Environment Impact Assessment For Jiangxi Shangrao Sanqingshan Airport Beijing Guohuantiandi Environmental Technology Development Center. Ltd. Oct. 2012 Content



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3.5 City, Traffic and Economic Development Planning


3.5.1 Overall objective of city development planning of Shangrao City

(1) Industrial front

Shangrao is located in eastern coastal areas of China radiation Midwest portal position. Jiangxi is coastal especially integration of Yangtze River Delta region leading industry development, better basic conditions, conducive to undertake eastern industrial transfer and radiation diffusion.

(2) Regional transport hub

National highway, highway and railway foundation present in Shangrao City will further increase the various types of wire mesh density and velocity, air also is preparing to construct the airport, thus gradually has become the regional transportation hub.

(3) business logistics node

Shangrao has logistics industry business traffic conditions and market hinterland, trading and logistics hub status are formed and Shangrao regional center city to establish the status and the function.

(4) Tourist Service Center

Shangrao City area is rich in tourism resources, but lack of tourism service center city and city center. Shangrao has the best conditions to become city tourism service center, is also Shangrao regional center city function is important reflect.

(5) Culture and education base

Shangrao with the development of culture and education tradition, status also has a foundation, the future Shangrao in higher occupation education as the focus, the development of culture and education industries, become distinguishable from the surrounding city important advantages.

(6) Livable garden city

Shangrao City center city landscape is rich in resources, city scale better, to have a better living environment, build livable Garden City and enhance central city agglomeration.

3.5.2 Economic development planning for Shangrao City

For the construction of a harmonious society, create the great cause of prosperity of Rao, accelerating the realization of Shangrao City in eastern Jiangxi to rise abruptly quickly, outlines of Twelfth Five-year Plan for National Economy and Social Development of Shangrao City proposed: focusing on building at the junction of four provinces area center city target, to create a project, the construction of four bases the main park, powerful, city and area, accelerate the construction of Poyang Lake Ecological Economic Zone, Hercynian economic area construction, to build new industrial strong city, the modern agricultural strong city, the national tourism, residents of the city’s most well-being, and strive to achieve Shangrao scientific development, carry to overtake, green rise the grand goal. Compendium put forward: during the 12th five-year plan, the city's annual GDP growth rate of 13%, to USD 200000000000 in 2015, the comprehensive economic strength of Jiangxi Province the first phalanx into; per capita GDP amounting to USD 4500; fiscal revenue reached 26000000000 yuan, an average annual growth rate of 18%; industrial structure is optimized apparently, whole town blame farming industry increases a value to occupy the proportion of GDP for the first time in 90%, second in about 60%, three production in more than 30%. Built development delayed effect is full, strong economic strength of Shangrao.

3.5.3 Traffic development planning for Shangrao City

According to the Shangrao City Twelfth Plan Outlines, Shangrao City will focus on the following aspects: the railroad: built hang Nanchang, Hefu passenger special line and the nine King Road, Lok Tak feeder, Anhui Jiangxi railway, exert oneself to build Shangrao passenger station docking Hercynian economic area and long triangle city group, Shangrao-Wenzhou and Ningde Nanchang-Yugan, Poyang-Jingdezhen Intercity Railway Road: preparatory work. Shangrao City, Shangrao-Expressway around the city of Poyang Expressway and the Lishui Expressway Shangrao-preparatory work, built the Nakami Take, Dechang, Germany on the highway, form as soon as possible two vertical three horizontal ring expressway network. Accelerate the national and provincial trunk highway upgrading, speed up the formation of seven vertical five horizontal Quad trunk road network. At sea, the full play of waterborne advantage, improve waterway transport capacity, promote channel grade, increase traffic capacity, planning and construction of Poyang port area (including the Poyang District of Hong Kong, Hong Kong, Yugan million years of integrated dock Golden Port Wharf), accelerate Ningde harbor Shangrao wharf construction air: completed Shangrao Sanqingshan Airport, improve the airport to the city, the county, the main area of road construction and transportation system.

According to the plan, Shangrao City will be the full implementation of the comprehensive traffic development strategy, to the development of modern transportation industry as the main line, to build a project, the construction of the "four base" the strategy, build water ground to air the Trinity, connecting East and West, north, South Tongjiang sea modern transportation network . The Shangrao City construction four regional transportation hub cities. In 2020, complete the various modes of transport layout reasonable, perfect structure, convenient unobstructed, green security of modern comprehensive transportation network.



4.Environmental Impact Analysis and Mitigation Measures

4.1Acoustic Environment Impact Analysis and Mitigation Mearsures


4.1.1 Noise impact analysis during construction period

4.1.1.1 Noise source intensity of main construction machinery.

According to nature of the project, see Table 4-1-1 for the noise source intensity of construction machinery mainly related to the construction in the field.

Table 4-1-1 Noise source intensity of construction machinery of proposed airport



No.

Name of Equipment

Sound pressure level LPA(dB)

Measurement point distance (m)

1

Impact pile driver

112

D=5

2

Impact well drill

87

3

Concrete mixer

91

4

Concrete pump

85

5

Concrete vibrator

84

6

Pneumatic wrench

95

7

Wheel loader

90

8

Hydraulic wheel excavator

84

9

Grader

90

10

Bulldozer

86

11

Vibratory roller

86

12

Dual-wheel twin-vibratory roller

87

13

Three-wheel roller

81

14

Tyre roller

76

As shown in Table 4-1-1, in construction machinery, the noise source intensity of impact pile driver is maximum, which can reach 112dB at 5m from the sound souce, and sound level of most construction machinery is between 76-95dB.

4.1.1.2 Noise impact evaluation during construction period

See Table 4-1-2 for impact range of construction machinery equivalent sound level.

Table 4-1-2 Impact range of various constuction machineries of proposed airport Equivalent sound level LAeq: dB



No.

Construction Phase

Name of Equipment

Forecast Point Distance (m)

Qualified Distance (m)

5

10

20

50

100

Day

Night

1

Piling

Impact pile driver

109

103

97

89

79

79

Construction prohibted

2

Impact well drill

84

78

72

61

51

5

3

Structure

Concrete mixer

91

85

79

71

61

56

317

4

Concrete pump

85

79

73

65

55

28

159

5

Concrete vibrator

84

78

72

64

54

25

142

6

Earth

Wheel loader

90

84

78

70

60

28

283

7

Hydraulic wheel excavator

84

78

72

64

54

14

142

8

Grader

90

84

78

70

60

28

283

9

Bulldozer

86

80

74

66

56

18

178

10

Vibratory roller

86

80

74

66

56

18

178

11

Dual-wheel twin-vibratory roller

87

81

75

67

57

20

200

12

Three-wheel roller

81

75

69

61

51

10

100

13

Tyre roller

76

70

64

56

46

6

56

According to forecast result of Table 4-1-2, the data show that at 79m from the pile driver in piling phase, the corresponding standard limit can be reached; at 28m in day and 283m in night from construction machinery in earth phase, the corresponding standard limit can be reached; at 56m in day and 317m in night from construction machinery in earth phase, the corresponding standard limit can be reached. During construction, the piling phase has the largest impact on the noise effect; equivalent sound level can reach 83dB at 100m and the standard limit requirement can be meet at 79m in day from the piling point with construction prohibited in night; while the qualified distance in structure phase is 25-56m in day and 142-317m in night, and qualified distance in earth phase is 6-28m in day and 56-283m in night.

The newly built airport projects mainly include airfield area project, terminal area project, auxiliary facility project and airport road, supporting pipeline and drainage project, etc. The natural villages within 320m from main project boundary of the airport and 200m of airport road include Shanghuangwu, Xiajia of Tashui and Xujia of Tashui, etc. See Table 4-1-3 for over-standard condition.



Table 4-1-3 Qualification condition of noise during construction period of village around the airport

No.

Village group

Piling phase

Structure phase

Earth phase

Day

Night

Day

Night

Day

Night

1

Shanghuangwu

Qualified

Construction prohibited

Qualified

Unqualified

Qualified

Unqualified

2

Xiajia of Tashui

Qualified

Qualified

Unqualified

3

Xujia of Tashui

Qualified

Qualified

Unqualified

4

Dahongying

Qualified

Qualified

Unqualified

5

Maojialing Village

Qualified

Qualified

Unqualified

6

Zhoutian Village

Unqualified

Qualified

Unqualified

7

Waizhoutian

Qualified

Qualified

Unqualified

8

Waizhoutian

Qualified

Qualified

Unqualified

9

Tashui Village

Qualified

Qualified

Unqualified

In piling phase, construction is prohibited in night and each village will not be affected by mechanical noise of airport in piling phase; in structure phase, noise of each village in day is qualified; as for the construction in night, the concrete mixer for construction has large noise, and each village near the airport is affected; in addition, nine villages such as Shanghuangwu, Xiajia of Tashui and Xujia of Tashui, etc. nearest the construction boundary will be affected by noise of other construction machineries; in earth phase, construction noise effect on each village near airport in day will be qualified, and nine villages such as Shanghuangwu, Xiajia of Tashui and Xujia of Tashui within 283m of the construction boundary in night will be affected by noise of different construction machineries.

4.1.2 Analysis of noise impact during construction

4.1.2.1 Forecast procedure for airplane noise

According to Guidelines for Environmental Impact Assessment Airport Engineering, see the Figure below for forecast procedure for airplane noise in Shangrao Airport. In forecast procedure, what plays the key role is:

(1) Characteristic curve or noise-distance-power date of single airplane noise distance: through actual monitoring and computer simulation, combine the related materials provided abroad and data in INM7.0b to obtain LEPN and SEL calculation formula of single airport in main model compliant with airport fact. Upon verification of actual monitoring data, the error is within 2-3dB and the result is ideal;

(2) Airport model category and flight number forecast: according to air model provided by pre-feasibility research report and expected number of flight, provide the models adopted in the forecast and number of flight in different directions;

(3) Flight procedure: Flight Procedure Design Report of Feasibility Research of Shangrao/Sanqingshan Airport provided by Beijing Tech & Trade Co., Ltd. of the evaluation.

Annual number of flights



Flight procedure

Noise characteristics of different airplane models

Coordinate of forecast point


Daily number of flights








Thrust correction Flight profile

Airplane flight number of different directions and different models




Slant distance calculation


Velocity correction

Other corrections









LEPN or SEL calculation

Side direction attenuation correction







LEPN calculation

Leq calculation


Flight number of different time





LWECPN calculation





Preparation of isoline drawing



Evaluation


4.1.2.2 Forecast mode of airplane noise

(1) Calculation formula of forecast amount

(i) Calculation formula of weighted equivalent continuous perceive noise level

According to Environment Standard of Aircraft Noise around Airport GB9660-88, the mode of weighted equivalent continuous perceive noise level calculated by the evaluation (LWECPN) is as follows:

In which: N1: Daily flight number for 7:00-19:00;

N2: Daily flight number for 19:00-22:00;

N3: Daily flight number for 22:00-7:00;



: Average effective perceived noise level of multi flight events.

In which: LEPNij refers to effective perceived noise level caused by number I of number flight in j track to certain forecast point.

(ii) Calculation formula of equivalent continuous A sound level (Leq)

1) Calculation mode of contribution value of equivalent noise level is:



In which: SELj refers to sound exposure level of number j airplane in time interval T at certain site, and assume the number of flights (N) in time T. T is usually expressed in second.

Formula to calculate contribution value of noise in day flight activities:

In which: Td refers to time length in day in second

Nd refers to number of flight in day

In which: Td refers to time length in day in second

Nn refers to number of flight in day

2) Calculation formula of Environmental noise forecast value in day or night of forecast point



In which:

(Leq) forecast-environmental noise forecast value in day or night of forecast point, dB (A);

(Leq) back-environmental noise background value of forecast point, dB (A).


(2) Correction mode of single airplane noise

The calculation mode of single airplane noise is provided generally by international civil aviation organization or other related organization and airplane manufacturers. However, calculation mode of single airplane noise is made under certain conditions, which requires necessary corrections because actual forecast condition are different from that of the material in case of applying the materials.

(i) Thrust correction

Under different thrusts, the noise level of airplane is different. Under general conditions, noise level of airplane is linear with thrust, and noise level of airplane under different thrusts can be obtained according to the formula below:

LF=LFi+(LFi+1-LFi)(F-F1)/(Fi+1-Fi)

In which: LF, LFi and LFi+1 are respectively the noise levels of the same point under the thrust of F, Li and LFi+1.

(ii) Velocity correction

The airplane noise generally provided are based on the airspeed of 160kt; as for calculation of sound exposure level, it is necessary to carry out correction of the flight velocity of the airplane.

ΔV=10log (Vr/V)

In which: Vr refers to airspeed and V refers to ground speed in inertia phase.

INM7.0b calculates the airplane velocity in different flight phases of the airplane and calculates the velocity correction according to the formula above.

(iii) Humidity and temperature correction

As for absorption calculation of atmosphere, usually take relative humidity of 15°C and 70% as the basic condition. Thus, in case of large difference in temperature and humidity, it is necessary to consider the change in atmosphere condition to cause the correction of change in sound attenuation. The evaluation calculates according to average temperature and humidity of Shangrao Airport.

INM7.0b calculates the above parameters according to different flight phases.

In case of different full weight for the same model, the noise level of take-off, landing and taxi is different. Figure 4-1-1, 4-1-2 and 4-1-3 respectively provide N-P-D curve of B737-300 under different weights of take-off and landing, height, velocity and thrust of landing and take-off. It can be seen from the Figure, the scale of airplane noise measured have really something to do with weight, height and thrust of take-off and landing of the airplane.

(3) Noise-distance relational expression of various models and the flight section

Through comparing data provided by analysis of flight track, monitoring of single airplane noise, and aviation fuel amount determined by flight distance with the data provided by INM7.0b, determine the flight section and noise-distance curve for calculation.

(4) Calculation mode of slash distance

Slash distance relates to flight routing and the airplane take-off track can be divided into two phases. When the airplane taxies along the runway and accelerates to certain speed, it will be airborne at certain point of the runway, approximately flying in straight line with certain take-off angle, and the slash distance here can be calculated according to the following formula:

In which: R is vertical distance from forecast point and flight routing;

L refers to vertical distance from forecast point and ground track;

h refers to flying altitude;

θ refers to angle of climb.

(5) Calculation mode of lateral attenuation

During propagation of sound wave, the lateral attenuation caused by ground influence can be calculated according to the following formula:

(i) When jet is on the ground:





In which: ΔL (L): lateral attenuation caused by ground (dB);

L: horizontal distance (m).

(ii) When the airplane is airborne:

ΔL (β)=3.96-0.066β+9.9e-0.13β L>914m, 0º ≤β≤60º

ΔL (β)=0 β>60º

In which: β=COS-1(L/R), Δ (β) refers to lateral attenuation caused by ground.

ΔL (β, L)=[ΔL(L)] [ΔL(β)]/13.86 0≤L≤914m

In which, ΔL (β, L) refers to lateral attenuation caused by ground.

(6) Calculation of horizontal divergence

The airplane cannot completely fly according to specified track. Thus, noise isoline diagram is only calculated according to specified track, which may generate large error. ICAO Circular 205/86 (1988) proposes that in case that actual measurement data are not available, the horizontal divergence of departure route can be considered as follows:

When turning angle is less than 45º,

S (y)=0.055x-0.150 5km

S (y)=1.5 x>30km

When turning angle is more than 45º,

S (y)=0.128x-0.42 5km

S (y)=1.5 x>15km

In which: S(y): standard deviation;

x: distance from taxi starting point;

Between take-off point [S(y)=0] and 5km, S(y) can be determined by linear interpolation. In case of landing, the divergence within 6km can be neglected.

With approximate Gaussian distribution to calculate the space distribution of the airplane, See Table 4-2-1 for the proportion of airplane flight of different divergence tracks along both sides of tracks.

Table 4-2-1 Proportion of airplane horizontal divergence



Space

Proportion

ym-2.0S(y)

0.065

ym-1.0S(y)

0.24

ym

0.39

ym+1.0S(y)

0.24

ym+2.0S(y)

0.065

According to the data of horizontal divergence recommended by ICAO, The forecast combines correction of actual monitoring results to carry out calculation of divergence.

4.1.2.3 Aviation portfolio and operating parameters of each runway

(1) Aviation portfolio

It is forecast that the number of airliner take-off and landing in acceptance year 2015 is 2528, and the number of airliner take-off and landing in target year is 4800.

(2) Model combination forecast

See Table 4-2-2 for model combination forecast.

Table 4-2-2 Table for model combination forecast


Year

Type

Model proportion

Subtotal

Actual average number of passeners

B

C

2015

Domestic

15%

85%

100%

120

2020

Domestic

15%

85%

100%

120

(3) Proportion of number of flight in different periods in Shangrao Airport

According to features of Shangrao Airport, see Table 4-2-3 for Proportion of number of flight for airplane take-off and landing during day and night in 2015 and 2020.

Table 4-2-3 Proportion of number of flight for airplane take-off and landing during day and night in Shangrao Airport


Year

Period

7:00-19:00

19:00-22:00

22:00-7:00

2015

Take-off proportion (%)

73%

15%

12%

Landing proportion (%)

73%

27%

0%

2020

Take-off proportion (%)

73%

15%

12%

Landing proportion (%)

73%

27%

0%

Forecast by aviation portfolio of pre-feasibility research, daily flight numbers of airliners in 2015 and 2020 of Shangrao Airport are respectively 6.9 flights/day and 13.2 flights/day; according to the above data, the numbers of flight of take-off and landing for different models in 2015 and 2020 of Shangrao Airport are respectively shown in Table 4-2-4 and 4-2-5.

Table 4-2-4 Number of flight for take-off and landing of different models in different periods in 2015 (number of flight/d)



Airplane model

Take-off

Landing

Flight amount

Day

Night

Evening

Flight amount

Day

Night

Evening

CRJ200

0.26

0.19

0.04

0.03

0.26

0.19

0.07

0.00

EMB145

0.26

0.19

0.04

0.03

0.26

0.19

0.07

0.00

B737

0.97

0.71

0.15

0.11

0.97

0.71

0.26

0.00

A320

0.97

0.71

0.15

0.11

0.97

0.71

0.26

0.00

A319

0.99

0.73

0.15

0.12

0.99

0.73

0.26

0.00

Subtotal

3.45

2.53

0.52

0.40

3.45

2.53

0.92

0.00

Table 4-2-5 Number of flight for take-off and landing of different models in different periods in 2020 (number of flight/d)

Airplane model

Take-off

Landing

Flight amount

Day

Night

Evening

Flight amount

Day

Night

Evening

CRJ200

0.50

0.37

0.08

0.05

0.50

0.37

0.13

0.00

EMB145

0.50

0.37

0.08

0.05

0.50

0.37

0.13

0.00

B737

1.85

1.35

0.28

0.22

1.85

1.35

0.50

0.00

A320

1.85

1.35

0.28

0.22

1.85

1.35

0.50

0.00

A319

1.90

1.39

0.29

0.22

1.90

1.39

0.51

0.00

Subtotal

6.6

4.84

0.99

0.77

6.6

4.84

1.76

0

(4) Proportion of different headings

See Table 4-2-6 for proportion of take-off and landing in different headings in 2015 and 2020 of Shangrao Airport.

Table 4-2-6 Proportion of take-off and landing in different headings


Take-off and landing direction

Runway number

Direction proportion %

Flight state

Name of flight heading

Proportion

From southwest to northeast

06

70%

Take-off departure

Jingdezhen

25%

Tonglu

25%

Yunhe

25%

Nanfeng

25%

Landing approach




From northeast to southwest

24

30%

Take-off departure

Jingdezhen

25%

Tonglu

25%

Yunhe

25%

Nanfeng

25%

Landing approach

/

(5) Flight procedure

1) Departure procedure for 06 runway

Jingdezhen (P25) Direction

P25-01D: After take-off, the airplane climbs in straight line to the altitude of 300m, turns right to Sanqingshan VOR/DME platform, flies to D11.9SHR (D13.8SQS) along 340° magnetic track at the height no less than 1800m and then flies to Jingdezhen (P25) along 326° magnetic track (R326°SHR).

P25-02D: After take-off, the airplane climbs in gradient straight line no less than 5.5% to the altitude of 300m, turns left to 326° magnetic track at the height no less than 1800m at D11.9SHR/D13.8SQS and then flies to Jingdezhen (P25) along 326° magnetic track.

Tonglu (ELNEX) Direction

ELN-01D: After take-off, the airplane climbs in straight line to the altitude of 300m, turns left to Shangrao VOR/DME and then flies to Tonglu (ELNEX) direction along 052° magnetic track.

Yunhe Direction (by ATC)

BZ-01D (by ATC): After take-off, the airplane climbs in straight line to the altitude of 300m, turns left back to VOR/DME platform, flies to D17.2SHR (D17.2SQS) along 116°magnetic track at the height no less than 1800m, shifts to Shangrao VOR/DME and then flies to P214 along 129°magnetic track to join in the departure in Yunhe Direction.

BZ-02D (by ATC): After take-off, the airplane climbs in gradient straight line no less than 5.5% to the altitude of 300m, turns right to D17.2SHR (D17.2SQS) at the height no less than 1800m, shifts to Shangrao VOR/DME and flies to P214 along 129° magnetic track to join in the departure in Yunhe Direction.

Nanfeng Direction

NF-01D: After take-off, the airplane climbs in straight line to the altitude of 300m, turns right to D11.0SHR (D7.6SQS), and turns left to join in departure in Nanfeng direction along 229° magnetic track with the height no less than 2400m over P215.

NF-02D: After take-off, the airplane climbs in straight line to the altitude of 300m, turns left to Sanqingshan VOR/DME platform, flies to D11.0SHR (D7.6SQS) along 238° magnetic track and turns left to join in departure in Nanfeng direction along 229° magnetic track with the height no less than 2400m.

2) Departure procedure for 24 runway instrument

Jingdezhen (P25) Direction

P25-11D: After take-off, the airplane climbs in straight line to the altitude of 600m, turns right to fly to R298°SHR along 062° magnetic track, turns left and flies to Jingdezhen direction along 326° (SHR) magnetic track to D11.9SHR at the height no less than 1800m.

P25-12D: After take-off, the airplane climbs in gradient straight line no less than 5.0% to the altitude of 600m, turns right and flies to D11.9SHR along 012° magnetic track at the height no less than 1800m, turns left and flies to Jingdezhen (P25) direction along 326° (SHR) magnetic track.

Tonglu (ELNEX) Direction

ELN-11D: After take-off, the airplane climbs in straight line to the altitude of 600m, turns right back to Shangrao VOR/DME platform, and then turns left and flies to Tonglu (ELNEX) direction along 052° magnetic track.

Yunhe Direction (by ATC)

BZ-11D(by ATC): After take-off, the airplane climbs in straight line to the altitude of 600m, turns right back to Shangrao VOR/DME platform, turns right and flies to reporting point P214 along 129° magnetic track (SHR), then turns left and flies to Yunhe direction along 092° magnetic track.

BZ-12D(by ATC): After take-off, the airplane climbs in gradient straight line no less than 5.0% to the altitude of 600m, turns right to 129° (SHR) magnetic track and flies to D17.2SHR at the height no less than 2100m, then flies to reporting point P214 along 129°(SHR) magnetic track to join in Departure in Yunhe direction.

Nanfeng Direction

NF-11D: After take-off, the airplane climbs in straight line to the altitude of 900m, flies to reporting point P215 at the height no less than 2400m and then flies to Nanfeng direction along 229° magnetic direction.

3) Approach procedure for 06 runway

Jingdezhen (P25) Direction

The airplane approaching in Jingdezhen (P25) flies along 146° magnetic track to Shangrao VOR/DME platform, flies to D11.9SHR/D13.8SQS at the height of 2700m, and joins in approach procedure here or flies to Shangrao VOR/DME platform to join in approach procedure or waiting procedure.

Tonglu (ELNEX) Direction

The airplane approaching in Tonglu (ELNEX) direction flies to Shangrao VOR/DME platform along 232° magnetic track to join in approach procedure or waiting procedure.

Yunhe Direction (by ATC)

The airplane approaching in Yunhe direction flies to way point P214 along 273° magnetic track, turns right and flies along 309° magnetic track to R129°/D9.5SHR at the height of 2400m, and flies to Sanqingshan VOR/DME platform along 282° magnetic track to join in approach procedure.

Nanfeng Direction

The airplane approaching in Nanfeng direction flies to Shangrao VOR/DME platform along 049° magnetic track to R229°/D22.7SHR at the height of 1500m, and join approach procedure here or flies to Shangrao VOR/DME platform to join in waiting procedure.

4) Approach procedure for 24 runway

Jingdezhen (P25) Direction

The airplane approaching in Jingdezhen (P25) direction flies to Shangrao VOR/DME platform along 146° magnetic track to D14.8SHR (D16.6SQS) at the height of 2700m, and joins in DME arc approach procedure here or flies to Shangrao VOR/DME platform to join in approach procedure.

Tonglu (ELNEX) Direction

The airplane approaching in Tonglu (ELNEX) direction flies to Shangrao VOR/DME platform along 232° magnetic track to D16.9SHR (D20.5SQS) at the height of 1500m, and joins in approach procedure here.

Yunhe Direction (by ATC)

The airplane approaching in Yunhe direction flies to way point P214 along 273° magnetic track, turns right and flies along 309° magnetic track to Shangrao VOR/DME platform to D17.2SHR (D17.0SQS) at the height of 2100m, and joins in approach procedure here.

Nanfeng Direction

The airplane approaching in Nanfeng direction flies to Shangrao VOR/DME platform along 049° magnetic track and joins in approach procedure here.

See Figure 4-1-4-7 for flight procedure for Shangrao Airport.

(6) Basic conditions for noise effect

Annual average temperature: 18.1°C

Humidity: 78%

Air pressure: 759mm

Wind speed: 1.2m/s

Runway elevation: 108.6m

Runway direction: 59°-239°

4.1.2.4 Forecast result of airplane noise

(1) LWECPN isoline and forecast result for 2015 and 2020



See Figure for airplane noise LWECPN isoline forecast in 2015 and 2020 of Shangrao Airport, and see Table 4-2-7 for coverage area. See Table 4-2-8 and 4-2-9 for forecast result of airplane noise of sensitive points, and see Figure 4-1-8 and Figure 4-1-9 for forecast isoline figure of airplane noise effect.
Table 4-2-7 Forecast coverage area of airport noise Unit: km2

Year

LWECPN Sound level range (dB)

>65

>70

>75

>80

>85

>90

2015

2.614

1.117

0.613

0.453

0.350

0.247

2020

4.607

1.736

0.839

0.519

0.407

0.304

Table 4-2-8 Forecast result of airplane noise LWECPN of sensitive points including schools and hospitals Unit: dB

No.

Name of Sensitive Point

2015 (dB)

2020(dB)

1

Gongjia Kindergarten

49.3

52.1

2

Hualong School

53.0

55.8

3

Aimin Hospital

51.3

54.2

4

Zhongtan Primary School

55.2

58.0

5

Cangbei Primary School

62.3

65.1

6

Longfeng Kindergarten

52.7

55.5

7

Xiangshan Primary School

56.0

58.8

8

Masters Yuying School

56.0

58.8

9

Aixin Kindergarten

54.0

56.8

10

Yangshi Primary School

57.9

60.7

11

Yangshi Home for the Aged

58.2

61.1

12

Yuantang Primary School

52.0

54.8

13

Zhoudun Primary School

47.5

50.3

14

Luojia Teaching Point

58.0

60.8

Table 4-2-9 Forecast result of airplane noise LWECPN of sensitive points (representative point) of village Unit: dB

No.

Name of Sensitive Point

2015 (dB)

2020 (dB)

1

Gongjiacun

49.3

52.1

2

Wangjia

54.9

57.7

3

Kejia

54.0

56.9

4

Laowushandi

51.3

54.2

5

Wangjiashan

53.0

55.8

6

Xiazhou

53.5

56.3

7

Zhongtancun

55.2

58.0

8

Shangzhoucun

52.7

55.5

9

Huayuan

54.5

57.3

10

Liujia

53.6

56.4

11

Xiajia

52.8

55.6

12

Xujia of Tashui

65.2

68.0

13

Zhangjia

55.1

57.9

14

Beilong

63.4

66.2

15

Cangdun

62.3

65.1

16

Cangting

63.3

66.1

17

Xujia

53.6

56.4

18

Fujiacun

57.4

60.2

19

Zhoujia

60.5

63.3

20

Xiejia

52.7

55.5

21

Wanli

58.3

61.1

22

Maowan

55.6

58.4

23

Shanjiao

54.5

57.3

24

Wangsidun

60.8

63.6

25

Xinwuqiaotou

54.7

57.5

26

Caijia

54.2

57.0

27

Chengjiabao

56.0

58.8

28

Wangjia

54.0

56.8

29

Luosiwan

50.3

53.1

30

Xiaojia

52.1

54.9

31

Shigu

54.9

57.7

32

Qianshan

57.9

60.7

33

Zhoujiashan

50.6

53.4

34

Zhongjia

51.1

53.9

35

Yangshi

57.9

60.7

36

Fujiashi

57.7

60.5

37

Zhangjiafan

60.0

62.8

38

Xiacun

53.3

56.1

39

Zhucunwan

57.7

60.5

40

Yuantangwu

52.0

54.8

41

Shangwan

54.4

57.2

42

Qianshan

46.8

49.7

43

Zhoudun

47.9

50.7

44

Shanbei

61.8

64.6

45

Zhouwu

59.7

62.5

46

Xiawutang

64.6

67.5

47

Huangwuluojia

58.0

60.8

48

Shanghuangwu

63.4

66.2

49

Wayaodi

50.8

53.6

50

Fangcun

50.4

53.2

51

Maowan

51.1

54.0

52

Majia

49.0

51.8

53

Linjia

49.6

52.4

54

Shantou

54.2

57.0

It can be seen from forecast result that with increase in aviation portfolio, noise level of each sensitive point increases to certain extent; but by 2020, the airplane will not affect the surrounding areas of the airport greatly.

(2) Leq isoline and forecast result for 2020

See Table 4-2-10 for coverage area of noise isoline diagram (Leqd55-70dB) in day and noise isoline diagram in night forecast in 2020 of Shangrao Airport. See Table 4-2-11 and 4-2-12 for forecast result of airplane of sensitive points, and see Figure 4-1-10 and Figure 4-1-11 for impact forecast isoline diagram of airplane noise.

Table 4-2-10 airport noiseForecast coverage areacontribution value (contribution value) Unit: km2



Year

LWECPN sound level range (dBA)

>45

>50

>55

>60

>65

>70

2020 Day

11.97

4.67

1.57

0.72

0.48

0.37

2020 Night

2.61

1.06

0.59

0.44

0.33

0.23

Table 4-2-11 Forecast result (contribution value) of airplane noise Leq of sensitive points including schools and hospitals Unit: dB

No.

Name of Sensitive Point

Day of 2020 (dBA)

Night of 2020 (dBA)

1

Gongjia Kindergarten

38.2

30.9

2

Hualong School

41.2

34.5

3

Aimin Hospital

40.1

33.0

4

Zhongtan Primary School

43.8

36.2

5

Cangbei Primary School

50.0

43.1

6

Longfeng Kindergarten

41.3

34.5

7

Xiangshan Primary School

44.2

37.5

8

Masters Yuying School

44.2

37.5

9

Aixin Kindergarten

42.4

35.7

10

Yangshi Primary School

46.9

36.8

11

Yangshi Home for the Aged

47.5

35.8

12

Yuantang Primary School

40.7

33.4

13

Zhoudun Primary School

37.1

28.8

14

Luojia Teaching Point

46.0

38.9
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