1.4 NMT15-3 ZAVENTEM 55.6 46.8 8.8 NMT16-2 VELTEM 56.8 56.6 0.2 NMT19-3 VILVOORDE 52.7 50.8 1.9 NMT20-2 MACHELEN 54.5 51.4 3.1 NMT21-1 STROMBEEK-BEVER 50.9 50.9 0.0 NMT23-1 STEENOKKERZEEL 67.5 64.6 2.9 NMT24-1 KRAAINEM 53.6 53.3 0.3 NMT26-2 BRUSSEL 47.2 46.5 0.7 NMT40-1* KONINGSLO 52.5 52.0 0.5 NMT41-1* GRIMBERGEN 48.5 46.9 1.6 NMT42-2* DIEGEM 64.5 63.7 0.8 NMT43-2* ERPS-KWERPS 57.4 56.6 0.8 NMT44-2* TERVUREN 47.6 45.5 2.1 NMT45-1* MEISE 45.5 44.9 0.6 NMT46-2* WEZEMBEEK-OPPEM 55.2 55.4 -0.2 NMT47-3* WEZEMBEEK-OPPEM 50.4 49.4 1.0 NMT48-3* BERTEM 43.8 42.9 0.9 * noise data LNE off-line correlated by the NMS

The comparison between calculations and measurements based on the LAeq,24h shows that the discrepancy between the calculated value and the measured value for the vast majority of the measuring stations remains limited to 2 dB(A). For more than half of the measuring stations, this discrepancy is even limited to less than 1 dB(A).

There are a few noticeable outliers, where the model clearly calculates more than the noise events effectively measured (mainly NMTs 12-2 Duisburg and 13-1 Grimbergen). We are convinced that for these measuring stations, the sound pressure levels caused by an overflight are comparable with the trigger level of the measuring station. Some of the overflights are therefore not recorded as a noise event, since the trigger level is less than 10s or not at all exceeded.

Laboratory for Acoustics and Thermal Physics 16 Noise contours around Brussels Airport for the year 2011

Table 5 Match between calculations and measurements for parameter Lnight

Lnight [dB] INM NMS INM-NMS NMT01-1 STEENOKKERZEEL 63.1 58.5 4.6 NMT02-2 KORTENBERG 62.8 62.8 0.0 NMT03-2 HUMELGEM-Airside 58.7 57.9 0.8 NMT04-1 NOSSEGEM 59.0 61.2 -2.2 NMT06-1 EVERE 44.7 45.2 -0.5 NMT07-1 STERREBEEK 47.3 49.0 -1.7 NMT08-1 KAMPENHOUT 51.9 52.1 -0.2 NMT09-2 PERK 44.3 42.8 1.5 NMT10-1 NEDER-OVER-HEEMBEEK 49.4 49.2 0.2 NMT11-2 SINT-PIETERS-WOLUWE 47.1 47.5 -0.4 NMT12-1 DUISBURG 43.6 39.1 4.5 NMT13-1 GRIMBERGEN 40.0 24.4 15.6 NMT14-1 WEMMEL 42.7 39.8 2.9 NMT15-3 ZAVENTEM 51.7 47.7 4.0 NMT16-2 VELTEM 51.3 51.6 -0.3 NMT19-3 VILVOORDE 47.9 46.7 1.2 NMT20-2 MACHELEN 49.5 46.3 3.2 NMT21-1 STROMBEEK-BEVER 46.1 46.9 -0.8 NMT23-1 STEENOKKERZEEL 65.3 63.3 2.0 NMT24-1 KRAAINEM 48.1 49.0 -0.9 NMT26-2 BRUSSEL 40.6 37.8 2.8 NMT40-1* KONINGSLO 47.6 47.7 -0.1 NMT41-1* GRIMBERGEN 43.9 42.7 1.2 NMT42-2* DIEGEM 58.5 58.7 -0.2 NMT43-2* ERPS-KWERPS 51.3 51.0 0.3 NMT44-2* TERVUREN 45.4 45.4 0.0 NMT45-1* MEISE 39.6 38.7 0.9 NMT46-2* WEZEMBEEK-OPPEM 49.9 51.0 -1.1 NMT47-3* WEZEMBEEK-OPPEM 49.4 49.9 -0.5 NMT48-3* BERTEM 38.2 37.3 0.9 * noise data LNE off-line correlated by the NMS

In contrast to the previous years, now a close match between measured and calculated values has

also been found for the parameter Lnight . As mentioned in previous noise contour reports, when using INM 6.0c there was the problem that most the commonly used type of aircraft during the night period (B752) in the calculation is certified lower than the aircraft used by the operator at Brussels Airport. In the aircraft database version 7.0b, these values for aircraft type B752 have been revised, which means that the match is much closer now.

Also for the parameter Lden, except at a few monitoring stations, there was a close match (see table below).

Laboratory for Acoustics and Thermal Physics 17 Noise contours around Brussels Airport for the year 2011

Table 6 Match between calculations and measurements for parameter Lden

Lden [dB] INM NMS INM-NMS NMT01-1 STEENOKKERZEEL 69.3 65.0 4.3 NMT02-2 KORTENBERG 71.9 71.6 0.3 NMT03-2 HUMELGEM-Airside 67.9 67.2 0.7 NMT04-1 NOSSEGEM 67.0 68.6 -1.5 NMT06-1 EVERE 54.0 54.1 -0.1 NMT07-1 STERREBEEK 53.7 54.8 -1.1 NMT08-1 KAMPENHOUT 59.1 59.1 0.0 NMT09-2 PERK 52.0 48.8 3.2 NMT10-1 NEDER-OVER-HEEMBEEK 58.3 57.5 0.8 NMT11-2 SINT-PIETERS-WOLUWE 56.0 55.6 0.3 NMT12-1 DUISBURG 51.5 45.8 5.7 NMT13-1 GRIMBERGEN 49.8 42.0 7.7 NMT14-1 WEMMEL 51.3 49.0 2.2 NMT15-3 ZAVENTEM 59.7 53.7 6.1 NMT16-2 VELTEM 60.3 60.3 0.0 NMT19-3 VILVOORDE 56.6 54.9 1.7 NMT20-2 MACHELEN 57.9 55.2 2.7 NMT21-1 STROMBEEK-BEVER 54.5 54.7 -0.2 NMT23-1 STEENOKKERZEEL 72.6 70.1 2.4 NMT24-1 KRAAINEM 57.2 57.3 -0.1 NMT26-2 BRUSSEL 51.1 50.1 1.0 NMT40-1* KONINGSLO 56.1 55.8 0.3 NMT41-1* GRIMBERGEN 52.3 50.9 1.4 NMT42-2* DIEGEM 67.9 67.3 0.6 NMT43-2* ERPS-KWERPS 60.7 60.0 0.7 NMT44-2* TERVUREN 52.6 51.7 0.9 NMT45-1* MEISE 48.5 47.6 1.0 NMT46-2* WEZEMBEEK-OPPEM 58.9 59.4 -0.6 NMT47-3* WEZEMBEEK-OPPEM 56.1 56.1 0.0 NMT48-3* BERTEM 47.5 46.4 1.0 * noise data LNE off-line correlated by the NMS

Laboratory for Acoustics and Thermal Physics 18 Noise contours around Brussels Airport for the year 2011

4.3 Change in the event LAeq,24hlevel

In Figure 5, a change is shown in the LAeq,24h level based on noise measurements throughout the year,

over the period 1990-2011. These LAeq,24h levels are shown, on the one hand, based on all noise events (unfilled bars) and, on the other hand, from the year 2000 onward, also based on these noise events linked to an aircraft movement (red coloured bars).

To determine LAeq,24h levels based on all noise events, we started from the logarithmic average of the

measured LAeq,24h values recorded at the measuring stations. It was observed that outliers within these data clouds have a strong influence in the logarithmic averages, and therefore they were excluded. Outliers are defined as values that lie outside 3 standard deviations from the arithmetic average (of the dB(A) values!) These outliers are caused during calibration and testing of the NMTs or as a result of wind during stormy weather conditions.

To determine the aircraft-linked LAeq,24h level, an off-line linking procedure was used for the data up to 30/04/2004, and for data after that date, the correlation procedure of the new B&K NMS was used.

For the measurement stations NMT 2-2, NMT 9-2, NMT 10-2, NMT 11-2, NMT 16-2, NMT 19-3, NMT 20-2 and NMT 26-2, the data recorded at the previous locations is shown on the same graph so that the minor shifts in the measurement station have no influence on the recorded noise levels.

The values for the aircraft-linked LAeq,24h level for the measuring stations NMT 1-1, NMT 3-2, NMT 15- 1, NMT 15-3 and NMT 23-1 are less relevant for the reasons set out in 4.2 for the assessment of the noise immission as a result of overflights by aircraft. These values are shown in a lighter colour on the graph.

Laboratory for Acoustics and Thermal Physics 19 Noise contours around Brussels Airport for the year 2011

Figure 5 Change in LAeq,24h level at the monitoring stations in the network of The Brussels Airport Company

NMT 1-1, Steenokkerzeel NMT 2-2, Kortenberg NMT 3, Diegem NMT 3-2, Hummelgem Airside

80 80 80 80 75

75 75 75

[dB(A)]

[dB(A)] [dB(A)]

70 [dB(A)] 70 70 70

65

Aeq,24h Aeq,24h

Aeq,24h

Aeq,24h

L L L 65 65 L 60 65

55 60 60 60 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10

year year year year

NMT 4-1, Nossegem NMT 5-1, Schaarbeek NMT 6-1, Evere NMT 7-1, Sterrebeek

80 65 65 65

75 60 60 60

[dB(A)] [dB(A)] [dB(A)] [dB(A)]

70 55 55 55

Aeq,24h Aeq,24h Aeq,24h Aeq,24h

L L L 65 L 50 50 50

60 45 45 45 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10

year year year year

NMT 8-1, Kampenhout NMT 9-2 , Perk NMT 10-2, Neder-Over- NMT 11-2, Sint- Pieters- Heembeek Woluwe

65 65 65 65 60

60 60 60 [dB(A)]

[dB(A)] 55

[dB(A)] [dB(A)] 55

50 55 55

Aeq,24h Aeq,24h

Aeq,24h Aeq,24h

L L L 50 L 45 50 50 45 40 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10 45 45 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10 year year year year

NMT 12-1, Duisburg NMT 13-1, Grimbergen NMT 14-1 , Wemmel NMT 15-1, Zaventem

60 60 65 70

55 55

60 65

[dB(A)] [dB(A)] [dB(A)] [dB(A)] 50 50 55 60

45 45

Aeq,24h Aeq,24h Aeq,24h Aeq,24h

L L L L 50 55 40 40

35 35 45 50 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10

year year year year

NMT 15-3, Zaventem NMT 16-2, Veltem NMT 19-3, Vilvoorde NMT 20-2, Machelen

70 65 65 65

65

60 60 60

[dB(A)]

[dB(A)] [dB(A)] 60 [dB(A)] 55 55 55

55

Aeq,24h

Aeq,24h Aeq,24h Aeq,24h

L

L L L 50 50 50 50

45 45 45 45 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10

year year year year

NMT 21-1, Strombeek-Bever NMT 23-1 Steenokkerzeel - NMT 24-1, Kraainem - NMT 26-2, Brussel - Vanfrachenlaan Kinnenstraat Molenbeeksestraat 65 70 65 60

60

65 60 55

[dB(A)]

[dB(A)] [dB(A)]

[dB(A)] 55 60 55 50

Aeq,24h

Aeq,24h

Aeq,24h

L

L

L Aeq,24h

L 55 50 50 45

50 45 45 90 92 94 96 98 00 02 04 06 08 10 40 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10 90 92 94 96 98 00 02 04 06 08 10 year year year year

Laboratory for Acoustics and Thermal Physics 20 Noise contours around Brussels Airport for the year 2011

4.4 Discussion of the noise contours and tables

The results of the noise contour calculations for the above-mentioned parameters (Lday, Levening, Lnight,

Lden, freq.70, day, freq.70, night, freq.60, day and freq.60, night) are included in Appendix 6 and Appendix 7. Via a projection of the calculated noise contours onto a topographical map and a population map in a GIS system, the area of the various contour zones and the number of inhabitants within the contours can be worked out. As stated earlier, it has been decided in this report to work out the number of inhabitants per contour zone based on the most recent population data, i.e. as of 1 January 2008. The detailed results for each merged municipality of this calculation can be found in Appendix 4.

Appendix 5 includes the change in the area per contour zone and the population within the various contour zones. As already indicated, the noise contours for the parameters Lday, Levening, Lnight and Lden were recalculated with the new version (INM 7.0b) of the computer model for the years 2006 to 2010. The population within these recalculated noise contours is calculated using the population figures used for the official reporting that year. For the frequency contours only the year 2010 was recalculated with the new model. The changes included in Appendix 5 show these recalculated figures so as to be able to make a comparison across a number of years that is independent of the computer model used.

In Appendix 8 for comparison, the contours of 2010 and 2011 are printed together on a population map.

Runway use plays a major role in the interpretation of the results of noise contour calculations around an airport. For the sake of completeness, these data were summarized in Appendix 1.

4.4.1 Lday contours

These contours show the A-weighted equivalent sound pressure level over the period 07.00 to 19.00 and are reported from 55 dB(A) up to and including 75 dB(A) in increments of 5 dB(A). The change in

the Lday noise contour of 55 dB(A) for the years 2010 and 2011 is also shown in Figure 6.

The evaluation period for the Lday contours falls entirely within the operational day period, 06.00- 23.00, as defined at Brussels Airport. This means that the runway use 'Departures 25R – Arrivals 25L/25R’ is always preferential, except for the off-peak period during the weekend (Saturday from 16.00 and Sunday until 16.00) where the configuration ‘Departures 20/25R – Landings 25L/25R’ is used. In the latter configuration, runway 20 is used for departures in an easterly direction and runway 25R for the other departures, except the aircraft with a MTOW of over 200 tonnes which always depart from runway 25R.

The statistics on runway use also show that runway 25R was used for approximately 81% of

departures in the year 2011 during the daytime period. As a result of these movements, the Lday noise contours show a clear departure lobe on the continuation of runway 25R. Runway 20, as the preferential departure runway during the off-peak period at the weekend for departures in an easterly direction by aircraft with a MTOW of less than 200 tons, was used in 2011 for only 3.3% of the departure movements during the daytime period. Although the departure routes in an easterly direction from runway 20 turn away at a height of 700 ft, this causes a barely visible bulge in the

Laboratory for Acoustics and Thermal Physics 21 Noise contours around Brussels Airport for the year 2011

landing contour of runway 02. Runway 07R still accounts for 15.2% of departures as an alternative departure runway. The increased turnaway height (compared to departures from runway 20) causes a barely visible bulge either in a southerly direction or a northerly direction, because the departure lobe completely overlaps with landing bulge of runway 25L. The remaining runways 07L, 02 and 25L were only used for a minority of departures in 2011: 0.4%, 0.1% and 0.0% respectively.

As far as arrivals are concerned, the arrival lobes on runways 25L and 25R are clearly the largest. These runways jointly account for 83.1% of all arrivals during the daytime period. The arrival lobe on runway 02, as a result of receiving 14.9% of landing traffic, is rather smaller yet still very pronounced. The arrival lobe on runway 20 is visible to a much more limited extent (1.6% of landings).

In comparison with 2010, the total number of departures during the daytime period rose by almost 4% from 209.9 per day in the year 2010 to 217.1 per day in the year 2011. Because of this increase, in combination with a higher use of runway 25R as a departure runway (81.0% in 2011 compared to 76.0% in 2010), the departure lobe in the extension of runway 25R became greater to a limited extent as regards the lobe in easterly and northerly direction. For departures straight ahead, on the other hand, there is a very limited decrease in the noise contour because the growth generated by the additional movements is offset by reduced use of aircraft type B747-200. Due to the reduced use of runway 07R for departures (15.2% in 2011 compared to 19.1% in 2010), the bulge in the landing contour of runway 25L northwards became less visible.

In comparison with year 2010, the total number of landings during the daytime period in the year 2011 rose by just over 4%. Concerning the runway use for landings, the decline in the use of runway 02 (14.9% of the landings in 2011 compared to 19.4% in 2010) is striking, and is consistent with the reduced use of runway 07R for departure movements. The 'departures 07R(/07L/02) - landings 02' configuration is the main alternative configuration when weather conditions do not permit the preferential runway use (mostly due to wind limits being exceeded). The relative use of runways 25R (22.2% of the landings in 2011) and 25L (60.9% of the landings in 2011) thus increased slightly. The use of runway 20 decreased from 1.9% in 2011 to 1.6% in 2010. The change in the landing contours reflects these observations: a decrease in the landing lobe on runways 02 and 20, and an increase on runways 25R and 25L.

As a result, the total area within the Lday noise contour of 55 dB (A) in the year 2011 is about the status quo with the year 2010 (5,431 ha in 2010 as compared to 5,406 in 2011). Due to the shift of the noise contours, the number of residents in this noise contour fell by about 4% from 41,323 in 2010 to 39,828 in 2011.

Laboratory for Acoustics and Thermal Physics 22 Noise contours around Brussels Airport for the year 2011

Figure 6 Lday noise contours of 55 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue)

4.4.2 Levening contours

These contours show the A-weighted equivalent sound pressure level over the period 19.00 to 23.00.

Unlike the Lday contours, the Levening contours have to be reported according to VLAREM from 50 dB(A)

to 75 dB(A) which makes the Levening contours apparently larger on the maps. The change in the

Levening noise contour of 50 dB(A) for the years 2010 and 2011 is also shown in (Figure 7).

This evening period is entirely situated within the operational daytime period, so that more or less

the same runway use is reflected as in the Lday contours.

During the evening period, the average number of departures per hour is approximately equal to the number during the daytime period (17.7 between 19.00 and 23.00 compared with 18.1 between 07.00 and 19.00). The number of landings per hour is approximately 18% lower during the evening period than during the daytime period (15.3 between 19.00 and 23.00 compared with 18.8 between 07.00 and 19.00). Runway use for both departures and landings during the evening period is very similar to runway use during the daytime period. Only the number of departures from runway 20 is lower during the evening period (2.4%) than during the daytime period (3.3%). These flights have shifted to departures from runway 25R with departure routes that turn away to the east.

Because the number of movements on the route from runway 25R that climb straight to 4000 ft. (heavy 4-engined aircraft) during the evening period is relatively greater than during the daytime, the departure lobe of runway 25R in the straight ahead direction is much more pronounced for the evening period than for the daytime period. Notwithstanding the number of movements per hour from runway 25R turning away to the north and turning away to the east during the evening period is approximately the same, the corresponding departure lobes are larger during daytime than during the evening period. This is attributable to the composition of the fleet for these routes during the evening period, when relatively greater numbers of smaller planes are used than during the daytime period. As regards the noise contours in the landing zones, these are mainly smaller due to the lower number of landings during the evening period than during the daytime period.

Laboratory for Acoustics and Thermal Physics 23 Noise contours around Brussels Airport for the year 2011

Relative to the year 2010, it can be seen that in the departure zones there is a small increase in the noise contour in the extension of runway 25R. This is caused by a fleet modification of the departure movements with heavy 4-engined aircraft (Boeing 747) with eastward destinations climbing straight ahead to an altitude of 4000 feet before turning away, that for 2011 relatively more B747-200 and fewer B747-400 were flown than in the year 2010. In a northerly direction, there is a decrease in the noise contour in the direction of Nicky beacon (by smaller and/or less noisy aircraft) where in the direction of the routes towards Chièvres and Denut, a small increase in the noise contour can be seen. In an easterly direction too, a small decrease can be seen in the noise contour.

Furthermore, by reducing the use of runway 07R for departures, the bulges on the landing contour of runway 25L became smaller, both towards the north and the south. The bulges in the landing contour of runway 02 landing due to the departures from runway 20 is increased by the rise in the number of departures on this runway from 1.1 per evening period in 2010 to 1.7 per evening period in 2011.

The total number of landings in 2011 during the evening period increased slightly compared to the number in 2010 (60.6 per evening period in 2010 to 61.3 per evening period in 2011). By reducing the use of runway 02 as a landing runway, the noise contour here shrank. These landings have shifted to runways 25R and 25L where for runway 25R, a clear increase in the noise contour is visible. On runway 25L, despite the increase in the number of landings the noise contour remained about the same size due a shift in the fleet mix to less noisy planes.

The total area within the Levening noise contour of 50 dB(A) fell from 12,747 ha in the year 2010 to 12,547 ha in the year 2011, a reduction of about 2%. The number of people living inside the area of the contour rose by about 2% from 245,878 to 249,716.

Figure 7 L evening noise contours of 50 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue)

4.4.3 Lnight contours

These contours show the A-weighted equivalent sound pressure level over the period 23.00 to 07.00

and are reported between 45 dB(A) and 70 dB(A). The change in the Lnight noise contour of 45 dB(A) for the years 2010 and 2011 is also shown in Figure 8.

Laboratory for Acoustics and Thermal Physics 24 Noise contours around Brussels Airport for the year 2011

The evaluation period of the Lnight contours does not completely match the operational division of the day at Brussels Airport. In operational terms, the night period is from 23.00 to 06.00. The period between 06.00 and 07.00 is operationally the day period so that for this period, the runway use that

was already described in the discussion of the Lday noise contours is applied preferentially. During the operational night period, the preferential runway use is the configuration ‘Departures 25R/20 - Landings 25R/25L’, except for the weekend nights, when there is alternating use of runway 25R (Friday night), 25L (Saturday night) and runway 20 (Sunday night) for both departures and arrivals. More specifically concerning route use, during the operational night period, there are no departures from runway 25R making a tight left turn in a southerly direction. Instead, these flights from runway 25R follow a route which turns to the right (see ring route CIV1C). When runways 25R and 20 are in use together, runway 20 is always used for departures in an easterly direction for planes with MTOW<200 tonnes. The smaller aircraft heading for the Chièvres beacon that depart from runway 25R make use of the canal route (CIV7D) during the operational night period, while the larger aircraft follow the ring route.

Due to the presence of the hour between 06.00 and 07.00 in the parameter Lnight approximately 72% of all departures in this evaluation period take place from runway 25R (slightly more than 2/3rds of the departures between 23.00 and 07.00 actually occur in the hour between 06.00 and 07.00; see Due to the amendment in the VLAREM legislation in the year 2005, the noise contours are no longer calculated according to the division of the day that corresponds to the operational division of the day at Brussels Airport, but a split is made into a daytime period (07.00-19.00), an evening period (19.00- 23.00) and a night period (23.00-07.00). The number of movements in the year 2011 according to this division of the day, split for departures and arrivals, is shown together with the change compared with the year 2009 in Table 1. The numbers for the night period are subdivided in this table according to the operational night (23.00-06.00) and the hour between 06.00 and 07.00.

For all periods of the day, both the number of landings and departures increased in 2011 compared to 2010. The largest relative change concerns the number of movements during the night period, which increased by approximately 5.5%. The relative increase of nearly 24% of the number of landings between 06.00 and 07.00 in the morning is particularly striking. As regards the total night period between 23.00 and 07.00, it can be seen that approximately 40% of the flights occurred in the morning hour between 06.00 and 07.00. For departures alone, this percentage even exceeds 65%.

The smallest relative increases were found during the evening period: 1.0% for landings and 2.4% for departures.

Table 1). Notwithstanding the fact that routes with a tight left turn south from runway 25R are not

used during the operational night period, there is still a clear departure lobe for the Lnight noise contours towards the south (as a result of the departures between 06.00 and 07.00), which is comparable in size with the departure lobe of runway 25R towards the north. Moreover, the departure lobe on the extension of runway 20 is clearly visible (16.2% of all departures). 8.8% of the departures in the night period occur from runway 07R. Due to the overlap with the noise contour caused by landings on runway 25L, a bulge reflecting this is hardly visible. As far as landings are concerned, the vast majority of landings are handled by runways 25R and 25L (jointly 77.6%), where unlike the daytime and evening period, more aircraft land on runway 25R (42.0%) than on runway

Laboratory for Acoustics and Thermal Physics 25 Noise contours around Brussels Airport for the year 2011

25L (35.6%). Furthermore, clear landing contours are visible on the extension of runways 02 (11.7% of landings) and 20 (10.7% of landings).

Compared to the year 2010, the total number of departure movements in 2011 during the night period from 23.00 to 07.00 rose by about 7%. This was combined with increased use of runway 20, from 12.2% in 2010 to 16.2% in 2011 resulting in a marked increase in the noise contour in the extension of this runway (with turn to the east). In the other departure zones, the noise contours remained about the same size.

As far as the landings are concerned, lesser use of the alternative configuration 'Departures 07R - Landings 02' resulted in a decrease in the landing contour on runway 02 whereas it expanded on runways 25R and 25L. Also the relative use of runway 20 as the landing runway increased so that here too the noise contour expanded.

Due to these developments, the surface area within the Lnight noise contour of 45 dB(A) rose by 8% from 11,835 ha in 2010 to 12,736 ha in 2011. The population within the contour rose by 2% from 156,548 in 2010 to 159,594 in 2011.

Figure 8 Lnight noise contours of 45 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue)

4.4.4 Lden contours (day 07.00-19.00, evening 19.00-23.00, night 23.00-07.00)

The parameter Lden is a composite of Lday, Levening and Lnight, giving an A-weighted equivalent level over the whole 24h period, but where evening flights are subject to a correction factor of 3.16 (or + 5dB) and night flights a factor of 10 (or +10 dB). These contours are reported between 55 dB(A) and 75 dB(A).

Since this is a purely mathematical operation, the observations mentioned in the previous

paragraphs for the Lday, Levening and Lnight noise contours recur in the Lden noise contours. The change in

the Lday noise contour of 55 dB(A) for the years 2010 and 2011 is also shown in Figure 9.

As far as the departures are concerned, there is a small increase in the Lden noise contours for the departure lobe of runways 25R in a northward direction and for departures straight ahead, where the departure lobe in an eastward direction shifted slightly northward. Due to the increase in the

Laboratory for Acoustics and Thermal Physics 26 Noise contours around Brussels Airport for the year 2011

use of runway 20 and the number of movements during the night period, this departure lobe also expanded.

Concerning landings we see, in accordance with the decrease in the alternative configuration 'Departures 07R - Landings 02' a decrease in the landing lobe on runway 02 where the other landing contours on runways 25R and 25L have shrunk.

The total area within the 55 dB(A) expanded by about 3% from 8,917 ha in 2010 to 9,167 ha in 2011. The population increased by about 2% from 107,556 in 2010 to 11,969 in 2011.

Figure 9 L den noise contours of 55 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue)

4.4.5 Freq.70,day – contours (day 07.00-23.00)

The freq.70,day contours are calculated for an evaluation period that consists of the evaluation

periods of Lday and Levening combined. The observations discussed above for these parameters therefore recur to a certain extent in the freq.70,day contours. The change in the freq.70,day noise contour of 5X above 70 dB(A) for the years 2010 and 2011 is shown in Figure 10.

Compared to the year 2010, for the year 2011 the shifts in the departure zones for the frequency contour of 5x > 70 dB(A) are relatively limited. Most striking is the decline of the bulge in the landing contours of runways 25R and 25L due to the departures from runway 07R. The bulge in a northward direction has almost completely disappeared. For the departure lobes of runway 25R, there is a small increase in the direction of the Nicky beacon, while in the direction of the Denut beacon, there is a small decrease. Also with regard to the landings, the shifts in this noise contour are very limited.

The total area within the 5x above the 70dB(A) contour slightly decreased accordingly by approximately 3% from 16,428 ha in 2010 to 15,926 ha in 2011. As a result of this decrease, the population fell by about 2% from 318,999 in 2010 to 314,103 in 2011.

Laboratory for Acoustics and Thermal Physics 27 Noise contours around Brussels Airport for the year 2011

Figure 10 Freq.70,day noise contours of 5x above 70 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue)

4.4.6 Freq.70,night contours (night 23.00-07.00)

The freq.70,night contours are calculated for the same evaluation period as the Lnight noise contours. The change in the freq.70,night noise contour for 1x above 70 dB(A) for the years 2010 and 2011 is shown in Figure 11.

The pattern of the frequency contour for 1x above 70 dB(A) is very consistent for the years 2010 and 2011. Only the increase in the departure lobe of runway 20 is striking, due the greater number of departure movements on this runway.

The total area within the 1x above 70 dB(A) contour increased by about 1% from 14,910 ha in 2010 to 15,115 ha in 2011. The population decreased by 3% from 278,677 in 2010 to 271,010 in 2011.

Laboratory for Acoustics and Thermal Physics 28 Noise contours around Brussels Airport for the year 2011

Figure 11 Freq.70,night noise contours of 1x above 70 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue)

4.4.7 Freq.60,day – contours (day 07.00-23.00)

In view of the narrower angle in the vertical profile and the narrower spread of the landing flight traffic compared with departing flight traffic, the frequency contours for 60 dB(A) in the landing zones soon extend a long way from the airport. This means that these frequency contours can only be determined from the contour 50x above 60 dB(A), where the main runway use is shown in the form of contours: landings on runways 25L and 25R, departures from runway 25R with a turn away north on the one hand, and with a turn away east on the other. Due to the higher spatial concentration of the departures from runway 25R and 20 in an eastward direction to the Huldenberg beacon, the 50x above the 60 dB(A) contour for these departures reaches beyond that for a turnaway from runway 25R in a northward direction.

The change in the freq.60,day noise contour of 50x above 60 dB(A) for the years 2010 and 2011 is also shown in Figure 12. The main visible changes relate here to the decrease of the landing lobe on runway 02 and the limited increase in the departure lobe of runway 25R in a northward direction.

The total area within the 50x above the 60dB(A) contour during the daytime period fell by approximately 1%, from 16,692 ha in 2010 to 16,572 ha in 2011. The population within this contour line decreased from 234,253 in 2010 to 230,793 in 2011, also a decrease of about 1%.

Laboratory for Acoustics and Thermal Physics 29 Noise contours around Brussels Airport for the year 2011

Figure 12 Freq.60,day noise contours of 50x above 60 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue)

4.4.8 Freq.60,night contours (night 23.00-07.00)

For the same reasons as with the freq.60,day contours, for the freq.60,night contours, only contours for relatively high frequencies can be calculated (lowest frequency is 10x above 60 dB(A)). This means that these contours too reflect the main runway use during the night period: landings on 25R and 25L, departures from runway 25R with a turn to the north (or to the south during the morning period) and from runway 20 with a turn to the east. The change in the freq.60,night noise contour of 10x above 60 dB(A) for the years 2010 and 2011 is also shown in Figure 13. Here, too, the major shift is the increase in the departure lobe of runway 20.

The total area within the 10x above 60dB(A) contour rose by 12%, from 10,030 ha in 2010 to 11,242 ha in 2011. The population rose by 5% from 95,994 in 2010 to 100,913 in 2011.

Figure 13 Freq.60,night noise contours of 10x above 60 dB(A) around Brussels Airport for 2010 (red) and 2011 (blue)

Laboratory for Acoustics and Thermal Physics 30 Noise contours around Brussels Airport for the year 2011

4.5 Number of people potentially highly annoyed based on Lden noise contours

The number of people potentially highly annoyed per Lden contour zone and per minicipality is determined based on the dose-effect ratio contained in the VLAREM. (see 2.2).

For the year 2011, the total number of people potentially highly annoyed within the Lden 55 dB(A) contour was 15,409. This represents an increase of about 4% compared to the year 2010 where there were 14,861 people potentially highly annoyed. This is still a sharp fall compared with the year 2007 when the number was 23,732 people potentially highly annoyed.

A summary per local authority area is reproduced in Table 7. Note that the figures shown for the years 2006 to 2010 have been recalculated with the 7.0b version of the INM model. In the previous reports for these years INM 6.0c was used.

The detailed data in this respect are included in Appendix 4.3.

Laboratory for Acoustics and Thermal Physics 31 Noise contours around Brussels Airport for the year 2011

Table 7 Change in the number of people potentially highly annoyed within the Lden 55 dB(A) noise contour Year 2006 2007 2008 2009 2010 2011 INM version 7.0b 7.0b 7.0b 7.0b 7.0b 7.0b Population data 1jan’03 1jan’06 1jan’07 1jan’07 1jan’08 1jan’08 Brussel 1,254 1,691 1,447 1,131 1,115 1,061 Evere 2,987 3,566 3,325 2,903 2,738 2,599 Grimbergen 479 1,305 638 202 132 193 Haacht 103 119 58 36 31 37 Herent 88 140 162 119 115 123 Kampenhout 747 727 582 453 483 461 Kortenberg 548 621 604 512 526 497 Kraainem 934 1,373 1,277 673 669 667 Leuven 9 22 2 1 3 Machelen 2,411 2,724 2,635 2,439 2,392 2,470 Schaarbeek 995 1,937 1,440 603 1,153 1,652 Sint-L.-Woluwe 382 1,218 994 489 290 196 Sint-P.-Woluwe 411 798 607 396 477 270 Steenokkerzeel 1,530 1,584 1,471 1,327 1,351 1,360 Tervuren Vilvoorde 1,158 1,483 1,177 894 812 868 Wezembeek-O. 739 878 670 359 425 408 Zaventem 3,490 3,558 3,628 2,411 2,152 2,544 Eindtotaal 18,257 23,732 20,737 14,950 14,861 15,409

Figure 14 Change in the number of people highly annoyed within the Lden 55 dB(A) noise contour

Change in the number of people highly annoyed within the Lden 55 dB(A) noise contour 30,000

25,000

20,000

15,000

10,000

5,000 Number of people highly annoyed highly people of Number 0 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 32 Noise contours around Brussels Airport for the year 2011

Appendix 1. Runway use in 2011 (compared with 2010)

The runway use was derived from the Central Database (CDB) of The Brussels Airport Company.

In Figure 16 up to and including Figure 19 the average runway use is shown for the whole 24-hour period and for the day, evening and night period, concerning both departures and arrivals for the year 2011. As a comparison, the statistics for the year 2010 are included in brackets each time.

In view of the importance of runway 25R and the impact on the counters, runway use for departures from runway 25R was divided into the 3 main directions: aircraft which turn north immediately after take-off, aircraft which turn south immediately after take-off, and those which first fly straight in a westerly direction after take-off. This latter group also contains flights that only once they have reached a height of 4000 feet turn towards the south.

In the tables under the figures, the absolute figures for runway use are given for the years 2010 and 2011.

In Figure 15 the nomenclature of the runways is shown.

Figure 15 Configuration and nomenclature of the departure and arrival runways at Brussels Airport

07L

25R 20 02

25L

07R

Laboratory for Acoustics and Thermal Physics 33 Noise contours around Brussels Airport for the year 2011

Figure 16 The runway use of the total number of departures and landings in 2011 (and 2010)

0,1% (0,6%) 2,5% (2,4%)

0,6% (1,0%) 24,2% (22,9%) 34,7% (32,6%)

5,9% 0,3% (0,6%) (5,7%) 14,6% (17,9%) 58,2% (55,1%) 39,6% (38,4%)

0,0% (0,0%) 0,1% (0,1%)

4,4% (3,7%) 14,8% (19,0%)

Runway 2010 2011 Runway 2010 2011 02 633 72 02 21,453 17,137 07L 1,091 808 07L 683 404 07R 20,240 16,847 07R 21 9 20 4,175 5,098 20 2,657 2,935 25L 131 91 25L 62,143 67,380 25R 86,571 93,961 25R 25,880 29,016

Figure 17 The runway use of the total number of departures and arrivals in 2011 (and 2010) during the day (07.00-19.00)

0,1% (0,5%) 1,6% (1,9%)

0,4% (0,7%) 22,2% (20,7%) 35,0 % (32,3%)

5,4% 0,4% (0,7%) (5,1%) 15,2% (19,1%) 60,9% (57,3%) 40,6% (39,0%)

0,0% (0,1%) 0,0% (0,0%)

3,3% (3,2%) 14,9% (19,4%)

Runway 2010 2011 Runway 2010 2011 02 405 46 02 15,318 12,160 07L 532 375 07L 522 340 07R 14,620 11,879 07R 13 3 20 2,445 2,576 20 1,463 1,288 25L 53 36 25L 45,181 49,571 25R 58,576 64,335 25R 16,333 18,834

Laboratory for Acoustics and Thermal Physics 34 Noise contours around Brussels Airport for the year 2011

Figure 18 The runway use of the total number of departures and arrivals in 2011 (and 2010) during the evening (19.00-23.00)

0,1% (0,4%) 1,5% (1,1%)

0,6% (1,0%) 21,4% (19,7%) 35,6% (33,6%)

4,8% 0,3% (0,6%) (5,2%) 60,7% (58,1%) 15,3% (18,1%) 41,2% (40,2%)

0,0% (0,0%) 0,0% (0,0%)

2,4% (1,5%) 16,0% (20,5%)

Runway 2010 2011 Runway 2010 2011 02 89 18 02 4,538 3,554 07L 244 165 07L 141 64 07R 4,566 3,927 07R 1 2 20 385 621 20 239 342 25L 7 2 25L 12,856 13,454 25R 19,894 21,056 25R 4,364 4,947

Figure 19 The runway use of the total number of take-offs and landings in 2011 (and 2010) during the night (23.00-07.00)

0,1% (1,3%) 10,7% (8,0%)

2,3% (2,9%) 42,0% (43,7%) 31,0% (32,3%)

11,8% 0,0% (0,2%) (11,0%) 8,8% (9,6%) 35,6% (34,6%) 29,3% (30,1%)

0,4% (0,6%) 0,0% (0,1%)

16,2% (12,2%) 11,7% (13,5%)

Runway 2010 2011 Runway 2010 2011 02 139 8 02 1,597 1,423 07L 315 268 07L 20 0 07R 1,054 1,041 07R 7 4 20 1,345 1,901 20 955 1,305 25L 71 53 25L 4,106 4,355 25R 8,101 8,570 25R 5,183 5,235

Laboratory for Acoustics and Thermal Physics 35 Noise contours around Brussels Airport for the year 2011

Appendix 2. Location of the noise monitoring terminals

Figure 20 Location of the noise monitoring terminals (situation as of 31/12/2011)

(source background: population map, density 1/1/2008)

Laboratory for Acoustics and Thermal Physics 36 Noise contours around Brussels Airport for the year 2011

Table 8 List of the noise monitoring terminals around Brussels Airport NMT Owner Type Location 1-1 The Brussels Airport Company Fixed Steenokkerzeel 2-2 The Brussels Airport Company Fixed Kortenberg 3-2 The Brussels Airport Company Fixed Humelgem-Airside 4-1 The Brussels Airport Company Fixed Nossegem 6-1 The Brussels Airport Company Fixed Evere 7-1 The Brussels Airport Company Fixed Sterrebeek 8-1 The Brussels Airport Company Fixed Kampenhout 9-2 The Brussels Airport Company Fixed Perk 10-2 The Brussels Airport Company Fixed Neder-Over-Heembeek 11-2 The Brussels Airport Company Fixed Sint-Pieters-Woluwe 12-1 The Brussels Airport Company Fixed Duisburg 13-1 The Brussels Airport Company Fixed Grimbergen 14-1 The Brussels Airport Company Fixed Wemmel 15-3 The Brussels Airport Company Fixed Zaventem 16-2 The Brussels Airport Company Fixed Veltem 19-3 The Brussels Airport Company Fixed Vilvoorde 20-2 The Brussels Airport Company Semi-mobile Machelen 21-1 The Brussels Airport Company Semi-mobile Strombeek - Bever 23-1 The Brussels Airport Company Semi-mobile Steenokkerzeel 24-1 The Brussels Airport Company Semi-mobile Kraainem 26-2 The Brussels Airport Company Semi-mobile Brussel 40-1 LNE Fixed Koningslo 41-1 LNE Fixed Grimbergen 42-2 LNE Semi-mobile Diegem 43-2 LNE Semi-mobile Erps-kwerps 44-2 LNE Fixed Tervuren 45-1 LNE Semi-mobile Meise 46-2 LNE Semi-mobile Wezembeek-Oppem 47-3 LNE Semi-mobile Wezembeek-Oppem 48-3 LNE Semi-mobile Bertem

Laboratory for Acoustics and Thermal Physics 37 Noise contours around Brussels Airport for the year 2011

Appendix 3. Technical note - methodology for route input into INM

Appendix 3.1. SIDs

For the most frequently-flown SIDs, where a large geographical spread is present, the various aircraft types are subdivided into groups before determining average INM routes according to the procedure set out below.

Based on the noise measurements of the monitoring network during the year 2010, the 20 most important aircraft types were identified which made a substantial contribution to the measured equivalent sound pressure levels at one or more measuring stations. The remaining aircraft types are always considered together.

Per SID, for each of the 20 aircraft types, and for the collection of remaining aircraft types, an average route is determined using the INM-link program. Based on the location of these average routes, it is decided which aircraft types are considered in one group. For these groups, an average INM route with a spread is determined using the INM tool.

If, for one of the 20 aircraft types for a given SID, fewer than 30 flights are carried out annually, then for the analysis of this SID, this aircraft type is considered jointly with the general group.

The 20 main aircraft types for 2011 are: A320, A319, B763, B733, A332, B734, B738, A333, RJ1H, A321, B744, B752, RJ85, B735, B737, A30B, C130, B772, E190 en MD11

This division into different groups is carried out for a number of SIDs of runway 25R concerning daytime flights11(06.00-23.00) (CIV1C, NIK2C, DENUT3C, HELEN3C, SPI2C and S0P3C) and for SID SOP2J from runway 07R.

These SIDs are considered together with all other SIDs which proceed in a completely similar way in the initial period. This means that SID SOP3C was considered jointly with the SIDs ROUSY3C and PITES3C, that SID SPI2C was considered with SID LNO2C and that SID SOP2J was considered with the SIDs CIV4J, ROUSY3J and PITES3J.

The result of this exercise is shown in the table below. For each of the above-mentioned SIDs, the INM SID used is shown per aircraft type and for the group of 'other aircraft types'. The aircraft types (from the list of 20 main aircraft types) where fewer than 30 movements were carried out on the relevant SID are included in the former group. This latter are shown in the table in italics each time.

11 During the night period (06.00-23.00) aircraft take off on runway 25R from the head of the runway as close as possible to the noise barriers. For this reason, the departure routes from runway 25R are modelled separately in the INM model for the operational day and night period.

Laboratory for Acoustics and Thermal Physics 38 Noise contours around Brussels Airport for the year 2011

Table 9 Grouping of aircraft types for the most commonly-flown SIDs for determining the average INM routes

Type SID CIV1C DEN3C HEL3C NIK2C SOP3C SPI2C SOP2J A320 G4_CIV1C G1_DEN3C G3_HEL3C G5_NIK2C G1_SOP3C G1_SPI2C G3_SOP2J A319 G4_CIV1C G3_DEN3C G3_HEL3C G5_NIK2C G1_SOP3C G1_SPI2C G1_SOP2J B763 G2_CIV1C G5_DEN2C G1_HEL3C G1_NIK2C G4_SOP3C G1_SPI2C G2_SOP2J B733 G4_CIV1C G1_DEN3C G1_HEL3C G4_NIK2C G1_SOP3C G4_SPI2C G3_SOP2J A332 G4_CIV1C G5_DEN2C G1_HEL3C G3_NIK2C G32_SOP3C G3_SPI2C G3_SOP2J B734 G4_CIV1C G1_DEN3C G1_HEL3C G4_NIK2C G3_SOP3C G3_SPI2C G1_SOP2J B738 G1_CIV1C G1_DEN3C G3_HEL3C G1_NIK2C G3_SOP3C G1_SPI2C G1_SOP2J A333 G2_CIV1C G5_DEN2C G1_HEL3C G1_NIK2C G2_SOP3C G1_SPI2C G1_SOP2J RJ1H G2_CIV1C G3_DEN3C G3_HEL3C G3_NIK2C G3_SOP3C G2_SPI2C G3_SOP2J A321 G2_CIV1C G2_DEN3C G3_HEL3C G1_NIK2C G3_SOP3C G4_SPI2C G1_SOP2J B744 G2_CIV1C G4_DEN3C G2_HEL3C G2_NIK2C G1_SOP3C G1_SPI2C G1_SOP2J B752 G2_CIV1C G5_DEN2C G3_HEL3C G1_NIK2C G4_SOP3C G1_SPI2C G1_SOP2J RJ85 G2_CIV1C G3_DEN3C G3_HEL3C G1_NIK2C G3_SOP3C G2_SPI2C G1_SOP2J B735 G1_CIV1C G1_DEN3C G1_HEL3C G1_NIK2C G1_SOP3C G4_SPI2C G1_SOP2J B737 G3_CIV1C G1_DEN3C G1_HEL3C G1_NIK2C G3_SOP3C G1_SPI2C G1_SOP2J A30B G1_CIV1C G1_DEN3C G1_HEL3C G1_NIK2C G4_SOP3C G1_SPI2C G1_SOP2J C130 G4_CIV1C G1_DEN3C G1_HEL3C G1_NIK2C G1_SOP3C G1_SPI2C G1_SOP2J B772 G1_CIV1C G5_DEN2C G1_HEL3C G1_NIK2C G1_SOP3C G1_SPI2C G1_SOP2J E190 G1_CIV1C G1_DEN3C G2_HEL3C G1_NIK2C G1_SOP3C G1_SPI2C G3_SOP2J MD11 G1_CIV1C G1_DEN3C G1_HEL3C G1_NIK2C G2_SOP3C G1_SPI2C G1_SOP2J

Appendix 3.2. Arrival routes

The 60 dB(A) level is, in itself, so low that the frequency contours for 60 dB(A) being exceeded are soon far away from the airport. This means that for landings the modelling of the landing routes on 1 line with only 2 subtracks cannot be used. Before intercepting the ILS, the flights can come from almost any direction. For the modelling, for runways 25L and 25R, we divided the range of landing routes per angle of approximately 20°. Per segment of the arc, an average route is defined with two subtracks and a percentage breakdown across the various routes. These average routes are shown in Figure21. Despite this extra modelling of the landing routes, it remains the case for the 60 dB(A) frequency contours that the length of the landing contours is so great that the INM standard vertical landing profile, which takes account of a constant landing angle of 3° for most aircraft can deviate from the actual landing profile.

For runway 07L, the 2 landing routes are drawn because in 2011, a proportion of these landings were carried out completely on the continuation of the runway, whereas others only turned onto the runway axis at a later juncture.

Laboratory for Acoustics and Thermal Physics 39 Noise contours around Brussels Airport for the year 2011

Figure21 INM main routes for modelling arrivals at greater distance from Brussels Airport

Laboratory for Acoustics and Thermal Physics 40 Noise contours around Brussels Airport for the year 2011

Appendix 4. Results of contour calculations 2011

Appendix 4.1. Area per contour zone and per municipality: Lday, Levening, Lnight, Lden, freq.70,day, freq.70,night, freq.60,day, freq.60,night

Table 10 Area per Lday contour zone and per municipality for the year 2011

Area (ha) Lday contour zone in dB(A) (day 07.00-19.00) Municipality 55-60 60-65 65-70 70-75 >75 Total BRUSSEL 637 160 0 797 EVERE 123 123 HAACHT 36 36 HERENT 250 250 KAMPENHOUT 338 60 398 KORTENBERG 391 252 58 7 708 KRAAINEM 97 97 MACHELEN 335 293 208 62 12 910 STEENOKKERZEEL 427 313 192 108 97 1,137 VILVOORDE 113 113 WEZEMBEEK-OPPEM 80 80 ZAVENTEM 504 163 50 23 18 757 Grand total 3,330 1,241 509 199 127 5,406

Table 11 Area per Levening contour zone and per municipality for the year 2011

Area (ha) Levening contour zone in dB(A) (ev. 19.00-23.00) Municipality 50-55 55-60 60-65 65-70 70-75 >75 Total BRUSSEL 676 564 158 0 1,398 EVERE 318 168 487 GRIMBERGEN 412 412 HAACHT 270 270 HERENT 416 144 559 JETTE 1 1 KAMPENHOUT 892 269 43 1,204 KOEKELBERG 21 21 KORTENBERG 460 405 191 38 2 1,096 KRAAINEM 435 60 496 LEUVEN 143 143 MACHELEN 211 359 277 186 53 11 1,097 ROTSELAAR 1 1 SCHAARBEEK 226 75 301 SINT-JANS-MOLENBEEK 60 60 SINT-LAMBRECHTS-WOLUWE 357 357 SINT-PIETERS-WOLUWE 255 255 STEENOKKERZEEL 397 438 303 181 101 80 1,499 TERVUREN 48 48 VILVOORDE 711 32 744 WEZEMBEEK-OPPEM 339 63 403 ZAVENTEM 1,060 426 134 42 19 14 1,695 Grand total 7,711 3,004 1,106 446 175 105 12,547

Laboratory for Acoustics and Thermal Physics 41 Noise contours around Brussels Airport for the year 2011

Table 12 Area per Lnight contour zone and per municipality for the year 2011

Area (ha) Lnight contour zone in dB(A) (night 23.00-07.00) Municipality 45-50 50-55 55-60 60-65 65-70 >70 Total BOORTMEERBEEK 32 32 BRUSSEL 504 460 21 984 EVERE 422 422 GRIMBERGEN 402 402 HAACHT 613 613 HERENT 476 102 579 KAMPENHOUT 971 405 104 5 1,485 KORTENBERG 441 343 123 24 1 932 KRAAINEM 411 36 446 LEUVEN 88 88 MACHELEN 245 361 310 128 28 4 1,076 ROTSELAAR 16 16 SCHAARBEEK 84 84 SINT-LAMBRECHTS-WOLUWE 142 142 SINT-PIETERS-WOLUWE 155 155 STEENOKKERZEEL 458 488 307 199 112 91 1,655 TERVUREN 153 153 VILVOORDE 523 22 545 WEZEMBEEK-OPPEM 402 30 431 ZAVENTEM 1,603 556 201 57 23 12 2,453 ZEMST 44 44 Grand total 8,184 2,803 1,066 413 164 106 12,736

Table 13 Area per Lden contour zone and per municipality for the year 2011

Area (ha) Lden contour zone in dB(A) (d. 07-19, ev. 19-23, n. 23-07) Municipality 55-60 60-65 65-70 70-75 >75 Total BRUSSEL 577 353 19 949 EVERE 349 349 GRIMBERGEN 68 68 HAACHT 229 229 HERENT 389 41 430 KAMPENHOUT 827 212 33 1,072 KORTENBERG 404 326 100 17 847 KRAAINEM 236 13 249 LEUVEN 17 17 MACHELEN 286 334 270 110 25 1,025 SCHAARBEEK 91 91 SINT-LAMBRECHTS-WOLUWE 54 54 SINT-PIETERS-WOLUWE 73 73 STEENOKKERZEEL 485 413 266 155 156 1,474 VILVOORDE 460 3 463 WEZEMBEEK-OPPEM 155 5 160 ZAVENTEM 1,067 374 112 34 27 1,614 Grand total 5,767 2,076 800 316 208 9,167

Laboratory for Acoustics and Thermal Physics 42 Noise contours around Brussels Airport for the year 2011

Table 14 Area per freq.70,day contour zone and per municipality for the year 2011 Area (ha) Freq.70,day contour zone (day 07.00-23.00) Municipality 5-10 10-20 20-50 50-100 >100 Totaal BERTEM 14 0 0 0 0 14 BRUSSEL 155 119 367 367 85 1,093 EVERE 8 142 340 21 0 512 GRIMBERGEN 752 430 63 0 0 1,246 HAACHT 173 110 93 10 0 386 HERENT 247 113 130 127 79 697 KAMPENHOUT 500 384 541 186 4 1,614 KORTENBERG 215 264 192 164 438 1,272 LEUVEN 52 13 1 0 0 66 MACHELEN 64 95 173 179 500 1,011 MEISE 158 0 0 0 0 158 MERCHTEM 28 0 0 0 0 28 OUDERGEM 37 46 0 0 0 83 SCHAARBEEK 360 125 0 0 0 486 SINT-JOOST-TEN-NODE 16 0 0 0 0 16 SINT-LAMBRECHTS-WOLUWE 163 196 115 0 0 474 SINT-PIETERS-WOLUWE 86 67 112 0 0 265 STEENOKKERZEEL 250 108 282 332 509 1,481 TERVUREN 39 93 31 0 0 163 VILVOORDE 196 233 341 3 0 773 WATERMAAL-BOSVOORDE 13 3 0 0 0 16 WEMMEL 226 2 0 0 0 228 WEZEMBEEK-OPPEM 72 35 73 62 0 241 ZAVENTEM 481 192 554 423 84 1,734 ZEMST 11 0 0 0 0 11 Grand total 4,369 2,981 3,543 1,943 1,698 14,535

Laboratory for Acoustics and Thermal Physics 43 Noise contours around Brussels Airport for the year 2011

Table 15 Area per freq.70,night contour zone and per municipality for the year 2011 Area (ha) Freq.70,night contour zone (night 23.00-07.00) Municipality 1-5 5-10 10-20 20-50 >50 Total BOORTMEERBEEK 263 0 0 0 0 263 BRUSSEL 406 522 208 2 0 1,137 EVERE 445 65 0 0 0 510 GRIMBERGEN 867 16 0 0 0 883 HAACHT 407 87 0 0 0 494 HERENT 288 221 43 0 0 551 KAMPENHOUT 866 272 437 0 0 1,575 KORTENBERG 483 206 399 0 0 1,088 KRAAINEM 409 44 0 0 0 453 LEUVEN 40 0 0 0 0 40 MACHELEN 176 195 270 364 0 1,004 MECHELEN 34 0 0 0 0 34 MEISE 18 0 0 0 0 18 OUDERGEM 48 0 0 0 0 48 SCHAARBEEK 504 0 0 0 0 504 SINT-JOOST-TEN-NODE 49 0 0 0 0 49 SINT-LAMBRECHTS-WOLUWE 377 0 0 0 0 377 SINT-PIETERS-WOLUWE 225 0 0 0 0 225 STEENOKKERZEEL 499 202 503 391 0 1,595 TERVUREN 608 0 0 0 0 608 VILVOORDE 367 262 0 0 0 630 WATERMAAL-BOSVOORDE 2 0 0 0 0 2 WEMMEL 59 0 0 0 0 59 WEZEMBEEK-OPPEM 375 45 0 0 0 420 ZAVENTEM 1,643 525 234 45 0 2,448 ZEMST 99 0 0 0 0 99 Grand total 9,557 2,662 2,095 801 0 15,115

Laboratory for Acoustics and Thermal Physics 44 Noise contours around Brussels Airport for the year 2011

Table 16 Area per freq.60,day contour zone and per municipality for the year 2011 Area (ha) Freq.60,day contour zone (day 07.00-23.00) Municipality 50-100 100-150 150-200 >200 Total BRUSSEL 323 348 260 128 1,060 EVERE 320 192 0 0 512 GRIMBERGEN 830 0 0 0 830 HAACHT 316 83 130 0 530 HERENT 256 216 389 32 894 HULDENBERG 1 0 0 0 1 KAMPENHOUT 1,219 129 45 8 1,401 KORTENBERG 252 164 193 532 1,141 KRAAINEM 222 369 0 0 591 LEUVEN 89 221 2 0 313 MACHELEN 110 120 170 706 1,106 MEISE 49 0 0 0 49 OUDERGEM 3 0 0 0 3 OVERIJSE 183 0 0 0 183 ROTSELAAR 642 91 0 0 733 SCHAARBEEK 122 0 0 0 122 SINT-LAMBRECHTS-WOLUWE 402 149 0 0 551 SINT-PIETERS-WOLUWE 259 164 0 0 424 STEENOKKERZEEL 239 220 174 913 1,547 TERVUREN 1,447 13 0 0 1,460 VILVOORDE 571 38 0 0 610 WEMMEL 10 0 0 0 10 WEZEMBEEK-OPPEM 349 326 0 0 674 ZAVENTEM 898 560 112 260 1,829 Grand total 9,112 3,405 1,476 2,579 16,572

Table 17 Area per freq.60,night contour zone and per municipality for the year 2011 Area (ha) Freq.60,night contour zone (night 23.00-07.00) Municipality 10-15 15-20 20-30 >30 Total BRUSSEL 381 338 249 0 968 EVERE 247 0 0 0 247 HAACHT 797 0 0 0 797 HERENT 710 0 0 0 710 KAMPENHOUT 810 629 13 0 1,452 KORTENBERG 459 472 5 0 936 KRAAINEM 372 0 0 0 372 LEUVEN 159 0 0 0 159 MACHELEN 103 154 816 7 1,080 OVERIJSE 11 0 0 0 11 ROTSELAAR 183 0 0 0 183 SINT-LAMBRECHTS-WOLUWE 1 0 0 0 1 SINT-PIETERS-WOLUWE 114 0 0 0 114 STEENOKKERZEEL 126 189 597 700 1,612 TERVUREN 597 0 0 0 597 VILVOORDE 97 11 0 0 108 WEZEMBEEK-OPPEM 571 0 0 0 571 ZAVENTEM 697 178 250 197 1,322 Grand total 6,436 1,972 1,930 905 11,242

Laboratory for Acoustics and Thermal Physics 45 Noise contours around Brussels Airport for the year 2011

Appendix 4.2. Number of inhabitants per contour zone and per municipality: Lday, Levening,

Lnight, Lden, freq.70,day, freq.70,night, freq.60,day, freq.60,night

Table 18 Number of inhabitants per Lday contour zone and per municipality for the year 2011

Number of inhabitants Lday contour zone in dB(A) (day 07.00-19.00) Municipality 55-60 60-65 65-70 70-75 >75 Total BRUSSEL 2,260 2,515 2 4,777 EVERE 6,354 6,354 HAACHT 72 72 HERENT 599 599 KAMPENHOUT 1,000 227 1,227 KORTENBERG 1,877 510 17 2 2,406 KRAAINEM 1,473 1,473 MACHELEN 4,864 3,217 2,179 22 0 10,282 STEENOKKERZEEL 3,732 1,214 208 22 7 5,183 VILVOORDE 920 920 WEZEMBEEK-OPPEM 1,593 1,593 ZAVENTEM 4,084 803 55 0 0 4,942 Grand total 28,828 8,486 2,460 46 7 39,828

Table 19 Number of inhabitants per Levening contour zone and per municipality for the year 2011

Number of inhabitants Levening contour zone in dB(A) (ev. 19.00-23.00) Municipality 50-55 55-60 60-65 65-70 70-75 >75 Total BRUSSEL 16,932 2,320 2,186 0 21,437 EVERE 23,309 10,220 33,529 GRIMBERGEN 7,736 7,736 HAACHT 403 403 HERENT 1,051 175 1,226 JETTE 90 90 KAMPENHOUT 2,970 859 169 3,998 KOEKELBERG 3,967 3,967 KORTENBERG 3,033 1,633 292 11 1 4,970 KRAAINEM 11,838 590 12,428 LEUVEN 283 283 MACHELEN 2,669 5,152 2,993 1,856 19 0 12,689 ROTSELAAR 10 10 SCHAARBEEK 39,123 12,449 51,572 SINT-JANS-MOLENBEEK 13,484 13,484 SINT-LAMBRECHTS-WOLUWE 15,691 15,691 SINT-PIETERS-WOLUWE 10,661 10,661 STEENOKKERZEEL 3,013 3,610 1,006 189 13 5 7,836 TERVUREN 22 22 VILVOORDE 18,358 89 18,446 WEZEMBEEK-OPPEM 8,258 1,246 9,503 ZAVENTEM 15,638 3,608 465 22 0 0 19,733 Grand total 198,540 41,951 7,110 2,077 32 5 249,716

Laboratory for Acoustics and Thermal Physics 46 Noise contours around Brussels Airport for the year 2011

Table 20 Number of inhabitants per Lnight contour zone and per municipality for the year 2011

Number of inhabitants Lnight contour zone in dB(A) (night 23.00-07.00) Municipality 45-50 50-55 55-60 60-65 65-70 >70 Total BOORTMEERBEEK 30 30 BRUSSEL 3,690 3,883 156 7,728 EVERE 27,137 27,137 GRIMBERGEN 10,530 10,530 HAACHT 1,414 1,414 HERENT 1,179 51 1,230 KAMPENHOUT 3,036 1,244 333 43 4,656 KORTENBERG 2,564 1,075 106 7 0 3,751 KRAAINEM 11,666 75 11,741 LEUVEN 161 161 MACHELEN 3,251 4,692 4,021 227 0 0 12,191 ROTSELAAR 12 12 SCHAARBEEK 12,706 12,706 SINT-LAMBRECHTS-WOLUWE 3,806 3,806 SINT-PIETERS-WOLUWE 5,929 5,929 STEENOKKERZEEL 2,736 4,075 1,287 323 94 5 8,520 TERVUREN 1,760 1,760 VILVOORDE 10,011 61 10,072 WEZEMBEEK-OPPEM 8,541 434 8,974 ZAVENTEM 19,741 6,901 512 22 0 0 27,177 ZEMST 68 68 Grand total 129,969 22,490 6,414 622 94 5 159,594

Table 21 Number of inhabitants per Lden contour zone and per municipality for the year 2011

Number of inhabitants Lden contour zone in dB(A) (d. 07-19, ev. 19-23, n. 23-07) Municipality 55-60 60-65 65-70 70-75 >75 Total BRUSSEL 1,715 3,916 201 5,832 EVERE 21,238 21,238 GRIMBERGEN 1,884 1,884 HAACHT 327 327 HERENT 957 15 972 KAMPENHOUT 2,266 705 143 3,113 KORTENBERG 2,325 899 63 5 3,291 KRAAINEM 5,793 19 5,812 LEUVEN 29 29 MACHELEN 3,560 4,347 3,450 185 0 11,541 SCHAARBEEK 15,465 15,465 SINT-LAMBRECHTS-WOLUWE 1,910 1,910 SINT-PIETERS-WOLUWE 2,591 2,591 STEENOKKERZEEL 3,627 3,014 637 168 13 7,459 VILVOORDE 7,804 10 7,813 WEZEMBEEK-OPPEM 3,140 71 3,211 ZAVENTEM 16,359 2,945 171 4 0 19,479 Grand total 90,988 15,941 4,664 362 13 111,969

Laboratory for Acoustics and Thermal Physics 47 Noise contours around Brussels Airport for the year 2011

Table 22 Number of inhabitants per freq.70,day contour zone and per municipality for the year 2011 Number of inhabitants Freq.70,day contour zone (day 07.00-23.00) Municipality 5-10 10-20 20-50 50-100 >100 Totaal BERTEM 13 0 0 0 0 13 BRUSSEL 13,624 2,768 1,447 2,087 2,049 21,975 EVERE 0 8,494 25,877 356 0 34,727 GRIMBERGEN 5,849 8,734 6,720 0 0 21,303 HAACHT 636 153 137 0 0 926 HERENT 1,399 277 302 415 22 2,415 KAMPENHOUT 1,084 1,174 1,786 763 2 4,808 KORTENBERG 1,026 1,535 1,352 985 1,044 5,942 KRAAINEM 503 3,493 8,232 91 0 12,319 LEUVEN 53 26 0 0 0 79 MACHELEN 1,044 1,028 2,272 2,752 5,097 12,194 MEISE 426 139 0 0 0 566 MERCHTEM 2 0 0 0 0 2 OUDERGEM 6 0 0 0 0 6 SCHAARBEEK 62,395 23,173 0 0 0 85,569 SINT-JOOST-TEN-NODE 6,450 0 0 0 0 6,450 SINT-LAMBRECHTS-WOLUWE 10,848 11,568 6,097 0 0 28,514 SINT-PIETERS-WOLUWE 2,378 6,224 2,723 0 0 11,325 STEENOKKERZEEL 1,418 780 2,177 2,202 904 7,480 TERVUREN 1 1 0 0 0 2 VILVOORDE 8,238 6,664 7,828 34 0 22,764 WEMMEL 1,410 319 0 0 0 1,729 WEZEMBEEK-OPPEM 6,146 1,098 2,299 536 0 10,078 ZAVENTEM 8,055 2,747 9,644 1,562 900 22,909 ZEMST 10 0 0 0 0 10 Grand total 133,014 80,395 78,893 11,783 10,018 314,103

Laboratory for Acoustics and Thermal Physics 48 Noise contours around Brussels Airport for the year 2011

Table 23 Number of inhabitants per freq.70,night contour zone and per municipality for the year 2011 Number of inhabitants Freq.70,night contour zone (night 23.00-07.00) Municipality 1-5 5-10 10-20 20-50 >50 Total BOORTMEERBEEK 2,072 0 0 0 0 2,072 BRUSSEL 5,888 1,475 3,121 8 0 10,493 EVERE 30,761 3,965 0 0 0 34,727 GRIMBERGEN 15,445 128 0 0 0 15,573 HAACHT 907 113 0 0 0 1,020 HERENT 744 607 16 0 0 1,367 KAMPENHOUT 2,363 975 1,327 0 0 4,664 KORTENBERG 2,949 1,273 803 0 0 5,026 KRAAINEM 11,723 106 0 0 0 11,829 LEUVEN 70 0 0 0 0 70 MACHELEN 2,411 2,917 3,336 2,602 0 11,267 MECHELEN 256 0 0 0 0 256 MEISE 241 0 0 0 0 241 OUDERGEM 6 0 0 0 0 6 SCHAARBEEK 78,324 0 0 0 0 78,324 SINT-JOOST-TEN-NODE 7,180 0 0 0 0 7,180 SINT-LAMBRECHTS-WOLUWE 16,872 0 0 0 0 16,872 SINT-PIETERS-WOLUWE 9,455 0 0 0 0 9,455 STEENOKKERZEEL 3,208 1,717 2,688 486 0 8,098 TERVUREN 3,627 0 0 0 0 3,627 VILVOORDE 8,345 4,428 0 0 0 12,773 WATERMAAL-BOSVOORDE 0 0 0 0 0 0 WEMMEL 433 0 0 0 0 433 WEZEMBEEK-OPPEM 8,173 662 0 0 0 8,835 ZAVENTEM 20,481 4,220 1,780 165 0 26,646 ZEMST 155 0 0 0 0 155 Grand total 232,090 22,587 13,071 3,261 0 271,010

Laboratory for Acoustics and Thermal Physics 49 Noise contours around Brussels Airport for the year 2011

Table 24 Number of inhabitants per freq.60,day contour zone and per municipality for the year 2011 Number of inhabitants Freq.60,day contour zone (day 07.00-23.00) Municipality 50-100 100-150 150-200 >200 Total BRUSSEL 7,483 764 1,429 2,454 12,130 EVERE 26,782 7,945 0 0 34,727 GRIMBERGEN 15,302 0 0 0 15,302 HAACHT 661 195 259 0 1,114 HERENT 451 454 951 12 1,867 HULDENBERG 1 0 0 0 1 KAMPENHOUT 4,191 316 20 3 4,531 KORTENBERG 1,138 877 1,318 1,342 4,676 KRAAINEM 3,996 9,084 0 0 13,080 LEUVEN 650 558 4 0 1,213 MACHELEN 1,460 1,484 2,216 7,560 12,719 MEISE 864 0 0 0 864 OUDERGEM 0 0 0 0 0 OVERIJSE 655 0 0 0 655 ROTSELAAR 4,483 146 0 0 4,629 SCHAARBEEK 11,810 0 0 0 11,810 SINT-LAMBRECHTS-WOLUWE 23,449 4,457 0 0 27,907 SINT-PIETERS-WOLUWE 9,348 7,865 0 0 17,213 STEENOKKERZEEL 1,567 1,501 1,244 3,909 8,221 TERVUREN 11,561 151 0 0 11,712 VILVOORDE 11,781 104 0 0 11,886 WEMMEL 88 0 0 0 88 WEZEMBEEK-OPPEM 5,942 7,562 0 0 13,504 ZAVENTEM 9,063 7,184 1,164 3,535 20,945 Grand total 152,727 50,646 8,604 18,816 230,793

Table 25 Number of inhabitants per freq.60,night contour zone and per municipality for the year 2011 Number of inhabitants Freq.60,night contour zone (night 23.00-07.00) Municipality 10-15 15-20 20-30 >30 Total BRUSSEL 4,167 724 3,573 0 8,464 EVERE 12,715 0 0 0 12,715 HAACHT 2,275 0 0 0 2,275 HERENT 1,427 0 0 0 1,427 KAMPENHOUT 2,331 2,561 70 0 4,962 KORTENBERG 2,434 1,088 1 0 3,524 KRAAINEM 9,011 0 0 0 9,011 LEUVEN 308 0 0 0 308 MACHELEN 1,208 1,992 9,096 0 12,296 OVERIJSE 26 0 0 0 26 ROTSELAAR 362 0 0 0 362 SINT-LAMBRECHTS-WOLUWE 18 0 0 0 18 SINT-PIETERS-WOLUWE 5,673 0 0 0 5,673 STEENOKKERZEEL 910 1,049 3,008 3,930 8,896 TERVUREN 5,445 0 0 0 5,445 VILVOORDE 523 31 0 0 554 WEZEMBEEK-OPPEM 11,537 0 0 0 11,537 ZAVENTEM 4,877 2,078 4,947 1,519 13,421 Grand total 65,246 9,522 20,695 5,450 100,913

Laboratory for Acoustics and Thermal Physics 50 Noise contours around Brussels Airport for the year 2011

Appendix 4.3. Number of people potentially highly annoyed per Lden contour zone and per municipality

Table 26 Number of people potentially highly annoyed per Lden contour zone and per municipality for the year 2011 Number of people potentially

highly annoyed Lden contour zone in dB(A) (d. 07-19, ev. 19-23, n. 23-07) Municipality 55-60 60-65 65-70 70-75 >75 Total BRUSSEL 204 804 54 0 0 1,061 EVERE 2,599 0 0 0 0 2,599 GRIMBERGEN 193 0 0 0 0 193 HAACHT 37 0 0 0 0 37 HERENT 120 3 0 0 0 123 KAMPENHOUT 279 141 42 0 0 461 KORTENBERG 298 179 17 2 0 497 KRAAINEM 663 3 0 0 0 667 LEUVEN 3 0 0 0 0 3 MACHELEN 478 887 1,034 70 0 2,470 SCHAARBEEK 1,652 0 0 0 0 1,652 SINT-LAMBRECHTS-WOLUWE 196 0 0 0 0 196 SINT-PIETERS-WOLUWE 270 0 0 0 0 270 STEENOKKERZEEL 489 608 186 69 7 1,360 VILVOORDE 866 2 0 0 0 868 WEZEMBEEK-OPPEM 396 13 0 0 0 408 ZAVENTEM 1,918 575 50 2 0 2,544 Grand total 10,662 3,214 1,382 143 8 15,409

Laboratory for Acoustics and Thermal Physics 51 Noise contours around Brussels Airport for the year 2011

Appendix 5. Change in area and number of inhabitants

Appendix 5.1. Change in area per contour zone: Lday, Levening, Lnight, Lden, freq.70,day, freq.70,night, freq.60,day, freq.60,night

Table 27 Change in the area within the Lday contours (2006-2011)

Area (ha) Lday contour zone in dB(A) (day 07.00-19.00)* Year 55-60 60-65 65-70 70-75 >75 Totaal 2006 3,787 1,379 545 213 150 6,073 2007 3,978 1,431 575 227 153 6,364 2008 4,072 1,492 596 232 161 6,553 2009 3,461 1,300 523 206 133 5,622 2010 3,334 1,261 514 196 126 5,431 2011 3,330 1,241 509 199 127 5,406 * Calculated with INM 7.0b

Figure 22 Change in the area within the Lday contours (2006-2011)

Change in area within the Lday noise contour of 55 dB(A) 7,000 6,500 6,000

5,500 Area (ha) Area 5,000 4,500 4,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 52 Noise contours around Brussels Airport for the year 2011

Table 28 Change in the area within the Levening contours (2006-2011)

Area (ha) Levening contour zone in dB(A) (evening 19.00-23.00)* Year 50-55 55-60 60-65 65-70 70-75 >75 Total 2006 8,483 3,000 1,106 449 178 113 13,329 2007 9,106 3,369 1,223 506 200 124 14,528 2008 10,052 3,730 1,354 548 218 135 16,037 2009 8,313 3,126 1,146 463 178 109 13,336 2010 7,821 3,073 1,124 452 171 106 12,747 2011 7,711 3,004 1,106 446 175 105 12,547 * Calculated with INM 7.0b

Figure 23 Change in the area within the Levening contours (2006-2011)

Change in area within de Levening noise contour of 50 dB(A) 17,000 16,000 15,000 14,000 13,000

Area (ha) Area 12,000 11,000 10,000 9,000 8,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 53 Noise contours around Brussels Airport for the year 2011

Table 29 Change in the area within the Lnight contours (2006-2011)

Area (ha) Lnight contour zone in dB(A) (night 23.00-07.00) Year 45-50 50-55 55-60 60-65 65-70 >70 Total 2006 10,135 3,571 1,450 554 211 153 16,075 2007 10,872 3,936 1,597 625 236 165 17,430 2008 9,375 3,232 1,260 495 189 123 14,673 2009 7,638 2,613 1,014 397 155 96 11,913 2010 7,562 2,633 999 390 154 96 11,835 2011 8,184 2,803 1,066 413 164 106 12,736 * Calculated with INM 7.0b

Figure 24 Change in the area within the Lnight contours (2006-2011)

Change in area within the Lnight noise contour 20,000 18,000 16,000 14,000 12,000 10,000

Area (ha) Area 8,000 6,000 4,000 2,000 0 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 54 Noise contours around Brussels Airport for the year 2011

Table 30 Change in the area within the Lden contours (2006-2011)

Area (ha) Lden contour zone in dB(A) (d. 07-19, ev. 19-23, n. 23-07)* Year 55-60 60-65 65-70 70-75 >75 Totaal 2006 6,963 2,448 957 373 251 10,992 2007 7,632 2,640 1,036 416 271 11,996 2008 7,118 2,483 953 379 246 11,178 2009 5,771 2,077 797 316 203 9,163 2010 5,576 2,052 782 308 199 8,917 2011 5,767 2,076 800 316 208 9,167 * Calculated with INM 7.0b

Figure 25 Change in the area within the Lden contours (2006-2011)

Change in area within the Lden noise contour of 55 dB(A) 20,000 17,500 15,000

12,500 Area (ha) Area 10,000 7,500 5,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 55 Noise contours around Brussels Airport for the year 2011

Table 31 Change in the area within the Freq.70,day contours (2010-2011) Area (ha) Freq.70,day contour zone (day 07.00-23.00)* Year 5-10 10-20 20-50 50-100 >100 Total 2006 2007 2008 2009 2010 5,171 3,164 4,119 2,097 1,877 16,428 2011 4,933 2,989 4,216 1,934 1,854 15,926 * Calculated with INM 7.0b

Figure 26 Change in the area within the Freq.70,day contours (2010-2011)

Change in area within the freq.70,day noise contour of 5x > 70 dB(A) 20,000

18,000

16,000

Area (ha) Area 14,000

12,000

10,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 56 Noise contours around Brussels Airport for the year 2011

Table 32 Change in the area within the Freq.70,night contours (2010-2011) Area (ha) Freq.70,night contour zone (night 23.00-07.00)* Year 1-5 5-10 10-20 20-50 >50 Total 2006 2007 2008 2009 2010 9,535 2,679 1,948 748 0 14,910 2011 9,557 2,662 2,095 801 0 15,115 * Calculated with INM 7.0b

Figure 27 Change in the area within the Freq.70,night contours (2010-2011)

Change in area within the freq.70,night noise contour of 1x > 70 dB(A) 20,000

18,000

16,000

Area (ha) Area 14,000

12,000

10,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 57 Noise contours around Brussels Airport for the year 2011

Table 33 Change in the area within the Freq.60,day contours (2010-2011) Area (ha) Freq.60,day contour zone (day 07.00-23.00)* Year 50-100 100-150 150-200 >200 Total 2006 2007 2008 2009 2010 9,288 3,313 1,681 2,409 16,692 2011 9,112 3,405 1,476 2,579 16,572 * Calculated with INM 7.0b

Figure 28 Change in the area within the Freq.60,day contours (2010-2011)

Change in area within the freq.60,day noise contour of 50x > 60 dB(A) 20,000

18,000

16,000

Area (ha) Area 14,000

12,000

10,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 58 Noise contours around Brussels Airport for the year 2011

Table 34 Change in the area within the Freq.60,night contours (2010-2011) Area (ha) Freq.60,night contour zone in dB(A)* Year 10-15 15-20 20-30 >30 Total 2006 2007 2008 2009 2010 5,577 1,797 1,930 725 10,030 2011 6,436 1,972 1,930 905 11,242 * Calculated with INM 7.0b

Figure 29 Change in the area within the Freq.60,night contours (2010-2011)

Change in area within the freq.60,night noise contour of 10x > 60 dB(A) 20,000 18,000 16,000 14,000

Area (ha) Area 12,000 10,000 8,000 6,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 59 Noise contours around Brussels Airport for the year 2011

Appendix 5.2. Change in number of inhabitants per contour zone:

Lday, Levening, Lnight, Lden, freq.70,day, freq.70,night, freq.60,day, freq.60,night

Table 35 Change in the number of inhabitants within the Lday contours (2006-2011)

Number of inhabitants Lday contour zone in dB(A) (day 07.00-19.00)* Year Population data 55-60 60-65 65-70 70-75 >75 Total 2006 01jan03 39,478 9,241 2,714 74 3 51,511 2007 01jan06 47,260 9,966 3,168 102 3 60,499 2008 01jan07 44,013 10,239 3,217 101 4 57,575 2009 01jan07 32,144 8,724 2,815 58 3 43,745 2010 01jan08 30,673 8,216 2,393 35 7 41,323 2011 01jan08 28,828 8,486 2,460 46 7 39,828 * Calculated with INM 7.0b

Figure 30 Change in the number of inhabitants within the Lday contours (2006-2011)

Change in number of inhabitants within the Lday noise contour of 55 dB(A) 65,000 60,000 55,000 50,000 45,000 40,000

Number of inhabitants ofNumber 35,000 30,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 60 Noise contours around Brussels Airport for the year 2011

Table 36 Change in the number of inhabitants within the Levening contours (2006-2011)

Number of inhabitants Levening contour zone in dB(A) (evening 19.00-23.00)* Year Population data 50-55 55-60 60-65 65-70 70-75 >75 Total 2006 01jan03 185,699 24,488 7,138 2,030 28 3 219,386 2007 01jan06 214,616 35,445 8,217 2,583 38 2 260,901 2008 01jan07 249,024 43,589 9,514 2,969 52 3 305,152 2009 01jan07 198,351 29,774 7,448 2,186 32 2 237,793 2010 01jan08 198,934 37,729 7,127 2,057 25 5 245,878 2011 01jan08 198,540 41,951 7,110 2,077 32 5 249,716 * Calculated with INM 7.0b

Figure 31 Change in the number of inhabitants within the Levening contours (2006-2011)

Change in number of inhabitants within the Levening noise contour of 50 dB(A) 330,000 310,000 290,000 270,000 250,000 230,000 210,000 190,000

170,000 Number of inhabitants ofNumber 150,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 61 Noise contours around Brussels Airport for the year 2011

Table 37 Change in the number of inhabitants within the Lnight contours (2006-2011)

Number of inhabitants Lnight contour zone in dB(A) (night 23.00-07.00) Year Population data 45-50 50-55 55-60 60-65 65-70 >70 Total 2005 01jan03 76,926 21,319 5,663 533 95 3 104,539 2006 01jan03 72,848 20,601 5,582 594 135 2 99,762 2007 01jan06 111,136 21,026 6,945 909 142 2 140,160 2008 01jan07 79,797 18,555 5,254 457 66 3 104,132 2009 01jan07 60,093 13,765 4,153 327 27 2 78,367 2010 01jan08 62,896 15,011 3,918 329 18 5 82,177 * Calculated with INM 7.0b

Figure 32 Change in the number of inhabitants within the Lnight contours (2006-2011)

Change in the number of inhabitants within the Lnight noise contours 300,000 250,000 200,000 150,000 100,000

50,000 Number of inhabitants ofNumber 0 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 62 Noise contours around Brussels Airport for the year 2011

Table 38 Change in the number of inhabitants within the Lden contours (2006-2011)

Number of inhabitants Lden contour zone in dB(A) (d. 07-19, ev. 19-23, n. 23-07)* Year Population data 55-60 60-65 65-70 70-75 >75 Totaal 2006 01jan03 107,514 18,697 5,365 560 63 132,198 2007 01jan06 147,349 19,498 6,565 946 82 174,442 2008 01jan07 125,927 19,319 5,938 717 24 151,925 2009 01jan07 87,766 15,105 4,921 404 9 108,205 2010 01jan08 87,083 15,619 4,506 337 11 107,556 2011 01jan08 90,988 15,941 4,664 362 13 111,969 * Calculated with INM 7.0b

Figure 33 Change in the number of inhabitants within the Lden contours (2006-2011)

Change in number of inhabitants within the Lden noise contour of 55 dB(A) 175,000

150,000

125,000

100,000

75,000 Number of inhabitants ofNumber 50,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 63 Noise contours around Brussels Airport for the year 2011

Table 39 Change in the number of inhabitants within the Freq.70,day contours (2010-2011) Number of inhabitants Freq.70,day contour zone (day 07.00-23.00)* Year Population data 5-10 10-20 20-50 50-100 >100 Total 2006 2007 2008 2009 2010 01jan08 133,468 77,606 82,703 15,348 9,874 318,999 2011 01jan08 133,014 80,395 78,893 11,783 10,018 314,103 * Calculated with INM 7.0b

Figure 34 Change in the number of inhabitants within the Freq.70,day contours (2010-2011)

Change in number of inhabitants within the freq.70,day noise contour of 5x > 70 dB(A) 340,000 320,000 300,000 280,000 260,000 240,000

220,000 Number of inhabitants ofNumber 200,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 64 Noise contours around Brussels Airport for the year 2011

Table 40 Change in the number of inhabitants within the Freq.70,night contours (2010-2011) Number of inhabitants Freq.70,night contour zone (night 23.00-07.00)* Year Population data 1-5 5-10 10-20 20-50 >50 Total 2006 2007 2008 2009 2010 01jan08 239,529 23,583 12,968 2,597 0 278,677 2011 01jan08 232,090 22,587 13,071 3,261 0 271,010 * Calculated with INM 7.0b

Figure 35 Change in the number of inhabitants within the Freq.70,night contours (2010-2011)

Change in number of inhabitants within the freq.70,night noise contour of 1x > 70 dB(A) 350,000

300,000

250,000

200,000 Number of inhabitants ofNumber

150,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 65 Noise contours around Brussels Airport for the year 2011

Table 41 Change in the number of inhabitants within the Freq.60,day contours (2010-2011) Number of inhabitants Freq.60,day contour zone (day 07.00-23.00)* Year Population data 50-100 100-150 150-200 >200 Total 2006 2007 2008 2009 2010 01jan08 154,110 49,587 14,723 15,834 234,253 2011 01jan08 152,727 50,646 8,604 18,816 230,793 * Calculated with INM 7.0b

Figure 36 Change in the number of inhabitants within the Freq.60,day contours (2010-2011)

Change in number of inhabitants within the freq.60,day noise contour of 50x > 60 dB(A) 300,000

280,000

260,000

240,000

220,000 Number of inhabitants of Number 200,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 66 Noise contours around Brussels Airport for the year 2011

Table 42 Change in the number of inhabitants within the Freq.60,night contours (2010-2011) Number of inhabitants Freq.60,night contour zone in dB(A)* Year Population data 10-15 15-20 20-30 >30 Total 2006 2007 2008 2009 2010 01jan08 62,090 9,411 21,231 3,262 95,994 2011 01jan08 65,246 9,522 20,695 5,450 100,913 * Calculated with INM 7.0b

Figure 37 Change in the number of inhabitants within the Freq.60,night contours (2010-2011)

Change in number of inhabitants within the freq.60,night noise contour of 10x > 60 dB(A) 200,000 175,000 150,000 125,000 100,000

Number of inhabitants of Number 75,000 50,000 2006 2007 2008 2009 2010 2011 Year

Laboratory for Acoustics and Thermal Physics 67 Noise contours around Brussels Airport for the year 2011

Appendix 6. Noise contours for the year 2011 on a topographical map

 Lday noise contours for 2011, background topographical map

 Levening – noise contours for 2011, background topographical map

 Lnight noise contours for 2011, background topographical map

 Lden noise contours for 2011, background topographical map  Freq.70,day – noise contours for 2011, background topographical map

 Freq.70,night – noise contours for 2011, background topographical map

 Freq.60,day – noise contours for 2011, background topographical map

 Freq.60,night – noise contours for 2011, background topographical map

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vegend preqFUHDnight2noise2™ontours of22IxD2SxD2IHxD2PHx2—nd2SHx22 for2PHII xoise2wonitoring2„ermin—ls ð vxi ð frussels2eirport2ƒemiEwo˜ile ð frussels2eirport2pixed

found—ry2muni™ip—lity €opul—tion2density2PHHV ‘inh—˜it—ntsGhe™t—re“ `2HFS HFS2E2RFS ð ð RFS2E2IRFS ð IRFS2E2PTFS ð ð PTFS2E2STFS STFS2E2WWFS ð ð ba2WWFS ð ðð ð ð ð ð H PHHH RHHH weters ð ð ð ð PH ƒour™es2

IH ð €opul—tion2d—t—2X 22x—tion—l2snstitute2of2 ð 22ƒt—tisti™s2@PHHVA S ð ð ƒt—tisti™—l2se™tors2X 22er‚yw2E2—fdeling2ruimtelijke2pl—nning 22@yg2E2qsƒ2†l——nderenA ð ð ð xoise2™ontours2X I 22g—l™ul—ted2˜y2e„p2with 22the2™—l™ul—tion2model2sxw2UFH˜ 2 ðð ƒtreet2m—ps2X 22ƒtreetm—p2E2„ele—tl—s ð ð uF Fveuven vefy‚e„y‚s w2†yy‚ euyiƒ„siu2—nd2„ri‚wsƒgri2p‰ƒsge2 ð gelestijnenl——n2PHHh2E2˜us2PRIT fEQHHI2veuven2@reverleeA2

UR preqFTHDd—y2noise2™ontours2for2PHII preqFTHDd—y2noise2™ontours —round2frussels2eirport on2—2 d—y2HUFHH2E2PQFHH popul—tion2m—p

vegend preqFTHDd—y2noise2™ontours of22SHxD2IHHxD2ISHx2—nd2PHHx22 for2PHII xoise2wonitoring2„ermin—ls ð vxi ð frussels2eirport2ƒemiEwo˜ile ð frussels2eirport2pixed

found—ry2muni™ip—lity €opul—tion2density2PHHV ‘inh—˜it—ntsGhe™t—re“ `2HFS HFS2E2RFS ð ð RFS2E2IRFS ð IRFS2E2PTFS ð ð PTFS2E2STFS STFS2E2WWFS ð ð ba2WWFS ð ðð ð ð ð ð H PHHH RHHH weters ð ð ð ð PHH ƒour™es2 ISH ð €opul—tion2d—t—2X IHH 22x—tion—l2snstitute2of2 ð 22ƒt—tisti™s2@PHHVA ð SH ð ƒt—tisti™—l2se™tors2X 22er‚yw2E2—fdeling2ruimtelijke2pl—nning 22@yg2E2qsƒ2†l——nderenA ð ð ð xoise2™ontours2X 22g—l™ul—ted2˜y2e„p2with 22the2™—l™ul—tion2model2sxw2UFH˜ 2 ðð ƒtreet2m—ps2X 22ƒtreetm—p2E2„ele—tl—s ð ð uF Fveuven vefy‚e„y‚s w2†yy‚ euyiƒ„siu2—nd2„ri‚wsƒgri2p‰ƒsge2 ð gelestijnenl——n2PHHh2E2˜us2PRIT fEQHHI2veuven2@reverleeA2

US preqFTHDnight2noise2™ontours2for2PHII preqFTHDnight2noise2™ontours —round2frussels2eirport on2—2 night2PQFHH2E2HUFHH popul—tion2m—p

vegend preqFTHDnight2noise2™ontours of22IHxD2ISxD2PHx22—nd22QHx for2PHII xoise2wonitoring2„ermin—ls ð vxi ð frussels2eirport2ƒemiEwo˜ile ð frussels2eirport2pixed

found—ry2muni™ip—lity €opul—tion2density2PHHV ‘inh—˜it—ntsGhe™t—re“ `2HFS HFS2E2RFS ð ð RFS2E2IRFS ð IRFS2E2PTFS ð ð PTFS2E2STFS STFS2E2WWFS ð ð ba2WWFS ð ðð ð ð ð ð H PHHH RHHH weters ð ð ð ð QH ƒour™es2 PH

IS IH ð €opul—tion2d—t—2X 22x—tion—l2snstitute2of2 ð 22ƒt—tisti™s2@PHHVA ð ð ƒt—tisti™—l2se™tors2X 22er‚yw2E2—fdeling2ruimtelijke2pl—nning 22@yg2E2qsƒ2†l——nderenA ð ð ð xoise2™ontours2X 22g—l™ul—ted2˜y2e„p2with 22the2™—l™ul—tion2model2sxw2UFH˜ 2 ðð ƒtreet2m—ps2X IH 22ƒtreetm—p2E2„ele—tl—s ð ð uF Fveuven vefy‚e„y‚s w2†yy‚ euyiƒ„siu2—nd2„ri‚wsƒgri2p‰ƒsge2 ð gelestijnenl——n2PHHh2E2˜us2PRIT fEQHHI2veuven2@reverleeA2

UT Noise contours around Brussels Airport for the year 2011

Appendix 7. Noise contours for the year 2011 on a population map

 Lday noise contours for 2011, background population map 2008

 Levening noise contours for 2011, background population map 2008

 Lnight noise contours for 2011, background population map 2008

 L den noise contours for 2011, background population map 2008  Freq.70,day noise contours for 2011, background population map 2008

 Freq.70,night noise contours for 2011, background population map 2008

 Freq.60,day noise contours for 2011, background population map 2008

 Freq.60,night noise contours for 2011, background population map 2008

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Noise contours around Brussels Airport for the year 2011

Appendix 8. Noise contour maps: change 2010-2011

 Lday noise contours for 2010 and 2011, background population map 2008

 Levening noise contours for 2010 and 2011, background population map 2008

 Lnight noise contours for 2010 and 2011, background population map 2008

 Lden noise contours for 2010 and 2011, background population map 2008  Freq.70,day noise contours for 2010 and 2011, background population map 2008

 Freq.70,night noise contours for 2010 and 2011, background population map 2008

 Freq.60,day noise contours for 2010 and 2011, background population map 2008

 Freq.60,night noise contours for 2010 and 2011, background population map 2008

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