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was
approach and departure paths. In this option, noise exposure estimated with nighttime approaches to Runway F1 and departures from Runway D. Within the constraints of Para
1.3, runway D would be the only runway in use at night, however, this or any other assignment for this option would result
option would result in negligible differences in the noise exposure estimated here for the northern portion of the Northwest New Territories. Daytime activity was assumed to remain the same as the initial option, with the early turn adjusted as described in the previous case (4.1.2).
The results of this case are illustrated in Figure 4-3. A large reduction of the noise exposure area is observed, leaving only the peninsula ending in Tsim Bei Tsui and portions of the Deep Bay coastline within the approximate 25 NEF contour. It should be noted that in some cases wind conditions will require occasional departures to, and approaches from, the northeast. While these exceptional cases were ignored in the noise analysis, and may not influence the contours because of their infrequent nature, people may not adapt as well to these flights as if the same flights occured on a regular basis.
There are precedents for restriction in varying degree where all night operations are conducted from one direction overwater. However, Consultants could not recommend serious consideration of such a restriction. Operators would oppose it, pilot organizations and aviation safety officials would vehemently oppose any procedures involving potential traffic conflicts on nearly reciprocal headings. Capacity would be severely affected and delays to aircraft could be large even during very low demand levels of activity. Nevertheless, such a restriction could be applied.
4.2
SEAWARD RELOCATION OF THE RUNWAYS
A southwestern movement of the runways ignoring the constraint of the boundary line in the centre of Deep Bay imposed in the Terms of Reference, (Para 1.3) was briefly examined.
An indication of possible seaward relocation of Scheme "A" is shown in the previous Figure 2-1, at Tab 2. The northern runway is translated 2650M on-axis to the southwest, protecting a departure to the southwest from shipping in the Urmston Road, (A memo from Director of Marine to DCA is included at TAB-10). The southern runway of Scheme "A" is moved 750M southward, observing the same criteria. The Scheme "B" second runway is moved 350M southwestward; some further movement is possible. Results of the alternate location include, inter alia,:
1.
2.
3.
Risk of excursion
Operational improvements are marginal. into PRC airspace may be slightly greater.
Approaches over Nei Ling Ting island (Scheme "B" only) will be about 2100 feet APD (2500 feet without relocation). Approaches over San Tin will be about 1750 feet above ground (1300 feet without relocation).
A slight easing of RAF border operational conflicts may result.
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