IMPORTANT DISCLAIMER
COPYRIGHT
This Noise Management Strategies
document has been prepared as a
public information initiative by the
contributor organisations for the
benefit of the community of SouthEast Queensland. While all care has
been taken in compiling this Noise
Management
Strategies,
the
contributing organisations accept no
liability whatsoever to any person who
in any way relies on any information
contained in this document, whether
arising in negligence, breach of
statutory duty or otherwise.
Copyright of this document vests in the
contributor
organisations
including
Brisbane Airport Corporation Limited,
Airservices Australia and Qantas Airways
Limited. No person shall reproduce this
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inquiries regarding this matter should be
addressed to the Publisher, Noise
Management Strategies care of Brisbane
Airport Corporation.
Brisbane Airport
Noise Management Strategies
Brisbane Airport
2003 Noise Management Strategies
Version 1 - December 2003
2003 Noise Management Strategies
Brisbane Airport
FOREWORD
It is with great pleasure that I present Brisbane Airport Noise Management Strategies.
This document is not only an informational and educational tool for people wanting to know
more about aircraft noise, it also brings together for the first time an integrated description of
the many initiatives in place at Brisbane Airport to minimise the impacts of noise generated by
airport activity.
As one of Australia’s first privatised airports, BAC is proud of its record of achievement to date in
setting and achieving the highest environmental and community relations standards. We are
fortunate to boast a geographical location so close to the Brisbane CBD and suburbs, yet with
arguably the best buffer zones of an Australian airport to preserve the amenity of this important
surrounding community.
Through our partnership with Air Services Australia and our commitment to community
consultation, a priority for BAC is to balance the needs of an ever-expanding international
airport servicing the fastest growing region in Australia, with the amenity, liveability and
environmental health of the local community. Brisbane Airport and its stakeholders are
committed to ensuring the best outcomes through a win-win approach, and I believe this
document is a significant tool in helping ensure we get this partnership approach right.
Brisbane Airport
Noise Management Strategies
It is our belief that Brisbane Airport Noise Management Strategies will help foster a greater
awareness and understanding of how noise is created, how it is managed, how issues relating
to noise are handled, and who is responsible for noise from both a legal and community
relations perspective. Through this document, we hope to build on the many great initiatives
that we have already undertaken at Brisbane Airport and to meet our broader commitment to
responsible environmental practice in all aspects of the Airport’s operations.
Koen CE Rooijmans
CEO and Chief Executive Officer and Managing Director
Brisbane Airport Corporation Limited
2003 Noise Management Strategies
Brisbane Airport
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Noise Management Strategies
TABLE OF CONTENTS
PURPOSE AND STRUCTURE OF THE DOCUMENT ........................................................................ 1
1
SETTING THE SCENE ..................................................................................................................... 3
1.1
AIRCRAFT NOISE ..................................................................................................... 3
1.1.1
Factors which influence annoyance levels of aircraft noise................................................. 3
1.1.2
How is aircraft noise generated?.......................................................................................... 4
1.1.3
How is noise measured generally? ....................................................................................... 4
1.1.4
How is aircraft noise measured and described?................................................................... 6
1.1.5
Land use planning contours as noise descriptors................................................................. 6
The ANEF ............................................................................................................................................6
The ANEI.............................................................................................................................................8
The ANEC............................................................................................................................................8
1.1.6
Other aircraft noise descriptors............................................................................................ 9
Flight Path Maps...................................................................................................................................9
Flight Path Movement Charts ...............................................................................................................14
Respite Charts.....................................................................................................................................15
Single Event Contours .........................................................................................................................15
N70 Contour.......................................................................................................................................16
1.1.7
Best use of noise descriptors............................................................................................... 17
1.1.8
Technical noise descriptors................................................................................................. 17
1.2
LEGISLATIVE RESPONSIBILITIES FOR AIRCRAFT NOISE ......................................................... 17
1.2.1
ICAO ................................................................................................................................... 19
1.2.2
Commonwealth implementation of ICAO recommendations.............................................. 19
Airline/Aircraft Operators ....................................................................................................................20
AirServices Australia’s Responsibilities ................................................................................................20
Airport Owners ...................................................................................................................................21
Local Planning Agencies......................................................................................................................22
1.3
AIR TRAFFIC MANAGEMENT IN AUSTRALIA ..................................................................... 22
1.3.1
Environmental considerations for air traffic management................................................. 23
1.3.2
Operational considerations for air traffic management ..................................................... 23
1.4
2
TECHNOLOGICAL ADVANCES RESULTING IN REDUCED AIRCRAFT NOISE .................................. 24
1.4.1
Engine design improvements............................................................................................... 24
1.4.2
Hushkitting.......................................................................................................................... 26
CURRENT NOISE MANAGEMENT STRATEGIES AT BRISBANE AIRPORT .................. 27
2.1
2.1.1
RUNWAY SYSTEM AT BRISBANE AIRPORT ....................................................................... 27
2.2
How weather can affect noise impacts................................................................................ 29
AIR TRAFFIC MANAGEMENT PRACTICES IN PLACE FOR BRISBANE TO REDUCE NOISE .................... 29
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Noise abatement procedures................................................................................................30
Preferred Runways.............................................................................................................................. 30
Preferred Flight Paths.......................................................................................................................... 30
Climb and Descent Procedures............................................................................................................. 31
2.2.2
2.3
Airservices compliance audits .............................................................................................31
3
AIRCRAFT NOISE IMPROVEMENTS AT BRISBANE AIRPORT .....................................................32
2.3.1
Phase out of older noisier aircraft.......................................................................................32
2.3.2
Noise exposure improvements .............................................................................................32
2.4
WHAT ARE THE CROSS-CHECKS FOR THE COMMUNITY?.....................................................35
2.5
NOISE COMPLAINTS ...............................................................................................37
2.6
AIRCRAFT GROUND RUNNING ...................................................................................37
2.7
STATE PLANNING INITIATIVES ....................................................................................38
WHERE ARE WE GOING WITH NOISE MANAGEMENT? ...................................................41
3.1
NEW PARALLEL RUNWAY ..........................................................................................41
3.1.1
New runway orientation.......................................................................................................41
3.1.2
Why is a new runway needed?.............................................................................................42
3.1.3
How was BAC’s preferred runway location selected?........................................................43
3.2
WILL INCREASED AIR TRAFFIC MEAN MORE NOISE FOR BRISBANE RESIDENTS?..............................45
3.2.1
Noise in close proximity to the Airport................................................................................45
3.2.2
Noise from flights tracking over residential Brisbane.........................................................46
3.3
FUTURE AIRCRAFT DESIGN TRENDS ..............................................................................48
3.3.1
Engine technology trends.....................................................................................................48
3.3.2
Will new large aircraft mean more noise?..........................................................................48
3.4
TECHNICAL NOISE WORKING GROUP...........................................................................49
RESOURCES....................................................................................................................51
REFERENCES ...................................................................................................................51
ACKNOWLEDGMENTS .......................................................................................................51
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TABLE OF FIGURES
FIGURE 1-1 TYPICAL NOISE LEVELS IN DB(A).............................................................................5
FIGURE 1-2 THE DRAFT ANEF FOR BRISBANE AIRPORT – ULTIMATE CAPACITY 2023.....................7
FIGURE 1-3 BRISBANE AIRPORT TRACK PLOTS COLOURED BY HEIGHT FOR JET ARRIVALS OVER 1 WEEK
FROM 2/9/2003 TO 8/9/2003...................................................................................10
FIGURE 1-4 BRISBANE AIRPORT TRACK PLOTS COLOURED BY HEIGHT FOR JET DEPARTURES OVER 1
WEEK FROM 2/9/2003 TO 8/9/2003...........................................................................11
FIGURE 1-5 BRISBANE AIRPORT TRACK DENSITY PLOT FOR JET OPERATIONS DURING APRIL - JUNE
2003 ........................................................................................................................12
FIGURE 1-6 TRACK DENSITY PLOT FOR ALL AIRCRAFT OPERATIONS IN THE GREATER BRISBANE REGION
DURING APRIL - J UNE 2003..........................................................................................13
FIGURE 1-7 1998 JET FLIGHT PATH MOVEMENT CHART FOR BRISBANE AIRPORT ..........................14
FIGURE 1-8 REPRESENTATIVE FLIGHT TRACK OF A B747 400 DEPARTING BRISBANE AIRPORT FOR
SINGAPORE .................................................................................................................15
FIGURE 1-9 N70 CONTOUR MAP FOR BRISBANE AIRPORT FOR OPERATIONS FROM JULY 2002 - JUNE
2003 ........................................................................................................................16
FIGURE 1-10 THE FRAMEWORK FOR REGULATING AND MANAGING AIRCRAFT NOISE IN AUSTRALIA .18
FIGURE 1-11 ADVANCES IN AIRCRAFT NOISE REDUCTIONS ........................................................25
FIGURE 1-12 ADVANCES IN AIRCRAFT TECHNOLOGIES FOR A B737-200 AND B737-600............26
FIGURE 2-1 EXISTING LAYOUT OF RUNWAYS AT BRISBANE AIRPORT ............................................28
FIGURE 2-2 COMPARISON BETWEEN THE CURRENT (2001/02) ANEI AND THE 1991 ANEI
CONTOUR
..................................................................................................................33
FIGURE 2-3 COMPARISON OF PREVIOUS ANEFS AND THE ULTIMATE CAPACITY ANEC ................34
FIGURE 2-4 LOCATIONS OF NOISE MONITORING TERMINALS AROUND BRISBANE AIRPORT ...........35
FIGURE 2-5 NOISE BUFFER ZONES AROUND BRISBANE AIRPORT AND THE PROPOSED PARALLEL
RUNWAY.....................................................................................................................38
FIGURE 3-1 BAC’S PREFERRED LOCATION OF A PARALLEL RUNWAY AT BRISBANE AIRPORT .............44
FIGURE 3-2 COMPARISON OF THE 1998 ANEF AND THE ULTIMATE CAPACITY ANEF ..................45
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GLOSSARY AND ABBREVIATIONS
Like many industries the language of the aviation industry is littered with acronyms. The issue
of aircraft noise borrows from both the aviation industry and the science of acoustics. Listed
below are acronyms used in this discussion of aviation, aircraft and aircraft noise.
AIP
Aeronautical Information Publication
ALC
Airport Lessee Company
ANEC
Australian Noise Exposure Concept; noise contours are based on hypothetical
conditions and used for consideration for future runway/taxiway
developments.
ANEF
Australian Noise Exposure Forecast; Shows the best estimate of future noise
exposure levels for a particular year.
ANEI
Australian Noise Exposure Index; Is the actual noise exposure for some
previous time period, generally a year.
Apron
A defined area on a land aerodrome intended to accommodate aircraft for
the purpose of loading and unloading passengers, mail or cargo, fuelling,
parking or maintenance.
AS
Australian Standard
ATC
Air traffic control
BAC
Brisbane Airport Corporation Limited
CASA
Civil Aviation Safety Authority
DAP (East)
Departures and approach procedures for eastern Australia
dB(A)
Unit of measurement of sound pressure level designed to reflect average
human response to sound
DOTARS
Department of Transport and Regional Services (Commonwealth)
EPBC
Environment Protection Biodiversity Conservation Act 1999
EPNL (db)
Effective Perceived Noise Level
FAA
Federal Aviation Administration (USA)
ICAO
International Civil Aviation Organisation. This body is made up of national
governments from the majority of aviation countries. Through ICAOs
Committee for Aviation Environment Protection (CAEP) international
standards are recommended practices developed and established for aircraft
noise standards, noise abatement, operational restrictions and land use
planning around airports. Australia is a member of CAEP.
INM
Integrated Noise Model; a computer model for producing ANEF and ANEI
contours
MTOW
Maximum take off weight
N70
A measure of the number of noise events due to aircraft that exceed 70 dB(A)
at a given location
NAP
Noise Abatement Procedure
NFPMS
Noise and Flight Path Monitoring System
NMT
Noise Monitoring Terminal
SID
Standard Instrument Departure
STAR
Standard Terminal Arrival Route
TAAATS
The Advanced Australian Air Traffic System
TWY
Taxiway
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Purpose and structure of the document
The purpose of this document is to inform the community of some of the facts surrounding
aircraft noise resulting from operations at Brisbane Airport. It aims to present some highly
technical and sometimes confusing matters in a manner that is comprehensible to interested
parties. Brisbane Airport industry partners are sensitive to the impacts of aircraft noise and its
management has a central place in the environmental strategies for current operations and future
development of the airport.
Analysis of comments from noise complaint data has proved extremely useful in determining the
main questions people who have experienced aircraft noise nuisance are most interested to
know. The following are a sample of the most frequently asked questions by people affected by
aircraft noise:
• Why do aircraft fly over my house and not someone else’s?
• Why can’t we spread the noise?
• I never used to hear aircraft before so why am I experiencing noisy aircraft now?
• Why can’t all aircraft just arrive and leave over Moreton Bay where no-one lives?
In order to answer these types of questions, the document has been structured in the following
way:
Part 1 includes a general discussion of:
• Aircraft noise and how it is produced;
• How aircraft noise is described;
• The roles and responsibilities of the different organisations involved in its management; and
• Some of the technological and legislative advances aimed at reducing aircraft noise.
Part 2 looks at the situation at Brisbane Airport in terms of:
• The layout of Brisbane Airport’s runway system;
• The current management practices in place; and
• The improvements which have occurred over time.
Part 3 looks toward the future for:
• How proposed plans for expansion at Brisbane Airport may affect aircraft noise;
• Further technological improvements on the way; and
• Ways to facilitate improved discussion of aircraft noise issues which will have the best results
for the community as a whole.
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There are significant social and economic benefits to be gained from Brisbane Airport functioning
at peak efficiency and retaining the flexibility to develop in response to the commercial and trade
aspirations of the region. However, as airports grow and develop in line with the regions and
industries they serve, additional aircraft operations may potentially cause increased aircraft noise
impacts. There is no question that the aviation industry, as a whole, and the Brisbane Airport
community in particular, is acutely aware of and sensitive to this issue, and as such, much
attention is given to a range of strategies aimed at minimizing current and future impacts of
aircraft noise.
The most important outcome of compiling a document of this nature is to provide a common
language for communication between the airport industry partners and the community. The
objective is to provide a clear comprehensible tabling of aircraft noise matters so that all
interested parties have the terminology and background information to openly and frankly
engage in its discussion.
Constructive feedback on any aspect of the document is invited by the authors and feedback can
be directed to:
Environment Manager
Brisbane Airport Corporation Limited
PO Box 61
Hamilton Central
Queensland 4007
2
Brisbane Airport
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Setting the Scene
This section provides background information and explanation for some of the terms and
concepts associated with aircraft noise. It will provide the reader with a good foundation to
understand and discuss some of the technical and sometimes confusing aspects of aircraft noise.
This section includes discussion of the following:
• Aircraft noise and how it is produced, measured and presented;
• Who is responsible for the regulation and management of aircraft noise; and
• Technological and legislative advancements in aircraft noise reduction
1.1
Aircraft Noise
Sound is such a normal part of everyday life providing a vast array of functions in our lives that it
is often not appreciated or even given a second thought. That is, until the sound becomes
annoying, unpleasant or unwanted, when it then becomes “noise”. In urban areas nuisance
noise can be attributed to a wide range of sources including construction works, emergency
sirens, barking dogs as well as road, rail and air transport. Aircraft noise became a significant
issue for communities in the early 1960s with the introduction of commercial jet aircraft. Since
the 1960s an enormous amount of research into what creates aircraft noise annoyance and how
to effectively measure, monitor and improve the situation has been undertaken.
1.1.1 Factors which influence annoyance levels of aircraft noise
Nuisance aircraft noise can take many different forms of annoyance. The level of annoyance can
depend on the quality of the sound but also on the circumstances in which a person experiences
it. Noise can be annoying due to the physical loudness. It can also be annoying due to its effect
on lifestyle, such as awakening shift workers or a sleeping baby, interrupting conversation or
teaching lessons, and interfering with listening to television or other home entertainment
appliances. Annoyance can also be due to the tone, frequency, degree of repetition, or the time
of the day or night that it is experienced. The level of annoyance can also depend on the
individual as the same noise can have differing levels of annoyance on different individuals.
Understanding that different individuals are affected differently by noise has contributed to the
development of methods which attempt to take account of that variance. In an effort to produce
a whole of community depiction, researchers and governing bodies of aircraft noise have
adopted methods that describe aircraft noise which account for both the quantitative (the
physical scientifically measurable) and the qualitative (how the noise is perceived by a person)
aspects of noise.
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1.1.2 How is aircraft noise generated?
Noise from aircraft is generated in two main ways:
• From the intake, exhaust and other major engine components; and
• The aerodynamic drag or resistance of airflow around the aircraft body and wings.
Noise levels during take-offs are predominantly created by the aircraft engines, while airframe
noise is the significant factor during landings when engines are operating at lower power
settings. Therefore, technological improvements have focused effort on improving engine and
airframe design (refer to section 1.4 for further information) in order to reduce noise impacts on
the public.
1.1.3 How is noise measured generally?
The most common unit of noise measurement is the decibel (dB(A)). Human hearing ranges
from 0 dB(A), the threshold at which sound can be heard by the human ear, to over 140 dB(A),
the upper limit of human hearing. The decibel scale is a logarithmic scale where the smallest
change which can be perceived by the human ear is about 3 dB(A). While on the logarithmic
scale, an increase of 6 dB(A) represents a doubling of the sound pressure level, research has
shown it takes an increase of approximately 10 dB(A) to register an effective doubling of a
person’s perception of the noise. The decibel range for various familiar sounds is shown in
Figure 1-1.
A common benchmark level used in aircraft noise descriptors is 70 dB(A). 70 dB(A) is used as a
benchmark because it is at this level that aircraft noise can interfere with everyday household
activities. The 70 dB(A) benchmark was developed in considering the following points:
• 60 dB(A) is the noise level likely to interfere with conversation in a home (refer to Australian
Standard 2021 and Figure 1-1), and
• the exterior walls of a house (with the windows open) have been shown to reduce the
outside level by 10 dB(A).
On a typical day a person may be exposed to different noises louder than 70 dB(A) from cars,
domestic appliances, music, people yelling or noise from construction sites. For example, a
domestic vacuum cleaner has a typical noise level of 65 dB(A) and the noise level of a domestic
dishwasher is 50 dB(A). However, as discussed earlier, it is not necessarily the decibel level alone
which affects how a person perceives noise, but a range of other factors including repetitiveness
and lifestyle.
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Emergency siren
140+
Aircraft
90-100
Construction sites
90
Roadways
80
Cafes
50-70
Libraries
30-40
Figure 1-1 Typical noise levels in dB(A)
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1.1.4 How is aircraft noise measured and described?
There are several different ways to describe or portray aircraft noise. Noise descriptors can be
broadly categorised in the following way:
• Land use planning contours including the Australian Noise Exposure Forecast (ANEF)
contours and the associated family of noise exposure contour maps (e.g. the Australian
Noise Exposure Index (ANEI) and the Australian Noise Exposure Concept (ANEC));
• Aircraft noise information; and
• Technical descriptors.
1.1.5 Land use planning contours as noise descriptors
The ANEF
Due to the legislative requirement for all regulated airports in Australia to produce an ANEF and
local planning agencies rely on ANEF contours to be used in planning decisions, it is the most
commonly used descriptor in Australia. ANEF contours are produced using computer modelling
techniques adapted for Australian conditions from the US Federal Aviation Administration
Integrated Noise Model (INM). The ANEF was designed to be used as a land use planning tool to
assist town planning agencies stop noise sensitive land uses such as residential housing, schools
and nursing homes encroaching on airports. ANEF is a computer generated forecast based on:
• the expected aircraft movement numbers;
• the types of aircraft;
• the daily distribution by time period of arrivals and departures; and
• the configuration of the runways.
The model plots, through a complex formula, a series of ANEF contours at 20, 25, 30, 35 and 40
ANEF units on a plan of the airport and its local surrounds. Refer to Figure 1-2 for the ANEF for
Brisbane Airport – Ultimate Capacity 2023.
The ANEF contours do not refer to normal decibel levels but are the result of ‘averaged annual
day’ data inputs. ANEF contours also incorporate noise frequencies the human ear finds most
annoying in addition to the actual noise emitted from aircraft which is termed the effective
perceived noise level in decibels (EPNdB). ANEF contours also consider the cumulative nature of
noise exposure in addition to weighting night time operations to incorporate people’s increased
sensitivity to noise at night.
A detailed technical explanation of the ANEF is contained in the Airservices Australia publication
“The Australian Noise Exposure Forecast System and Associated Land Use Compatibility Advice
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for Areas in the Vicinity of Airports” (2002) in addition to an explanation in Appendix A of the
Australian Standard AS2021-2000.
Figure 1-2 The Draft ANEF for Brisbane Airport – Ultimate Capacity 2023
Local planning agencies use the ANEF charts to determine the compatibility of different land uses
within or near the numbered contours - the higher the ANEF contour value, the greater the noise
exposure. In areas outside the 20 ANEF, noise from sources other than aircraft tends to dominate
over aircraft noise. Within the area of 20 to 25 ANEF, aircraft noise starts to emerge as a potential
nuisance while areas above the 25 ANEF become progressively more severe. Table 1 details the
types of buildings (as established by AS2021-2000) considered acceptable to be located within
different ANEF zones.
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Table 1-1 Building land use compatibility advice for areas in the vicinity of airports
(To be read in conjunction with AS2021–2000: Acoustics –Aircraft noise intrusion – Building
Siting and Construction)
Building Type
House, home, unit, flat, caravan park
Hotel, motel, hostel
School, university
Hospital, nursing home
Public Building
Commercial building
Light Industrial
Other Industrial
ANEF Zone of Site
Acceptable
Conditional
Unacceptable
Less than 20
20 to 25
Greater than 25
(Note 1)
(Note 2)
Less than 25
25 to 30
Greater than 30
Less than 20
20 to 25
Greater than 25
(Note 1)
(Note 2)
Less than 20
20 to 25
Greater than 25
(Note 1)
Less than 20
20 to 30
Greater than 30
(Note 1)
Less than 25
25 to 35
Greater than 35
Less than 30
30 to 40
Greater than 40
Acceptable in all ANEF zones
Note 1
The actual location of the 20 ANEF is difficult to define accurately, mainly because of variations in aircraft flight
paths. Because of this, the procedures in Clause 2.3.2 of the Standard may be followed for building sites outside but near
the 20 ANEF contour.
Note 2
within the 20 to 25 ANEF, some people may find that the land is not compatible with residential or educational
uses. Land use authorities may consider that the incorporation of noise control features in the construction of residences
or schools is appropriate.
The ANEI
The Australian Noise Exposure Index (ANEI) is similar to an ANEF in terms of the calculations
which underpin the contours except the contours are based on “historical” (i.e. actual)
information from a previous year where the flight paths and number of aircraft movements were
known rather than on “forecast” inputs. The ANEI shows the average noise exposure around the
airport for that year. The ANEI is principally used for indicating changes in aircraft noise exposure
and can be used as a benchmark.
The ANEC
The Australian Noise Exposure Concept (ANEC) is produced from the INM model in the same
way as the ANEF and ANEI contour maps except ANEC contours are based on hypothetical
conditions to be used for consideration of options for future developments (eg, a new runway or
taxiway). In developing a picture of what the noise exposure may be in the vicinity of the airport
for a particular proposal, several ‘concepts’ may be explored including different runway lengths
or different mixes of aircraft types etc. Consequently, there may be several ANEC charts for a
new runway proposal with the ANEF made up of a composite of ANECs. The forecast contours
may make allowance for a number of future runway options, not all of which will necessarily be
built, in order to retain flexibility for the airport and long-term planning decisions should any of
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the options proceed. ANEC contours would be developed as one component of an
environmental impact assessment for any future runway development.
1.1.6 Other aircraft noise descriptors
Experience has shown that members of the community do not gain the information they are
necessarily seeking from the traditional ANEF types of noise descriptors but prefer information
based on what they can relate to like:
• Where the aircraft fly;
• How often the aircraft fly;
• The time of the day the aircraft fly; and
• The seasonal pattern which might apply.
Noise descriptors produced from ‘real data’ which have been developed to address this type of
questioning include:
• Flight path maps;
• Flight path movement charts;
• Respite charts; and
• Measured N70 charts,
while descriptors produced from ‘modeled data’ aimed at these types of improvements include:
• Single event contours; and
• N70 contours.
Flight Path Maps
Flight path maps are the basic aircraft noise information tool. They are produced by a Noise and
Flight Path Monitoring System (NFPMS) via its connection to the airport radar. The maps show
where aircraft fly, but different types of flight path maps display different types of information.
The maps can display a single flight or enhanced flight path maps can show the spread of the
flight path corridor and the aircraft altitude variation along the tracks over a short timeframe (see
Figure 1-3 and Figure 1-4 on the following pages). Track density plots (see Figure 1-5 and
Figure 1-6) show the spread of flight paths over longer time periods.
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Figure 1-3 Brisbane Airport track plots coloured by height for jet arrivals over 1 week from
2/9/2003 to 8/9/2003.
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Figure 1-4 Brisbane Airport track plots coloured by height for jet departures over 1 week
from 2/9/2003 to 8/9/2003.
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Figure 1-5 Brisbane Airport track density plot for jet operations during April - June 2003
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Figure 1-6 Track density plot for all aircraft operations in the greater Brisbane region during
April - June 2003
Figure 1-6 shows the track density plots for all aircraft operations in the Brisbane region including
operations at the Archerfield and Redcliffe aerodromes. The track density plots associated with
operations at Archerfield attribute to the density plots at the bottom of the figure. Likewise, track
densities for operations at Redcliffe are included at the top of the figure. Brisbane Airport
operations are shown in the centre of the figure.
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Flight Path Movement Charts
Flight path movement charts indicate the distribution of aircraft as well as the number of aircraft
on each corridor for an average day, the busiest and the quietest days thereby giving an average
picture of aircraft noise distribution as well as how noise can vary over the period.
These charts
have been developed in response to the perceived shortcomings of flight path maps and
experience has found that this form of noise depiction has become increasingly favoured by the
community. Figure 1-7 is the flight path movement chart for Brisbane for 1998. The 1998 chart
is extremely representative of 2003 conditions. Following the terrorist attacks in the USA and the
collapse of Ansett in 2001, aircraft movement numbers decreased but have been steadily rising to
equivalent 1998 levels at the end of 2003.
Figure 1-7 1998 Jet flight path movement chart for Brisbane Airport
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Respite Charts
Respite charts are very similar in style to the flight path movement charts. In place of details of
the range and average number of flights on a particular flight path, it details the extent (as a
percentage of the total hours being questioned) to which there is relief from jet aircraft
movements and where in the day that relief might occur.
Single Event Contours
The single event contour can provide information about a particular type of aircraft on a
particular flight path during landing or departure. Figure 1-8 shows a 70db(A) noise contour of a
B747-400 (currently the largest regular passenger aircraft utilising Brisbane Airport) departing
from Runway 19 via a representative flight track. The noise contour is based on an aircraft with a
take-off weight representative of a flight to Singapore. Variations to these assumptions will occur
in day to day operations which may result in differences between predicted and measured noise
levels.
Figure 1-8 Representative flight track of a B747 400 departing Brisbane Airport for
Singapore
The flight track is the central green line in the above figure. Inside the green contour line either
side of the flight track, is the indicative 70dB(A) noise level on the ground.
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N70 Contour
The N70 chart indicates the number of aircraft noise events louder than 70 dB(A) which occurred
on the average day during the period covered by the chart. 70 dB(A) is an event loud enough to
disturb conversation inside a house with open windows. The N70 contours are produced from
data collected at noise monitoring terminals at different locations across Brisbane (refer Section
2.4). Figure 1-9 shows the N70 contour for Brisbane Airport for July 2002 to June 2003.
Figure 1-9 N70 Contour map for Brisbane Airport for operations from July 2002 - June 2003
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1.1.7 Best use of noise descriptors
It is important to match the most appropriate noise descriptor with the particular issue under
examination. The descriptors discussed in Section 1.1.6 can be more useful to the general public
than the ANEF. They assist the public to use their own personal judgement regarding noise
rather than being provided the product of a computer model which may not necessarily reflect
their personal reaction to noise to guide property or rental decisions. It should be noted that
airports are required by relevant legislation to produce ANEF contours.
1.1.8 Technical noise descriptors
There is a further category of noise descriptor for use primarily by acoustic experts examining a
specific noise issue. These descriptors include terms such as Leq (equivalent continuous noise
level), DNL (day-night sound level), SEL (sound exposure level) EPNL (effective perceived noise
level), TA (time above a certain decibel level). These descriptors may appear in official or
technical documents but if being released to the public will normally be accompanied by other
descriptors which allow the public to understand the noise effect being discussed.
1.2
Legislative Responsibilities for Aircraft Noise
Aircraft noise related matters fall into a number of different organisations’ responsibility areas.
The organisations with a role to play in management issues relating to aircraft noise include the
following:
• International Civil Aviation Organisation (ICAO);
• Commonwealth Department of Transport and Regional Services (DoTARS);
• Airservices Australia;
• Airline operators and non-fleet, individual aircraft operators;
• the Airport operator; and
• State and local planning agencies.
The framework for how aircraft noise is managed in Australia is depicted in the following
schematic. Figure1.10 shows the relationship between the different stakeholders and the
regulatory instruments which apply to each of the organisations concerned.
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International Civil
Aviation Organisation
(ICAO)
International Standards and
Recommended Practices:
Annex 16 Environmental
Protection: Aircraft Noise
Land use
planning
Department of
Transport and Regional
Services
(DoTARS)
EPBC Act
1999
Airservices Act
1995
Airservices Australia
SIDs
STARs
NAPs
NFPMS
Queensland
Government and
Brisbane City
Council
Airports Act
1996
Air Navigation
Act 1920
Brisbane Airport
Corporation
Airlines
Phase out of
Chapter 2
aircraft
ANEFs
Aircraft ground
running
procedures
Legend
Legislation/Standard
Responsible Organisation
Requirements
Figure 1-10 The framework for regulating and managing aircraft noise in Australia
The role that each organisation plays and the legislative instruments which guide its actions are
explained in the following sections.
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1.2.1 ICAO
The International Civil Aviation Organisation (ICAO) was formed in 1944 following the
Convention on International Civil Aviation, known as the Chicago Convention after its host city.
The intention of the Convention was to gain international co-operation and uniformity within
regulations, standards and procedures relating to civil aviation operations. Today, ICAO consists
of an assembly of 188 countries, including Australia, which meets on a regular basis.
ICAO’s principal instrument of agreement is the “International Standards and Recommended
Practices” which consists of a number of Annexes each addressing a different aspect of aviation.
In 1972, following years of discussion, drafting and formalisation, Annex 16 which addresses
Aircraft Noise was adopted by the members of ICAO as an agreed means to establish
international specifications and associated guidance material relating to aircraft noise.
Annex 16 establishes maximum noise levels and other noise performance standards for a range of
different types of aircraft for noise certification purposes. Increasingly stricter noise standards are
outlined in sequential Chapters of Annex 16 as they have been developed and released by ICAO.
Aircraft which comply with the prescribed performance standards are named and certificated
according to that Annex Chapter Number. For example, an aircraft which conforms to the
requirements outlined in Chapter 2 of Annex 16 is known as a Certified Chapter 2 aircraft. The
maximum permissible noise limits decrease from Chapter 2 to Chapter 4 for jet aircraft. The
older noisier jet aircraft are termed Chapter 2 aircraft, while Chapters 3 and 4 refer to newer,
noise improved aircraft types.
Chapter 2 aircraft include F28 (Fokker), DC9 (McDonnell Douglas), Boeing 707 and 727 series,
737-100/200 and 747-100. Chapter 3 aircraft have been produced since the late 1970’s and
include the DC10, Boeing 737-700/800, Boeing 747-200/300/400, Boeing 767 and Airbus
300/330/340 models. Chapter 3 aircraft are still in production today while Chapter 4 refers to
the standard which will apply to all new aircraft type design approvals from 1 January 2006.
Noise certification requirements for new aircraft are one factor contributing to design innovations
for increasingly quieter aircraft.
1.2.2 Commonwealth implementation of ICAO recommendations
In Australia, laws relevant to aircraft noise are contained within a number of pieces of
Commonwealth and (to a lesser extent) State government legislation. These pieces of legislation
reflect the standards developed by ICAO and the obligations placed upon Australia as a member
State of ICAO. The Commonwealth Transport portfolio, the Department of Transport and
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Regional Services (DoTARS), is the agency responsible for aircraft noise matters, providing the
overall policy framework and administering the respective legislation.
The legislation pertaining to aircraft noise includes:
• The Air Navigation Act 1920 and associated Air Navigation (Aircraft Noise) Regulations
1984;
• The Air Services Act 1995;
• The Environment Protection and Bio-diversity Conservation Act 1999; and
• The Airports Act 1996 and the Airports (Environment Protection) Regulations 1997.
Airline/Aircraft Operators
The Air Navigation (Aircraft Noise) Regulations 1984, administered by DoTARS, are made under
the Air Navigation Act 1920 and require all civil aircraft operating in Australian airspace to either
have a permit or noise certificate or otherwise comply with ICAO noise standards established for
jet and propeller aircraft requirements. In addition the Regulations have provided the mechanism
for the phase out of older, noisier Chapter 2 aircraft. During the 1990’s Australia implemented a
programme endorsed by ICAO to phase out approvals for Chapter 2 aircraft by February 2002.
As a result, regulations were implemented by the Commonwealth Government which prohibited
the operation of Chapter 2 aircraft from March 2002 onwards.
AirServices Australia’s Responsibilities
Airservices Australia’s environmental obligations are governed by two pieces of legislation:
• Air Services Act 1995; and
• Environment Protection and Biodiversity Conservation Act 1999 (EPBC).
The Air Services Act 1995 established Airservices Australia, the organisation, and outlined its
responsibilities and the manner in which it must undertake them. Airservices Australia must carry
out activities to protect the environment from the effects of, and the effects associated with, the
operation of aircraft as far as practicable. However, while the Air Services Act places a strong
emphasis on Airservices Australia’s environmental obligations, it also highlights that
environmental considerations should in no way compromise safety requirements.
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Air Services Act
Under a Ministerial Directive issued on 3 May 1999, Airservices Australia is required to perform a
number of activities to protect the environment and assist the community in understanding the
environmental impact of aviation activities. These include a requirement for Airservices Australia
to:
(i)
Develop, implement and promote high quality environment practices in relation to aircraft
operations, provision of navigational aids and rescue and fire fighting activities at Australian
airports;
(ii)
Develop and implement effective aircraft noise abatement procedures and monitor and
report to the Secretary on compliance with those procedures at Australian airports;
(iii)
Provide advice and information on aircraft environment related matters to, and participate
in, airport consultative committees at those Australian airports that have such a committee;
(iv)
Provide, maintain and enhance public response and reporting services through a dedicated
Noise Enquiry Service at airports covered by the Airports Act 1996 and other major
Australian airports; and
(v)
Install, maintain and operate noise and flight path monitoring systems at major Australian
airports.
Environment Protection and Biodiversity Conservation Act (EPBC)
The EPBC Act is to be considered when a major airspace management change is being proposed.
A new runway at a major airport would be considered a major airspace management change.
Airservices Australia is required to examine any proposal for airspace management change which
may impact on the environment, take into account its environmental implications, and assess
whether there are environmental impacts that are significant. If, after examining a proposal, the
implications of the proposal are considered environmentally significant, then in accordance with
the EPBC, a proponent for the proposal must be formally designated and the Commonwealth
Minister for the Environment advised. The Environment Minister then determines what further
action is appropriate.
Airport Owners
The Airports Act 1996 provides the mechanism for the leasing of Commonwealth government
airports by privately owned or listed organisations such as Brisbane Airport Corporation. In
addition the Act provides for airport planning and assessment of development within the airport
boundaries through the master planning and major development planning processes.
The Act requires an airport lessee company to provide as part of its master plan, a plan for
managing aircraft noise intrusion in areas forecast to be subject to aircraft noise above the
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significant Australian Noise Exposure Forecast (ANEF) levels. Refer Figure 1.2 for the Ultimate
Capacity ANEF for Brisbane for the year 2023.
The Airports (Environment Protection) Regulations, made under the Airports Act 1996 specify
that an Airport Lessee Company must have in place guidelines for the control of the noise
generated by the conduct of engine ground running. Guidelines for aircraft ground running for
Brisbane are discussed in Part 2.
Local Planning Agencies
A major feature of noise management strategies includes improved land use planning controls
designed to maintain a separation between the airport and surrounding land uses that are
sensitive to aircraft noise. If the airport surrounds can be restricted from noise sensitive uses
including residential areas, educational facilities and hospitals and promote facilities or operations
which are not sensitive to noise such as industrial uses and transport corridors, there is less
intrusion and disturbance to the surrounding community.
It is the role of local planning agencies to manage the approval of the types of developments in
the vicinity of an airport. Local planning agencies have traditionally used the ANEF to guide their
land use planning controls and decisions.
1.3
Air Traffic Management in Australia
AirServices Australia is responsible for a number of air service functions within Australia. The
responsibility includes the design of airspace, procedures and air routes that ensure safe
operations under prevailing traffic demand while meeting the highest possible environmental
standards. The greatest potential for noise to be intrusive on the community is in the vicinity of
airports as aircraft overfly residential areas tracking to and from airports for landing and take-off.
In order to achieve safe segregation of aircraft and being mindful of noise impacts towards the
community, aircraft depart and arrive according to a set of procedures known as Standard
Instrument Departures (SIDs) and Standard Terminal Arrival Routes (STARs).
SIDs and STARs refer to a range of specified directional and height limits which pilots are required
to observe when flying into or out of a destination. SIDs and STARs have been assessed for noise
impact prior to establishment and publication in the Aeronautical Information Publication (AIP).
Further noise reduction strategies called Noise Abatement Procedures (NAPs) are also established
for larger airports including Brisbane.
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1.3.1 Environmental considerations for air traffic management
In designing the air route structure in a specific area, AirServices Australia applies a hierarchical set
of criteria to ensure the best possible noise outcomes. In broad terms these criteria are:
• Noise abatement procedures should be optimised to achieve the lowest possible impact on
the community;
• Noise should be concentrated as much as possible over non-residential areas;
• Noise exposure should be fairly shared wherever possible;
• No suburb, group or individual can demand or expect to be exempt from aircraft noise
exposure;
• Noise is not considered significant when selecting noise preferred options if exposure
amounts to less than 40 dB(A)24hr equivalent noise level and there are less than 50
overflights/day;
• No residential area should receive more noise exposure than 60 dB(A) 24hr equivalent noise
level;
• There should be a current agreed aircraft noise exposure level above which no person
should be exposed and agreement that this level should be progressively reduced. The
longer term (post 2002) goal should be 95 dB(A);
• When comparing options, operations that are conducted at night or on weekends should
be treated as being more sensitive than those which occur during the daytime and on
weekdays;
• Both short-term and long-term exposure should be taken into account in deciding between
options;
• Options which allow for a gradual change from current to planned procedures should be
given preference.
In deciding between mutually exclusive but otherwise equivalent options:
(i)
The overflight of an area which has previously been exposed to aircraft noise for a
considerable period of time; or
(ii)
a newly exposed area,
then option (i) should be chosen. Further refinement to these criteria can be made as an
outcome of community consultation.
1.3.2 Operational considerations for air traffic management
Operational as well as noise considerations factor into the design of flight paths for individual
airports including:
• Runway orientation and size; and
• Aircraft traffic flows.
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Runway orientation and size is determined in the design phase by operational considerations
such as:
• Weather patterns;
• Topographic features such as coastline shape or relative position of mountains or the CBD;
• The distribution of local populations; and
• Interaction between runways with parallel or intersecting centerlines.
Aircraft traffic flows dictate flight path design due to the:
• Orientation of main inbound and outbound flight paths with respect to runway direction;
• Mix of aircraft types and performance characteristics, jets and non-jets, high and lowperformance;
• Aircraft traffic demand patterns – peaks and troughs, balance between arrivals and
departures;
• The need to provide a proper degree of segregation between departing and arriving aircraft
to ensure a safe operation; and
• Aircraft navigation capabilities – reliance on ground-based navigation aids or equipped with
modern sophisticated flight management systems
SIDs and STARs and other noise abatement procedures are the result of matching the operational
constraints with the noise criteria.
1.4
Technological Advances Resulting in Reduced Aircraft Noise
There have been several technological advances that have been implemented to reduce the
impacts associated with aircraft noise. Improvements which take account of both engine and
airframe design have occurred since the 1970s. The following highlights improvements over the
last three decades.
1.4.1 Engine design improvements
Aircraft manufacturers have been targeted to drive change from the source of the noise – the
aircraft design. Much effort since the 1970’s has been directed toward developing improved
engine design which will reduce noise. The early commercial jets like the Boeing 707 and
Douglas DC 8 were powered by turbojet engines. Noise generated from the turbojet engines
was dominated by highly annoying, high pitched, high velocity jet exhausts.
The latest generation aircraft from Boeing and Airbus are powered by turbofan engines. Their
engines have large diameter fans in the engine intake which provide for a high bypass ratio
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resulting in much lower overall noise levels. Further engine modifications have occurred including
design changes to engine fans in the front, middle and exhaust sections of the engine. Other
improvements in noise output have resulted from incorporating material liners inside the engine
enclosures and other parts of the aircraft to absorb some of the noise.
Figure 1-11and Figure 1.12 illustrate the significant progress that has been achieved to date since
the introduction of early civil subsonic jet aircraft – some 20 dB or 75 percent reduction in
annoyance since 1970.
Figure 1-11 Advances in aircraft noise reductions
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Figure 1-12 Advances in aircraft technologies for a B737-200 and B737-600
1.4.2 Hushkitting
Hushkitting is a retrofitting process for older aircraft which involves a combination of strategies
including redesigning or replacing components or the entire engine which will result in reduced
engine noise. Essentially, hushkitting an aircraft acts in the same way as a muffler on a motor
vehicle to reduce noise emitted. Many Chapter 2 aircraft have been hushkitted to meet the noise
standards required for Chapter 3 certification to extend the operational life of the aircraft.
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2
Noise Management Strategies
Current noise management strategies at Brisbane Airport
The aviation industry in Australia is managed in accordance with international and national
standards as outlined in Part 1. This section will provide specific information on the noise
management strategies in place at Brisbane Airport designed to reduce noise impacts on the
community. The discussion will include:
• A description of the runway system at Brisbane Airport;
• Discussion of air traffic management practices for Brisbane Airport with particular
reference to noise abatement procedures;
• Phase out of older noisier aircraft;
• Details of the Noise Flight Path Monitoring System and noise complaint procedures;
• Ground running procedures; and
• Initiatives by local planning agencies to curtail development in areas which might be
affected by aircraft noise in the future.
2.1
Runway System at Brisbane Airport
Brisbane Airport’s current runway system configuration consists of two runways, the main
runway (3650m x 45m) and the shorter cross runway (1760m x 30m) shown in Figure 2-1.
The main runway is constructed along a 010 to 190 degree alignment (i.e. NNE/SSW
direction) which in common aviation industry practice is referred to in short-hand
abbreviation as Runway 01/19. Similarly, the cross-runway at Brisbane Airport is referred to as
Runway 14/32 meaning that it is constructed along a 140 -320 degree orientation. Runway
naming is directional. Runway 011 is the north easterly direction of the main runway facing
toward Moreton Bay and Runway 19 is the south westerly end of the main runway facing
toward the city.
Runway 01/19 manages most of the domestic and international aircraft. The cross runway,
Runway 14/32, is capable only of accommodating smaller aircraft due to length, width and
pavement strength constraints. It can accept operations up to and including earlier model
Boeing 737 classic aircraft under certain conditions but the new generation Boeing 737
models (which include 737-700 and 737-800 aircraft) currently extensively in use by Qantas
and Virgin Blue cannot operate on the 14/32 runway. Most of the lighter commuter aircraft
use this runway when the wind conditions are suitable.
1
The naming system for runways refers to the numerical value of its alignment with respect to “magnetic north”
depending on the direction the aircraft is facing for either take-off or landing. For example, in Figure 2.1, Runway 01
is the name of the runway for taking off over Moreton Bay. The name of the runway reverts to Runway 19 for aircraft
coming in to land from over the Bay.
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Figure 2-1 Existing layout of runways at Brisbane Airport
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The optimum situation for reducing aircraft noise is when take-offs and landings are over
Moreton Bay. However, it is important to understand how wind direction, and weather
generally, determines Air Traffic Control’s selection of the operational mode for the runway.
2.1.1 How weather can affect noise impacts
As a general aviation rule, all departures and landings are conducted into the prevailing wind.
Therefore, wind speed and direction on a given day, or part thereof, have a significant bearing
on which runway is in use and consequently how aircraft approach and take-off from
Brisbane. Brisbane Airport is subject to two distinct seasonal weather patterns which at certain
wind speeds dictate runway selection. In very broad terms these are Winter patterns, which
characteristically have southerly winds dictating the predominant use of Runway 19 and
Summer patterns with north-easterly winds from over the Bay dictating the predominant use
of Runway 01. Also, low visibility conditions due to rain, fog, smog etc can affect which
runway and approach/departure paths are in use due to safety considerations.
The runway operating mode (i.e. Air Traffic Control officially designated runway) can and
does change from day to day or even several times within a day when altering wind or other
weather conditions dictate.
2.2
Air Traffic Management Practices in Place for Brisbane to Reduce Noise
Information pertinent to operations at Brisbane Airport is contained in the AIP for departure
and arrival procedures pertaining to the eastern part of Australia called DAP (EAST). This
publication is issued and updated on a regular basis by Airservices Australia and is mandatory
for aircraft operating in Australia to carry a copy on board. The DAP (EAST) outlines a range
of information for the pilot including the preferred approach and departure flight paths, the
SIDs and STARs (as described in Section 1.3) for Brisbane Airport, and conditions for their use.
The effect of how SIDs and STARs operate at Brisbane Airport can be seen clearly in Figures
1.3 to 1.7 where departures and arrivals congregate in corridors when approaching or
leaving. Details of the different SIDs and STARs for Brisbane Airport are too numerous and
complex to detail in this document but can be viewed on the Airservices Australia website at
http://www.airservicesaustralia.com/pilotcentre/aip/dap.htm.
The DAP (EAST) also outlines the Noise Abatement Procedures (NAPs) currently in place at
Brisbane Airport which is discussed below and also available online at the same website
address.
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2.2.1 Noise abatement procedures
The noise abatement procedures incorporated into air traffic management for Brisbane Airport
have essentially tried to direct as much air traffic departing or landing at Brisbane Airport over
water or to reduce as far as possible in the noise sensitive part of the flight, air traffic over
other areas of Brisbane. The NAPs indicate:
• the preferred runways to be used for take-offs and landings; and
• the preferred flight paths for arriving and departing aircraft.
Preferred Runways
The preferred runways, as detailed in the NAPs for Brisbane, provide for landings and take-offs
to be out over Moreton Bay, (that is landings on Runway 19 and take-offs from Runway 01),
whenever possible. Currently, this ‘nose to nose’ mode of operation (known technically as
‘reciprocal operations’) is utilised predominantly at night when, typically, meteorological and
demand conditions suit its application. Over recent years this has resulted in about 90% of all
operations at night (between the hours of 10pm and 6am) being directed out over Moreton
Bay.
Unfortunately, nose to nose operations become unsustainable in all but light traffic demand
circumstances due to the long intervals required to ensure safe aircraft separation standards.
So when nose to nose operations are not sustainable due to traffic demand or weather
conditions, preference is given to 01 direction operations. This means departures occur over
Moreton Bay and arrivals over Brisbane.
Runway and movement information pertinent to the above discussion can be viewed on the
Airservices website in the Brisbane Quarterly Noise and Flight Path Monitoring Reports (refer
to section 2.4 for further information).
Preferred Flight Paths
NAPs for Brisbane also specify preferred flight paths which facilitate maximum use of overwater tracks for the noise sensitive parts of the flight (i.e. take offs and landings below 3000
ft). They also specify additional requirements for minimum altitudes (3000 ft by day and
5000 ft by night for jets) for those portions of flights which must be carried out over land. In
cases where it is not possible to avoid take-off or final approach over land, procedures are
specified to minimise noise effects.
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Climb and Descent Procedures
Aircraft climb and descent profiles have a bearing on noise levels on the ground. As a general
rule, the higher the aircraft climbs, the lower the noise impact at ground level. Aircraft height
on climb can vary considerably as it can be affected by a number of factors including:
• Aircraft weight (which can fluctuate with passenger, cargo and fuel loads);
• Air pressure, density and temperature;
• Wind speed and direction;
• Aircraft performance and configuration;
• Aircraft speed and bank angle of turns; and
• Climb gradient specified in the SID being flown (climb gradient is specified to achieve
obstacle clearance).
In addition to affecting climb rate these factors may also affect the point on the runway where
the aircraft actually takes-off and therefore affect the height of the aircraft at a given point. At
Brisbane, climb procedures are stipulated as part of the NAPs when departures from the main
runway occur over land (i.e. take-offs from Runway 19). Climb procedures refer to different
combinations of power/thrust settings and flap retraction at specific heights to minimize noise
exposure on the ground.
In the later stages of descent and on final approach to land at Brisbane Airport, aircraft
generally maintain the worldwide standard constant descent rate of 3 degrees to the
horizontal. This means that the height of the aircraft on approach will be fairly consistent over
a given point. As a rough guide an aircraft on a 3 degree descent profile will be about 50
metres high for every 1000 metres it is from touchdown.
Flight management co-ordination of aircraft flying from other nearby airports or helicopters
staging from hospital, rescue or other bases also has an effect on flight path management for
Brisbane Airport in certain circumstances.
2.2.2 Airservices compliance audits
Under a Commonwealth Ministerial Directive of 3 May 1999, Airservices Australia is required
to develop and implement effective aircraft noise abatement procedures and monitor and
report to the relevant federal authority on compliance with those procedures. These audits
are conducted on a regular basis for Brisbane Airport.
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2.3
Brisbane Airport
Aircraft Noise Improvements at Brisbane Airport
There has been recognition internationally of the issue of aircraft noise and Australia has
worked co-operatively with its fellow ICAO member Countries to establish and implement
initiatives to reduce it. Australia has adopted internationally standardised measurement
techniques and descriptors for measuring the noise of individual aircraft for the purposes of
allowing aircraft to fly in Australia. The following is a discussion of how these international
standards and practices have been implemented here in Australia and the resultant effect on
noise at Brisbane Airport.
2.3.1 Phase out of older noisier aircraft
Australia, as an active member of ICAO, participates in the ICAO Committee on Aviation
Environmental Protection which seeks to ensure that improvements in the aircraft noise
environment are pursued both internationally and locally. Australia adopted the ICAO
recommendation of phasing out approvals for Chapter 2 aircraft by 31 March 2002. The fleet
mix which regularly transits Brisbane Airport is exclusively comprised of Chapter 3 aircraft, a
small number of which are former Chapter 2 aircraft which have been hushkitted. While there
are no Chapter 2 aircraft currently in use, a situation may arise in the future where DoTARS
will give permission, in extenuating circumstances such as emergency aid or care flights, for a
Chapter 2 aircraft to enter Australian airspace. However, this would be a rare and highly
irregular occurrence.
2.3.2 Noise exposure improvements
While there has been discussion in Section 1 of this document of some of the limitations of
noise exposure contour descriptors (ANEFs, ANEIs and ANECs) to adequately address some of
the community’s specific questions about aircraft noise, they remain important descriptor
tools. For example, comparison of ANEIs over time can demonstrate how the noise footprint
has changed.
Figure 2-2 shows the ANEI for Brisbane Airport for 1991 compared to 20022 (remembering
that ANEIs are compiled at the end of a year and are based on actual aircraft types and
movements as opposed to the predictive forecast of ANEFs) which shows a decrease in overall
noise exposure on the ground. Improvements can be attributed largely to the gradual change
of the fleet mix from older noisier aircraft to quieter new generation aircraft.
2
The noise exposure contours for 1991 have come from the officially endorsed Airservices Australia ANEI charts for
Brisbane Airport while the contours for the 2002 ANEI are yet to complete the official endorsement process.
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Figure 2-2 Comparison between the current (2001/02) ANEI and the 1991 ANEI contour
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Figure 2.3 shows the comparison of previous ANEFs for Brisbane Airport and the most recent
proposed Draft Ultimate Capacity which demonstrates significant shrinkage in the noise
exposure levels since 1983.
Figure 2-3 Comparison of Previous ANEFs and the Ultimate Capacity ANEC
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2.4
Noise Management Strategies
What Are the Cross-Checks for the Community?
Under its environmental responsibilities, Airservices Australia has established a Noise and Flight
Path Monitoring System (NFPMS) at Australia’s major airports, including Brisbane. The
NFPMS is the largest, most geographically-spread system of its type in the world. It has been
designed to keep track of aircraft noise as measured on the ground. Around each airport
where the NFPMS is operating (i.e. most capital city and other larger airports in Australia) are
a number of noise monitoring terminal (NMTs). The Brisbane component of the NFPMS has
five strategically located NMTs at Tingalpa, Cannon Hill, Bulimba, Kedron and Nudgee Beach
as shown in Figure 2-4.
Figure 2-4 Locations of noise monitoring terminals around Brisbane Airport
The NMT consists of a microphone atop a mast 6 metres high and an electronics box. The
noise level the microphone is exposed to in the range of 30 to 140 dB(A) is continuously
measured and then transmitted, via a data line, to the NFPMS central computer where it is
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processed and stored for later analysis. Apart from measuring the aircraft noise, the NMT also
continuously monitors background noise levels.
When the level and duration of noise from any source in the vicinity of an NMT exceed the
threshold level and duration which has been set for the NMT, a “noise event” is recorded.
The time at which the noise event is recorded at the NMT location is then checked (via
comparison with Airservices aircraft location data from the Advanced Australian Air Traffic
System (TAAATS)) against movement time and radar track of aircraft operating in the vicinity.
If the time and NMT location of the noise event match the movement time and radar track of
an aircraft the noise event is attributed to that aircraft, that is, it becomes a “correlated noise
event”. Otherwise, it is regarded as part of the background noise.
The information collected by the NFPMS can be used by Airservices Australia for the following
purposes:
• Determine the contribution of aircraft to overall noise exposure;
• Detect occurrences of excessive noise levels from aircraft operations;
• Assess the effects of operational and administrative procedures for noise control and
compliance with these procedures;
• Assist in planning of airspace usage;
• Validate noise forecasts and forecasting techniques;
• Assist relevant authorities in land use planning for developments on areas in the vicinity
of an airport;
• Provide reports to, and responses to questions, from Government and other Members of
Parliament, industry organisations, airport owners, community groups and individuals;
and
• Assist in answering noise complaints about aircraft from the general public.
Currently, quarterly reports which present noise data for Brisbane Airport are found on the
Airservices Australia website at:
www.airservicesaustralia.com/mediainfo/aircraftnoise/nfpms/nfpms.htm.
The type of information contained in the reports includes:
• Analysis of correlated noise events at the different NMTs around Brisbane;
• Quarterly track density plots;
• Track plots coloured by height for arrivals and departures for specific times;
• Aircraft movement statistics; and
• Aircraft average noise levels at each of the NMTs.
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2.5
Noise Management Strategies
Noise Complaints
Aircraft noise complaints are the responsibility of Airservices Australia. A Noise Enquiry Unit
(NEU) has been established to receive and address aircraft noise complaints. All complaints
received are individually addressed with further investigation for persistent complaints. Noise
complaints are checked against the NFPMS to establish firstly that the noise was due to an
aircraft using Brisbane Airport. While Brisbane Airport is known as the main airport for SouthEast Queensland, there are several other airports or aerodromes operating in the region
including Archerfield, Redcliffe and Amberley which are capable of impacting on residents in
the region.
Other non-jet operations such as helicopter operations have generated several noise
complaints through the NEU at Brisbane Airport. Although helicopters use Brisbane airspace,
helicopter operations are not staged from Brisbane Airport as there is no helicopter base
situated on Brisbane Airport. Helicopter operations are staged from a range of locations
around south-east Queensland.
Complaints relating to aircraft movements should be directed to Airservices Australia on
telephone number 1300 302 240 (24 hours) or by email to
[email protected]
2.6
Aircraft Ground Running
Noise due to aircraft taxiing, landing and taking off is the responsibility of Airservices Australia.
Noise generated from aircraft engine ground running for test runs is the responsibility of the
airport operator. For Brisbane Airport, the Aircraft Engine Ground Running Guidelines are
contained within BAC’s Airport Operations Manual, which is cross-referenced by the Brisbane
Airport Environment Strategy. The ground running guidelines for Brisbane Airport are based
on a system of aircraft type, engine type, time of day and ground running duration control
mechanisms. The guideline table is included as Appendix A.
Unauthorised ground running constitutes a breach of the guidelines and therefore, as the
guidelines are a requirement of the Airports (Environment Protection) Regulations, a breach of
the Regulations. Such instances may therefore result in action being taken against the
relevant aircraft operator by the DoTARS – appointed Airport Environment Officer.
Complaints regarding noise from engine ground running at Brisbane Airport can be lodged
directly with BAC at the time of the incident by telephone on 3406 3072 (24 hrs).
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2003 Noise Management Strategies
2.7
Brisbane Airport
State Planning initiatives
One of the most effective ways to reduce aircraft noise impacts on the community is to ensure
a buffer between the airport and noise sensitive land uses like residential and educational uses.
Local planning authorities are the responsible agencies to preserve the comparatively
favourable situation at Brisbane Airport. Figure 2-5 illustrates the comparative situations of
other major airports with Brisbane Airport.
Figure 2-5 Noise buffer zones around Brisbane Airport and the proposed parallel runway
The Queensland State Government is responsible for policy setting for land use planning in
areas outside the airport boundary. Responsibility for the management and implementation
of State policy for the Brisbane Airport area rests with the Brisbane City Council. The State has
adopted, as is the case for other States and Territories of Australia, the Australian Noise
Exposure Forecast (ANEF) and Australian Standard 2021, titled “Acoustics – Aircraft noise
intrusion – building siting and construction” to guide land use planning considerations in the
vicinity of airports. The standard cites the ANEF system as the chief tool for local authorities
and others associated with location and construction of new buildings to determine the
acoustic compatibility of new buildings and the acoustic adequacy of existing buildings in
areas near airports.
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There are no houses, home units, flats, caravan parks, schools, universities, hospitals or nursing
homes within the 30 ANEF contour of the Ultimate Capacity ANEF (2003) for Brisbane Airport.
Land use planning controls in place by the Brisbane City Council will ensure that this position
is preserved. Of the other land uses within the 30 ANEF contour off Airport, there are none
that are unacceptable when assessed in accordance with Australian Standard 2021. Again,
land use planning controls in place by the Brisbane City Council will ensure that this position
is preserved.
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2003 Noise Management Strategies
40
Brisbane Airport
Brisbane Airport
3
2003 Noise Management Strategies
Where are we going with noise management?
The Brisbane Airport Master Plan3 details BAC’s plans for its future development intentions at
Brisbane Airport. This section provides information and avenues for discussion in relation to:
• What future plans for Brisbane Airport may entail for aircraft noise;
• Technological improvements on the way; and
• Ways to facilitate improved understanding of aircraft noise issues between the community
and the aviation industry.
3.1
New Parallel Runway
3.1.1 New runway orientation
Planning for Brisbane Airport began some 30 years ago when the then Commonwealth
Government acquired the current airport site. Brisbane Airport occupies an area of some 2,700
hectares and is one of the largest airport areas in Australia. The site planning by the then
Commonwealth Government when acquiring the new Brisbane Airport site foreshadowed the
eventual construction of parallel main runways spaced 2000 metres apart, and a secondary
cross runway. These parallel runways would be constructed along a 010 to 190 degree
alignment (i.e. NNE/SSW direction).
When the new Brisbane Airport became operational in 1988, two runways were available – a
3560 metre long main runway (01/19) and a 1760 metre long cross-runway (14/32). The
planned new parallel runway will also be along a 01/19 orientation and BAC’s preference is for
this new runway to be constructed 2000 metres west of the current main runway.
In selecting the site for Brisbane’s new airport, it was recognised that this site had the
advantage of permitting the development of widely spaced parallel runways in a NNE/SSW
direction. The selected site was large enough for the planned parallel runways to be sufficiently
separated to permit independent operations on each runway, with a central location of
passenger terminals between the two runways.
In addition, the new airport was planned to be compatible with the increasing industrial and
seaport activities along the Brisbane River. The 01/19 orientation planned for the eventual
parallel main runways allowed not only for aircraft operations under nearly all meteorological
3
BAC is required to have an approved Master Plan in place which sets out the framework for development of Brisbane
Airport for a 20 year planning horizon. The Master Plan, in accordance with the Airports Act 1996, is required to be
reviewed every five years. At time of publication the 2003 Draft Master Plan (for 2003-2023) was being prepared for
submission to the Minister for Transport and Regional Services for approval.
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conditions, but also minimised impacts on nearby development, including residential areas, in
regard to noise and height limitations.
3.1.2 Why is a new runway needed?
Since the planning, approvals and construction of a new runway takes considerable time
(between 8 and 9 years), airport operators and airlines must rely on forward estimates of
passenger numbers and aircraft movements to correctly determine when a new runway needs
to become operational. BAC has commissioned consultants to prepare projected aircraft and
passenger growth for Brisbane Airport. These show that passenger growth is predicted to rise
from the current 12.3 million passengers (domestic and international) in 2002-03 to 35.4
million in 2022-23. Aircraft movements, which are more relevant to runway planning, are
forecast to grow from the current 138,000 annual movements (2002-03) to 298,000
movements forecast for 2022-23. The current two runway configuration at Brisbane Airport
(main runway 01/19 and cross-runway 14/32) has a capacity of between 216,000 and 244,000
annual movements depending on taxiway enhancements, aircraft mix, and meteorological
conditions.
In addition to annual aircraft movements, the timing for the construction of a new runway also
is dependent on the movements during the busy peak hours. Significant delays in aircraft taking
off and landing during peak periods cause most angst to passengers and businesses, whilst also
potentially impacting on flight schedules around the country and airline operating costs.
In the case of Brisbane Airport, the capacity of the current two runway configuration has been
assessed at 50 movements per hour for a sustained high demand 3 hour period. In considering
airport capacity, it is normal industry practice to reject a small proportion of the higher end
movements as being abnormal events. BAC has adopted the 95th percentile as being relevant
to capacity assessments – i.e. the top 5% of movements are ignored. Currently, peak hour
movements at Brisbane airport are 42 movements in an hour and increasing. Prior to the
September 11 2001 terrorist attack and the demise of Ansett Airlines in the same week, up to
54 movements in a peak hour were occurring at Brisbane Airport.
While some delays and additional waiting time can be accepted which could defer the
construction of a new runway, this could only continue for a short time. As witnessed by the
Sydney Airport experience, business and customer imperatives and dissatisfaction with flight
delays will demand additional runway capacity after short periods of delay. Accordingly, based
on the assessment of annual aircraft movements and peak hour demand and the forecast
aviation growth, BAC has determined that the new parallel runway will need to become
operational by 2012.
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3.1.3 How was BAC’s preferred runway location selected?
As mentioned earlier, the early planning by the Commonwealth Government for Brisbane
Airport’s ultimate development was centred around parallel 01/19 runways. Both runways were
to be of similar length and constructed directly opposite each other 2000 metres apart.
Following its acquisition of Brisbane Airport in 1997, BAC maintained the adoption of parallel
01/19 runways as the preferred runway layout. However, in its 1998 Master Plan, BAC
staggered the new parallel runway some 950 metres towards the airport’s Moreton Bay
boundary as a response to perceived community concern and political representation. This was
to lower noise impacts below those that would have occurred had the runway been located in
the position proposed in the original Commonwealth Government’s 1983 Master Plan.
To accommodate annual aircraft movements in excess of 220 000- 240 000 (estimated
maximum capacity of the current runway layout), parallel runways are required. The adoption
of parallel runways in a 14/32 direction in lieu of 01/19 (as has been suggested by some people
in the community) would mean significant reclamation of Moreton Bay to accommodate
extension of the existing cross-runway to a required 3 600 metre length, as well as the
construction of a new runway to the north of this cross-runway. The new runway would be
located entirely within a Ramsar4 listed area. Not only would there be potential major
environmental impacts for such an option, the cost to construct the new runway and extension
of the existing cross-runway would be in excess of $2 billion compared with the estimated cost
of $400 million for the construction of the new 01/19 parallel runway.
Parallel 01/19 runways also have the added advantage that the terminal areas will be centrally
located between both main runways. This leads to efficiency in airline operations.
As a result of community feedback on its 1998 Master Plan regarding concerns about aircraft
noise over residential areas, BAC’s preference is to stagger the new runway approximately
1 300 metres further towards its Moreton Bay boundary and maintain a 01/19 parallel runway
orientation. This modified runway layout is discussed in more detail in BAC’s recently released
2003 Master Plan – Draft for Public Comment5.
4
The Convention on Wetlands, to which Australia is a Contracting Party, is aimed at protecting nationally important
wetland values. The Convention was signed in the city of Ramsar, Iran, in 1971 and is commonly referred to as the
Ramsar Convention or Ramsar.
5
An Executive Summary of this document is located on BAC’s website www.brisbaneairport.com.au
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2003 Noise Management Strategies
Brisbane Airport
Figure 3-1 BAC’s preferred location of a parallel runway at Brisbane Airport
BAC has commissioned studies to investigate runway operating modes that maximise aircraft
operations (take-offs and landings) over Moreton Bay and which will minimise aircraft noise
over residential areas. These further studies have focused on a mode known as ODPROPS –
Opposite Direction Parallel Runway Operations.
The implementation of ODPROPS at Brisbane Airport as part of the new runway planning will
greatly assist in reducing aircraft noise over residential areas. Additionally, BAC’s decision to
further displace the new runway towards Moreton Bay than originally planned will also further
reduce noise nuisance over residential areas. Figure 3-2 shows the improvements predicted in
the ultimate capacity ANEF (Australian Noise Exposure Forecast) for noise in the vicinity of the
airport between the parallel runway’s location in BAC’s 1998 Master Plan (950 metre
displacement) and the 2003 Draft Master Plan (2 300 metre displacement).
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Figure 3-2 Comparison of the 1998 ANEF and the ultimate capacity ANEF
The ultimate capacity ANEF for parallel runway operations depicts the noise contours when
both runways are operating at peak capacity. This is not expected to occur for decades after
the new runway becomes operational. The ultimate capacity ANEF has been determined
utilising noise levels generated by current generation aircraft. On ground noise levels generated
by aircraft are expected to continue to reduce with improvements in aircraft and engine design,
and the ultimate capacity ANEF is expected to improve even further over the next decades.
3.2
Will increased air traffic mean more noise for Brisbane residents?
3.2.1 Noise in close proximity to the Airport
Since 1982 the Australian Noise Exposure Forecast (ANEF) system has been the method used in
Australia for assessment of aircraft noise in the vicinity of airports and for land use planning in
relation to that noise.
The Queensland Government’s State Planning Policy 1/02 titled “Development in the Vicinity of
Certain Airports and Aviation Facilities” uses areas within the ANEF 20 contour as representing
areas that would be affected by significant aircraft noise. The Airports Act 1996
(Commonwealth) uses the ANEF 30 contour as being the relevant significant noise contour.
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2003 Noise Management Strategies
Brisbane Airport
BAC has undertaken an assessment of existing land uses within the 20 ANEF for when parallel
runways become operational at Brisbane Airport. This assessment demonstrates significant
improvements in reducing the number of residential homes, units and schools exposed to the
20 or greater ANEF contour by further staggering the new runway towards Moreton Bay than
was proposed in BAC’s 1998 Master Plan. Table 3-1 shows the comparison between numbers of
relevant building types within the various ANEF contours for the location of the new parallel
runway.
Table 3-1 Land uses in Brisbane within the ANEF Contours
Ultimate Capacity ANEF – New Runway staggered 950m towards Bay as per location
shown in 1998 Master Plan
ANEF Zone
Building Type
20
25
30
35
40
House, Home Unit, Flat, Caravan Park
3170
100
Nil
Nil
Nil
School, University
8
1
Nil
Nil
Nil
Hospital, Nursing Home
1
Nil
Nil
Nil
Nil
Ultimate Capacity ANEF6 – New Runway staggered approx. 2300m towards Bay as per
location shown in 2003 Draft Master Plan
ANEF Zone
Building Type
20
25
30
35
40
House, Home Unit, Flat, Caravan Park
962
Nil
Nil
Nil
Nil
School, University
2
Nil
Nil
Nil
Nil
Hospital, Nursing Home
Nil
Nil
Nil
Nil
Nil
3.2.2 Noise from flights tracking over residential Brisbane
One of BAC’s objectives in the planning for the new parallel runway is to minimise aircraft
movements over land during the aircraft’s initial take-off phase and the final landing phase to
address the noise concerns of residents. Studies have indicated that the adoption of opposite
direction parallel runway operations (ODPROPS) will enable aircraft take-offs and landings to be
maximised over Moreton Bay, subject to weather conditions and aircraft demand. Under
ODPROPS, planes will land over the Bay on one runway, whilst simultaneously taking off out
over the Bay from the adjoining parallel runway.
6
ANEF has been derived utilising Opposite Direction Parallel Runway Operations mode under visual flying conditions.
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Aircraft will still track over land to overfly the en route navigational aids, but aircraft will be at
sufficient height during this phase of the flight not to create a noise nuisance.
From a demand perspective and based on the forecasts presented in BAC’s Draft Master Plan,
ODPROPS can address demand levels at year 2023 for all but 3 to 4 hours of the average day.
It should be noted that when ODPROPS is not available due to demand levels or meteorological
conditions, then conventional parallel runway modes would be in operation with a resultant
50% of movements in that mode directed over Moreton Bay.
To enable ODPROPS to be most effectively implemented, widely spaced parallel runways are
required which maintains horizontal airspace clearance between aircraft operating on each of
the runways. There is also an additional benefit if the landing runway is staggered towards the
approaching aircraft, as this will contribute to increased separation clearances between aircraft
landing and taking-off from the respective parallel runways.
BAC also believes that maintaining the separation of the parallel runways at 2 000 metres will
assist in gaining acceptance of the ODPROPS mode of operations where visual conditions may
require instrument approaches.
Under ODPROPS the most effective operating mode is for the forward staggered runway to be
utilised for landings (arrivals) and the existing main runway to be utilised for take-offs. The
design of the runway to maximise flight safety sees the preferred location of the new runway
staggered to the limit of BAC’s Moreton Bay boundary, with a 2 000 metre centreline
separation between parallel runways maintained. BAC’s preference for ODPROPS as the
preferred runway operating mode for Brisbane Airport will require detailed discussions with the
airlines, pilots, Air Traffic Control, AirServices Australia, DoTARS and the Civil Aviation Safety
Authority (CASA) to gain their acceptance and determine agreed operating standards. Flight
tracks for take-offs and landings for the parallel runways are still to be developed and this will
require careful planning and negotiation to ensure that flight safety remains the number one
priority for flight operations, whilst attempting to limit aircraft noise over residential and
developed areas.
Should BAC’s preferred parallel runway option become operational, it is BAC’s intention that
the existing cross-runway (14/32) will be converted to a taxiway. All runway operations will
then be confined to the two 01/19 runways. The retention of the cross-runway would result in
reduced aircraft movement capacity as increased safety clearances would need to be adopted
to achieve aircraft separation. The retention of the cross-runway as an operating runway would
result in an open ‘V’ configuration which would require very detailed flight track management
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2003 Noise Management Strategies
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to retain aircraft separation. This could result in less flexibility in keeping flight tracks away from
residential areas.
While it is not being suggested here that the increased aircraft movements being driven by the
aviation needs of South-east Queensland will not result in some level of increased noise
exposure to the community over time, it is being suggested that in view of safety standards
remaining paramount, the planning for runway location, orientation, operating modes and
traffic management procedures is being directed at achieving the best possible aircraft noise
reduction for the community.
3.3
Future Aircraft Design Trends
3.3.1 Engine technology trends
As has been discussed in previous chapters, there have been significant achievements in aircraft
design to date in reducing aircraft noise. Further efforts continue with a number of research
organisations as well as manufacturers in the US and Europe currently testing evolutionary
concepts to demonstrate noise reduction technology readiness for application to future designs
and current latest generation aircraft expected to be in production for some years. These
concepts are focused on intake and exhaust noise reduction, noise generated by the internal
turbo machinery and in the combustion chamber, as well as tests in aero acoustic wind tunnels
to better identify aerodynamic noise sources and opportunities for airframe noise reduction.
Manufacturers are targeting a further 10 dB reduction or halving of annoyance relative to 1998
levels, over the next 10 years. Meanwhile aircraft models on track for release in the short term
have also had considerable effort focused on noise reductions.
3.3.2 Will new large aircraft mean more noise?
Airbus Industries has designed a new class of very large aircraft, the A380, capable of holding in
excess of 500 passengers. This aircraft is due for introduction to service in 2006/2007. Qantas
is expected to be one of the first airlines to operate this new aircraft. While Brisbane Airport is
unlikely to see regular international services utilising the new A380 in the first few years of its
operational availability, it is expected that Brisbane Airport would act as an alternate airport for
Sydney and/or Melbourne when fog or other poor weather requires a flight diversion. In the
medium to longer term (2008 and beyond), Brisbane Airport could expect to see regular A380
services.
The A380 is being designed to achieve the highest level of airport integration possible – that is,
an aircraft that would not require additional runway lengths, pavement loadings or taxiway
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Brisbane Airport
2003 Noise Management Strategies
modification to that required for the Boeing 747-400 that is typically currently operated by
international airlines undertaking long-haul operations.
The A380 will not generate noise levels exceeding those of the Boeing 747-400. The existing
main runway at Brisbane Airport will not need to be lengthened to accommodate the A380 for
the types of operations expected out of Brisbane Airport (non-stop long-haul operations in the
range of 4 000 – 7 500 nautical miles which would cover destinations such as Vancouver,
Los Angeles and Dubai) under nil wind or into wind take-offs. BAC’s Master Plans of 1998 and
2003 have retained the option to extend the existing main runway to 4 100 metres to retain
the flexibility for tailwind operations over Moreton Bay. Such a runway extension is not
envisaged in the next 20 years.
3.4
Technical Noise Working Group
In line with BAC’s position to assist its stakeholders and industry partners, a Technical Noise
Working Group has been established to review noise issues at Brisbane Airport. This Group is
chaired by BAC and includes representation from Airservices, Qantas, Virgin Blue, DoTARS, the
association representing international airlines, the Civil Aviation Safety Authority and an
academic from the Queensland University of Technology specialising in noise.
This Technical Noise Working Group (TNWG) meets every three months, and the group’s
purpose is focused on the following:
• Enhancing opportunities for consultation regarding changes to aviation related flying
procedures;
• Reviewing and analysing Brisbane Airport noise trends;
• Contributing to airport environmental reporting of annual noise issues and trend reports;
• Reviewing noise abatement developments and procedures at Australian and overseas
airports and integrating improved practices where possible into Brisbane Airport’s noise
strategies;
• Investigate referred noise complaints and issues raised at the Brisbane Airport Consultative
Committee7;
• Ensure the Noise Management Strategies document for Brisbane Airport is relevant and
up-to-date; and
7
The Brisbane Airport Consultative Committee role is to enhance co-operation between the airport community,
business, government, and the general community relating to matters impacting on the operation and development of
Brisbane Airport.
Membership of the BACC includes representatives from Airservices, Queensland Government, business, airlines and the
local government Councillor for the area.
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2003 Noise Management Strategies
Brisbane Airport
• Investigate, document and report on relevant issues raised by the community, members
of the Group, government and other agencies.
The TNWG will provide the necessary forum to consider improvements in both operational
aspects of noise reduction as well as identify and recommend for implementation improved
methods of communication between the airport industry and the community.
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Resources
Some useful resources on the subjects of aviation and aircraft noise are:
• Airservices Australia Internet site http://www.airservicesaustralia.com
• ATAG website http://www.atag.org
• CASA website http://casa.gov.au
• DOTARS Discussion Paper – Expanding Ways to Describe and Assess Aircraft Noise
(March 2000)
• DOTARS website http://www.dotars.gov.au
• FAA website http://www.faa.gov
• IATA website http://www.iata.org
• ICAO website http://www.icao.org
References
• AIP Australia
• Airservices Australia Noise and Flight Path Monitoring System Quarterly Reports
• DOTARS Discussion Paper – Expanding Ways to Describe and Assess Aircraft Noise March
2000
Acknowledgments
BAC wishes to acknowledge the contributions to this publication from the following sources:
• Airservices Australia
• Brisbane Airport Consultative Committee
• Department of Transport and Regional Services (Commonwealth)
• Qantas Airways Ltd
• Queensland Transport
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Appendix A – Ground Running Procedures.
Introduction
Aircraft Operations can have a considerable impact on the surrounding community. The major
impact on the community is the sound of aircraft either involved in ground running or involved
in landing or take-off procedures.
Aircraft engine ground running is the responsibility of the Brisbane Airport Corporation who will
impose such restrictions as it considers necessary in consultation with ATC. Aircraft operators
wishing to carry out ground running shall contact BAC Operations Officer - Gate 1 (24 hours)
07 3406 3072.
Engine Ground Running
Time and power settings:
• From 0530-2100 hours, there are no limitations on time or power settings.
• From 2100-2300 hours, there is no limitation at idle power, however, at above idle power
each operator is limited to 15 minutes.
• From 2300-0530 hours turbo-jet, turbo-prop and piston engine aircraft are restricted to
idle power only with no time limits, however, piston engine aircraft may exceed idle
power for essential maintenance for a maximum period of five (5) minutes for each
aircraft.
Locations for engine ground running:
• At idle power the operator may position the aircraft at his discretion subject to any
requirements which may be specified by the Brisbane Airport Corporation Limited. If any
doubt exists contact BACL Gate 1 (24 hours) 07-3406 3072.
• At above idle power for aircraft not exceeding 8000 kg MTOW and vehicle mounted
engines, Taxiway H1, and the General Aviation Apron are available.
• At above idle power for aircraft not exceeding 21,000 kg MTOW taxiways “P”, “A” and
“B”, and General Aviation Apron are available.
• At above idle power for aircraft above 21,000 kg MTOW taxiways “P”, “A” and “B”
Domestic Apron and existing International Apron are available.
Headings for Engine Ground Running
Generally in selecting a location and heading, special regard shall be given to operational
acceptability (surface wind conditions) and protection against erosion or possible damage to
ground facilities. This will be mutually arranged between Airservices Australia - Air Traffic
Control and BAC.
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Reporting of Engine Ground Running
Operators shall advise the Brisbane Airport Corporation Limited Operations Officer, prior to
conducting any ground run above idle power.
A written report of all ground running conducted between 1900 and 0700 containing the
following details shall be submitted weekly by operators to the General Manager Operations BAC.
Information required in written reports:
Date
Operator
Aircraft - Type
- Registration
- Weight KG
Location
Heading
Time run commenced
Time run ceased
Highest power setting
In cases where a dispensation has been obtained details justifying the ground run shall also be
recorded. Operations Officer is to notify General Manager Operations of any contravention of
this determination.
The operator is to contact the BAC Safety Section 3406 3072 for approval of proposed engine
ground running which does not comply with requirements specified above.
The Duty Operations Officer will advise company representative requiring dispensation against
time or power setting limitations to contact General Manager Operations via Gate 1 (24 hours
07 3406 3072).
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Brisbane Airport
ENGINE GROUND RUNNING LIMITATIONS
Aircraft Type
Piston engined aircraft,
J31/32, EMB 110,
aircraft<8000kg MtOW
J41, S360, EMB 120 Dash 8
[excluding Q400 series],
aircraft<21000kg MTOW
BAe 146
F100, B717, B737, A320
B767, aircraft>21000kg
MTOW not specifically
referenced above
F28, other hushkitted
Chapter 2 jet aircraft
Time
of
Day
0500
–
2100
2100
–
2300
2300
–
2100
0500
–
2100
2100
–
2300
0500
2100
2100
–
2300
2300
–
0500
0500
–
2100
2100
–
2300
2300
–
0500
0500
–
2100
2100
–
2300
2300
0500
0500
2100
2100
–
2300
2300
–
0500
Allowable Power
Setting
Maximum Allowable
Ground Run Duration
Locations Available
Idle
No Limit
Operator discretion subject to BAC
requirements TWY H1, H3 GA Apron
Above Idle
Idle
No Limit
No Limit
Above Idle
Idle
No Limit
No Limit
Above Idle
Idle
5 minutes total
No Limit
Above Idle
Idle
No Limit
No Limit
Above Idle
Idle
No Limit
No Limit
Above Idle
Idle
5 minutes total
No Limit
Above Idle
Idle
No Limit
No Limit
Above Idle
Idle
15 minutes total
No Limit
Above Idle
Idle
5 minutes total
No Limit
Above Idle
Idle
No Limit
No limit
Above Idle
Idle
15 minutes total
No Limit
Above Idle
Idle
Nil
No Limit
Above Idle
Idle
No Limit
No Limit
Above Idle
Idle
No Limit
No Limit
Above Idle
Idle
Nil
No limit
Above Idle
Idle
No limit
15 Minutes total
Above Idle
Idle
Nil
Nil
Nil
Above Idle
Nil
Nil
Operator discretion subject to BAC
requirements TWY H1, H3 GA Apron
Operator discretion subject to BAC
requirements TWY H1, H3 GA Apron
Operator discretion subject to BAC
requirements TWY A, B, H3, GA
Apron
Operator discretion subject to BAC
requirements TWY A, B, H3, GA
Apron
Operator discretion subject to BAC
requirements TWY A, B, H3, GA
Apron
Operator discretion subject to BAC
requirements TWY A, TWY B, TWY P,
DTB Freight Aprons
Operator discretion subject to BAC
requirements TWY A, TWY B, TWY P,
DTB Freight Aprons
Operator discretion subject to BAC
requirements TWY,A TWYB, TWY P,
DTB Freight Aprons
Operator discretion subject to BAC
requirements TWY A, TWY B, TWY P
Operator discretion subject to BAC
requirements TWY A, TWY B TWY P
Operator discretion subject to BAC
requirements
Nil
Operator discretion subject to BAC
requirements TWY A, TWY B, TWY P
Operator discretion subject to BAC
requirements TWY A, TWY B, TWY P
Operator discretion subject to BAC
requirements Nil
Operator discretion subject to BAC
requirements TWY A, TWY B, TWY P
Operator discretion subject to BAC
requirements Nil
Notes:
1. ALL GROUND RUNNING OT BE ADVISED TO BAC GATE 1 (Telephone: 3406 3072)
2. Abnormal engine ground run requirements – noise levels associated with these need to be
known beforehand where possible.
3. Where a time limit applies to a maximum allowable ground run duration the total time
allowed is the cumulative time at relevant throttle settings e.g. 5 minutes total means a
total time about idle setting of five minutes.
54