WESTERN SYDNEY AIRPORT INDICATIVE NOISE CONTOURS

Welcome to the aircraft noise information tool for the proposed Western Sydney Airport. With this tool you can review indicative aircraft noise over specific addresses in 2030, 2050 and 2063.

This tool provides indicative information only based on current forecasts, modelling and assumptions. Changes to flight paths or aircraft forecasts will change noise contours, and the actual aircraft noise over specific addresses may be different to that shown in the tool. Formalising the flight paths and establishing airspace management arrangements at the proposed Western Sydney Airport is expected to involve community and stakeholder consultation prior to airport operations commencing. By using the tool, you agree to be bound by the Terms of Use.

For more information about any of the information presented in this tool please review the project's Draft Environmental Impact Statement.

HOW TO USE THIS AIRCRAFT NOISE TOOL

Please note:
- Ordinary Google Maps navigation is enabled in the map.
- For more information about each menu item, click the corresponding information icon.

NOISE DESCRIPTOR MENUS
1. Click the ANEC, N70 Daily, N60 Night or A320 buttons to select the type of noise measurement you want to view. The selected type will be highlighted green.

NOISE CONTOURS FOR DIFFERENT SCENARIOS
2. Click on the scenario you want to view (e.g. 2030 Prefer 05, 2063 Prefer 23 etc.). The scenario will be highlighted green and a contour will be shown on the map.
3. To 'lock' a scenario on, click and hold the scenario name, until the scenario is highlighted yellow.

ADDRESS SEARCH
4. Search for an address by typing in the address box at the top of the map.
5. Either select the address in the drop-down list or press enter when you have finished typing.
6. To clear the address and search another, retype into the address box.

RESET
7. To reset the map hit the 'reset map' button.

ANEC

An ANEC is a noise exposure chart which compares noise exposure levels for different flight path options. The ANECs take into account the anticipated number of movements, types of aircraft, and flight paths including the height of aircraft for arrivals and departures. ANECs are useful for land use planning.

N70 Daily

N70 presents the number of aircraft noise events per day exceeding 70 dB(A). (Decibels are a measurement of loudness of sounds perceived by the human ear.). Eg. If the measurement of N70 has 5 events this indicates an average of five aircraft noise events exceeds 70dB (A) are predicted.

A noise level of 70 dB (A) outside a building would generally result in an internal noise level (if windows are partially opened) of approximately 60 dB (A).

A noise level of 70dB(A) equates to a passenger car travelling on a suburban road. A noise level of 60dB(A) equates to an average conversation.

N60 Night

N60 presents the number of aircraft noise events per day exceeding 60 dB(A). (Decibels are a measurement of loudness of sounds perceived by the human ear.). Eg. If the measurement of N60 has 5 events this indicates an average of five aircraft noise evening exceeds 60dB (A) are predicted.

N60 contours are presented in this tool for the night time period 10pm-7am.

A noise level of 60 dB (A) outside a building would generally result in an internal noise level (if windows are partially opened) of approximately 50 dB (A). The internal noise of 50 dBA is commonly used as a benchmark for noise in the bedroom, to protect against sleep disturbance.

A noise level of 60dB(A) equates to an average conversation. A noise level of 50dB(A) equates to an electrical refrigerator.

Stage 1 (Year 2030) Prefer 05 Direction

Noise predictions for Stage 1 (2030) represent the anticipated noise exposure levels associated with an airport handling about 10 million annual passengers (similar to the size of Adelaide Airport). A single runway would be constructed initially.

"Prefer 05 Direction" refers to the primary mode of operation; i.e. prioritising the use of runway direction "05". This mode would result in the majority of departures to the north east and arrivals from the south west.

Stage 1 (Year 2030) Prefer 23 Direction

Noise predictions for Stage 1 (2030) represent the anticipated noise exposure levels associated with an airport handling about 10 million annual passengers (similar to the size of Adelaide Airport). A single runway would be constructed initially.

"Prefer 23 Direction" refers to the primary mode of operation; i.e. prioritising the use of runway direction "23". This mode would result in the majority of departures to the south west and arrivals from the north east.

Stage 1 Additional Capacity (One Runway Year 2050) Prefer 05 Direction

Noise predictions for the year 2050 consider the anticipated growth of WSA. This scenario considers noise exposure levels at a time when the initial single runway would likely be approaching its capacity (approximately 37 million annual passengers).

"Prefer 05 Direction" refers to the primary mode of operation; i.e. prioritising the use of runway direction "05". This mode would result in the majority of departures to the north east and arrivals from the south west.

Stage 1 Additional Capacity (One Runway Year 2050) Prefer 23 Direction

Noise predictions for the year 2050 consider the anticipated growth of WSA. This scenario considers noise exposure levels at a time when the initial single runway would likely be approaching its capacity (approximately 37 million annual passengers).

"Prefer 23 Direction" refers to the primary mode of operation; i.e. prioritising the use of runway direction "23". This mode would result in the majority of departures to the south west and arrivals from the north east.

Long term (Year 2063) Prefer 05 Direction

Noise predictions for the long term development (approx. year 2063). The long term development would operate with two runways.

"Prefer 05 Direction" refers to the primary mode of operation; i.e. prioritising the use of Runways "05L" (left) (northern runway) and "05R" (right) (southern runway). This mode would result in the majority of departures to the north east and arrivals from the south west.

Long term (Year 2063) Prefer 23 Direction

Noise predictions for the long term development (approx. year 2063). The long term development would operate with two runways.

"Prefer 23 Direction" refers to the primary mode of operation; i.e. prioritising the use of runway directions "23L" (left) (northern runway) and "23R" (right) (southern runway). This mode would result in the majority of departures to the south west and arrivals from the north east.

Stage 1 (Year 2030) Prefer 05 Direction with Head-to-Head (H2H)

Noise predictions for Stage 1 (2030) represent the anticipated noise exposure levels associated with an airport handling about 10 million annual passengers (similar to the size of Adelaide Airport). A single runway would be constructed initially.

The head to head operation mode involves aircraft arrivals and departures occurring in the same direction. In this mode aircraft could land from the south west and take off to the south west during night time periods but only when the number of aircraft movements is low (up to 20 aircraft movements per hour and wind conditions allow).

"Prefer 05 Direction" refers to the primary mode when head to head operation is unavailable. ie. prioritising the use of runway direction "05". This mode would result in the majority of departures to the north east and arrivals from the south west.

Stage 1 (Year 2030) Prefer 23 Direction with Head-to-Head (H2H)

Noise predictions for Stage 1 (2030) represent the anticipated noise exposure levels associated with an airport handling about 10 million annual passengers (similar to the size of Adelaide Airport). A single runway would be constructed initially.

The head to head operation mode involves aircraft arrivals and departures occurring in the same direction. In this mode aircraft could land from the south west and take off to the south west during night time periods but only when the number of aircraft movements is low (up to 20 aircraft movements per hour and wind conditions allow).

"Prefer 23 Direction" refers to the primary mode when head to head operation is unavailable. ie. prioritising the use of runway direction "23". This mode would result in the majority of departures to the south west and arrivals from the north east.

Stage 1 Additional Capacity (One Runway Year 2050) Prefer 05 Direction with Head-to-Head (H2H)

Noise predictions for the year 2050 consider the anticipated growth of WSA. This scenario considers noise exposure levels at a time when the initial single runway would likely be approaching its capacity (approximately 37 million annual passengers).

The head to head operation mode involves aircraft arrivals and departures occurring in the same direction. In this mode aircraft could land from the south west and take off to the south west during night time periods but only when the number of aircraft movements is low (up to 20 aircraft movements per hour and wind conditions allow).

"Prefer 05 Direction" refers to the primary mode when head to head operation is unavailable. ie. prioritising the use of runway direction "05". This mode would result in the majority of departures to the north east and arrivals from the south west.

Stage 1 Additional Capacity (One Runway Year 2050) Prefer 23 Direction with Head-to-Head (H2H)

Noise predictions for the year 2050 consider the anticipated growth of WSA. This scenario considers noise exposure levels at a time when the initial single runway would likely be approaching its capacity (approximately 37 million annual passengers).

The head to head operation mode involves aircraft arrivals and departures occurring in the same direction. In this mode aircraft could land from the south west and take off to the south west during night time periods but only when the number of aircraft movements is low (up to 20 aircraft movements per hour and wind conditions allow).

"Prefer 23 Direction" refers to the primary mode when head to head operation is unavailable. ie. prioritising the use of runway direction "23". This mode would result in the majority of departures to the south west and arrivals from the north east.

One Runway Departures

This graphic presents the cumulative LAmax noise level for all departure flight tracks. An A320 with a stage length of 4 was selected as a typical departure operation.

One Runway Arrivals

This graphic presents the cumulative LAmax noise level for all arrival flight tracks. An A320 was selected as a typical arrival operation.

Two Runway Departures

This graphic presents the cumulative LAmax noise level for all departure flight tracks. An A320 with a stage length of 4 was selected as a typical departure operation.

Two Runway Arrivals

This graphic presents the cumulative LAmax noise level for all arrival flight tracks. An A320 was selected as a typical arrival operation.

Typical Altitudes

Placeholder for altitude information

Typical Overflights

The noise tool presents the anticipated number of overflights on a typical worst-case day.

The number of overflights is presented for the day (7am to 6pm), evening (6pm to 10pm) and night (10pm to 7am) periods.

What is a decibel?

This figure shows how loud typical noises are in decibels.

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