Stansted Airport, 110 Stebbing Noise Monitoring Report · air traffic can also be heard when local...

Stansted Airport, 110 Stebbing

Noise Monitoring Report Report 18/0379/R1

An RSK company

This report and associated surveys have been prepared and undertaken for the private and confidential use of our client only. If any third party whatsoever comes into possession of this report, they rely on it at their own risk and Cole Jarman Limited accepts no duty or responsibility (including in negligence) to any such third party. Cole Jarman Limited Reg. in England and Wales No. 7102436 Head Office +44 (0)1932 829007 Spring Lodge, 172 Chester Road, Helsby, United Kingdom WA6 0AR John Cree House, 24b High Street, Addlestone, Surrey KT15 1TN

Manchester Office +44 (0)161 2093644 [email protected] www.colejarman.com Peter House, 1 Oxford Street, Manchester M1 5AN

Stansted Airport, 110 Stebbing

Noise Monitoring Report Report 18/0379/R1

Manchester Airport Group

Olympic House Manchester Airport Manchester M90 1QX

Revision Description Date Prepared Approved

0 1st Issue 5 October 2018 Johnny Berrill Vernon Cole

http://www.colejarman.com/

Noise Monitoring Report

Page 2 Stansted Airport, 110 Stebbing Table of Contents Report 18/0379/R1/0 // 5 October 2018

Table of Contents

Executive Summary 4

1 Introduction 5

2 Site Description 5

3 Survey Methodology 5

4 Weather and Operating Conditions 6

5 Measurement Results 7

6 N70 and N60 Analysis 9

7 Measurement Discussion 10

7.1 General Comments 10

7.2 N70 and N60 11

7.3 N60 and N70 Variations 12

7.4 Noise Events by Aircraft Type 15

7.5 Noise Level Frequency Distribution 17

7.6 Aircraft Maximum Noise Levels 17

7.7 Noise Events Throughout the Day 18

7.8 Aircraft Location 20

7.9 Weather and Runway Use 21

8 Conclusions 24


Page 3 Stansted Airport, 110 Stebbing Report 18/0379/R1/0 // 5 October 2018

Attachments

18/0379/F1 Site Plan showing noise and weather monitoring locations

18/0379/L1 Time history of measured LAeq levels, and calculated aircraft and community LAeq levels at Stebbing

18/0379/SCH1 Schedule of measured indices during monitoring period at Stebbing

18/0379/W03, W10, W99 Weather records and runway use during monitoring period

Glossary of Acoustic Terms Appendix A Gate Penetration Information

End of Section



Executive Summary

An extended noise survey has been undertaken during Summer 2018 at one location to the east of the Stansted Airport boundary, in the area of Stebbing.

Analysis and compilation of the noise survey data has been undertaken by Cole Jarman. Where noise levels at the monitoring position were recorded as being above a set trigger level these were compared to Stansted Airport aircraft movements. If the elevated noise level correlated with an aircraft movement above the monitoring position the movement data and associated noise level were logged.

During the period, aircraft operated on south-westerly (Runway 22) movements for the majority of the time. North-easterly (Runway 04) operations took place on a lesser number of days. This reflects the prevailing weather conditions at Stansted. Analysis of the survey data indicates that, despite the distribution of movements at the airport, Runway 04 operations result in the majority of correlated aircraft movements above this monitoring position. Therefore, operations on Runway 04 control the noise impact of aircraft operations upon this location.

The measurements indicate that at Stebbing the prevailing daytime noise levels are 49 dB LAeq,16h on average and the analysis indicates this is marginally influenced by aircraft movements. This level sits well below the WHO guideline limit in external amenity areas of 55 dB LAeq,16h. In addition, this level is below the Lowest Observable Adverse Effect Level (LOAEL) of 51 dB LAeq,16h as set out in current Government Aviation Policy.

Average daily N60 and N70 events which have been correlated to aircraft movements are seen to sit notably below a level where impact would typically be considered. Additional visual and numerical representations of LAmax levels during correlated aircraft flyovers are provided for reference.



1 Introduction

1.1 Noise monitoring has been carried out during Summer 2018 at a single location to the east of the Stansted Airport boundary, in the area of Stebbing.

1.2 This report sets out the methodology employed and results recorded at Stebbing.

1.3 The purpose of the monitoring is to determine typical levels and sources of ambient noise prevailing at the present time across an extended period. The aim is then to examine the data having specific regard to noise generated by operations at Stansted Airport at each location.

2 Site Description

2.1 The measurement position is in the grounds of a farmhouse off Watch House Rd in Stebbing and is shown on attached figure 18/0379/F1.

2.2 The area would be generally described as a small village with a number of individual dwelling settlements.

2.3 The monitor is set up at a location with suitable power supplied via the residence. Intermittent road traffic on Watch House Road dominates the noise climate when present, and commercial air traffic can also be heard when local noise levels are reduced.

2.4 Aircraft from the nearby Andrewsfield air field, to the east of the monitor as shown on the attached site plan, dominate noise levels when present. In general, the A120 road and noise from the farmhouse appears to control the background noise levels.

2.5 This report concerns itself with noise generated by aircraft operations at Stansted Airport which is primarily apparent at this location when operating on Runway 04 (north easterly) for departing aircraft. There are also recorded events for aircraft arriving to both runways.

3 Survey Methodology

3.1 The noise monitoring to which this report relates commenced on Monday 2nd July 2018 and continued until Sunday 30th September 2018 covering a total of 90 complete days.

3.2 Measurements were made at the location shown on attached figure 18/0379/F1 and described below. Monitor positions are given the reference number set by Stansted Operations for ease of reference:

[P110] Farmhouse Grounds to south of Watch House Rd, Stebbing

3.3 Measurements were made at approximately 4 metres above ground level, in free field conditions.



3.4 The measurements were predominantly unattended. However, audio recording was enabled to allow a more detailed and subjective analysis of relevant periods if required. In addition, a trigger was set to allow the correlation of aircraft movements with the measured noise when it exceeded a certain level. The set level in the case of this monitoring was 55 dB(A).

3.5 Measurements have been made of the LAeq and LAmax,S, indices (see attached Glossary of Acoustic Terms for explanation of noise units used).

3.6 Noise measurements were made using the following equipment:

Item Manufacturer Type Sound Level Analyser Bruel and Kjaer 3639 – A (portable) Acoustic Calibrator Bruel and Kjaer Auto calibration

T1 Equipment used during noise surveys

3.7 The sound level analysers and their containers are designed specifically for this type of long term external noise monitoring. Each analyser is located in a locked, waterproof case and each microphone is fitted with a weather proof windshield.

3.8 The equipment auto-calibrates on a continual regular basis while in-situ and is manually calibrated annually.

4 Weather and Operating Conditions

4.1 The weather conditions during the entirety of the survey are displayed on attached figures 18/0379/W03, W10, W99. The departure runway which was used by any operations triggering the pre-set level at the noise monitoring locations is also shown on these figures. The locations of the weather monitoring equipment are shown on the attached site plan 18/0379/F1.

4.2 The data collected by the Noise Monitoring Terminal are imported directly into the airport’s noise and track keeping system, ANOMS1. This system also receives a radar feed directly from Air Traffic Control. All the data is processed including radar, noise, METAR and flight data. Operations that trigger a noise event are then correlated to individual aircraft movements, enabling the system to be interrogated for correlated aircraft noise events and background noise events. In addition to the correlated data, the ANOMS system was setup to also capture the height and lateral tracks of aircraft by means of a ‘Gate’.

4.3 Aircraft movements were established by use of this virtual gate above the monitoring position. Aircraft movements which passed through this gate from ground level up to 10,000 ft above

1 Airport Noise and Operations Monitoring System



the monitoring position with a horizontal deviation of 3,000 m to both sides of the position were recorded and correlated with any noise events which exceeded a trigger level of 55 dB(A). Further information on the gate is provided in Appendix A.

4.4 It can be seen from figures 18/0379/W03, W10, W99 that weather conditions varied over the course of the measurement period, with changes in wind direction leading to changes in the operational mode for aircraft departures and arrivals. Over the course of the measurements, analysis of data from the gate indicates that the majority (82%) of identified movements above the monitoring position were due to movements (both departures and arrivals) on Runway 04 (north-easterly direction). 1% of noted movements above the monitoring position were due to arrival operations on Runway 22 (south-westerly direction). Other movements noted (17%) were due to overflights associated with other airports and airfields or helicopters.

4.5 Aircraft movements were also established for all airport operations during the monitoring period. For comparison with the above noted movements, table T2 below sets out details of the runway use for the airport over the monitoring period obtained directly from NATS2. It can be seen that the percentage of movements above the monitor indicated by the gate analysis does not correlate well with the total runway use during the monitoring period indicated by the NATS data. Operations on Runway 04 have been determined to result in the majority of flyovers above this monitoring position, despite table T2 clearly showing that Runway 22 operations are the dominant airport movements in line with the prevailing weather conditions.

NATS Log Movements Percentage Movements Runway 04 Runway 22 Runway 04 Runway 22 July (30 Days) 7,473 11,535 40% 60% August (whole month) 2,481 17,103 13% 87% September whole month) 5,127 13,591 27% 73% Total (90 days) 15,081 42,229 26% 74%

T2 Runway Use Summary

4.6 In general, weather conditions were conducive to accurate measurement of typical noise conditions, with data recorded for both operating directions.

5 Measurement Results

5.1 Results of the LAeq, noise measurements at position P110 are presented in the attached figures:

5.2 18/0379/L1 sets out a comparison of the measured hourly LAeq,1h levels with LAeq,1h levels attributable solely to aircraft movements exceeding the pre-set trigger level as well as

2 National Air Traffic Services



‘community’ levels which are derived from a logarithmic subtraction of the aircraft level from the total measured level.

5.3 In addition to the above, noise indices relevant to various environmental and aircraft noise assessments have been calculated. The indices are set out in the attached 18/0379/SCH1 and are described below.

5.4 It is notable that these comparisons include the effect of non-Stansted related noise sources which may have exceeded the trigger level during an airplane pass by, and so are considered pessimistic.

5.5 In particular, it is important to note that the figures, and the analysis in this section, include overflights from the nearby Andrewsfield air field. These overflights have been identified and removed in later analysis of aircraft LAmax and N60/N70 levels. However, it was not possible to remove the data from the LAeq figures and indices analysis set out in 18/0379/SCH1 and 18/0379/L1.

LAeq,16h is the standard A-weighted continuous sound pressure level used to represent day time noise levels covering the period 0700h-2300h, as referenced in World Health Organisation guidance3 and BS8233:20144

Lday is the descriptor used under the European Environmental Noise Directive 2002 for the standard A-weighted continuous sound pressure level average across day time noise levels covering the period 0700h-1900h

Levening is the descriptor used under the European Environmental Noise Directive 2002 for the standard A-weighted continuous sound pressure level average across evening time noise levels covering the period 1900h-2300h

Lnight is the descriptor used under the European Environmental Noise Directive 2002 for the standard A-weighted continuous sound pressure level average across night time noise levels covering the period 2300h-0700h. It is equivalent to the LAeq,8h night time noise level referred to in WHO guidance and BS8233:2014.

Lden is a logarithmic composite of the Lday Levening, and Lnight levels, being corrected for time and with the Levening and Lnight levels subject to a 5 dB and 10 dB penalty respectively.

5.6 The following table presents a summary of the derived noise indices at the Stebbing measurement position, averaged over the duration of the survey.

5.7 Figures in the table are given as an average across all days, including those where there were no correlated aircraft movements. It can be seen that the average levels due to aircraft alone are low which is reflective of the ratio of runway 04 operations noted above this site during the monitoring period, these providing the dominant aircraft movements above this position.

3 WHO Guidelines for Community Noise, WHO headquarters 1999 4 BS8233:2014 Guidance on sound insulation and noise reduction for buildings



Level Average Levels as Measured (dB)

Average Levels with Aircraft Removed (dB)

Average Levels due to Aircraft Alone (dB)

LAeq,16h 49 46 42

Lday 50 47 42

Levening 42 40 17

Lnight 43 41 20

Lden 52 50 44

T3 Noise Indices Summary

6 N70 and N60 Analysis

6.1 In addition to the above indices the N70 (number of noise events due to aircraft exceeding 70 dB) and N60 levels were established. For this analysis it was possible to remove incidences which were not associated with Stansted Airport arrivals and departures. Therefore the analysis undertaken is considered more specific to Stansted related activities than that set out in Table T3 above, 18/0379/SCH1, and 18/0379/L1 attached.

6.2 The N70 was calculated by summing the number of aircraft incidences which caused the LAmax,S level between 0700h and 2300h to exceed 70dB. A similar exercise was carried out for a 60 dB limit between 2300h and 0700h to establish the N60. The following table summarises these results.

N70 (0700h-2300h) N60 (2300h-0700h) Total Daily Average Total Daily Average Total 837 9.2 (24.6) 325 3.9 (9.0) Daily Average Daily Max Nightly Average Nightly Max July (30 days) 13 (24) 42 5 (10) 17 August (whole month) 6 (31) 63 1 (4) 14 September (whole month) 9 (22) 48 4 (11) 16

T4 N70 and N60 Summary

6.3 The N60 and N70 numbers are provided as a period max, the maximum daily or nightly movements in any one period during each month, to represent the worst case movements.



Two averages are then provided. The daily or nightly average as presented are true averages over the entire period to provide a representation of the averaged impact at the location. An exclusive average is also provided in italicised brackets, giving an average of N incidences taking into consideration only days and nights where at least one N incident was recorded.

6.4 As part of the analysis audio recordings of the highest measured LAmax levels (those above 80 dB LAmax were examined in order to ensure these correlated with aircraft movements. Four events were identified which ascribed an LAmax level to an aircraft flyover where the controlling source was clearly not an aircraft. These events are noted below:

31 July; 11:30, 13:08 – Dog barking adjacent to monitor; 20 August; 10:26 – Engine (motorbike/quad bike) adjacent to monitor; 13 September; 14:03 – Siren;

6.5 These occurrences were removed from the above N70 and N60 analysis, and from the LAmax analysis presented below. However, the levels have not been removed from the above LAeq and daily noise index analysis as this calculation was undertaken automatically by the sound monitoring software. The analysis of the impact of aircraft noise upon the baseline ambient noise levels can therefore be considered pessimistic.

6.6 Additional correlated events are also likely to have occurred which may have been controlled by weather or local sources. Audio analysis was only undertaken for noise events with an LAmax,S level of 70 dB and greater. It is expected, therefore, that these numbers are pessimistic due to the inclusion of noise levels which may not be due to aircraft movements as noted above.

6.7 It is worth noting that with this pessimistic analysis the average daily N70 and N60 incidences are considered to be low; maps presenting such incidences in the vicinity of airports rarely indicate contours representing N values below 10, and where the analysis has been used for UK airports, ’25 events per day’ is typically the minimum contour.

7 Measurement Discussion

7.1 General Comments

7.1.1 The attached time history graph 18/0379/L1 sets out the hourly noise levels, with data processed in a manner that permits analysis of the influence on the prevailing ambient noise levels of aircraft operations.

7.1.2 It is worth noting that there are periods of elevated noise levels which do not correlate with Stansted arrival and departure aircraft movements, as per the events identified above. It should be noted that where LAeq attributable to aircraft only are plotted, the values include any flyovers associated with the nearby Andrewsfield airfield.

7.1.3 Further analysis of the measured data set out below in this section is undertaken on the basis of the individual aircraft events. Therefore, it has been possible to discern more clearly aircraft associated with Stansted. The analysis has been undertaken on the following basis:



All aircraft noise events confirmed not to be due to Stansted aircraft have been removed The four noise events highlighted above in Section 6.4 have been removed

7.1.4 Aside from these, no other noise events were removed from the analysis as a general principle as it was not possible to confirm that the noise level measured was not due to an overflying aircraft.

7.1.5 For example, where a flyover correlated with a local noise event which controlled the measured level, this event level, which may have been due to the local noise event, is attributed to the flyover.

7.1.6 The analysis is therefore considered pessimistic, but the approach is more robust than an analysis in which noise levels associated with such events were totally removed from the flyover data.

7.1.7 It can be seen from Table T3 above that on average there is an approximate 3dB difference between community noise indices with and without aircraft noise indicating a minor effect, at worst, on the overall noise climate due to aircraft movements.

7.2 N70 and N60

7.2.1 The following graphs set out the daily daytime N70 and night time N60 results from the analysis, with non-Stansted arrival and departure aircraft events removed where possible:



7.2.2 It is worth noting that while the elevated levels have been correlated with aircraft movements timing wise this does not absolutely confirm that the noise levels have been caused by aircraft movements.

7.3 N60 and N70 Variations

7.3.1 In order to examine the aircraft flyovers in more detail the night time 60 dB LAmax and day time 70 dB LAmax levels were analysed in a manner that deviates from the standard N60 and N70 analysis. Firstly, the exceedances of 60 dB LAmax was analysed during the night time ‘shoulder periods’ of 23h00 to 23h030 and 06h00 to 07h00. This index is referred to as N60’ in the following figures.





7.3.2 It can be seen within the above figures, and from comparison of the N60’ figures with the N60 figures in Section 7.2, that the majority of night time exceedances of 60 dB LAmax occur between 06h00 and 07h00.

7.3.3 A second analysis has been undertaken with reference to the existing permitted flying hours at Stansted airport, with operations being allowed as standard between 06h00 and 23h30 and operations outside of these hours being subject to a night time quota.

7.3.4 The number of exceedances of 70 dB LAmax during the standard hours are referred to as N70* in the figures below while the number of exceedances of 60 dB LAmax during the night time hours of 23h30 to 06h00 are referred to as N60*.

7.3.5 It must be emphasised that while the analyses of the number of flights above 70dB and 60dB during non-standard periods provides useful information on the distribution of noise events throughout a full 24-hour day, the numerical results cannot easily be interpreted with regard to the community response. It is for this reason that current guidance from the CAA, whether established as in CAP 7255 or draft as in CAP 15206, does not recommend the inclusion of such analyses when assessing the noise effects of airspace changes at UK airports.

5 CAA Guidance on the Application of the Airspace Change Process, CAP 725: March 2016 6 CAP 1520: CAA Draft airspace design guidance, draft for consultation: March 2017



7.4 Noise Events by Aircraft Type

7.4.1 The following graph shows the number of identified aircraft movements during the monitoring period, with non-Stansted arrival and departure aircraft events removed where possible. It can be seen that aircraft type 73H (Boeing 737-800) undertakes the overwhelming majority of flights at this airport that result in noise events at this site. Type 319 (Airbus 319) is the next most common aircraft.



7.4.2 The graph below sets out the average and highest LAmax level measured during flyovers attributed to the various aircraft. There is, inevitably, variation in the maximum levels generated with the Boeing 747-400 Freighter leading to the highest LAmax flyover level at 81.6dB, and a number of smaller aircraft generating LAmax flyover levels typically in the order of 60-75dB.



7.5 Noise Level Frequency Distribution

7.5.1 The graph below sets out the frequency distribution of LAmax levels measured during correlated flyovers at this location, with non-Stansted arrival and departure aircraft events removed where possible. Analysis of the distribution shows that 83% of flyovers fall in the 65-72 dB LAmax range.

7.6 Aircraft Maximum Noise Levels

7.6.1 The following graphs show the highest and average measured LAmax levels at P110 during the monitoring period, with non-Stansted arrival and departure aircraft events removed where possible. Breaks in the data are due to there being no correlated aircraft flyovers with noise events exceeding 55 dB(A).

7.6.2 The range of levels is consistent with what is shown in the graph in paragraph 7.4.2 above, with 30th August having a highest LAmax flyover level of 81.6 dB while 16th July has a highest LAmax flyover level of just under 58 dB.



7.7 Noise Events Throughout the Day

7.7.1 The following graphs provide a breakdown of the aircraft events measured during the 90-day monitoring period in terms of number of aircraft and in terms of highest and average LAmax level measured during correlated events, with non-Stansted arrival and departure aircraft events removed where possible. It can be seen that 06:00-10:00 and 19:00-21:00 are the busiest



periods, while the average LAmax,S level remains quite constant at approximately 67-69 dB LAmax,S

during daytime hours.



7.8 Aircraft Location

7.8.1 The following graphs set out the variation in measured LAmax level with aircraft height and deviation from the gate centre point during flyovers, the gate being centred over the measurement position, with non-Stansted arrival and departure aircraft events removed where possible. Further information on the gate is set out in the attached Appendix A.



7.8.2 It can be seen from the above that there is not a strong correlation between aircraft height or deviation from gate centre and measured LAmax level. It can also be seen that the majority of flyovers occur to the right of the gate. Gate position and geometry is shown in the attached Appendix A.

7.9 Weather and Runway Use

7.9.1 Due to the prevailing weather conditions, Runway 22 is in use the majority of the time at Stansted Airport as can be seen from the attached weather and runway use figures.

7.9.2 Runway 22 was in use approximately 74% of the time during monitoring while Runway 04 was in use approximately 26% of the time. The split of gate penetrations above this monitoring position, as described in Appendix A below, was 1% associated with Runway 22 arrivals and 99% associated with Runway 04 departures when all other flyovers were removed from the analysis.

7.9.3 It can therefore be seen that use of Runway 04 has a more notable effect on this location, due to the routing of aircraft using this runway causing them to be closer to the noise monitor. It should be noted however, that when Runway 04 is being used the occurrence of N60 and N70 events remain relatively low. To ensure sufficient analysis of levels from the lesser used (but having greater effect on this location) Runway 04, a number of the above figures are reset below showing only data collected during Runway 04 movements.





7.9.4 It can be seen from the above that noise levels during Runway 04 correlated events are equivalent to the typical levels measured over the entirety of the survey. Therefore, it can be taken that the data presentation methodology used in this report suitably indicates the effect of Runway 04 movements on the measurement position.



8 Conclusions

8.1 Noise levels have been measured over an extended period at two locations to the north and west of Stansted Airport. During the period, aircraft operated on south-westerly (Runway 22) movements for the majority of the time at 81% of movements, with 19% of movements on the north-easterly Runway 04. This reflects the prevailing weather conditions at Stansted. Conversely, Runway 04 departures accounted for 82% of noted aircraft movements above the monitoring position. Runway 22 arrivals accounted for 1% of noted aircraft movements above the monitoring position. Other overflight and helicopter movements accounted for the remainder of correlated events.

8.2 The measurements indicate that at Stebbing the prevailing daytime noise levels are 49 dB LAeq,16h on average and the analysis indicates a minor influence by aircraft movements. It is worth noting that this level sits below the Lowest Observed Adverse Effect Level of 51 dB LAeq,16h contained in Government policy and well below the WHO guideline limit for external amenity areas of 55 dB LAeq,16h.

8.3 Average daily N60 and N70 events which have been correlated with aircraft movements are seen to sit below a level where impact would typically be considered. Additional visual representations of LAmax levels during correlated aircraft flyovers are provided for reference.

End of Section

W

Weather Monitoring Location

Figure Key

Noise Monitoring Location:

P110

Stebbing

P110

W3

W99

W10

Andrewsfield

Air Field

Title:

Cole Jarman Limitedt +44 (0)1932 829007 f +44 (0)1932 829003

John Cree House, 24B High Street, Addlestone, Surrey KT15 1TNe [email protected] w www.colejarman.com

Project:

Date:

Scale:

North

Revision:

Figure 18/0379/F1

Site Plan showing noise andweather monitoring locations

Stansted Airport Monitoring 2018

October 2018 -

Not to scale

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LAeq Time History at Position Stebbing, 30 July to 6 August 2018

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LAeq Time History at Position Stebbing, 27 August to 3 September 2018

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LAeq Time History at Position Stebbing, 3 to 10 September 2018

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LAeq Time History at Position Stebbing, 24 September to 1 October 2018

Schedule 18/0379/SCH1

Page 1 of 9 Stansted Airport Noise Monitoring 2018

Noise Levels at Stebbing (P110) as Measured

Period LAeq,16h

i LDayii LEvening

iii LNightiv Lden

v Average 49 50 42 43 52 2-3 July - - 51.9 44.7 - 3-4 July 52.4 52.6 51.8 46.8 55.2 4-5 July 52.9 53.8 47.6 41.3 52.9 5-6 July 49.4 48.9 50.8 48.7 55.4 6-7 July 54.0 54.5 52.1 43.0 54.7 7-8 July 50.6 50.9 49.7 49.4 56.0 8-9 July 52.6 52.9 51.6 50.0 57.1 9-10 July 52.6 52.4 53.3 48.6 56.4 10-11 July 52.8 53.3 50.4 46.0 54.7 11-12 July 52.2 52.2 51.9 47.6 55.5 12-13 July 52.7 52.5 53.1 47.9 56.0 13-14 July 52.9 53.0 52.4 39.0 53.4 14-15 July 45.4 46.3 40.3 37.7 46.7 15-16 July 42.1 42.8 38.7 41.2 47.6 16-17 July 42.5 43.2 39.5 41.5 47.9 17-18 July 43.0 43.7 39.4 39.1 46.4 18-19 July 43.1 43.8 39.7 39.4 46.6 19-20 July 44.1 44.6 42.1 39.8 47.4 20-21 July 53.9 55.1 40.3 44.8 54.3 21-22 July 52.7 53.9 41.9 49.2 56.1 22-23 July 50.6 50.0 52.0 39.9 52.2 23-24 July 53.4 54.6 38.6 40.4 52.7 24-25 July 43.1 43.9 38.6 49.9 55.3 25-26 July 49.6 50.8 40.3 50.5 56.4 26-27 July 47.5 48.4 41.3 46.2 52.6 27-28 July 48.9 49.9 42.4 42.9 50.9 28-29 July 51.0 52.0 43.9 41.9 51.6 29-30 July 52.9 54.1 39.8 40.2 52.3 30-31 July 44.2 45.2 38.5 51.5 56.9 31-1 August 61.8 63.1 36.4 38.4 60.2 1-2 August 51.1 52.2 41.9 38.0 50.5 2-3 August 43.0 44.0 36.8 40.6 47.3 3-4 August 45.3 44.6 46.9 57.0 62.3 4-5 August 56.2 57.2 49.6 40.6 55.4 5-6 August 46.5 47.6 37.9 40.7 48.5 6-7 August 42.6 43.5 36.8 41.7 48.0 7-8 August 43.6 44.3 40.4 41.9 48.5 8-9 August 44.9 45.9 38.9 39.5 47.3 9-10 August 50.1 51.3 40.4 42.3 51.1 10-11 August 46.7 47.8 38.5 34.6 46.4 11-12 August 48.9 50.0 39.9 39.1 49.2



Period LAeq,16h

i LDayii LEvening

iii LNightiv Lden

v 12-13 August 47.4 48.1 44.6 39.9 49.0 13-14 August 49.4 50.5 38.8 38.9 49.3 14-15 August 47.8 49.0 37.7 40.4 49.0 15-16 August 45.0 46.0 38.4 40.7 48.0 16-17 August 47.5 48.6 35.4 38.3 47.8 17-18 August 47.5 48.2 43.9 39.1 48.6 18-19 August 44.6 45.1 42.8 48.0 53.7 19-20 August 45.8 46.9 38.0 39.5 47.6 20-21 August 49.9 51.0 39.4 38.6 49.6 21-22 August 44.6 45.7 37.3 44.2 50.4 22-23 August 43.6 44.6 37.2 39.5 46.7 23-24 August 44.5 45.4 39.5 41.1 48.1 24-25 August 48.8 49.9 40.2 39.5 49.2 25-26 August 44.8 45.7 39.7 38.6 46.8 26-27 August 46.6 47.7 38.1 38.3 47.4 27-28 August 44.7 45.9 34.2 38.5 46.5 28-29 August 50.9 52.1 35.5 40.4 50.8 29-30 August 50.8 51.0 50.2 50.3 56.8 30-31 August 53.6 54.6 47.4 50.6 57.4 31-1 September 55.5 56.4 50.1 39.3 54.8 1-2 September 57.8 59.0 38.4 37.9 56.2 2-3 September 49.9 49.7 50.5 49.8 56.3 3-4 September 54.5 55.6 46.9 48.0 56.2 4-5 September 51.1 52.0 46.0 50.3 56.6 5-6 September 52.4 53.1 48.9 50.4 57.1 6-7 September 48.0 49.1 38.9 41.3 49.5 7-8 September 45.5 46.7 35.7 39.7 47.5 8-9 September 46.6 47.7 37.2 38.4 47.4 9-10 September 53.9 55.1 36.0 39.2 52.8 10-11 September 44.2 45.0 40.7 45.0 51.1 11-12 September 44.4 45.4 38.4 51.1 56.5 12-13 September 52.6 53.6 45.6 40.9 52.4 13-14 September 44.4 45.4 37.1 41.0 47.9 14-15 September 43.0 43.9 38.1 42.2 48.5 15-16 September 45.4 46.5 37.4 40.3 47.8 16-17 September 53.0 54.2 37.9 40.1 52.3 17-18 September 45.9 46.7 41.1 46.8 52.8 18-19 September 48.9 50.1 39.5 41.5 50.1 19-20 September 53.2 54.4 39.4 42.2 53.0 20-21 September 51.6 51.2 52.4 53.8 59.8 21-22 September 52.2 53.4 38.6 40.1 51.7 22-23 September 47.4 47.4 47.2 51.8 57.5 23-24 September 53.9 54.8 48.8 43.3 54.2 24-25 September 51.8 52.6 47.8 51.2 57.5



Period LAeq,16h

i LDayii LEvening

iii LNightiv Lden

v 25-26 September 46.5 47.7 36.2 41.8 49.1 26-27 September 42.6 43.7 34.7 41.9 48.1 27-28 September 44.5 44.1 45.6 49.9 55.5 28-29 September 52.3 53.3 47.0 51.0 57.4 29-30 September 47.6 48.7 38.0 34.2 46.9

i Equivalent continuous sound pressure level (LAeq) over the 16-hour day period of 0700h to 2300h ii Equivalent continuous sound pressure level (LAeq) over the 12-hour day period of 0700h to 1900h iii Equivalent continuous sound pressure level (LAeq) over the 4-hour evening period of 1900h to 2300h iv Equivalent continuous sound pressure level (LAeq) over the 8-hour night period of 2300h to 0700h v Composite level to represent single day with weighting to represent impact during evening and night time periods



Community Noise Levels at Stebbing (P110) – Aircraft Incidences Removed

Period LAeq,16h

vi LDayvii LEvening

viii LNightix Lden

x Average 46 47 40 41 50 2-3 July - - 48.2 43.2 - 3-4 July 45.3 45.8 43.3 40.7 48.4 4-5 July 46.5 46.1 47.6 41.3 49.8 5-6 July 48.0 48.8 43.4 42.4 50.3 6-7 July 48.1 49.1 42.5 42.7 50.5 7-8 July 49.5 50.6 39.9 43.1 51.2 8-9 July 44.9 45.7 40.8 44.6 50.8 9-10 July 43.1 43.5 41.5 41.4 48.1 10-11 July 45.8 46.7 40.7 41.7 49.0 11-12 July 44.1 44.5 42.3 43.1 49.6 12-13 July 44.0 44.2 43.1 40.2 47.7 13-14 July 44.0 44.4 42.4 38.5 46.7 14-15 July 45.0 45.9 40.3 37.7 46.5 15-16 July 41.4 42.0 38.7 41.2 47.5 16-17 July 42.0 42.5 39.5 41.5 47.8 17-18 July 42.7 43.4 39.4 39.1 46.3 18-19 July 41.5 42.2 38.6 39.4 46.1 19-20 July 43.6 44.1 42.1 39.8 47.3 20-21 July 53.8 55.1 39.9 39.3 52.9 21-22 July 51.0 52.1 42.0 39.0 50.6 22-23 July 43.8 44.4 41.6 39.9 47.3 23-24 July 53.4 54.6 38.6 40.4 52.7 24-25 July 42.7 43.5 38.6 40.4 47.1 25-26 July 43.1 43.9 38.4 42.9 49.1 26-27 July 44.2 44.9 41.2 46.2 52.1 27-28 July 49.0 50.0 42.4 42.9 50.9 28-29 July 51.2 52.3 43.9 41.9 51.7 29-30 July 52.9 54.1 39.8 40.2 52.3 30-31 July 44.1 45.1 38.5 51.8 57.2 31-1 August 60.8 62.1 36.0 38.4 59.2 1-2 August 48.9 50.0 41.5 38.0 48.9 2-3 August 42.7 43.6 36.8 40.6 47.2 3-4 August 43.1 44.0 38.6 56.3 61.6 4-5 August 53.5 54.7 44.0 38.3 52.6 5-6 August 46.2 47.3 37.9 40.7 48.4 6-7 August 42.2 43.1 36.8 41.6 47.8 7-8 August 43.2 43.8 40.3 41.9 48.4 8-9 August 45.0 45.9 38.9 39.5 47.3 9-10 August 46.2 47.2 40.4 42.2 49.4



Period LAeq,16h

vi LDayvii LEvening

viii LNightix Lden

x 10-11 August 46.6 47.7 38.5 34.6 46.3 11-12 August 45.1 46.0 39.9 39.1 47.2 12-13 August 47.2 47.8 44.7 39.9 48.9 13-14 August 49.4 50.6 38.8 38.9 49.4 14-15 August 47.1 48.2 37.7 40.4 48.6 15-16 August 45.0 46.0 38.4 40.7 48.0 16-17 August 47.7 48.9 35.4 38.3 48.0 17-18 August 47.3 48.0 43.9 39.1 48.5 18-19 August 44.6 45.0 42.7 48.1 53.8 19-20 August 45.7 46.7 38.0 39.5 47.5 20-21 August 48.9 50.1 38.8 38.6 49.0 21-22 August 44.1 45.1 37.2 44.2 50.3 22-23 August 43.5 44.4 37.2 39.5 46.7 23-24 August 44.1 44.9 39.5 40.9 47.9 24-25 August 48.8 49.9 40.2 39.5 49.2 25-26 August 44.5 45.4 39.7 38.4 46.6 26-27 August 46.2 47.3 38.1 38.3 47.2 27-28 August 44.0 45.1 34.2 38.5 46.1 28-29 August 50.2 51.4 35.5 40.3 50.3 29-30 August 44.6 45.5 39.1 39.6 47.2 30-31 August 46.2 47.2 39.6 41.0 48.6 31-1 September 51.4 52.6 39.9 39.3 51.0 1-2 September 57.5 58.8 38.4 37.9 56.1 2-3 September 47.0 48.1 38.9 40.8 48.8 3-4 September 50.4 51.6 37.9 40.6 50.6 4-5 September 44.5 45.0 42.5 41.4 48.5 5-6 September 44.5 45.2 41.4 40.4 47.8 6-7 September 44.0 44.9 38.9 41.3 48.1 7-8 September 45.0 46.1 35.7 39.8 47.3 8-9 September 46.7 47.8 37.2 38.4 47.5 9-10 September 52.8 54.1 36.0 39.2 52.0 10-11 September 43.7 44.4 40.5 43.7 49.9 11-12 September 44.3 45.3 38.4 42.0 48.7 12-13 September 42.7 43.7 37.4 40.9 47.5 13-14 September 42.1 43.0 37.1 40.9 47.3 14-15 September 42.9 43.8 38.1 42.2 48.5 15-16 September 45.2 46.2 37.4 40.3 47.7 16-17 September 53.1 54.3 37.9 40.1 52.4 17-18 September 45.7 46.5 41.1 46.9 52.8 18-19 September 49.1 50.2 39.5 41.5 50.2 19-20 September 53.5 54.7 39.4 42.1 53.1 20-21 September 51.7 51.4 52.7 54.1 60.1 21-22 September 52.2 53.4 38.6 40.1 51.7 22-23 September 45.3 46.1 40.8 44.3 50.7



Period LAeq,16h

vi LDayvii LEvening

viii LNightix Lden

x 23-24 September 47.8 48.9 39.0 40.3 49.0 24-25 September 42.6 43.5 38.0 43.2 49.3 25-26 September 42.8 43.8 36.2 41.8 48.1 26-27 September 41.6 42.6 34.7 41.9 47.9 27-28 September 42.8 43.5 40.0 40.9 47.6 28-29 September 44.2 45.2 37.7 44.4 50.5 29-30 September 43.3 44.2 38.0 34.2 44.0

vi Equivalent continuous sound pressure level (LAeq) over the 16-hour day period of 0700h to 2300h vii Equivalent continuous sound pressure level (LAeq) over the 12-hour day period of 0700h to 1900h viii Equivalent continuous sound pressure level (LAeq) over the 4-hour evening period of 1900h to 2300h ix Equivalent continuous sound pressure level (LAeq) over the 8-hour night period of 2300h to 0700h x Composite level to represent single day with weighting to represent impact during evening and night time periods



Aircraft Noise Levels at Stebbing (P110) – Aircraft Incidences only

Period LAeq,16h

xi LDayxii LEvening

xiii LNightxiv Lden

xv Average 42 42 17 20 44 2-3 July - - - 44.8 - 3-4 July 51.4 51.5 51.2 46.8 54.8 4-5 July 53.0 53.4 33.1 - - 5-6 July 48.2 34.1 49.9 50.5 56.3 6-7 July 52.8 53.1 51.5 40.9 53.4 7-8 July 46.8 43.2 49.1 52.5 58.1 8-9 July 52.1 52.1 52.4 52.8 59.1 9-10 July 52.1 51.7 53.0 50.7 57.6 10-11 July 52.1 52.3 51.0 48.1 55.6 11-12 July 51.4 51.4 51.5 47.7 55.3 12-13 July 52.0 51.8 52.6 49.1 56.5 13-14 July 52.2 52.3 52.0 34.3 52.5 14-15 July 37.5 37.5 - - - 15-16 July 37.8 37.8 - 31.1 - 16-17 July 37.2 37.2 - - - 17-18 July 36.4 36.4 - - - 18-19 July 40.4 40.5 39.2 - - 19-20 July 41.5 41.5 - - - 20-21 July 38.3 38.9 35.8 52.3 57.6 21-22 July 50.6 50.6 - 52.9 - 22-23 July 50.1 49.4 51.6 - - 23-24 July 41.8 41.8 - - - 24-25 July 36.9 36.9 - 52.3 - 25-26 July 51.1 51.5 41.8 52.7 58.4 26-27 July 50.6 50.6 - 40.3 - 27-28 July 36.2 36.2 - - - 28-29 July 37.3 37.3 - - - 29-30 July - - - 29.5 - 30-31 July 37.6 37.6 - 39.6 - 31-1 August 59.3 60.1 31.2 - - 1-2 August 49.8 50.3 36.4 - - 2-3 August 35.8 35.8 - - - 3-4 August 42.8 37.8 46.2 53.2 58.6 4-5 August 53.6 53.9 51.2 45.6 55.0 5-6 August 38.7 38.7 - - - 6-7 August 37.2 37.2 - - - 7-8 August 36.9 36.9 - - - 8-9 August 33.8 33.8 - - - 9-10 August 50.9 50.9 - 33.7 - 10-11 August 39.2 39.2 - - -



Period LAeq,16h

xi LDayxii LEvening

xiii LNightxiv Lden

xv 11-12 August 49.0 49.0 - - - 12-13 August 40.0 40.0 - - - 13-14 August 31.8 31.8 - - - 14-15 August 44.9 44.9 - - - 15-16 August - - - - - 16-17 August - - - - - 17-18 August 40.1 40.1 - - - 18-19 August 35.5 35.5 - - - 19-20 August 40.2 40.2 - - - 20-21 August 45.6 46.6 32.9 - - 21-22 August 39.6 39.6 - 31.4 - 22-23 August 36.1 36.1 - - - 23-24 August 40.0 40.0 - 36.0 - 24-25 August 34.5 34.5 - - - 25-26 August 37.3 37.3 - 31.0 - 26-27 August 43.1 43.1 - - - 27-28 August 39.4 39.4 - - - 28-29 August 47.9 47.9 - - - 29-30 August 51.2 51.3 51.0 52.8 58.9 30-31 August 53.1 53.8 47.9 53.1 59.2 31-1 September 53.4 54.2 49.7 - - 1-2 September 51.2 51.2 - - - 2-3 September 48.5 47.1 50.2 53.5 59.2 3-4 September 52.7 53.4 47.5 49.1 56.1 4-5 September 51.0 51.1 49.3 52.7 58.6 5-6 September 52.2 52.4 51.1 52.0 58.3 6-7 September 50.8 50.8 - - - 7-8 September 39.8 39.8 - - - 8-9 September 33.5 33.5 - - - 9-10 September 54.8 54.8 - - - 10-11 September 39.0 39.0 - 48.2 - 11-12 September 35.7 35.7 - 54.8 - 12-13 September 53.0 53.1 50.8 - - 13-14 September 45.4 45.4 - 35.9 - 14-15 September 33.6 33.6 - - - 15-16 September 39.0 39.0 - - - 16-17 September 41.9 41.9 - - - 17-18 September 38.9 38.9 - - - 18-19 September - - - - - 19-20 September 43.9 43.9 - - - 20-21 September 27.6 27.6 - - - 21-22 September 45.7 45.7 - - - 22-23 September 48.3 47.8 49.0 54.0 59.6 23-24 September 52.9 53.7 48.3 49.4 56.5



Period LAeq,16h

xi LDayxii LEvening

xiii LNightxiv Lden

xv 24-25 September 51.5 52.4 47.2 53.5 59.3 25-26 September 49.2 49.2 - - - 26-27 September 39.3 39.3 - - - 27-28 September 42.1 39.4 44.1 52.3 57.7 28-29 September 51.9 52.5 47.5 54.3 60.1 29-30 September 48.5 48.5 - - -

xi Equivalent continuous sound pressure level (LAeq) over the 16-hour day period of 0700h to 2300h xii Equivalent continuous sound pressure level (LAeq) over the 12-hour day period of 0700h to 1900h xiii Equivalent continuous sound pressure level (LAeq) over the 4-hour evening period of 1900h to 2300h xiv Equivalent continuous sound pressure level (LAeq) over the 8-hour night period of 2300h to 0700h xv Composite level to represent single day with weighting to represent impact during evening and night time periods

0

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315

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10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

310

2/0

7 0

0:0

0

02/0

7 0

8:0

0

02/0

7 1

6:0

0

03/0

7 0

0:0

0

03/0

7 0

8:0

0

03/0

7 1

6:0

0

04/0

7 0

0:0

0

04/0

7 0

8:0

0

04/0

7 1

6:0

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05/0

7 0

0:0

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05/0

7 0

8:0

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05/0

7 1

6:0

0

06/0

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0

06/0

7 0

8:0

0

06/0

7 1

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07/0

7 0

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0

07/0

7 0

8:0

0

07/0

7 1

6:0

0

08/0

7 0

0:0

0

08/0

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8:0

0

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09/0

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Measurement Date

Mean Wind Speed (km/h) Precipitation (in/h)

Runway Direction Wind Direction (deg)Data at Weather Station 03, 2 to 9 July 2018

Figure

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/03

78

/W0

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Southwesterly Operations (Runway 22)

Northeasterly Operations (Runway 04)

Stansted Airport

0

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315

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0

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10

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22

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29

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310

9/0

7 0

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10/0

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7 0

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7 0

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7 0

8:0

0

11/0

7 1

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12/0

7 0

0:0

0

12/0

7 0

8:0

0

12/0

7 1

6:0

0

13/0

7 0

0:0

0

13/0

7 0

8:0

0

13/0

7 1

6:0

0

14/0

7 0

0:0

0

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7 0

8:0

0

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7 1

6:0

0

15/0

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16/0

7 0

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Pre

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Win

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(km

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Measurement Date



Figure

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/03

78

/W0

3B



Stansted Airport

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Figure

18

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78

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3C



Stansted Airport

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Figure

18

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78

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3D



Stansted Airport

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Runway Direction Wind Direction (deg)Data at Weather Station 03, 30 July to 6 August 2018

Figure

18

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78

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3E



Stansted Airport

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Runway Direction Wind Direction (deg)Data at Weather Station 03, 6 to 13 August 2018

Figure

18

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78

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3F



Stansted Airport

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Figure

18

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78

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3G



Stansted Airport

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Figure

18

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78

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3H



Stansted Airport

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Runway Direction Wind Direction (deg)Data at Weather Station 03, 27 August to 3 September 2018

Figure

18

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78

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3I



Stansted Airport

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Runway Direction Wind Direction (deg)Data at Weather Station 03, 3 to 10 September 2018

Figure

18

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78

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3J



Stansted Airport

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Figure

18

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78

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3K



Stansted Airport

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Figure

18

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78

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3L



Stansted Airport

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Runway Direction Wind Direction (deg)Data at Weather Station 03, 24 September to 1 October 2018

Figure

18

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78

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3M



Stansted Airport

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Figure

18

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78

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0A



Stansted Airport

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Figure

18

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78

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0B



Stansted Airport

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Page 25 Stansted Airport, 110 Stebbing Glossary of Acoustic Terms Report 18/0379/R1/0 // 5 October 2018

Glossary of Acoustic Terms

LAeq:

The notional steady sound level (in dB) which over a stated period of time, would have the same A-weighted acoustic energy as the A-weighted fluctuating noise measurement over that period. Values are sometimes written using the alternative expression dB(A) Leq.

LAmax:

The maximum A-weighted sound pressure level recorded over the period stated. LAmax is sometimes used in assessing environmental noise when occasional loud noises occur, which may have little effect on the LAeq noise level. Unless described otherwise, LAmax is measured using the “slow” sound level meter response.

LA10 & LA90:

If non-steady noise is to be described, it is necessary to know both its level and degree of fluctuation. The LAn indices are used for this purpose. The term refers to the A-weighted level (in dB) exceeded for n% of the time specified. LA10 is the level exceeded for 10% of the time and as such gives an indication of the upper limit of fluctuating noise. Similarly LA90 gives an indication of the lower levels of fluctuating noise. It is often used to define the background noise.

LA10 is commonly used to describe traffic noise. Values of dB LAn are sometimes written using the alternative expression dB(A) Ln.

LAX, LAE or SEL

The single event noise exposure level which, when maintained for 1 second, contains the same quantity of sound energy as the actual time varying level of one noise event. LAX values for contributing noise sources can be considered as individual building blocks in the construction of a calculated value of LAeq for the total noise. The LAX term can sometimes be referred to as Exposure Level (LAE) or Single Event Level (SEL).

End of Section


Page 26 Stansted Airport, 110 Stebbing Appendix A Report 18/0379/R1/0 // 5 October 2018

Appendix A

Gate Penetration Information for P110 Stebbing

The following graph sets out the height and lateral position of aircraft passing through the gate above the measurement position at Stebbing.


Page 27 Stansted Airport, 110 Stebbing Appendix A Report 18/0379/R1/0 // 5 October 2018

The following images set out the gate location at Stebbing. The gate was centred above the monitor locations and was set to capture any movements associated with Stansted Airport from ground level to 10,000ft with a width of 6,000m (i.e. gate penetration is ± 3,000m.

End of Section

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