City, Traffic and Economic Development Planning

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 L_Aeq: 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 L_EPN 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

L_EPN or SEL calculation

Side direction attenuation correction

L_EPN calculation

L_eq calculation

Flight number of different time

L_WECPN 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 (L_WECPN) 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: L_EPNij 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: SEL_j 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: T_d refers to time length in day in second

N_d refers to number of flight in day

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

N_n refers to number of flight in day

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

In which:

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

(L_eq) _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:

L_F=L_Fi+(L_Fi+1-L_Fi)(F-F₁)/(F_i+1-F_i)

In which: L_F, L_Fi and L_Fi+1 are respectively the noise levels of the same point under the thrust of F, L_i and L_Fi+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 (V_r/V)

In which: V_r 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) L_WECPN isoline and forecast result for 2015 and 2020

See Figure for airplane noise L_WECPN 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 L_WECPN 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 L_WECPN 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) L_eq isoline and forecast result for 2020

See Table 4-2-10 for coverage area of noise isoline diagram (L_eqd55-70dB) 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 L_eq 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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