CONFIDENTIAL
The initial noise exposure assessment for Scheme "A" assigned runways and flight tracks to aircraft on the basis of efficient airport operation and preferred routing to flight destination. The same northeast/southwest directional split was assumed as measured at Chek Lap Kok, 70 percent northeast and 30 percent southwest. For this operating assumption all northeasterly departures were assigned to Runway F1.
It was
estimated that 43.5 percent of northeasterly departures could make an early turn to the south over Tai Lam Chung Reservoir to the Cheung Chau Island VOR and from there to destinations in Southeast Asia and Indonesia. A further 44 percent of northeasterly departing flights would wait until a point over San Tin before making their turn to Tolo Harbor and the Tathong VOR with destinations from Australia to Japan. The remaining 12.5 percent of flights were expected to continue in a straight departure path before turning north over the border to destinations in China. All approaches from the northeast to the airport were
the airport were assigned a straight in path from San Tin to Runway F 1.
Departures to the southwest were all assigned to Runway D, following a curved departure soon after takeoff towards Lung Kwu Chau Island. Arrivals from the southwest were assigned a straight-in approach path to Runway D.
With these assumptions, contours within which the NEF is expected to exceed 25 and 30 were derived. These contour areas are shown in Figure 3-2. In order to demonstrate the effect of different meteorological assumptions, a set
a set of contours was developed with 50 percent rather than 70 percent of operations arriving from the southwest and departing to the northeast. Meteorological studies at Appendix A provide evidence that this case
case could be valid. These contour areas are shown in Figure 3-3. Since departures are generally noisier than approaches, and the number of departures to the northeast is reduced in this case, the noise exposure areas are reduced compared to Figure 3-2. The land use compatibility implications of this noise exposure are discussed at Section 5.
It should be noted that in both of these cases the early northeast departure turn toward Cheung Chau was aligned to accommodate the heaviest aircraft which might utilize this route. Lighter aircraft would tend to turn earlier if permitted, which would have the effect of dispersing the noise exposure and sliding it somewhat to the west. These refinements are discussed in more detail at Section 4, Further Studies.
area
3.6
DEVELOPMENT OPTION
(See Figure 3-1)
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3.
SCHEME B'
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Alignments parallel to the northern territorial boundary were found to be aeronautically workable, but did not meet the constraints of Para 1
Parallel runways spaced up to 1500m apart (the distance at which fully independent operation might be achievable) were examined. Early study indicated that a widely spaced pair on this alignment could be made to operate, with limitations. This scheme was proposed as Scheme "B", and is considered as a future development option of Scheme 'A"
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3-7
CONFIDENTIAL
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