Our noise modelling using INM

May 2015
INM model developed to reflect operating characteristics of Heathrow.
Our process adopts a similar approach to CAA using ANCON.
Our INM model is set up to reflect specific operational Standard noise contour and GIS tools used to derive differences and
characteristics for Heathrow including use of actual flight track grid outputs are generated community specific results with population.
data from Heathrow NTK system and “best-fit” climb profiles are for specific operations – eg
adopted of aircraft at Heathrow – not the standard “city-pair” westerly departures
profiles traditionally adopted in INM. (shown).
GIS MAPPING
Actual flight tracks Noise contours

Noise level grid

“Best fit” departure climb profiles

Average modeled noise level data verified

with measured noise data at specific
locations.

INPUTS/SETUP Additional metrics (N65)

Average noise level, dB

Location Period
Modelled Measured
Englefield Green: trial 13/ 10/ 2014 – 12/ 11/ 2014 56 57
Englefield Green: post trial 13/ 11/ 2014 – 07/ 12/ 2014 53 52
Ascot 24/ 09/ 2014 – 12/ 11/ 2014 51 50
Cumberland Lodge 25/ 08/ 2014 – 12/ 11/ 2014 55 56
NPL, Teddington 28/ 07/ 2014 – 12/ 11/ 2014 57 56
Feltham 28/ 07/ 2014 – 11/ 11/ 2014 65 65

OUTPUTS
Note: Only the monitor in Englefield Green was installed for periods that included the trial and outside the trial.

VERIFICATION
Actual flight tracks from Heathrow’s NTK system are used rather than
standard “backbone” tracks.
 Actual departure climb profiles were reviewed – “best fit” INM profiles,
rather than standard “city-pair” profiles adopted for each aircraft type.
Example shown using A380 Dubai

Standard “city pair” process

would use Stage Length 5
profile

Standard INM approach uses city-pair

distance to derive climb profile and noise
characteristics. This can lead to an
underestimate of noise levels.
Height, ft

Evening departures more closely

resemble ICAO A Stage Length 8

Daytime departures more closely

resemble ICAO B Stage Length 8

Track distance, ft
Modelled average noise level results verified using measured noise
data – close agreement.

Average noise level, dB Noise measurements were obtained during the trial
Location Period at 6 locations. The results of the noise modelling
Modelled Measured
Englefield Green: trial 13/ 10/ 2014 – 12/ 11/ 2014 56 57
have been compared with the measured noise level
data. Average noise levels have been found to be in
Englefield Green: post trial 13/ 11/ 2014 – 07/ 12/ 2014 53 52 close agreement at the noise measurement
Ascot 24/ 09/ 2014 – 12/ 11/ 2014 51 50 locations.
Cumberland Lodge 25/ 08/ 2014 – 12/ 11/ 2014 55 56
It is therefore considered that the modelling as
NPL, Teddington 28/ 07/ 2014 – 12/ 11/ 2014 57 56 currently developed is a reliable way in which to
Feltham 28/ 07/ 2014 – 11/ 11/ 2014 65 65 predict noise exposure over a wider area for this trial
than the installation of noise monitors alone could
Note: Only the monitor in Englefield Green was installed for periods that included the trial and outside the trial.
achieve.
Noise level data is generated for specific operating patterns. eg 16hr
day average noise levels for westerly departures.
Standard noise contour outputs.
INM produces a noise level grid as well as noise contours. This enables
us to look at noise levels & differences over a wide geographic area.
baseline

difference

trial
Noise level data can be generated for specific operating cases.
eg noise levels specifically associated with the trial routes.
baseline

difference

trial
We can also generate multiple metrics from the model.
For example N65 – the number of events with a maximum noise level > 65 dBA
Overall Route specific
baseline baseline

trial trial
Using GIS tools we can map the noise data and can derive noise level
data at postcodes, ie community specific results inc population.
baseline baseline

trial trial

Overall Route specific

……. and then differences at communities……
Overall Route specific
…….and also, for different metrics (again showing the N65).
Overall Route specific
baseline baseline

trial trial
…….and also, N65 differences at postcode locations.
Overall Route specific
So, noise modelling is a reliable and versatile way to derive noise levels
across a wide geographic area.
• Our model:
– uses INM set-up to reflect operating characteristics of Heathrow.
– Our model has been verified using measured data at a number of locations.
– Uses GIS to generate noise level and event data and differences specific to
communities.

• Modeling:
– enables us to predict noise levels at any location, not just those with monitors.
– can predict multiple metrics (noise level, number of events etc).
– can also be used to predict noise level changes ahead of operational changes.

• However, modeling is complementary to monitoring and should not substitute.

Both should be adopted.