Melbourne Basin Aircraft Noise Information Report Quarter 4 2012 (October to December)

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Version Control

Version Number Detail Prepared by Date

1 - Environment 26 February 2013

2 Figure 10 amended Environment 19 June 2013

© Airservices Australia. All rights reserved.

This report contains a summary of data collected over the specified period and is intended to convey the best information available from the NFPMS at the time. The system databases are to some extent dependent upon external sources and errors may occur. All care is taken in preparation of the report but its complete accuracy can not be guaranteed. Airservices Australia does not accept any legal liability for any losses arising from reliance upon data in this report which may be found to be inaccurate.

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Melbourne Basin - Aircraft Noise Information Report Contents 1. Purpose Page 4 2. Flight patterns Page 8 2.1 Jet aircraft Page 8 2.2 Non jet aircraft Page 10 2.3 Track density plots Page 11 3. Aircraft movements Page 14 3.1 Melbourne Airport Page 14 3.2 Essendon Airport Page 18 3.3 Moorabbin Airport Page 21 3.4 Avalon Airport Page 22 4. Noise monitoring Page 23 5. Complaints data Page 31 5.1 NCIS Clients by suburb Page 31 5.2 Issues raised by NCIS clients Page 37 Appendix A - Diggers Rest Post Implementation Review Page 39

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1. Purpose This report summarises data for Quarter 4 of 2012 (October to December) from Airservices Noise and Flight Path Monitoring System (NFPMS) and Noise Complaints and Information Service (NCIS) for the Melbourne basin (including Melbourne, Essendon, Moorabbin and Avalon airports) as well as some other sources (such as the Airservices Flight Charging System). 1.1 Melbourne Airport Melbourne Airport is located around 20km north east of the central business district. It is bounded by residential areas to the east, south and west. To the north of the airport is the township of Bulla. The majority of operations at Melbourne Airport are international and domestic regular passenger services, mostly medium to large jets. During Quarter 4 of 2012 there were over 55,000 operations at Melbourne Airport. More information about Melbourne Airport is available from the Airservices website at www.airservicesaustralia.com/aircraftnoise/airport-information/. 1.2 Essendon Airport Essendon Airport is located between the city centre and Melbourne Airport, approximately 11km north west of the central business district. It is surrounded by residential developments. The majority of operations involve smaller general aviation which includes corporate jets and emergency helicopters. Circuit training is not conducted at Essendon Airport. A legislated curfew at Essendon Airport limits operations between 11.00pm and 6.00am. During Quarter 4 of 2012 there were over 13,000 operations at Essendon Airport. More information about Essendon Airport is available from the Airservices website at www.airservicesaustralia.com/aircraftnoise/airport-information/. 1.3 Moorabbin Airport Moorabbin Airport is located a little over 20km south east of the central business district. It is bounded by residential areas on all sides. The majority of operations at Moorabbin Airport are smaller general aviation aircraft. Pilot training is conducted at Moorabbin Airport which involves a significant number of circuit operations. Information about circuit training is available on the Airservices website at http://www.airservicesaustralia.com/wp-content/uploads/12-039FAC_NCIS-Circuit-training_WEB.pdf and more information about Moorabbin Airport is available from the Airservices website at www.airservicesaustralia.com/aircraftnoise/airport-information/. 1.4 Avalon Airport Avalon Airport is located 50 km south-west of the central business district. It is on the eastern edge of the city of Geelong. Residential areas are to the west of the Airport. To the south is Geelong Harbour. The majority of operations are Regular Passenger Transport (RPT) involving a mixture of narrow body and wide body jet aircraft. 1.5 Aircraft noise monitoring in Melbourne Airservices NFPMS captures and stores radar, flight plan and noise data. The NFPMS covers eight city regions around Australia. For the Melbourne region, noise data is captured by five noise monitors - also known as Environmental Monitoring Units (EMUs) - located around Melbourne Airport at: Buller, Keilor East, Essendon, Coolaroo, Thomastown, Keilor Village and Diggers Rest.

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Figure 1 Location of Melbourne, Essendon, Avalon and Moorabbin airports. (Noise monitoring sites are shown as red dots). The location of RAAF Point Cook airfield is also shown.

Moorabbin Airport

Melbourne Airport

Avalon Airport

Essendon Airport

RAAF Point Cook

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Essendon Airport

Melbourne Airport

Moorabbin Airport

Avalon Airport

RAAF Point Cook

Figure 1 shows runway configurations at Melbourne, Essendon, Moorabbin and Avalon airports. The main runway at Melbourne Airport, 16/34 is 3.7 km long, orientated north-south. There is a smaller 2.3 km long cross runway, 09/27, orientated east-west. At Essendon Airport there are two intersecting runways, a 1.6 km north-south runway 17/35 and a 1.9 km east-west runway 08/26.

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Moorabbin Airport has 2 parallel runways aligned north-south (35L-17R and 35R-17L) and another set of 2 parallel runways orientated north-east to south-west (31L-13R and 31R-13L). These are of a similar length, 0.8-0.9 km. There is a fifth runway which is shorter (0.5km), aligned south east to north west (04-22). Avalon Airport has a single runway of length 3.0 km aligned north-south (18-36). Information about runway selection is available on the Airservices website at www.airservicesaustralia.com/aircraftnoise/factsheets/.

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2. Flight patterns 2.1 Jet aircraft Figures 2 and 3 show jet aircraft track plots for arrivals and departures for the Melbourne basin for the month of November 2012, coloured according to height (in feet). Noise monitors are shown as grey circles. Stars indicate the location of private airfields. The period shown has been limited to one month so that the patterns of aircraft movements can be distinguished. Figure 2 Jet arrivals for the Melbourne basin, November 2012 (one month)

Essendon Airport

Key points shown by Figure 2 are:

The vast the majority of jet traffic occurs at Melbourne Airport. These are mostly RPT operations involving medium to large jets.

A small number of wide and large body jets also operate out of Avalon Airport. A small number of business and corporate jets operate out of Essendon Airport and

Moorabbin Airport. Jet arrivals are generally aligned with the runways at least 10km from the airport.

For Melbourne Airport, suburbs in line with the runways up to about 15km are overflown by jet arrivals. However for Avalon Airport the majority of jet arrivals occur either over rural areas or the bay.

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Arrivals into Melbourne Airport are spread mainly between from the east, south and north.

Figure 3 Jet departures for the Melbourne basin, November 2012 (one month)

Essendon Airport

Key points shown by Figure 3 are:

Jet departures reach a higher altitude closer to the airport than arrivals and also deviate from runway alignment slightly closer to the airport, around 10km from runway end. However, jets taking off need to maintain high levels of power (thrust) to maintain their climb, which is why noise from departing jets is often louder than noise from arriving jets, even though they overfly nearby suburbs at a greater height.

Jet departures at Melbourne Airport are mainly to the north and west. In Figure 3 the jet departures heading to the south from Melbourne Airport

originated from the cross runway in the 27 direction. Jet departures at Avalon Airport are mainly to the south and to the north-east.

These are the least populated areas around the airport.

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2.2 Non jet aircraft Figure 4 shows non jet tracks (arrivals and departures) in the Melbourne basin for the month of November 2012. Noise monitors are shown as grey circles. The period shown has been limited to one month so that the patterns of aircraft movements can be distinguished. Figure 4 Non jet arrivals and departures for the Melbourne region, November 2012 (one month)

Essendon Airport

Melbourne Airport

Avalon Airport

RAAF Point Cook

Lilydale Airport

Moorabbin Airport

Key points shown by Figure 4 are:

It is clear that although jet aircraft tend to operate along defined paths, when smaller aircraft are included on the map, there are very few areas of the Melbourne basin that are not overflown by aircraft at some stage. The circuit pattern (training aircraft) at Moorabbin Airport and Point Cook are visible as red/ orange rings, indicating that aircraft are generally maintaining a height of around 1000ft (in line with Civil Aviation Safety Authority height requirements for circuit operations).

In Figure 4 the circuit operations at Lilydale Airport are visible, indicating that aircraft are generally maintaining a height of around 1000ft (in line with Civil Aviation Safety Authority height requirements for circuit operations).

Although it is not evident in Figure 4 (too many tracks) propeller aircraft operating out of Melbourne Airport follow the same pattern as that for jets; the majority of arrivals are from the east and south, departures are to the west and north.

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Propeller aircraft out of Melbourne Airport generally operate at a higher altitude (above 5000 ft) than those for other airports.

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2.3 Track density plots The track plots above show that residents living up to 15km from the airports and in line with Melbourne Airport’s runways are regularly overflown by jet aircraft below 5000ft. However, beyond this the regularity of flight path use is not discernible from the track plot display. A track density plot can be useful in showing the underlying track patterns. To create a track density plot, the land surface is divided into squares, creating a grid. The average number of flights passing over each square per day is then calculated. By colour coding according to frequency of flights, a track density plot can be illustrated. Figure 5 shows a track density plot for all movements over the Melbourne basin in Quarter 4 of 2012. Noise monitors are shown as grey circles.

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Figure 5 Track density plot for the Melbourne region, Quarter 4 of 2012

Moorabbin Airport

Lilydale Airport

Melbourne Airport

RAAF Point Cook Airport

Essendon Airport

Avalon Airport

Key points shown by Figure 5 are:

Flights in and out of Melbourne Airport are generally aligned with the runways. Suburbs to the south, east and west of the airport are regularly overflown by aircraft.

The location of noise monitors aligns well with operations out of Melbourne Airport. Operations out of Essendon are concentrated to the south-east of the airport, which

includes the CBD. These aircraft are mostly smaller general aviation aircraft. There are no circuit operations at Essendon Airport. Operations out of Moorabbin Airport are either training or en route to the northern

and eastern edges of the bay. There are five distinct flight paths into and out of Moorabbin Airport.

The remote training area for Moorabbin Airport based aircraft is also visible approximately 10km south of the airport.

Operations at Point Cook are mainly training operations conducting circuit operations. Circuit operations are also clearly visible at Lilydale Airport, to the top right of the map. Operations at this airport involve smaller general aviation aircraft.

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3. Aircraft movements 3.1 Melbourne Airport Figure 6 shows aircraft movements at Melbourne Airport for the 15 month period to the end of Quarter 4 of 2012. Figure 6 Aircraft movements at Melbourne Airport from October 2011 to December 2012

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Number of Movements

Melbourne Airport Movements

Hel

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Prop

Key points shown by Figure 6 are: There has been a steady increase in jet movements over the last 15 months. Propeller aircraft usage has remained constant. Helicopter movements are less than 0.1% of the overall movement numbers.

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Figure 7 shows runway usage for arrivals and departures at Melbourne Airport for the 15 month period up to the end of Quarter 4 of 2012. Figures 8 and 9 show runway usage over a four year period for the two busiest runways at the airport. Runway selection is based on weather conditions, traffic volume and noise abatement procedures. As the wind changes, the runway in use may change as aircraft primarily take off and land into the wind for safety and performance reasons. Figure 7 Runway usage at Melbourne Airport from October 2011 to December 2012

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Number of Movemen

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Melbourne Airport Runway Usage

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34

Figure 8 Runway 16 usage at Melbourne Airport 2009 to 2012

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Figure 9 Runway 27 usage at Melbourne Airport 2009 to 2012

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Number of Movements

Runway 27 Use 2009 ‐ Current

2009

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2011

2012

Key points shown by figures 7 to 9 are:

Use of Runway 16 is heaviest during the November to March period. Use of Runway 34 is greater during the July to October period. This reflects prevailing winds at Melbourne Airport, which are from the south in the summer and from the north during winter and spring.

Runway works on the cross runway (09-27) were conducted between January to March 2011. This explains the dip in the 2011 line for those months.

Figure 10 (below) shows aircraft movements at Melbourne Airport at night (11.00pm to 6.00am), by runway. There is no curfew at Melbourne Airport, though noise abatement procedures are used to reduce the impact of aircraft operations on residential areas, especially at night. From 11.00pm to 6.00am, when wind and traffic conditions permit, aircraft depart off Runway 27 and arrive on Runway 16.

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Figure 10 Night movements Melbourne Airport (11.00pm to 6.00am) by Runway October 2011 to December 2012

The key point shown by Figure 10 is:

The preferred night-time runway combination (arrivals onto runway 16 and departures off runway 27) was mostly used during November 2011 to March 2012 and again in October and November 2012. At other times this was not possible due to weather conditions.

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3.2 Essendon Airport Figure 12 shows aircraft movements at Essendon Airport for the 15 month period to the end of Quarter 4 of 2012. Figure 12 Aircraft movements to Essendon Airport to Quarter 4 of 2012

Essendon Airport Movements

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Number of Movements

Curcuits

Arriva l/Departure

Key points shown by Figure 12

Although the majority of operations at Essendon Airport are general aviation aircraft there are no circuits conducted at the Airport.

Movement numbers at Essendon Airport are relatively constant between 4,000 and 5,000 per month

Essendon Airport has a curfew, which restricts operations between 11.00pm and 6.00am to provide noise relief to residents near the airport. The details of restrictions at Essendon Airport can be found in the Air Navigation (Essendon Airport) Regulations 2001. This does not mean that all operations at the airport cease during these hours. In line with the Regulations, the Federal Minister for Infrastructure and Transport determines which types of movements are permitted. Figure 10 shows curfew movements by category at Essendon Airport for the 15 month period to the end of Quarter 4 of 2012. Figure 13 shows the runways used during the curfew movements at Essendon Airport for the 15 month period to the end of Quarter 4 of 2012. Exceptions to curfew restrictions set out in the Regulations include:

Propeller aircraft that are less than 8618 kg (shown as ‘approved’ in Figure 13) Other aircraft less than 8618 kg which comply with noise standards known as the

90/95 rule (approved)

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Helicopters that meet ICAO Annex 16 Volume 1 Chapter 8 or 11 noise standards (approved)

Aircraft involved in emergencies Aircraft which have taxi clearance prior to the start of the curfew but are yet to take

off. More detail on curfew restrictions is available on the website of the Department for Infrastructure and Transport at http://www.infrastructure.gov.au/aviation/environmental/curfews/EssendonAirport/index.aspx Figure 13 Essendon Curfew movements (11.00pm to 6.00am) for October 2011 to December 2012 by curfew category

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2011 2011 2011 2012 2012 2012 2012 2012 2012 2012 2012 2012 2012 2012 2012

Number of Movements

Essendon Curfew Movements

approved

emergency

PreCurfew Taxi

Query

Key points shown by Figure 13 are: On average, there are around four movements per night during curfew hours. While movements of approved aircraft types make up the majority of these

movements, a significant proportion of movements are involved in emergency operations (eg. police or air ambulance). There was a spike in helicopter emergency operations in December 2012.

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Figure 14 Runway usage for curfew movements (11.00pm to 06.00am) at Essendon Airport October 2011 to December 2012

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Number of Movements

Essendon Curfew Runway Usage

rwy08

rwy17

rwy26

rwy35

rwyHE

Key points shown by Figure 14 are: Police and emergency services use primarily helicopters. These are based towards the

northern end of the main runway. As shown in Figure 13, there was a spike in emergency helicopter movements in December 2012.

During the curfew the cross runway (08-26) is used as much as the main runway (17-35)

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3.2 Moorabbin Airport Figure 15 shows aircraft movements at Moorabbin Airport for the 15 month period to the end of Quarter 4 of 2012. Figure 15 Aircraft movements to Moorabbin Airport to Quarter 4 of 2012

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Number of Movements

Moorabbin Airport Movements Circuits

Arrival/Departure

The key points shown by Figure 15 are:

Circuit operations constitute 30 per cent of all operations at Moorabbin Airport. There was a slight spike in movements in March. This was because tertiary

students start their courses in February, and start actually flying in March. There was a slight dip in movements in December 2011/ January 2012, and again

at the end of 2012, partly due to courses being over for the year. There was another slight dip in June 2012, due to poor weather.

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3.2 Avalon Airport Figure 16 shows aircraft movements at Avalon Airport for the 15 month period to the end of Quarter 4 of 2012. Figure 16 Aircraft movements to Avalon Airport to Quarter 4 of 2012

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Number of Movements

Avalon Airport Movements Curcuits

Arrival/Departure

The key point shown by Figure 16

Some circuit operations are conducted at Avalon Airport. The movement numbers at Avalon are approximately 450 movements per month

(which is 10 per cent of the number operating at Essendon Airport). The small spike in circuit numbers in June 2012 was due to a jet doing circuits

several times a day for three weeks during the month.

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4. Noise monitoring Airservices collects noise and operational data from noise monitors (EMUs) around Melbourne Airport. This data can be expressed in a number of ways, to show average noise during a period, background noise levels and number of noise ‘events’ over a certain threshold. Sound is measured on a logarithmic scale with the decibel (dB(A)) as the unit of measure. The sound level of typical daytime urban-based activities can vary between 40dB(A) and 80dB(A). The sound levels in a nightclub often exceed 90dB(A). Figures 13 to 26 show data from the five Adelaide EMUs for the last fifteen months (see Figure 1 for the location of EMUs). The terms used within each of these figures are: LAeq 24hr: The continuous equivalent noise level over a 24 hour period, including noise from aircraft and the wider environment. LAeq night: The continuous equivalent noise level over the night time period (hours of 11:00pm to 6:00am) Background L90dB(A) (L90): The sound level that is exceeded 90% of the time over a 24 hour period – effectively removing noise from instantaneous events such as passing aircraft to provide a background level. N65: The average number of daily noise events caused by aircraft that are over 65dB(A). Figures for N70, N80 and N90 are also provided.

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Figure 17 Average daily noise events at EMU 2 (Bulla) from Quarter 4 of 2011 to Quarter 4 of 2012 (captures arrivals to Melbourne Runway 16 and departures from Melbourne Runway 34)

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Number of Noise Events

EMU 2

N65

N70

N80

N90

Figure 18 Average noise levels at EMU 2 from Quarter 4 of 2011 to Quarter 4 of 2012

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Average

 Noise Levels in

 dB(A)

EMU

Daily AverageLAeq(24hr)

Daily AverageLAeq(night)

L90

2

The key point shown by figures 17 to 18 is:

The pattern of aircraft noise events recorded by EMU 2 reflects the seasonal trends for arrivals to Runway 16, with more events recorded in summer than in winter.

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Figure 19 Average daily noise events at EMU 3 (Keilor East) from Quarter 4 of 2011 to Quarter 4 of 2012 (captures arrivals onto Melbourne Runway 34).

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Number of Noise Events

EMU 3

N65

N70

N80

N90

Figure 20 Average noise levels at EMU 3 from Quarter 4 of 2011 to Quarter 4 of 2012

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EMU

Daily AverageLAeq(24hr)

Daily AverageLAeq(night)

L90

3

The key point shown by figures 19 to 20 is:

The pattern of aircraft noise events recorded by EMU 3 reflects the seasonal trend for arrivals to Runway 34 (see Figure 7), with more events recorded in winter than in summer.

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Figure 21 Average daily noise events at EMU 4 (Essendon) from Quarter 4 of 2011 to Quarter 4 of 2012 (captures arrivals to Melbourne Runway 34 and arrivals to Essendon Runway 35 and departures off Essendon Runway 17)

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Number of Noise Events

EMU 4

N65

N70

N80

N90

Figure 22 Average noise levels at EMU 4 from Quarter 4 of 2011 to Quarter 4 of 2012

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Daily AverageLAeq(24hr)

Daily AverageLAeq(night)

L90

4

The key point shown by figures 21 and 22 is:

EMU 4 does not reflect seasonal use of runways at Melbourne Airport as closely as some other monitors, as it also records noise from Runway 17 at Essendon Airport, where runway use is less seasonal.

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Figure 23 Average daily noise events at EMU 6 (Coolaroo) from Quarter 4 of 2011 to Quarter 4 of 2012 (captures arrivals to Melbourne Runway 27)

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Number of Noise Events

EMU 6

N65

N70

N80

N90

Figure 24 Average noise levels at EMU 6 from Quarter 4 of 2011 to Quarter 4 of 2012

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EMU

Daily AverageLAeq(24hr)

Daily AverageLAeq(night)

L90

6

The key point shown by Figures 23 and 24 is:

The pattern of aircraft noise events recorded by EMU 6 reflects the seasonal trend for arrivals to Runway 27 (see Figure 9), with more events recorded in winter than in summer.

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Figure 25 Average daily noise events at EMU 60 (Keilor Village) from Quarter 4 of 2011 to Quarter 4 of 2012 (captures arrivals to Melbourne Runway 34 and departures from Melbourne Runway 16)

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Number of Noise Events

EMU 60

N65

N70

N80

N90

Figure 26 Average noise levels at EMU 60 from Quarter 4 of 2011 to Quarter 4 of 2012

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L90

60

The key point shown by figures 25 to 26 is:

The pattern of aircraft noise events recorded by EMU 60 reflects the seasonal trend for arrivals to Runway 34 (see Figure 7), with more events recorded in winter than in summer.

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Figure 27 Average daily noise events at EMU 61 (Thomastown) from Quarter 4 of 2011 to Quarter 4 of 2012 (captures arrivals to Melbourne Runway 27)

0.010.020.030.040.050.060.070.080.090.0100.0

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Number of Noise Events

EMU 61

N65

N70

N80

N90

Figure 28 Average noise levels at EMU 61 from Quarter 4 of 2011 to Quarter 4 of 2012

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EMU

Daily AverageLAeq(24hr)

Daily AverageLAeq(night)

L90

61

The key point shown by figures 27 to 28 is:

The pattern of aircraft noise events recorded by EMU 61 reflects the seasonal trend for arrivals to Runway 27 (see Figure 9), with more events recorded in winter than in summer.

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Figure 29 Average daily noise events at EMU 64 (Diggers Rest) from Quarter 4 of 2011 to Quarter 4 of 2012 (departures from Runway 27)

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Number of Noise Events

EMU 64

N65

N70

N80

N90

Figure 30 Average noise levels at EMU 64 from Quarter 4 of 2011 to Quarter 4 of 2012

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Average

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EMU

Daily AverageLAeq(24hr)

Daily AverageLAeq(night)

L90

64

The key point shown by figures 29 to 30 is:

This monitor is located several kilometres east of the main flight path. The noise captured by this monitor is dependant on weather conditions, which vary throughout the year.

The Diggers Rest EMU will be decommissioned as per recommendations put forward within the 2010 review of Melbourne EMUs. Appendix A presents the results of Post Implementation Review (PIR),

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5. Complaints data Airservices manages complaints and enquiries about aircraft noise and operations through its Noise Complaints and Information Service (NCIS). Complaints, enquiries and requests for information about aircraft operations received by the NCIS are collected and stored in a database for the purpose of complaint management, analysis of issues and identification of causal factors. Each complaint, enquiry or request for information is referred to as a contact and each person who makes contact with the NCIS is referred to as a client. 5.1 NCIS Clients by suburb The NCIS received contacts from 196 clients from Melbourne, Moorabbin, Essendon and Avalon Airport during Quarter 4 of 2012. Client density maps are used to show the number of clients from each suburb, with suburbs coloured according to how many clients had contacted the NCIS. The data does not include clients who contacted other organisations (eg. airports). Table 1 provides a breakdown of clients from October to December 2012. Some suburbs are shown twice, with complaints associated with Melbourne, Moorabbin, Essendon and Avalon Airports shown separately. Figure 31 shows client density for the Melbourne basin with flight tracks overlaid for Melbourne, Moorabbin, Essendon and Avalon Airport for Quarter 4 of 2012.

31

Table 1 Recorded clients October to December 2012 by suburb and airport

Suburb Avalon Essendon Melbourne Moorabbin

Not Specified 0 1 1 2

ABERFELDIE 0 1 0 0

AIRPORT WEST 0 3 2 0

ALBANVALE 0 0 2 0

ALBION 0 0 1 0

ALTONA MEADOWS 0 0 1 0

ASCOT VALE 0 2 0 0

ASPENDALE 0 0 0 2

ASPENDALE GARDENS 0 0 0 2

ATTWOOD 0 0 1 0

AVONDALE HEIGHTS 0 0 2 0

BEAUMARIS 0 0 0 1

BENTLEIGH EAST 0 0 0 1

BEVERIDGE 0 0 1 0

BLACKBURN 0 1 0 0

BRAYBROOK 0 0 2 0

BRUNSWICK 0 1 1 0

BULLA 0 0 3 0

CAULFIELD 0 1 0 0

CHELTENHAM 0 0 0 3

CLARKEFIELD 0 0 1 0

CLAYTON 0 0 0 1

CLAYTON SOUTH 0 0 0 2

COBURG 0 1 0 0

COLLINGWOOD 0 0 1 0

CRAIGIEBURN 0 0 1 0

CREMORNE 0 1 0 1

DEER PARK 0 0 1 0

DIGGERS REST 0 0 1 0

DINGLEY VILLAGE 0 0 0 17

DONCASTER EAST 0 1 3 1

ESSENDON 0 2 0 0

ESSENDON NORTH 0 5 1 0

FOOTSCRAY 0 0 1 0

FOREST HILL 0 0 1 0

FRANKSTON 0 0 0 1

FRANKSTON NORTH 0 0 0 1

GLADSTONE PARK 0 0 1 0

GREENVALE 0 0 1 0

HEATHERTON 0 0 0 1

HIGHETT 0 0 0 1

HILLSIDE 0 0 1 0

KEALBA 0 0 2 0

KEILOR 0 0 47 0

KEILOR EAST 0 0 2 0

KEILOR PARK 0 0 3 0

KENSINGTON 0 0 1 0

KINGLAKE WEST 0 0 1 0

KINGSVILLE 0 0 1 0

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LALOR 0 0 1 0

LANCEFIELD 0 0 1 0

LYNDHURST 0 0 0 1

MACLEOD 0 0 1 0

MENTONE 0 0 0 4

MENTONE EAST 0 0 0 1

MIDDLE PARK 0 0 1 0

MILL PARK 0 1 1 0

MOONEE PONDS 0 1 0 0

MOORABBIN 0 0 0 1

MORDIALLOC 0 0 0 5

NEWPORT 0 0 1 0

NIDDRIE 0 2 1 0

NORTH WARRANDYTE 0 1 0 0

OAK PARK 0 1 0 0

PARKDALE 0 0 0 2

PASCOE VALE 0 1 0 0

PRAHRAN 0 1 0 2

RESERVOIR 0 0 1 0

RICHMOND 0 3 0 0

ROCKBANK 0 0 1 0

ROMSEY 0 0 1 0

ROSANNA 0 0 1 0

SOUTH MELBOURNE 0 0 1 0

ST ALBANS 0 1 6 0

ST KILDA 0 2 0 0

STRATHMORE 0 7 0 0

SUNBURY 0 1 0 0

TAYLORS HILL 0 0 1 0

TAYLORS LAKES 0 0 1 0

THOMASTOWN 0 0 1 0

WESTMEADOWS 0 0 2 0

WHITTLESEA 0 0 1 0 Total 0 42 112 53

The key points shown by Table 1 are:

Melbourne Airport and Moorabbin Airport have slightly more clients than Essendon Airport.

Six suburbs receive clients from both Essendon Airport and Melbourne Airport, which are relatively close to each other.

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Figure 31 Client density by suburb for Quarter 4 of 2012 with an overlay of tracks for sample period 2 to 8 December 2012 at Melbourne Airport, Essendon Airport, Moorabbin Airport and Avalon Airport

Arrivals

Departures

Local operations including circuits

The key points shown by Figure 31 are:

The majority of complaints about aircraft noise in the Melbourne Basin are associated with movements at Melbourne Airport, Essendon Airport and Moorabbin Airport.

The few complaints associated with Avalon Airport are from residents who live under the approach flight path to Runway 36.

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Figure 32 Client density by suburb for Quarter 4 of 2012 with an overlay of tracks for sample period 2 to 8 December 2012 at Melbourne, Essendon, Moorabbin and Avalon Airports (zoomed in on Melbourne and Essendon Airports)

Arrivals

Departures

Local operations including circuits

The key points shown in Figure 32 are: Most of the complaints associated with Melbourne Airport are from suburbs to the

south of the airport, which are subject to both arrivals to Runway 34 and departures from Runway 16.

Many of the complaints from suburbs close to Melbourne Airport were about aircraft noise at night.

Many of the complaints for Essendon Airport were to do with helicopter operations. These were from across the area, and not focussed on one or two suburbs.

Complaints received from Strathmore were generally to do with arrivals to Essendon Airport Runway 26, which complaints from Essendon North were associated with low flying jets. This suburb is under the flight path for arrivals and departures at Essendon Airport.

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Figure 33 Client density by suburb for Quarter 4 of 2012 with an overlay of tracks for sample period 2 to 8 December 2012 at Melbourne, Essendon, Moorabbin and Avalon Airports (zoomed in on Moorabbin Airport)

Arrivals

Departures

Local operations including circuits

The key points shown by Figure 33 are: Dingley Village is subject to noise from circuit training. The complaints from this

suburb were about both propeller aircraft and helicopters. The other suburbs with more than one client for Moorabbin Airport experience

aircraft noise from a combination of circuits, arrivals and departures. The majority of complaints at Moorabbin Airport are from suburbs close to the

airport.

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5.2 Issues raised by NCIS clients Figure 31 shows the top five issues raised by clients at Melbourne, Moorabbin, Essendon and Avalon Airport for the 15 month period to the end of Quarter 4 of 2012. A single contact can involve multiple issues (ie. a client may have raised more than one issue when they contacted the NCIS). During Quarter 4 of 2012, the issues raised by the greatest number of clients were: Jet Aircraft – Melbourne (Intl), Propeller Aircraft – Moorabbin, Circuit Training – Moorabbin, 16 Departures – Melbourne (Intl) and Aircraft Height – Melbourne (Intl). Figure 34 Top five issues for Melbourne, Moorabbin, Essendon and Avalon Airport for the 15 month period, October 2011 to December 2012

0

5

10

15

20

25

30

35

40

45

50

Oct

-11

Nov

-11

Dec

-11

Jan-

12

Fe

b-1

2

Ma

r-1

2

Apr

-12

Ma

y-12

Jun-

12

Jul-1

2

Aug

-12

Sep

-12

Oct

-12

Nov

-12

Dec

-12

Melbourne JET AIRCRAFT Moorabin PROPELLER AIRCRAFT Moorabin CIRCUIT TRAINING Melbourne 16 DEP Melbourne AIRCRAFT HEIGHT

The key points shown by Figure 34 are: Client numbers for Melbourne Airport tend to track seasonal patterns for the use of

Runway 16 for departures, with more complaints in summer than in winter. The spike in Quarter 4 of 2012 in complaints associated with Melbourne Airport could also be due to an increase in awareness of operations at the airport in the lead uip to the announcement of the proposed third runway in November 2012.

The increase in complaints about propeller movements at Moorabbin Airport in Quarter 4 of 2012 does not reflect an increase in movements during this period (in fact, there was a slight decrease in movement numbers). The increase in complaints may be due to more people being outside during the good weather in October and November 2012.

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Contact us

To lodge a complaint or make an enquiry about aircraft operations, you can:

go to WebTrak (www.airservicesaustralia.com/aircraftnoise/webtrak/) use our online form (www.airservicesaustralia.com/aircraftnoise/about-making-a-

complaint/) telephone 1800 802 584 (freecall) or 1300 302 240 (local call –Sydney) fax (02) 9556 6641 or write to, Noise Complaints and Information Service, PO Box 211, Mascot NSW

1460. Airservices welcomes comments about this report. Please contact us via e-mail at community.relations@airservicesaustralia.com if you would like to provide feedback.

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Appendix A Diggers Rest Post Implementation Review Unit Commissioned: November 2009 Purpose: Capture noise from Runway 27 departures Background: Flights are vectored closer to Diggers Rest for traffic

management purposes. Majority of tracks do not fly directly over Diggers Rest.

Unit Decommissioning: The Diggers Rest EMU will be decommissioned as per

recommendations put forward within the 2010 review of Melbourne EMUs. The following PIR presents a summary of noise data collected by the monitor.

Figure A1 Diggers Rest EMU Location

The image above shows the location of EMU 64 at Diggers Rest with a sample of jet departures. The sample time period is one month (1/10/2012 to 31/10/2012). Jet departures are generally between 3000 to 5000 ft over this area. Greater detail of the noise capture radius of this monitor is presented below in Figure A2.

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Figure A2 Diggers Rest Capture Radius

The image above shows that departing jets from runway 27 generally pass through the edge of the capture radius of EMU 64. There are instances of jet departures turning early over the Diggers Rest area. The jet tracks in the above figure are to present an example and are from a sample period of one week (week starting 5/9/2010). Figure A3 – Runway 27 Departures vs. Correlated Aircraft at Diggers Rest

0

2000

4000

6000

8000

10000

12000

14000

16000

Q1_2010

Q2_2010

Q3_2010

Q4_2010

Q1_2011

Q2_2011

Q3_2011

Q4_2011

Q1_2012

Q2_2012

Q3_2012

Q4_2012

Total of CNE

YMML Jet Deps from Rwy 27

40

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The number of correlated events (CNEs) captured by the Diggers Rest monitor is generally proportional to the number of jet departures from runway 27. The distinct drop in movements in Quarter 1 of 2011 can be attributed to runway works that took place between 17th January and 27th March. During this period the East/West 09/27 Runway was non-operational. The number of correlated events has remained steady from around Q2 2011. The tables below present noise information captured at the Digger Rest monitor for the most correlated aircraft types. Winter and summer tables are provided to show any potential seasonal variation. Table A1 - 2011/2012 Summer Top 10 Most Correlated Aircraft Types Over the Diggers Rest EMU

LAmax dB(A) Aircraft Type Airport

Operation Type

Runway No.

Correlated Noise Events Average Maximum

Highest No. CNE in One

Day

Boeing 737-800 YMML D 27 461 61.7 88.4 44

Airbus A320-232 YMML D 27 285 60.2 73.4 21

Saab 340 (SF34) YMML D 27 178 60.5 77.2 13

Boeing 737-700 YMML D 27 94 60.5 73.9 12

Boeing 767-300 YMML D 27 83 63.6 81.0 9

Boeing 737-400 YMML D 27 67 63.7 73.1 6

Dash 8 (DH8D) YMML D 27 63 60.9 65.9 5

Airbus A320-100 YMML D 27 51 61.0 69.6 5

BAe 146-300 YMML D 27 30 64.3 74.2 4

Dash 8 (DH8C) YMML D 27 25 59.9 65.0 2

Table A2 - 2012 Winter Top 10 Most Correlated Aircraft Types Over the Diggers Rest EMU

LAmax dB(A) Aircraft Type Airport

Operation Type

Runway No.

Correlated Noise Events Average Maximum

Highest No. CNE in One

Day

Boeing 737-800 YMML D 27 407 63.0 81.5 32

Airbus A320-232 YMML D 27 244 62.5 88.2 17

Saab 340 (SF34) YMML D 27 148 61.7 72.8 10

Boeing 767-300 YMML D 27 55 65.5 72.5 6

Airbus A320-100 YMML D 27 55 62.6 73.5 5

Dash 8 (DH8D) YMML D 27 46 61.8 65.5 5

Boeing 737-400 YMML D 27 41 64.8 71.7 5

Boeing 737-700 YMML D 27 40 61.9 71.6 5

Embraer E190 YMML D 27 17 66.0 74.3 2

Dash 8 (DH8C) YMML D 27 14 61.1 71.2 3