Project
Cranfield Airport Vehicle Testing and
Research Facility - Noise Assessment
Prepared for
Cranfield University
By
Lewis Bullivant BEng(Hons) AMIOA
Published
8 March 2021
Telephone +44(0)1787 247595 Website www.srltsl.com London, Birmingham, Manchester, Sudbury
SRL Technical Services Limited Registered office: Holbrook House, Little Waldingfield, Sudbury, Suffolk, CO10 0TF Registered in England No 907694
Quality Assurance
Project Title Cranfield Airport Vehicle Testing and Research
Facility
Document Title Noise Assessment
Client Cranfield University
Client Address
College Road
Cranfield
MK43 0AL
Author Lewis Bullivant BEng(Hons), AMIOA
Checker Jody Tan BEng(Hons) MIOA
Report Number 15653-SRL-RP-YA-001-S2-P3
Additional information -
Revision History
Revision Date Comments
P1 01/03/2021 Draft issue
P2 03/03/2021
Updated based on comments
from client. Changes by JYT and
checked by LB
P3 08/03/2021
Updated based on comments
from client. Changes by JYT and
checked by LB
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 3 of 23
Summary
SRL Technical Services Limited has been commissioned by Cranfield University to assess the noise impact
of the activities related to the proposed Vehicle Testing and Research Facility at Cranfield Airport.
The facility will be used by the Police Forensic Collision Investigation Network (FCIN), Highways England
and Cranfield University for testing and research. The facility will only be used during the daytime, typically
between 0800 to 1800 hours on Mondays to Fridays.
There are existing houses to the east (Townsend Close) south (High Street/Lodge Road/Swabley Lane) of
the proposed facility. The existing ambient noise around the site is dominated by activities relating to
Cranfield Airport (aircrafts landing and taking off) and the surrounding road network.
As the facility will only be used for testing and research, it is not expected to be used as frequently as a
commercial vehicle testing facility. I understand that the typical noisiest activity relating to the proposed
facility is noise from vehicles skidding on the tarmac during emergency braking. The vehicles will accelerate
up to approximately 40mph from the northern section of the facility before the driver will apply emergency
braking, causing the vehicle to skid at the southern section of the facility, away from the nearest houses on
Townsend Close. Other activities which will create significant noise at the proposed facility includes
aerodynamics and tyre tests where cars are driven up and down the tarmac at speeds typically up to
50mph. Vehicles crashing is also proposed but I understand that this is atypical of the proposed activities on
site and will be infrequent (up to 5 crashes a year).
I measured noise from typical vehicle activities at Cranfield University to replicate in my noise assessment
for the proposed facility. This included noise from a vehicle skidding on tarmac.
My assessment shows that the maximum noise levels (dB LAFmax) predicted at the nearby houses from cars
skidding at the facility is lower than the typical maximum noise levels from aircraft movements at Cranfield
Airport.
Noise from vehicles driving up and down the tarmac during aerodynamic and tyre tests is not expected to
cause any significant impact on the houses due to the nature of the tests (no skidding) and the existing
environmental noise at the houses.
I expect noise from vehicles skidding to be audible at the nearby houses but due to the existing noise levels,
frequency of skids and context of the site, noise generated from the proposed facility is not expected to
affect the amenity of the nearby residents where noise is concern.
As no data for vehicle crashing was available (and is not readily available) during the time of assessment, I
recommend SRL attend site on the day that the test is proposed to occur (on site or off site) to measure
noise from the activity. A secondary noise assessment must then be done to determine the impact on the
nearby noise sensitive receptors and if necessary, propose noise mitigation measures so that the maximum
noise levels (dB LAmax) does not exceed the existing levels.
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Contents
Summary .................................................................................................................................................................................... 3
1.0 Introduction ................................................................................................................................................................ 5
2.0 Existing Conditions ................................................................................................................................................... 6
3.0 Assessment ............................................................................................................................................................... 11
Appendix A - Survey Details .............................................................................................................................................. 17
Appendix B - Measured Ambient Noise Levels ............................................................................................................. 18
Appendix C - Noise Measurement Parameter Definitions ......................................................................................... 22
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 5 of 23
1.0 Introduction
SRL Technical Services Limited has been commissioned by Cranfield University to assess the potential noise
impact of the proposed Vehicle Testing and Research Facility at Cranfield Airport for Cranfield University.
The facility will be used by the Police Forensic Collision Investigation Network (FCIN), Highways England
(HE) and Cranfield University for testing and research on vehicles stopping/skidding, aerodynamic tests and
for recreation of car crashes for investigation by the FCIN. The noisiest typical activity associated with the
proposed facility will be vehicles skidding on the tarmac.
There will also be some noise associated with vehicle movements on the tarmac, including HGVs and
forklift trucks during the recreation of crashes.
Vehicles crashing are proposed for the site, but I understand that this will be infrequent (up to 5 crashes a
year).
As the facility will be used for testing and research, it is not expected to be used as frequently as a
commercial vehicle testing facility. Figure 1 shows the layout of the test track and the location of the
nearest noise sensitive receptors (NSRs).
Figure 1 - Site layout in relation to noise sensitive receptors (NSRs)
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 6 of 23
2.0 Existing Conditions
2.1 Background noise levels
I attended the site on 23 February 2021 to measure the background noise levels at the nearest NSRs to the
proposed facility, the measurement location is shown below in figure 2. The microphone was fixed to a
tripod at least 1.5m above the ground and 3m from any other reflective surfaces. Table 1 shows the
measured noise level at the rear of the NSR on Townsend Close.
Figure 2 – Background measurement location used in 2021 noise survey
Table 1 - Background noise level at rear of NSR on Townsend Close
LAeq,5min (dB) LA90,5min (dB) LAFmax (dB)
53 45 72
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 7 of 23
Background noise measurements were dominated by distant road noise, some contraction noise to the
south-east and one small plane taking off from Cranfield Airport and flying overhead, which measured LAFmax
72dB.
Measurements were taken during the COVID-19 pandemic and at the time the governments advice was
such that "You must not leave, or be outside of your home except where necessary". It is expected that during
'normal' circumstances, noise from aircraft associated with Cranfield Airport will be the dominant noise
source at the NSRs, however due to the COVID-19, air traffic around the airport was low during our noise
survey. Therefore, I have supplemented our noise survey results with noise measurements taken at the site
by SRL in 2017 and publicly available online data measured by others in 2015.
2.2 SRL 2017 Noise survey results
SRL took measurements around Cranfield Airport, including measurements taken near to NSRs on
Townsend Close in 2017. The noise survey was done to inform the Environmental Statement for the
Cranfield Air Park hybrid planning application (LPA ref. CB/17/05862/OUT, granted 19 June 2019). Full
survey details are given in the SRL report 'T04/APP/61186A/RWB' dated 01 December 2017. The noise
survey measurement locations are shown below in Figure 3. A summary of the daytime noise
measurements results taken at position 'MP5' (circled in red), representative of NSRs on Townsend Close
are given in Table 2.
Figure 3 – 2017 Noise survey measurement locations
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 8 of 23
Table 2 - Noise survey measurement results taken in 2017 as location representative of NSRs on
Townsend Close
Date LAeq,T (dB) LAFmax (dB) LA90,T (dB)
Thursday 21/09/2017 51 80 39
Friday 22/09/2017 54 81 44
Saturday 23/09/2017 53 80 41
Sunday 24/09/2017 51 82 40
Monday 25/09/2017 47 75 38
Tuesday 26/09/2017 50 88 39
Wednesday 27/09/2017 52 80 42
Thursday 28/09/2017 56 85 44
Table 2 shows that daytime maximum noise levels at NSRs on Townsend Close are typically in the range
LAFmax 75-88dB and ambient noise levels are in the range LAeq 47-56dB.
2.2.1 Auracle Acoustics 2015 Noise survey results
Auracle Acoustics took noise measurements at a location representative of NSRs on High Street in 2015 to
support the planning application for the residential dwellings there (LPA ref. CB/13/04201/FULL, granted 05
March 2014). The location of this site is shown in Figure 4. Full survey details are given in the Auracle
Acoustics report 'Report-2015-08-12a', dated 12 August 2015. The measurement location is shown in
Figure 4. In summary, the highest maximum noise level of aircraft movements measured at a location
representative of NSRs on High street was LAFmax 74dB, a graph showing the noise level during the full
survey is shown in Figure 6. The report confirmed the maximum noise levels measured at the location was
mainly due to aircraft movements. Ambient noise levels were measured to be in the range LAeq,16h 48-50dB.
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 9 of 23
Figure 4: Aerial view of development with noise monitoring location shown as red dot
Figure 5 – 2015 Noise survey measurement location (extract from Auracle Acoustics report)
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 10 of 23
Figure 6 – 2015 Noise survey measurement result graph (extract from Auracle Acoustics report)
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 11 of 23
3.0 Assessment
3.1 Proposed operations
The facility will be used by Cranfield University, FCIN and Highways England. I understand that the typical
hours of operation are between 0800 to 1800 hours on Mondays to Fridays.
The proposed facility will be used for three types of test scenario.
• The first type of test is referred to as Method Validation test, in which cars are fitted with new types of tyres from different tyre manufacturers; the effect different road surfaces and weather conditions will also be investigated. The vehicles will be driven down the track at speeds of approximately 60mph before the driver hits the brakes to cause the car to skid at the southern portion of the facility. It is estimated that a maximum of 300 skids will be done over 5 days. In practice, this would typically mean that there can be up to approximately 40 skids a day for one or two days, before the vehicles are taken away for a few days to be serviced and new tyres fitted before the next batch of tests to be done. Each skid will last for approximately 3 to 5 seconds and will only be done during the daytime.
• The second type of test is referred to as Competency Testing. This is used for police training FCIN staff
in investigating accident scenes. Typically, skid marks will be created at a speed of up to 40mph before
the mock accident scene is created. This is done by placing vehicles around the area where the skid is
produced. It is expected that there will be approximately 48 skids done in an entire week. In the week
after the skids, FCIN staff will process their findings so no noisy activity will take place on site.
• The third type of test is referred to as Method Witnessing. The process of this test is similar to Competency Testing but will only take place four weeks in a year.
It is evident that majority of the activities for the proposed site will not be noisy. The noisy events are
relatively infrequent when compared to the dominant noise source within the area which is aeroplane
movements from the airport.
In addition to the tests by FCIN, Cranfield University will from time to time use the facility for aerodynamic
and tyre tests. In these tests, cars are driven up and down the track at speeds of up to 50mph. There will
not be any skidding during these tests and they are no different to a normal vehicle driving on a road.
In very rare occasions, FCIN may use the facility to do vehicle crash tests, if required by Highways England.
This type of test will only happen up to 5 times a year and is unlikely to take place before 2023.
3.2 Activity noise levels
As previously discussed, the typical noisiest activity related to the proposed facility will be vehicles
stopping/skidding during emergency braking. I attended site accompanied by a representative of Cranfield
University to measure noise from a vehicle skidding and some of the other proposed activities on 23
February 2021.
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 12 of 23
For all measurements, the microphone was fixed to a tripod at least 1.5m above the ground and 3m from
any other reflective surfaces. In some cases, multiple measurements were taken for each activity, in these
cases I have presented the representative noise level of the activity, summary results are below in Table 3
and given in full in Appendix B. All noise measurements were taken at approximately 2 meters from the
source, except where noted. Measurements were taken with the vehicle on an asphalt road which is
comparable to the road surface that will be laid at the new test track. Measurement duration for each
event varies and is shown in Appendix B.
Table 3 - Activity noise levels
Noise source LAeq (dB) LAFmax (dB) SEL (dB)
Land Rover driving past* 69 77 78
Land Rover accelerating* 72 79 80
Land Rover brake (skidding)* 95 102 101
Range Rover driving past* 69 77 77
Range Rover accelerating* 79 86 86
Range Rover brake (no skid)* 72 79 78
HGV passing 79 85 87
HGV accelerating 79 85 87
HGV idling 72 73 84
Forklift truck passing 80 84 89
Forklift truck turning, lifting and reverse
(no reverse alarm), measured at 5
meters from source
72 77 84
* vehicles travelling at 40-50mph.
3.3 Noise modelling
Using the measured activity noise levels presented in Table 3, I have produced a noise model of the
proposed site using CadnaA (3D noise modelling software). I have modelled two variants to assess the
noise levels associated with the two main activities at the proposed site, which are vehicle movements for
aerodynamics and tyre tests and cars skidding. Results are shown in Figures 7 & 8.
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 13 of 23
Figure 7 - Noise levels due to vehicles movements for aerodynamics and tyre tests at 1.5m receiver
height, dB LAeq,T
Noise levels are predicted to be LAeq 50-51dBA at NSRs on Townsend Close and 37-39dBA at NSRs on
High Street.
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 14 of 23
Figure 8 - Noise levels due to vehicle skidding at 1.5m receiver height, dB LAmax
Maximum noise levels are predicted to be 44-57dB LAmax at NSRs on Townsend Close and 59-62dB LAmax at
NSRs on High Street.
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 15 of 23
3.4 Assessment in context
The predicted noise from the typical activities related to the proposed vehicle testing and research facility
is significantly lower than noise from aircraft taking off and landing when assessed at the NSRs. Noise from
noisier activities on the proposed facility such as vehicles skidding and aerodynamic and tyre tests are likely
to be audible at the NSRs but is not expected to affect the amenity of the nearby residents based on the
existing noise climate and the frequency of the activities. Table 4 shows the comparison of noise levels.
Table 4 - Comparison of noise levels
Receptor
Measured
ambient noise
level, dB LAeq
Predicted
LAeq due to
vehicle
movements
for
aerodynamic
and tyre
tests, dB(A)
Measured due to
aircraft, dB LAFmax
Predicted due
to vehicle
skidding, dB
LAFmax
NSRs on Townsend
Close 47-56 54 88 57
NSRs on High Street 48-50 42 74 62
Table 4 shows that the predicted noise level at the NSRs due to the typical use of the vehicle testing and
research facility is lower than the measured dB LAeq and significantly lower than the measured LAFmax noise
levels due to aircraft and therefore the proposed testing is unlikely to cause a noise disturbance especially
with the low frequency of events compared to noise from aircraft movements. As the current noise levels
on site are already accepted by CBC, I expect the lower noise levels and the less frequent noise events
from the proposed facility will also be accepted.
It is worth noting that the predicted noise levels are external noise levels at the NSRs, when assessed
internally within the dwellings, the predicted noise levels are expected to be between 10-15 dB lower
(assuming partially open windows) and are unlikely to be significantly noticeable over the daily activities
within the dwellings and the existing environmental noise.
In addition to noise generated by the typical activities (vehicle movements for aerodynamic and tyre tests
and vehicles skidding) at the facility, FCIN may occasionally use the site for crash testing, if required by
Highways England (up to 5 times a year). We were unable to assess the impact of noise from vehicles
crashing as there are no noise data available to do the assessment due to the nature of the activity. I
understand that as this is an atypical activity at the proposed facility, the operators will communicate with
the local community by giving advance warning to nearby residents when the crashes will occur. If crash
testing is permitted at this facility, I recommend SRL attend site on the day that the test is proposed to
occur. Noise from a crash will be measured and assessed to the nearby noise sensitive receptors. If
required, noise mitigation measures can be recommended so that the maximum noise levels (dB LAmax)
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 16 of 23
from car crashes do not exceed the existing maximum noise levels at the noise sensitive receptors during
the proposed time of activity.
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 17 of 23
Appendix A - Survey Details
A1. Location of Survey
Cranfield Airport
A2. Date & Time of Survey
10:00 - 13:30 23 February 2021
A3. Personnel Present During Survey
Lewis Bullivant (SRL)
Kim Blackburn (Cranfield University)
A4. Weather Conditions during Survey
Sunny, dry, high winds
A5. Instrumentation
Bruel & Kjaer - Noise Meter AT2
Description Location SRL No. Make Model Serial
Sound Level Meter
(AT2, Green) Altrincham 814 B&K 2250 2575775
Pre-amp Altrincham 814 B&K ZC0032 5843
Microphone Altrincham 814 B&K 4189 2573767
Calibrator Altrincham 815 B&K 4231 2575525
A6. Calibration Procedure
Before and after the survey the measurement apparatus was check calibrated to an accuracy of ±0.3 dB
using the type 4231 Sound Level Calibrator. The Calibrator produces a sound pressure level of 93.8 dB
re 2 x 10-5 Pa at a frequency of 1 kHz.
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 18 of 23
Appendix B - Measured Ambient Noise Levels
Measurement
Duration Activity LAeq LAFmax SEL
00:00:09 2m from road edge - Land Rover driving past 69 79 79
00:00:06 2m from road edge - Land Rover driving past 70 77 77
00:00:07 2m from road edge - Land Rover driving past 69 77 78
00:00:06 2m from road edge - Land Rover driving past 70 78 78
00:00:06 2m from road edge - Land Rover accelerating 72 79 80
00:00:05 2m from road edge - Land Rover accelerating 72 79 79
00:00:07 2m from road edge - Land Rover accelerating 71 79 79
00:00:05 2m from road edge - Land Rover accelerating 73 80 80
00:00:04 2m from road edge - Land Rover skidding 89 98 95
00:00:04 2m from road edge - Land Rover skidding 96 104 102
00:00:05 2m from road edge - Land Rover skidding 92 102 99
00:00:04 2m from road edge - Land Rover skidding 95 102 101
00:00:04 2m from road edge - Land Rover skidding 94 102 100
00:00:26
plane flying overhead, measured near to parked car by test
track 59 67 73
00:00:04 2m from road edge - new Range Rover accelerating 72 79 78
00:00:23 plane flying overhead, measured next to test track 66 74 80
00:00:05 2m from road edge - new Range Rover driving past 69 76 76
00:00:06 2m from road edge - new Range Rover driving past 69 77 77
00:00:05 2m from road edge - new Range Rover accelerating 77 85 84
00:00:04
2m from road edge - new Range Rover braking (no skid)
72 79 78
00:00:05 2m from road edge - new Range Rover accelerating 79 86 86
00:00:06 2m from track edge - HGV passing by 79 85 87
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 19 of 23
Measurement
Duration Activity LAeq LAFmax SEL
00:00:06 2m from track edge - HGV passing by 78 82 86
00:00:06 2m from track edge - HGV accelerating 79 85 87
00:00:05 2m from track edge - HGV accelerating 79 85 86
00:00:16 HGV idling at 2m 72 73 84
00:00:08 Forklift passing by at 2m 80 84 89
00:00:16 Forklift turning, lifting and reversing at 5m 72 77 84
00:00:22 Forklift turning, lifting and reversing at 5m 71 77 85
00:05:09 Background at rear of NSR 53 72 77
LAFmax Octave Band Levels
Measurement
Duration Activity 63 125 250 500 1k 2k 4k dB(A)
00:00:09
2m from road edge -
Land Rover driving past 86 79 77 75 74 72 67 86
00:00:06
2m from road edge -
Land Rover driving past 81 77 76 74 72 70 65 81
00:00:07
2m from road edge -
Land Rover driving past 81 78 74 74 72 71 65 81
00:00:06
2m from road edge -
Land Rover driving past 85 81 76 74 73 71 66 85
00:00:06
2m from road edge -
Land Rover accelerating 87 82 76 76 74 72 67 87
00:00:05
2m from road edge -
Land Rover accelerating 85 84 76 75 73 72 67 85
00:00:07
2m from road edge -
Land Rover accelerating 86 82 75 76 74 72 67 86
00:00:05
2m from road edge -
Land Rover accelerating 89 86 77 77 74 73 68 89
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 20 of 23
Measurement
Duration Activity 63 125 250 500 1k 2k 4k dB(A)
00:00:04
2m from road edge -
Land Rover skidding 84 76 72 92 97 85 75 84
00:00:04
2m from road edge -
Land Rover skidding 87 77 79 105 99 91 80 87
00:00:05
2m from road edge -
Land Rover skidding 74 71 75 102 98 89 79 74
00:00:04
2m from road edge -
Land Rover skidding 76 72 76 103 97 88 78 76
00:00:04
2m from road edge -
Land Rover skidding 75 71 79 101 98 90 79 75
00:00:26
plane flying overhead,
measured near to
parked car by test track 73 70 70 67 62 57 58 73
00:00:04
2m from road edge -
new Range Rover
accelerating 85 73 75 77 76 68 62 85
00:00:23
plane flying overhead,
measured next to test
track 75 71 75 72 69 69 63 75
00:00:04
2m from road edge -
new Range Rover
accelerating 76 69 68 71 74 69 61 76
00:00:23
plane flying overhead,
measured next to test
track 82 71 69 72 75 70 62 82
00:00:05
2m from road edge -
new Range Rover
driving past 70 76 81 82 81 77 73 70
00:00:06
2m from road edge -
new Range Rover
driving past 81 72 69 70 75 74 67 81
00:00:05
2m from road edge -
new Range Rover
accelerating 77 81 82 82 82 79 74 77
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 21 of 23
Measurement
Duration Activity 63 125 250 500 1k 2k 4k dB(A)
00:00:04
2m from road edge -
new Range Rover
braking (no skid) 88 83 86 83 81 75 69 88
00:00:05
2m from road edge -
new Range Rover
accelerating 85 85 86 80 77 72 67 85
00:00:06
2m from track edge -
HGV passing by 90 87 87 83 80 76 69 90
00:00:06
2m from track edge -
HGV passing by 89 87 89 82 78 74 69 89
00:00:06
2m from track edge -
HGV accelerating 77 75 70 69 70 67 61 77
00:00:05
2m from track edge -
HGV accelerating 93 86 81 83 78 78 70 93
HGV idling at
2m HGV idling at 2m
85 81 75 76 71 72 65 85
Forklift passing
by at 2m Forklift passing by at 2m
86 81 77 72 71 73 64 86
Forklift turning,
lifting and
reversing at 5m
Forklift turning, lifting
and reversing at 5m 84 74 76 73 64 57 55 84
Forklift turning,
lifting and
reversing at 5m
Forklift turning, lifting
and reversing at 5m 86 79 77 75 74 72 67 86
Background at
rear of NSR
Background at rear of
NSR 81 77 76 74 72 70 65 81
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Appendix C - Noise Measurement Parameter Definitions
LAmax - The “A” weighted maximum noise level measured during the stated measurement period.
LAeq - The "A" weighted equivalent continuous sound pressure level. A representation of a continuous
sound level containing the same amount of sound energy as the measured varying noise, over the
measurement period. It can be considered as the "average" noise level.
15653-SRL-RP-YA-001-S2-P3 08/03/2021 Page 23 of 23
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