Aircraft noise annoyance contours: Importance of overflight frequency and noise level

1980 ◽  
Vol 69 (4) ◽  
pp. 583-595 ◽  
Author(s):  
R. Rylander ◽  
M. Björkman ◽  
U. Åhrlin ◽  
S. Sörensen ◽  
K. Berglund
Keyword(s):  
Noise Level ◽  
Aircraft Noise ◽  
Noise Annoyance

scholarly journals Aircraft and Background Noise Annoyance Effects

1983 ◽  
Vol 27 (1) ◽  
pp. 52-52
Author(s):  
Kelli F. Willshire
Keyword(s):  
Noise Level ◽  
Background Noise ◽  
Signal To Noise Ratio ◽  
Body Movement ◽  
Movement Analysis ◽  
Aircraft Noise ◽  
Air Conditioner ◽  
Noise Sources ◽  
Community Noise ◽  
Noise Annoyance

Traditionally, community aircraft flyover annoyance has been studied in the absence of other noises. However, the importance of considering the flyovers along with other community noise sources is gaining increasing awareness. To investigate annoyance of multiple noise sources, two experiments were conducted. The first experiment used 48 subjects, and the second used 216 subjects. The first experiment was designed to establish annoyance-noise level functions for three community noise sources presented individually: jet aircraft flyovers, air conditioner, and traffic. This experiment provided baseline data for a second experiment which is currently being conducted to investigate (1) effects of background noise on aircraft annoyance as a function of noise level and spectrum shape; (2) the relative contributions of background noises and aircraft noise to overall annoyance; and (3) effect of type of annoyance rating: overall or source specific. In the second experiment, the subjects were required to make either overall or source specific annoyance ratings or a combination of the two. Both experiments used two dependent measures: rated annoyance and amount of subconscious body movement or fidgeting. Results of the first experiment indicated that the slope of the annoyance-noise level function for traffic was significantly different from the slopes corresponding to flyover and air conditioner noise. This added further justification to the need to determine the influence of different background noises on aircraft noise annoyance (e.g., experiment two). Preliminary body movement analysis indicated no relationship of body movements to source noise level. Results of the second experiment showing differential effects of signal-to-noise ratio and background source type across total noise level will be presented and discussed. Results will also be presented to illustrate the effects of all the sources (flyover, air conditiner, and traffic) on relative annoyance as a function of the type of annoyance questionnaire. Further data on the correlation of movement with source noise level will be discussed. However, based on the results of the first experiment, little relation to annoyance is expected. All results will be applied in an effort to develop an improved model of human response to community noise.

scholarly journals Aircraft Noise Distribution as a Fairness Dilemma—A Review of Aircraft Noise through the Lens of Social Justice Research

2021 ◽  
Vol 18 (14) ◽  
pp. 7399
Author(s):  
Dominik Hauptvogel ◽  
Susanne Bartels ◽  
Dirk Schreckenberg ◽  
Tobias Rothmund
Keyword(s):  
Social Justice ◽  
Noise Exposure ◽  
Cost Benefit ◽  
Aircraft Noise ◽  
Noise Distribution ◽  
Justice Research ◽  
Fairness Perceptions ◽  
Noise Annoyance ◽  
Social Justice Research ◽  
The Relationship

Aircraft noise exposure is a health risk and there is evidence that noise annoyance partly mediates the association between noise exposure and stress-related health risks. Thus, approaches to reduce annoyance may be beneficial for health. Annoyance is influenced by manifold non-acoustic factors and perceiving a fair and trustful relationship between the airport and its residents may be one of them. The distribution of aircraft noise exposure can be regarded as a fairness dilemma: while residents living near an airport may seem to have some advantages, the majority of residents living under certain flight routes or in their immediate proximity suffer from the disadvantages of the airport, especially the noise. Moreover, a dilemma exists between the airport’s beneficial economic impact for a region and the physical and psychological integrity of residents. Aircraft noise exposure through the lens of social justice research can help to improve our understanding of noise annoyance. Research indicates that the fairness perceptions of the parties involved can be enhanced by (a) improving individual cost–benefit ratios, (b) providing a fair procedure for deciding upon the noise distribution, and (c) implementing fair social interaction with residents. Based on the review of evidence from social justice research, we derive recommendations on how fairness aspects can be integrated into aircraft noise management with the purpose of improving the relationship between the airport and its residents, to reduce annoyance, and to enhance the acceptance of local aviation and the airport as a neighbor.

scholarly journals Lower Noise Annoyance Associated with GIS-Derived Greenspace: Pathways through Perceived Greenspace and Residential Noise

2018 ◽  
Vol 15 (7) ◽  
pp. 1533 ◽  
Author(s):  
Angel M. Dzhambov ◽  
Iana Markevych ◽  
Boris Tilov ◽  
Zlatoslav Arabadzhiev ◽  
Drozdstoj Stoyanov ◽  
...  
Keyword(s):  
Noise Level ◽  
Vegetation Index ◽  
Green Space ◽  
Normalized Difference Vegetation Index ◽  
Buffer Zone ◽  
Tree Cover ◽  
Noise Sources ◽  
Noise Abatement ◽  
Noise Annoyance ◽  
Lower Noise

Growing amounts of evidence support an association between self-reported greenspace near the home and lower noise annoyance; however, objectively defined greenspace has rarely been considered. In the present study, we tested the association between objective measures of greenspace and noise annoyance, with a focus on underpinning pathways through noise level and perceived greenspace. We sampled 720 students aged 18 to 35 years from the city of Plovdiv, Bulgaria. Objective greenspace was defined by several Geographic Information System (GIS)-derived metrics: Normalized Difference Vegetation Index (NDVI), tree cover density, percentage of green space in circular buffers of 100, 300 and 500 m, and the Euclidean distance to the nearest structured green space. Perceived greenspace was defined by the mean of responses to five items asking about its quantity, accessibility, visibility, usage, and quality. We assessed noise annoyance due to transportation and other neighborhood noise sources and daytime noise level (Lday) at the residence. Tests of the parallel mediation models showed that higher NDVI and percentage of green space in all buffers were associated with lower noise annoyance, whereas for higher tree cover this association was observed only in the 100 m buffer zone. In addition, the effects of NDVI and percentage of green space were mediated by higher perceived greenspace and lower Lday. In the case of tree cover, only perceived greenspace was a mediator. Our findings suggest that the potential for greenspace to reduce noise annoyance extends beyond noise abatement. Applying a combination of GIS-derived and perceptual measures should enable researchers to better tap individuals’ experience of residential greenspace and noise.

Prediction and simulation of aircraft noise in the international Eskisehir Hasan Polatkan airport (LTBY)

2020 ◽  
Vol ahead-of-print (ahead-of-print) ◽  
Author(s):  
Halil Yalcin Akdeniz ◽  
Mehmet Ziya Sogut ◽  
Onder Turan
Keyword(s):  
Noise Level ◽  
Time Frame ◽  
Aircraft Noise ◽  
International Standards ◽  
Civil Aviation ◽  
Time Zone ◽  
Noise Emission ◽  
Night Time ◽  
Noise Mapping ◽  
Content Type

Purpose In recent years, in parallel with the increasing air traffic and the number of passengers in air transport, the number of people exposed to aircraft-induced noise has increased significantly. Especially people living in the areas close to the airports are affected by noise emission during the landing, take-off, taxi and ground operations. Negative effects of noise such as sleep disturbance, lack of concentration, anxiety and high blood pressure cardiac diseases were determined directly or indirectly for human health. For this reason, examining the noise effect caused by aircraft and determining the necessary measures to be taken is very important for the sustainable development of aviation. In the International Eskisehir Hasan Polatkan Airport (LTBY), this paper aims to calculate a noise mapping following international standards in line with the directives of the International Civil Aviation Organization (ICAO). Also, Annex 8, “Airworthiness of Aircrafts” and Annex 16, “Environmental Protection Volume 1 Aircraft Noise”, which were taken at the International Civil Aviation Convention, were proposed to determine the exposure caused by aircraft noise. Design/methodology/approach In this paper, noise levels for the day (07.00–19.00), evening (19.00–23.00) and night (23.00–07.00) period around LTBY were predicted and calculated by the use of the IMMI software according to the “ECAC Doc. 29-Interim” method for the prediction and computation of the aircraft noise. Findings According to the calculated/mapped values, in the 24 hours (Lden), the noise level is 65 dB (A) and above. In the day time zone, the noise level is 63 dB (A) and above. When the calculations for the evening time zone are examined, the noise level is above 58 dB (A). When the calculations for the night time frame are examined, it is calculated that there is no dwelling that is affected by the noise level above 53 dB (A). Practical implications Along with future improvements, it is recommended to be applied to other civil airports. Originality/value To the best of the authors’ knowledge, there is no previous research in the literature on aircraft noise mapping of LTBY. Also, unlike the software commonly used in other works in the literature, IMMI software was used in this study. Such investigations should be carried out in other civil airports in the coming years to struggle with noise emissions and noise control. If noise boundary values are exceeded, action plans should be developed for a sustainable aviation concept. Along with future improvements, it is recommended to be applied to other civil airports.

scholarly journals Validating Aircraft Noise Models

Proceedings ◽  
2020 ◽  
Vol 59 (1) ◽  
pp. 12
Author(s):  
Ran Giladi ◽  
Eliav Menachi
Keyword(s):  
Noise Level ◽  
Health Hazard ◽  
Aircraft Noise ◽  
Noise Model ◽  
Aviation Industry ◽  
Noise Abatement ◽  
Statistical Variation ◽  
Huge Impact ◽  
Aircraft Type ◽  
Noise Models

Aircraft noise, especially at takeoffs and landings, became a major environmental nuisance and a health hazard for the population around metropolitan airports. In the battle for a better quality of life, wellbeing, and health, aircraft noise models are essential for noise abatement, control, enforcement, evaluation, policy-making, and shaping the entire aviation industry. Aircraft noise models calculate noise and exposure levels based on aircraft types, engines and airframes, aircraft flight paths, environment factors, and more. Validating the aircraft noise model is a mandatory step towards the model credibility, especially when these models play such a key role with a huge impact on society, economy, and public health. Yet, no validation procedure was offered, and it turns out to be a challenging task. The actual, measured, aircraft noise level is known to be subject to statistical variation, even for the same aircraft type at the same situation and flight phase, executing the same flight procedure, with similar environmental factors and at the same place. This study tries to validate the FAA’s AEDT aircraft noise model, by trying to correlate the specific flight path of an aircraft with its measured noise level. The results show that the AEDT noise model underestimates the actual noise level, and four validation steps should be performed to correct or tune aircraft noise databases and flight profiles.

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