Current and Future Flight Path and Noise

Transcription

1 urrent and uture light ath and oise nformation ooklet RT repared by risbane irport orporation as part of the risbane irport 204 aster lan. This is an update to the first light ath and oise nformation ooklet issued in 2006 to coincide with the public comment phase for the ew arallel Runway nvironmental mpact tatement and ajor evelopment lan.

2 risbane irport aster lan 204 roposed irport evelopment trategy to 204! mportant otice This information has been prepared by, or on behalf of risbane irport orporation ty imited ( ) (). While care has been taken to ensure that the information is accurate, it is provided for information purposes only and is based on s knowledge at the date of preparing the information. You should be aware that some of the information (a) is illustrative or conceptual only; (b) includes statements as to future matters; and (c) has been based on informed opinions and assumptions. makes no representation or warranty as to the accuracy of this information, or as to the likelihood of any future matter. You should not rely on this information to make any decision, and, to the extent permitted by law, you exclude from all liability (including negligence) for any use of, or reliance on, this information by any party. opyright opyright of this document vests in. o person shall reproduce this document or any part of it in any form or by any means whether electronic, mechanical, microcopying, photocopying, recording or otherwise, nor produce or transmit this document or any part of it, in either case, without the prior written consent of. ny enquiries regarding this matter should be addressed to.

3 bout this ooklet 02 The peration of risbane irport s urrent Runway ystem 04 The peration of risbane irport s uture Runway ystem 07 bout the urrent and uture light aths and oise harts 2 uilding the light ath and oise harts hown n This ooklet 7 Understanding the light ath and oise harts 8 light aths and oise harts 2 dditional oise harts 7 urther nformation 8 otes and xplanations 8 TT urrent and uture light ath and oise nformation ooklet urrent and uture light ath and oise nformation ooklet

4 UT T T Why this booklet has been prepared This urrent and uture light ath and oise nformation ooklet has been prepared for the community and interested stakeholders by risbane irport orporation () to complement the risbane irport 204 aster lan and to provide a standalone reference document on risbane irport operations. The aster lan contains information about the current and future development and operation of the airport to 204, as well as information about aircraft noise, primarily for land use planning purposes. hapter 8 of the 204 aster lan, nvironment, provides information and diagrams about the ustralian oise xposure orecast (). While the is a requirement of the irports ct 996 (irports ct), it is essentially a land use planning tool of most relevance to local and state governments when making planning decisions for today and future decades. This is because an is an aggregate calculation of noise modelling, combining current and future aviation operations. risbane irport s is an aggregation of noise modelling around current operations and future forecasts of operations and flight s with the ew arallel Runway (R) in operation, to The R is currently under construction and is expected to be operational by around ecause of its aggregate nature, an provides little assistance to those seeking to understand specific noise impacts and variations on a day-to-day basis. ased on discussions with community members spanning many years, understands the information most sought relates to: light s oise levels likely to be experienced as a result of aircraft using those flight s requency of The affect the opening of the R will have on flights s, noise and the overall operation of the risbane irport runway system. These topics, and more, are covered in this booklet. The urpose of the ooklet The purpose of this booklet is to provide the community with useful information on aircraft operations at risbane irport between now and 204, including the likely noise impacts of those operations. or completeness, information is also presented on ultimate capacity operations, nominally calculated at t is designed primarily to illustrate, through a series of drawings known as 70s, current and future flight s and related aircraft noise effects in a format that allows the reader to has released the risbane irport 204 aster lan and complementary documents including a ummary of the aster lan and this urrent and uture light ath and oise nformation booklet. 2 risbane irport orporation

5 understand when and how often aircraft might fly in the vicinity of their home, combined with the likely volume of noise that could be experienced as a result of those flights. n addition, it is designed to provide information on how the airport runway system operates today and how it will operate when the R is operational. t provides readers with a greater level of understanding about why aircraft take off and land in certain directions, or operating modes, irservices ustralia s (irservices) role in managing aircraft traffic, and the factors that will influence runway choice when the R is in use. Responding to guidelines issued by the ational irports afeguarding dvisory roup (), has included in this booklet charts and tables, which provide other ways to view and understand flight s and associated noise impacts. uffer Zone R RUWY TR < 6.7 > RUWY ultimate capacity considers that it is an appropriate planning practice to consider very longterm or ultimate capacity scenarios for elements of major airport infrastructure beyond the 204 planning horizon of the 204 aster lan. The assessment of ultimate capacity scenarios is based on current standards for aviation infrastructure, airspace management and current aircraft fleet technologies. The 204 aster lan presents the implications of considering the ultimate capacity for terminal areas, ground transport, runway system and aircraft noise metrics contained in this booklet to ensure stakeholders are fully informed. uture assessments of the ultimate operating capacity of risbane irport could change as a result the introduction of new and more efficient aircraft, changes to growth forecasts or changes to airspace management. risbane irport has the largest noise buffer zone of any capital city airport in ustralia. rawing a straight line from the end of the main runway, the nearest residence is around 6.7 km away. Using the same straight line approach, the distance from the end of the R to the nearest residence is around 6 km. R bout the risbane irport 204 aster lan n the past 0 years has invested more than $ billion in risbane irport and in the next 0 years a further $2.5 billion will be spent. f that, $. billion will be invested in the R, which is currently under construction and expected to be operational by around s investment in risbane irport is guided by a aster lan. aster lan is a statutory document prepared every five years, which is subject to formal public comment followed by ustralian overnment assessment. While it is prepared to meet the requirements of the irports ct, the aster lan also gives a platform to define its ongoing commitment to integrated planning to meet future demand, sustainability and high standards of stakeholder and community engagement. UR RT R YY < 6.0 > <.5 > <. > < 0.6 > W R RUWY The risbane irport 204 aster lan, which looks at on-airport development for the next 20 years, will drive ongoing investment in, and contribution to, the ustralian and Queensland economies. t will ensure airport planning achieves a balance between economic development, sound environmental management and sustainability. T < 0.6 > < 0.6 > egislated curfew restrictions on these airports The aster lan can be viewed at by following the 'Upgrading Your irport' home page link. < 0.6 > urrent and uture light ath and oise nformation ooklet

6 the RT R RRT URRT RUWY YT ntroduction The safe and efficient movement of aircraft in and out of risbane irport are fundamental objectives of airport and airspace operations. The operating modes for the airport runway system play an integral part in achieving these objectives. number of factors influence the choice of runway for arriving and departing aircraft, with the principal factors being wind direction and speed. s a general rule aircraft must land and take-off into the wind. ther weather factors also play a role in determining runway choice, as well as the amount of air traffic in the vicinity of the airport. n this section we explain how risbane irport s runway system operates (referred to as modes of operation) today, and when the R is operational. The peration of risbane irport s urrent Runway ystem risbane irport s current runway system consists of two runways as shown in igure. The main runway (RWY 0/9) is,600 m long and 45 m wide. ircraft can arrive over oreton ay from the north and depart to the south described as using RWY 9. r, they can operate in the opposite direction, arriving from the south and departing over oreton ay to the north described as using RWY 0. The cross runway (RWY 4/2) is,760 m long and 0 m wide and can accommodate all turboprop and domestic narrowbody jet aircraft with limitations. (ertain aircraft s (20s and 77s) are load restricted when operating on this runway, due to its shorter length.) igure risbane irport s urrent Runway ystem orth 4,760 m x 0 m 0 2 risbane (over land) oreton ay 9,600 m x 45 m 4 risbane irport orporation

7 irservices provides air traffic control and air navigation services at risbane irport and determines how the runways are to operate at any given time, based on factors such as weather conditions, preferred operating modes and oise batement rocedures (s), and the volume of air traffic in the area. The runways can operate in the following modes as described in Table and illustrated in igure 2. T : escription of the perating odes for the urrent Runway ystem o. ode s s ingle Runway 0 rriving from the south over land RWY 0 eparting to the north over the bay RWY 0 2 ingle Runway 9 rriving from the north over the bay RWY 9 eparting to the south over land RWY 9 Reciprocal Runways rriving from the north over the bay RWY 9 eparting to the north over the bay RWY 0 4 ingle Runway 0/4 onverging Runway perations (R) rriving from the south over land RWY 0, and rriving from the north west over the bay RWY 4 eparting to the north over the bay RWY 0 5 ingle Runway 0/2 (R) rriving from the south over land RWY 0, and rriving from the south east over the bay RWY 2 eparting to the north over the bay RWY 0, and eparting to the north west over the bay RWY 2 6 Runway 9/4 Radar eparated rriving from the south over land RWY 9, and rriving from the north west over the bay RWY 4 eparting to the south over land RWY 9 igure 2: llustrations of the perating odes for the urrent Runway ystem orth orth orth orth orth orth oreton ay oreton ay oreton ay oreton ay oreton ay oreton ay ross Runway 4/2 9 ross Runway 4/2 0 ross Runway 4/2 0 2 ross Runway 4/2 9 ain Runway 0/9 ain Runway 0/9 ain Runway 0/9 ain Runway 0/9 ain Runway 0/9 ain Runway 0/ risbane (over land) risbane (over land) risbane (over land) risbane (over land) risbane (over land) risbane (over land) ingle Runway 0 ingle Runway 9 Reciprocal Runways ingle Runway 0/4 (R) ingle Runway 0/2 (R) Runway 9/4 Radar eparated urrent and uture light ath and oise nformation ooklet 5

8 The peration of risbane irport s urrent Runway ystem (continued) bout the odes of peration peration in the RWY 0 direction is generally preferred when weather conditions permit. This enables combined operations on Runway 4/2, which can increase the number of aircraft that can arrive and depart the airport responding to the increasing demand risbane irport is experiencing and helping to minimise schedule delays. The Reciprocal ode facilitates all operations over oreton ay, minimising noise impacts. owever, in addition to wind direction and speed criteria, the requirements for separation between aircraft on final approach and initial departure tracks on the same runway means it can only be used during periods of very low demand, usually at night. RWY 4 arrivals, in conjunction with RWY 0 arrivals and departures is referred to as onverging Runway perations (R). This mode of operation is available in daylight hours and arrivals on RWY 4 are independent of arrivals on RWY 0. When available, this mode permits the aircraft arrival rate to be increased by around three to five aircraft per hour. imilarly RWY 2 can be used for arrivals in conjunction with RWY 0 when conditions permit. Weather and air traffic permitting, RWY 2 can also be used for departing turboprop aircraft, operating independently of arrivals and departures on RWY0. This mode is generally used during periods when there are more departures than arrivals and can reduce delays. nother mode is where RWY4 is used for arrivals in conjunction with arrivals on RWY9. s in this mode must be radar separated for each runway and can only be used in times of low demand. Runway emand anagement cheme Runway emand anagement cheme (R) was introduced at risbane irport in 202 to manage delays as aircraft traffic demand builds ahead of the opening of the R and the resulting step change in risbane irport capacity. The R involves a number of operational initiatives designed to maximise the available runway capacity, improve recovery after schedule or weather disruptions and to more efficiently accommodate unscheduled operations that can occur, i.e. medical emergency flights by Royal lying octor ervice and others. UT T RUWY UR YT o that air traffic controllers can direct pilots to the appropriate runway for take-off or landing, runways are always described using two numbers. ach number represents the orientation of the runway on a compass. ased on compass orientation, risbane irport s main runway is described as 0/9 (00 degrees magnetic / 90 degrees magnetic) and the cross runway is described as 4/2 (40 degrees magnetic / 20 degrees magnetic). When it is completed, the R will run parallel to the current main runway and so it will also carry the numbers 0/9. To distinguish between the two, the R will be described as 0 (left)/9r (right) and the current main runway 0R (right)/9 (left). The cross runway 4/2 will close when the R opens (refer page 26 of the aster lan RWY 4/2 uture losure trategy ) W 270 ross Runway ain Runway and ew arallel Runway risbane irport orporation

9 The peration of risbane irport s uture Runway ystem light s into and out of risbane, as well as the management of airspace around the airport, will change when the R opens. onsequently, aircraft noise exposure around risbane will also change. (Refer to the light ath and oise harts in this document for information on aircraft movements and noise impacts.) The R provides the opportunity to use a number of new operating modes that will provide benefits to the community by increasing the number of aircraft movements that can occur over oreton ay, particularly at night. The design of the airspace around risbane, including flight s and modes of operation for the R system, were fully investigated and documented at the time the nvironmental mpact tatement and ajor evelopment lan (/) was prepared for the R in Today, as part of the work for the risbane irport 204 aster lan, this information has been reviewed in consultation with irservices, resulting in some minor changes. uture Runway onfiguration The R will be,00 m long and 60 m wide and located two km west of the existing RWY 0/9. There is a provision to extend the runway length to,600 m should that be necessary. risbane irport s cross RWY 4/2, mentioned earlier in this section, will close when the R opens. The runway designations for the R are shown in igures and 4. n summary: RWY 9/9R: arrivals from the north over oreton ay and departures to the south over land RWY 0/0R: arrivals from the south over land and departures to the north over oreton ay. igure : R Runway esignations orth RWY 9 ixed arallel ps 9R RWY 0 ixed arallel ps 0 Runway 9 9R Runway 0 0 ew arallel Runway risbane (over land) ew arallel Runway risbane (over land) xisting Runway 9 igure 4: R Runway esignations orth xisting Runway 0R 9 0R oreton ay oreton ay urrent and uture light ath and oise nformation ooklet 7

10 odes of peration for the R There are several possible modes of operation for the R, with mode selection being influenced by: xisting air routes to and from the airport ptimisation of runway capacity urrent preferred runway rules and s in operation at the airport ptions under varying wind conditions implicity of airspace design and flight s to maximise safety and efficiency malgamation of existing procedures with new procedural requirements for parallel operations ptions to minimise of residential areas. bout the odes of peration The six main modes of operation proposed for the R are: orth ode - R 9R oreton ay ode : imultaneous opposite direction parallel runway operations (R) This is a low to medium capacity mode with operations over oreton ay and allowing some non-jet departures from RWY 9R (6am to 0pm). This is s preferred operating mode for noise mitigation when traffic volume and weather conditions permit. The mode can only be used when there is no more than a five knot downwind and a dry runway, or no downwind and a wet runway. t will be most often be used at night (pm to 5am ummer/pm to 6am Winter) when demand is reduced. eps RWY 0R rrs RWY 9R imited non-jet deps RWY 9R 9R ew arallel Runway risbane (over land) xisting Runway 0R ode 2 - R ode 2: dependent opposite direction parallel runway operations (R) This is a low capacity night time mode (pm to 5am ummer/pm to 6am Winter) with all jets departing or landing over oreton ay, but with non-jet departures permitted from RWY 9R. The mode can only be used at night with up to a 0 knot downwind and dry runway. ircraft are not permitted to take-off from RWY 0R until an aircraft landing on 9R is safely on the ground. orth eps RWY 0R rrs RWY 9R imited non-jet deps RWY 9R 9R 9R ew arallel Runway risbane (over land) xisting Runway oreton ay 0R ode - arallel '9' orth 9R oreton ay ode : ixed parallel operations on rwys 9 and 9R This is the most efficient mode for air traffic management for normal airport operations when weather conditions promote a southerly air traffic flow. ecause arrival tracks are generally more concentrated than departure tracks, for noise abatement purposes arrivals over oreton ay are preferred if weather permits. RWY 9 ixed arallel ps 9R ew arallel Runway xisting Runway 9 9 risbane (over land) 8 risbane irport orporation

11 odes of peration for the R ode 5 - RWY 9 ixed, 9R s ode 5: RWY 9R arrivals and 9 mixed mode operations ode 5 is a variation on ode. t can be used in dry conditions with up to five knots downwind, and in wet weather with no downwind. This mode is an option that may be considered during non-peak and shoulder periods with high arrival rates. This mode offers operational efficiency through reduced taxiing times from aprons. orth RWY 9/R emi-ixed ps ep only RWY 9 9R ew arallel Runway xisting Runway 9 9 oreton ay risbane (over land) orth ode 4 - arallel '0' / ode 2 0 oreton ay ode 4: ixed parallel operations on rwys 0 and 0R ode 4 is the primary mode of operation for arrivals and departures on RWY 0 and 0R. t is the most efficient mode for air traffic management for normal airport operations when weather conditions promote a northerly air traffic flow. RWY 0 ixed arallel ps 0 ew arallel Runway xisting Runway 0R 0R risbane (over land) ode 6: RWY 0 departures and 0R mixed mode operations ode 6 is a variation on ode 4. t can be used in dry conditions with up to five knots downwind, and in wet weather with no downwind. This mode is an option that may be considered during non-peak and shoulder periods with high departure rates. This mode offers operational efficiency through reduced taxiing times from aprons. ode 6 - RWY 0R ixed, 0 s 0 orth oreton ay RWY 0/R emi-ixed ps rr only RWY 0R ew arallel Runway risbane (over land) xisting Runway 0R 0R urrent and uture light ath and oise nformation ooklet 9

12 The arallel Runway perating lan has prepared an operating plan to be implemented when the R is open. t outlines the preferred modes of operation recommended for weekdays and weekends to optimise noise abatement where possible and is shown in Table 2. uring the day the decision to change modes will be passive. This means that a mode change will only be implemented if the current mode becomes unavailable, or will clearly become unavailable in a short time, generally driven by weather changes. or instance, if ode is being used and the wind changes allowing ode R to be available, then if ode is still suitable no change is required to be made. n the evening and early mornings on weekends mode changes will be made on an active basis. or instance, if ode or 4 is being used and conditions change that mean ode R becomes available, then a change to ode is required as soon as possible. t night, a change to ode R or ode 2 R must be implemented on an active basis if weather conditions permit. There may be times at night when the downwind component is greater than five knots but less than 0 knots and the airport could operate in ode 2 R except traffic departures are above the nominal capacity for the mode. n this event and in order to maintain over oreton ay operations, ode 2 can be varied to allow some smaller quieter non-jet aircraft to depart over the land on RWY9R. n artist's impression of the ew arallel Runway currently under construction at risbane irport new flight pproval rocess efore any proposed flight procedure and/or modes of operation can be finalised and implemented for the R system, an additional afety ase and nvironmental ssessment will be completed by the airspace and navigation service provider, irservices. This will occur prior to the opening of the R and must be approved by the ffice of irspace Regulation (R) within ivil viation afety uthority (). 0 risbane irport orporation

13 T 2: arallel Runway perating lan Weekday perations onday to riday Time ay ode (6am to 8pm) vening ode (8pm to 0pm) ight ode (0pm to 6am) umber of vailable odes referred equence of pplication ode : R (downwind up to 5kts) passive ode : RWY 9 ixed arallel ode 4: RWY 0 ixed arallel ode : R (downwind up to 5kts) active ode : RWY 9 ixed arallel ode 4: RWY 0 ixed arallel 6 ode : R (downwind up to 5kts) active ode 2: R (downwind up to 0kts) active ode 5: RWY 9 emi-mixed arallel departures RWY 9 only ode 6: RWY 0 emi-mixed arallel arrivals RWY 0R only ode : RWY 9 ixed arallels ode 4: RWY 0 ixed arallels Weekend perations aturday and unday Time ay ode (8am to 8pm) vening ode (8pm to 0pm) ight ode (0pm to 6am) arly orning (6am 8am) umber of vailable odes referred equence of pplication ode : R (downwind up to 5kts) passive ode : RWY 9 ixed arallel ode 4: RWY 0 ixed arallel ode : R (downwind up to 5kts) active ode : RWY 9 ixed arallel ode 4: RWY 0 ixed arallels 6 ode : R (downwind up to 5kts) active ode 2: R (downwind up to 0kts) active ode 5: RWY 9 emi-mixed arallel departures RWY 9 only ode 6: RWY 0 emi-mixed arallel arrivals RWY 0R only ode : RWY 9 ixed arallels ode 4: RWY 0 ixed arallels ode : R (downwind up to 5kts) active ode : RWY 9 ixed arallel ode 4: RWY 0 ixed arallel ode allocation is both weather and demand dependent and odes and 2 will be actively allocated within agreed demand rates and down wind criteria. urrent and uture light ath and oise nformation ooklet

14 bout urrent and uture light aths light aths light s are highways in the sky. They define three-dimensional routes that aircraft use to arrive at or depart from an airport. They are developed in accordance with standards established by organisations including the nternational ivil viation rganization (), and its R and are carefully formulated to ensure the safe and efficient operation of aircraft. light s are the means through which air traffic is controlled and are based on tandard Routes, known as TRs, and tandard nstrument Routes, known as s. Together, TRs and s form the basis for the flight s that are used by pilots and airlines operating in controlled airspace. These flight s are used by pilots to negotiate entry into and out of risbane airspace, under the direction of irservices ir Traffic ontrollers. y using a number of navigational tools that are established for each flight, pilots can fly safely and confidently into and out of risbane in adverse weather conditions, even if they have never flown to risbane before. light s are integral to the noise modelling process and are used in the development of the and the noise charts shown in this booklet. Therefore, the arrival and departure flight s for risbane irport at 2020 before the R opens and for the nominal ultimate capacity year of 2060 with the R in operation, are shown on pages 6. light s at risbane irport will change after the opening of the R in owever, no further changes to the runway system are envisaged after that and so the flight s shown for 2060 will be the same as those used in 2020 when the R opens. nformation about how flight s are approved for use is contained on pages 8 and 84 of this booklet. ecause flight s differ for arrivals and departures and for various aircraft s, the flight s shown over the following pages include: light aths 2020 before R opens (ets, Turboprops and elicopters) light aths 2020 before R opens (ets, Turboprops and elicopters) light aths 2060 with R open (ets, Turboprops and elicopters) light aths 2060 with R open (ets, Turboprops and elicopters) bout flight s light s can be depicted as single lines on a map, however, it is not always possible for aircraft to follow precisely along the line depicted. n practice, flight s can vary up to several kilometres or more. This occurs for a range of reasons such as weather conditions, requirements for aircraft separation or variations in aircraft performance. The flight s shown are based on a nominal spread around a centreline. The modelling used in developing the noise metrics assumes the majority of aircraft will be along the centreline with a decreasing proportion of aircraft flying on the outer edge of the. 2 risbane irport orporation

15 centre line tracks 2020 efore R pens (ets, Turboprops and elicopters) RTW RRU RT -R R RT UR TR WY T TR URRU W R WT RY R RT TRT R R R T R TZ U Y R R W R TU U ZR Y U W R WT U VR Y RT R VRT R TR T VRT R WV T RTT R RRT T R U TT TR YTR WW R R Y R R RY UTWY YTT R R WRTWTWR T T R RV W U V RV RT WT R RTTU VY R URRR R T R R WTR T WYU WYU WT Y W R T TY UWR R T UT R R RV T Y WT T TW WT T T R R WRY R TR WT T TR T U W UTT R RR U R RY R RV TR T RW R R R T R YR RY R TY TRR R WT YRY UT RVTT T R T R WT XR RT V R UT RVTT Z et Tracks on-jet Tracks elicopter Tracks lace the clear overlay provided at the front of this book over this chart to see the relationship between the flight s and risbane suburbs. urrent and uture light ath and oise nformation ooklet

16 centre line tracks 2020 efore R pens (ets, Turboprops and elicopters) RTW RRU RT -R R RT UR TR WY T TR URRU W R WT RY R RT TRT R R R T R TZ U Y R R W R TU U ZR Y U W R WT U VR Y RT R VRT R TR T VRT R WV T RTT R RRT T R U TT TR YTR WW R R Y R R RY UTWY YTT R R WRTWTWR T T R RV W U V RV RT WT R RTTU VY R URRR R T R R WTR T WYU WYU WT Y W R T TY UWR R T UT R R RV T Y WT T TW WT T T R R WRY R TR WT T TR T U W UTT R RR U R RY R RV TR T RW R R R T R YR RY R TY TRR R WT YRY UT RVTT T R T R WT XR RT V R UT RVTT Z et Tracks on-jet Tracks elicopter Tracks lace the clear overlay provided at the front of this book over this chart to see the relationship between the flight s and risbane suburbs. 4 risbane irport orporation

17 centre line tracks 2060 With R pen (ets, Turboprops and elicopters) RTW RRU RT -R R RT UR TR WY T TR URRU W R WT RY R RT TRT R R R T R TZ U Y R R W R TU U ZR Y U W R WT U VR Y RT R VRT R TR T VRT R WV T RTT R RRT T R U TT TR YTR WW R R Y R R RY UTWY YTT R R WRTWTWR T T R RV W U V RV RT WT R RTTU VY R URRR R T R R WTR T WYU WYU WT Y W R T TY UWR R T UT R R RV T Y WT T TW WT T T R R WRY R TR WT T TR T U W UTT R RR U R RY R RV TR T RW R R R T R YR RY R TY TRR R WT YRY UT RVTT T R T R WT XR RT V R UT RVTT Z et Tracks on-jet Tracks elicopter Tracks lace the clear overlay provided at the front of this book over this chart to see the relationship between the flight s and risbane suburbs. urrent and uture light ath and oise nformation ooklet 5

18 centre line tracks 2060 With R pen (ets, Turboprops and elicopters) RTW RRU RT -R R RT UR TR WY T TR URRU W R WT RY R RT TRT R R R T R TZ U Y R R W R TU U ZR Y U W R WT U VR Y RT R VRT R TR T VRT R WV T RTT R RRT T R U TT TR YTR WW R R Y R R RY UTWY YTT R R WRTWTWR T T R RV W U V RV RT WT R RTTU VY R URRR R T R R WTR T WYU WYU WT Y W R T TY UWR R T UT R R RV T Y WT T TW WT T T R R WRY R TR WT T TR T U W UTT R RR U R RY R RV TR T RW R R R T R YR RY R TY TRR R WT YRY UT RVTT T R T R WT XR RT V R UT RVTT Z et Tracks on-jet Tracks elicopter Tracks lace the clear overlay provided at the front of this book over this chart to see the relationship between the flight s and risbane suburbs. 6 risbane irport orporation

19 uilding the light ath and oise harts hown n This ooklet n the next section of this booklet has provided a number of light ath and oise harts for the years: 2020 (just prior to R opening) 2020 (on opening of the R) 204 (which is the 20-year planning horizon for the risbane irport 204 aster lan) 2060 (the nominal date when risbane irport will approach ultimate runway capacity). n addition to showing flight s, the light ath and oise harts include useful information about how the flight s will be used by aircraft, as well as the likely noise effects, shown through the use of contour lines overlaid on each map. While all information is overlaid on a map of risbane, the perforated clear page showing the boundaries of risbane suburbs can be removed from the front of this booklet and held over each light ath and oise hart so you can clearly see where your suburb is located in relation to the flight s. n this section we explain how flight s are developed, the primary flight tracks used and how this information has been used to develop the flight s shown in this booklet. xample : entre line flight TR We also provide a guide to understanding the information on and the range of the light ath and oise harts. bout primary light tracks While primary flight tracks can be depicted as single lines on a map (refer xample below), they allow for variance, because it is not always possible for aircraft to follow a particular flight precisely along the same line. n practice, individual flight tracks can vary from the primary flight track by up to several kilometres or more (refer xample 2 below). This occurs for a range of reasons such as weather conditions, requirements for aircraft separation, variations in aircraft performance, or through the use of approved visual approaches, typically used when weather conditions are good and traffic allows. bout the wathe-tyle light aths n This ooklet Therefore, to better illustrate the potential area within which aircraft may fly into and out of risbane, information on the primary flight tracks is usually combined with the information on flight xample 2: actual light TR flown tracks flown, to create the swathe-style of flight s shown in this booklet (refer xample below). t should be noted that in many cases aircraft will fly close to the centre line of these swathes and this centreline approach will dominate in coming years as technologies such as Required avigation erformance (R) are adopted across the industry. The images below illustrate how the flight s have been developed for this booklet, incorporating: rimary flight s for the primary jet aircraft arrivals and departures into risbane The actual spread of jet aircraft arrival and departure flight s sourced from irservices The integration of primary flight s and actual flight s to form the swathe-style flight drawings shown in this booklet. xample : wathe-style flight images used in this book ource: irservices ustralia urrent and uture light ath and oise nformation ooklet 7

20 Understanding the light ath and oise harts uring the development of the light ath and oise harts concept, sought input from a crosssection of the community about the of information they would like to know about flight s and noise impacts and how they would like that information to be shown. The charts shown in this booklet are the product of this consultation. There are three primary elements to each light ath and oise hart. ere we have highlighted the primary elements using a sample light ath and oise hart. flight s appearing as coloured swathes overlaid on a map of risbane The flight s in this booklet, each denoted by a capital letter, show three important pieces of information: Whether aircraft are using the flight for arrival or departure, illustrated by the direction of the aircraft icon and the colour scheme of the The approximate height of aircraft as they arrive or depart risbane shown through a colour gradient that can be interpreted by using a height legend on the chart The potential width of the flight. 2 ata tables appearing at the bottom of each light ath and oise hart t the bottom of each light ath and oise hart you will find specific details about how the flight s will be used by aircraft, including: The average number of times per day that an aircraft is likely to use the flight The expected minimum and maximum number of flights that are likely to use the flight The percentage of all jet aircraft flights that this is likely to carry during the period of time being reported on»» days within the period of time being reported on when the flight is likely to experience no flights. light light verage no. of xpected minimum & % of risbane jet flights on maximum no. of jet irport s total jet no jet flights flight on ltitude ey ontour ey s 4,50 of 70d() and 5 to 9 s 0 to 9 20 to 49 2,00 50 or more 8 risbane irport orporation

21 70 noise contours appearing as contour lines overlaid on the flight s system of describing and predicting aircraft noise has been developed by the ustralian overnment in consultation with industry and the community. This work focused on finding ways to provide information in a form that could be more easily understood by the community and which provided a comprehensive description of the nature of aircraft noise exposure at any point. The 70 contour or diagram was a product of this work and is now also being adopted overseas to better communicate information about aircraft noise. n 70 diagram, illustrated as contour lines over a map of risbane, shows the area within which a stated number of flights generating noise of 70 decibels or more occur in a specified period of time. n aircraft noise event of 70 decibels or above is one that may disturb conversation, television viewing or using the telephone inside a house with open windows. They describe the number of noise events () exceeding an outdoor maximum noise level of 70 d. The 70 d outdoor level was chosen because it corresponds to the ustralian standard for the onset of indoor speech interference of 60 d (0 d attenuation by the building fabric with open windows is allowed for). The 70 contour lines will show you: Where generating noise of 70 decibels or more are likely to occur The predicted number of such that are likely to occur The (day, evening or night) when these are likely to occur. The colour of the contour line relates directly to the number of flights generating noise of 70 decibels or more that are likely to occur within its boundaries. s you get closer to risbane irport, more events of 70 decibels or greater are experienced. urrent and uture light ath and oise nformation ooklet 9

22 xample light ath and oise hart n example light ath and oise hart is interpreted on the opposite page. flight s y looking at the direction the aircraft icon is heading, and the colour of the flight in relation to the legend on the chart, you can see whether the flight is used for arriving or departing aircraft. n this light ath and oise hart you can see that flight is used by aircraft arriving into risbane irport, while flight is used by aircraft departing risbane irport. y following the change in the gradient of the colour on the flight and by using the height legend, you can see the approximate height of aircraft on each flight as they arrive at or depart from risbane irport. You can also see the area within the flight that aircraft may fly by looking at the width of the. 2 ata Tables y following the data table at the bottom of the chart you can read across to see more information about what will happen on each of the flight s. The typical busy day this light ath and oise hart represents is a winter, weekday (onday to riday) day (6am to 6pm). This detail of season, day and time is noted at the top of each light ath and oise hart. Using flight as an example, the data table sample shows you: n average of 6 aircraft used this arrival flight The expected range in the number of aircraft using this flight is 0 58 of all aircraft using flight s into and out of risbane used this flight This flight is expected not to be used of the time, also referred to as respite. 70 oise ontours and ontour ey The coloured contour lines show the geographic extent of noise of 70 decibels or more that is generated by aircraft, while the contour key (shown bottom right corner) shows the number of of 70 decibels or more that are likely to occur within the contour line boundaries. y analysing the sample opposite you can see that: etween 5 and 9 of 70 decibels or more occur in the area between the outer blue contour line and the green contour line etween 0 and 9 occur in the area between the green contour line and the yellow contour line etween 20 and 49 occur in the area between the yellow contour line and the red contour line 50 or more occur within the area bounded by the red contour line. 20 risbane irport orporation

23 2020 WTR Weekday Y Without the R onday to riday 6m 6m ➊ light ➊ light ➌ 70 oise ontours ➋ ata Tables light light verage no. of jet flights on flight xpected minimum & maximum no. of jet % of risbane irport s total jet % % % Q 0-9 7% R ltitude ey s 4,50 s 2,00 ontour ey of 70d() and 5 to 9 0 to 9 20 to or more urrent and uture light ath and oise nformation ooklet 2

24 bout the Range of light ath and oise harts light s and associated noise impacts vary according to the season, the day of the week and the time of day. Therefore this booklet provides light ath and oise harts for typical busy days for the following scenarios. ay (5am to 6pm) Weekday (onday to riday) vening (6pm to pm) ummer (ctober arch) ight (pm to 5am) ay (6am to 6pm) Weekend (aturday to unday) vening (6pm to pm) ight (pm to 6am) ay (6am to 6pm) Weekday (onday to riday) vening (6pm to pm) Winter (pril eptember) ight (pm to 6am) ay (6am to 6pm) Weekend (aturday to unday) vening (6pm to pm) ight (pm to 6am) You will notice in the chart that night, during weekdays in summer, runs from pm to 5am, whereas in the same scenario for winter, night is measured between pm and 6am. The difference reflects the influence of summer daylight saving in southern states. This leads to more flights leaving risbane from 5am in summer, primarily for business customers. n all there are 48 different light ath and oise harts in this booklet. 22 risbane irport orporation

25 light ath and oise harts llustrating flight s currently in use and those planned for the R and likely noise effects: 2020 efore the opening of the R ust after the opening of the R With the R With the R 60 7 urrent and uture light ath and oise nformation ooklet 2

26 2020 UR Weekday ay Without the R onday to riday 5am 6pm RRU RTW Q RT -R R RT UR TR URRU W TR R WT WY T R RY R RT TRT R R T R U R R W W ZR U VR RT R Y R WT R VRT WV T TR T VRT R R T RTT R RRT U TR TT R R YTR R RY WW R Y YTT UTWY R R WRTWTWR T T V RV WT WTR T UWR TW RR R T R R RY R RV RW R R W UTT R YR TR T WRY T R R TY YRY T T R RV T T U Y Y WT W R WT RY WYU WT R TY R T UT R TR R URRR R RTTU VY R T T U RT R R WYU R W RV U TR WT T R light T R RT WT verage no. of xpected minimum & jet flights on maximum no. of jet flight R5RRT Without the R Z % of risbane irport s total jet 6% 2 7% 8% 44 ebruary 8% 204 6% % 6 6 ltitude ey ontour ey s of 70d() and 4,50 s risbane irport orporation 5 to 9 0 to 9 20 to 49 2,00ummer Weekday ay 50 or more onday to riday 5:00am - 6:00pm T T T RRT WR T RTY RRT W Y, WVR R U UT T RRT VRT. 24 V XR UT RVTT R TRR R WT UT RVTT T R Q R U Y U light TZ TU Y R R

27 2020 UR Weekday V Without the R onday to riday 6m pm RRU RTW Q RT -R R RT UR TR URRU W TR R WT WY T R RY R RT TRT R R T R TZ U TU R R W Y R R ZR Y U U W U VR RT R Y R WT R VRT WV T TR T VRT R R T RTT R RRT U TR TT R R YTR R RY WW R Y YTT UTWY R R WRTWTWR T T V RV WT WTR T UWR TW RR R T R R RY R RV RW R R W UTT R YR TR T WRY T R R TY YRY R U Q R light TR WT T R RT WT TRR R WT UT RVTT T verage no. of xpected minimum & jet flights on maximum no. of jet flight R2RRT Without the R V XR UT RVTT R T Z R light T T R RV T T U Y Y WT W R WT RY WYU WT R TY R T UT R TR R URRR R RTTU VY R T T U RT R R WYU R W RV % of risbane irport s total jet 2 9% 27% 44 ebruary % 78% 26% 78% % 8 ltitude ey ontour ey s of 70d() and 4,50 s 5 to 9 0 to 9 20 tovening 49 ummer Weekday 2,000 ft more onday to riday 6:00pm50 -or:00pm T T T RRT WR T RTY RRT W Y, WVR R U UT T RRT VRT. urrent and uture light ath and oise nformation ooklet 25

28 2020 UR Weekday T Without the R onday to riday m 5m RRU RTW Q RT -R R RT UR TR URRU W TR R WT WY T R RY R RT TRT R R T R U TU R R W Y R R TZ ZR Y U U W U VR RT R Y R WT R VRT WV T TR T VRT R R T RTT R RRT U TR TT R R YTR R RY WW R Y YTT UTWY R R WRTWTWR T T V RV WT WTR T UWR TW RR R T R R RY R RV RW R R W UTT R YR TR T WRY T R R U TR R RT WT light verage no. of xpected minimum & jet flights on maximum no. of jet flight RRRT Without the R Z % of risbane irport s total jet 7% 7% 44 ebruary 204 7% 87% 98% 89% 79% 97% 79% 99% 98% 99% ltitude ey ontour ey s of 70d() and 4,50 s risbane irport orporation 2 to 4 5 to 9 0 to 9 ummer Weekday ight 2,00 20 to 49 onday to riday :00pm - 5:00am 50 or more T T T RRT WR T RTY RRT W Y, WVR R U UT T RRT VRT. 26 V XR UT RVTT R T R Q R WT T TRR R WT UT RVTT T TY YRY R light T T R RV T T U Y Y WT W R WT RY WYU WT R TY R T UT R TR R URRR R RTTU VY R T T U RT R R WYU R W RV

29 2020 UR Week Y Without the R aturday and unday 6am 6pm RRU RTW Q RT -R R RT UR TR URRU W TR R WT WY T R RY R RT TRT R R T R W ZR U VR RT R Y R WT R VRT WV T TR T VRT R R T RTT R RRT U TR TT R R YTR R RY WW R Y YTT UTWY R R WRTWTWR T T V RV WT WTR T UWR TW RR R T R R RY R RV RW R R W UTT R YR TR T WRY T R R TY YRY R R light T T R RV T T U Y Y WT W R WT RY WYU WT R TY R T UT R TR R URRR R RTTU VY R T T U RT R R WYU R W RV Q R U Y U light U TU R R W Y R R TZ U TR T R RT WT verage no. of xpected minimum & jet flights on maximum no. of jet flight R9RRT Without 9 the R V XR UT RVTT R TRR R WT UT RVTT T WT T Z % of risbane irport s total jet 2 8% 9% 44 ebruary 8% 204 6% % 4 4 9% ltitude ey ontour ey s of 70d() and 4,50 s 5 to 9 0 to 9 20 to 49 2,00ummer Weekend ay 50 or more aturday and unday 6:00am - 6:00pm T T T RRT WR T RTY RRT W Y, WVR R U UT T RRT VRT. urrent and uture light ath and oise nformation ooklet 27

30 2020 UR Week V Without the R aturday and unday 6pm pm RRU RTW Q RT -R R RT UR TR URRU W TR R WT WY T R RY R RT TRT R R T R TZ U TU R R W Y R R ZR Y U U W U VR RT R Y R WT R VRT WV T TR T VRT R R T RTT R RRT U TR TT R R YTR R RY WW R Y YTT UTWY R R WRTWTWR T T V RV WT WTR T UWR TW RR R T R R RY R RV RW R R W UTT R YR TR T WRY T R R U TR R Q R RT WT verage no. of xpected minimum & jet flights on maximum no. of jet flight R2RRT Without the R Z % of risbane irport s total jet 7% 2 9% 2 44 ebruary 7% 204 8% 6% 27% 6% % 6% 8% 2 8 ltitude ey ontour ey s of 70d() and 4,50 s risbane irport orporation 5 to 9 0 to 9 20 tovening 49 ummer Weekend 2,000 ft more aturday and unday 6:00pm50-or:00pm T T T RRT WR T RTY RRT W Y, WVR R U UT T RRT VRT. 28 V XR R light T UT RVTT WT T R TRR R WT UT RVTT T TY YRY R light T T R RV T T U Y Y WT W R WT RY WYU WT R TY R T UT R TR R URRR R RTTU VY R T T U RT R R WYU R W RV

31 2020 UR Week night Without the R aturday and unday m 6m RRU RTW Q RT -R R RT UR TR URRU W TR R WT WY T R RY R RT TRT R R T R TZ U TU R R W Y R R ZR Y U U W U VR RT R Y R WT R VRT WV T TR T VRT R R T RTT R RRT U TR TT R R YTR R RY WW R Y YTT UTWY R R WRTWTWR T T V RV WT WTR T UWR TW RR R T R R RY R RV RW R R W UTT R YR TR T WRY T R R TY YRY R U TR R Q R light RT WT verage no. of xpected minimum & jet flights on maximum no. of jet flight RRRT Without the R 0- V XR UT RVTT R TRR R WT UT RVTT T WT T T Z R light T T R RV T T U Y Y WT W R WT RY WYU WT R TY R T UT R TR R URRR R RTTU VY R T T U RT R R WYU R W RV % of risbane irport s total jet 57% 44 ebruary % 99% 98% 79% 98% 79% 99% 98% ltitude ey ontour ey s of 70d() and 4,50 s 2 to 4 5 to 9 0 to 9 Weekend ight 2,000 ummer ft 20 to 49 aturday and unday :00pm - 6:00am 50 or more T T T RRT WR T RTY RRT W Y, WVR R U UT T RRT VRT. urrent and uture light ath and oise nformation ooklet 29

32 2020 WTR Weekday Y Without the R onday to riday 6m 6m RRU RTW Q RT -R R RT UR TR URRU W TR R WT WY T R RY R RT TRT R R T R U R R W W ZR U VR RT R Y R WT R VRT WV T TR T VRT R R T RTT R RRT U TR TT R R YTR R RY WW R Y YTT UTWY R R WRTWTWR T T V RV WT WTR T UWR TW RR R T R R RY R RV RW R R W UTT R YR TR T WRY T R R T T R RV T T U Y Y WT W R WT RY WYU WT R TY R T UT R TR R URRR R RTTU VY R T T U RT R R WYU R W RV U TR WT T R light T R RT WT verage no. of xpected minimum & jet flights on maximum no. of jet flight R 6RRT Without the R Z % of risbane irport s total jet 44 9% 6% ebruary % % 2 ltitude ey ontour ey s of 70d() and 4,50 s risbane irport orporation 5 to 9 0 to 9 20 to 49 2,00 Winter Weekday ay 50 or more onday to riday 6:00am - 6:00pm T T T RRT WR T RTY RRT W Y, WVR R U UT T RRT VRT. 0 V XR UT RVTT R TRR R WT UT RVTT T TY YRY R Q R U Y U light TZ TU Y R R

33 2020 WTR Weekday V Without the R onday to riday 6m m RRU RTW Q RT -R R RT UR TR URRU W TR WY T R WT R RY R RT TRT R R T R TZ U TU R R W Y R R ZR Y U U W U VR RT R Y R WT R VRT WV T TR T VRT R R T RTT R RRT U TR TT R R YTR R RY WW R Y YTT UTWY R R WRTWTWR T T V RV WT WTR T UWR TW RR R T R R RY R RV RW R R W UTT R YR TR T WRY T R R TY YRY R U TR R Q R RT WT V XR verage no. of xpected minimum & jet flights on maximum no. of jet flight RRRT Without the R R T Z R light WT T TRR R WT UT RVTT T UT RVTT light T T R RV T T U Y Y WT W R WT RY WYU WT R TY R T UT R TR R URRR R RTTU VY R T T U RT R R WYU R W RV % of risbane irport s total jet 2 8% 2 44 ebruary 204 7% % 9% 8% 6 8% 8% 7 8% % 8% ltitude ey ontour ey s of 70d() and 4,50 s 5 to 9 0 to 9 20 tovening 49 Weekday 2,000 Winter ft more onday to riday 6:00pm50 -or:00pm T T T RRT WR T RTY RRT W Y, WVR R U UT T RRT VRT. urrent and uture light ath and oise nformation ooklet

34 2020 WTR Weekday T Without the R onday to riday m 6m RRU RTW Q RT -R R RT UR TR URRU W TR R WT WY T R RY R RT TRT R R T R TZ U TU R R W Y R R ZR Y U U W U VR RT R Y R WT R VRT WV T TR T VRT R R T RTT R RRT U TR TT R R YTR R RY WW R Y YTT UTWY R R WRTWTWR T T V RV WT WTR T UWR TW RR R T R R RY R RV RW R R W UTT R YR TR T WRY T R R U TR R RT WT light verage no. of xpected minimum & jet flights on maximum no. of jet flight R4RRT Without the R Z % of risbane irport s total jet 44 ebruary % 97% 59% % ltitude ey ontour ey s of 70d() and 4,50 s risbane irport orporation 2 to 4 5 to 9 0 to 9 2,00 Winter Weekday ight 20 to 49 onday to riday :00pm - 6:00am 50 or more T T T RRT WR T RTY RRT W Y, WVR R U UT T RRT VRT. 2 V XR UT RVTT R T R Q R WT T TRR R WT UT RVTT T TY YRY R light T T R RV T T U Y Y WT TY WT RY WYU WT R W R R T UT R TR R URRR R RTTU VY R T T U RT R R WYU R W RV

35 2020 Winter Week Y Without the R aturday and unday 6am 6pm RRU RTW Q RT -R R RT UR TR URRU W TR R WT WY T R RY R RT TRT R R T R TZ U TU R R W Y R R ZR Y U U W U VR RT R Y R WT R VRT WV T TR T VRT R R T RTT R RRT U TR TT R R YTR R RY WW R Y YTT UTWY R R WRTWTWR T T V RV WT WTR T UWR TW RR R T R R RY R RV RW R R W UTT R YR TR T WRY T R R TY YRY R U Q R light TR R RT WT verage no. of xpected minimum & jet flights on maximum no. of jet flight R 2RRT Without the R V XR UT RVTT R TRR R WT UT RVTT T WT T T Z R light T T R RV T T U Y Y WT W R WT RY WYU WT R TY R T UT R TR R URRR R RTTU VY R T T U RT R R WYU R W RV % of risbane irport s total jet 6% 44 7% 6% ebruary 204 6% 2 8% 6 2 7% 7% ltitude ey ontour ey s of 70d() and 4,50 s 5 to 9 0 to 9 20 to 49 2,00 Winter Weekend ay 50 or more aturday and unday 6:00am - 6:00pm T T T RRT WR T RTY RRT W Y, WVR R U UT T RRT VRT. urrent and uture light ath and oise nformation ooklet