Some Observations of Noise at Airports and in the Surrounding Community
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Abstract Results of noise surveys performed at two major airports are presented, including (a) measurement of operational noise in the working areas and evaluation of potential danger to hearing, (b) audiometric data from airport employees, and (c) determination of noise in nearby residential areas. Potentially harmful noise levels were found at ground run-up, taxi, and take-off operations and in the area of engine test-cell facilities. Both jet and propeller aircraft produced annoyance noise levels in the residential areas, with jet noise being the greater problem.Keywords:
Annoyance
Aircraft noise
In a survey of 2,312 residents living near Frankfurt Airport aircraft noise annoyance and disturbances as well as environmental (EQoL) and health-related quality of life (HQoL) were assessed and compared with data on exposure due to aircraft, road traffic, and railway noise. Results indicate higher noise annoyance than predicted from general exposure-response curves. Beside aircraft sound levels source-related attitudes were associated with reactions to aircraft noise. Furthermore, aircraft noise affected EQoL in general, although to a much smaller extent. HQoL was associated with aircraft noise annoyance, noise sensitivity and partly with aircraft noise exposure, in particular in the subgroup of multimorbid residents. The results suggest a recursive relationship between noise and health, yet this cannot be tested in cross-sectional studies. Longitudinal studies would be recommendable to get more insight in the causal paths underlying the noise-health relationship.
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Environmental Noise
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This paper introduces the result of data analysis on recent situations of aircraft operation and noise exposure at Noi Bai International Airport (NIA), using observations by the pilot noise monitoring equipment installed in 2019 under a cooperation project on airport environment preservation and aircraft noise monitoring in Vietnam. The results of the noise monitoring over the period from 2019 to 2023 reflect the significant changes in aircraft operation at NIA due to the pandemic of COVID-19. Noise exposure decreased after the epidemic outbreak, with a significant drop at the time when the government ordered travel restrictions, and gradually recovered under a new normal context. The result of data analysis suggests the degree of change in the sound environment in the vicinity of NIA under the different scenarios of aircraft operation. It also provides us with the information necessary to create noise prediction maps. The level of noise exposure observed at each monitoring station was largely in line with the calculated noise levels. Besides, analysis of aircraft operation and noise exposure situations by period revealed that the level of noise exposure varies with the time of day. Additionally, the analysis raises concerns about the impact of nighttime noise, which may disrupt the sleep of residents living near the NIA.
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Annoyance due to transportation noise has been recognized by policy makers as a harmful effect that should be prevented or reduced. On the basis of combined data from field studies, exposure-response relationships were established earlier to enable the prediction by policy makers of the annoyance response given a certain level of noise exposure. Recently, the validity of exposure-response curves based on data from several decades ago was questioned, especially for aircraft noise, for which annoyance appeared to have increased over the years. One explanation put forward concerns the changing noise exposure situations around airports.
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In applied research, noise annoyance is often used as indicator of subjective reaction to aircraft noise in residential areas. The present study aims to show that the meaning which respondents attach to the concept of aircraft noise annoyance is partly a function of survey context. To this purpose a survey is conducted among residents living near Schiphol Airport, the largest airport in the Netherlands. In line with the formulated hypotheses it is shown that different sets of preceding questionnaire items influence the response distribution of aircraft noise annoyance as well as the correlational patterns between aircraft noise annoyance and other relevant scales.
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Interviews were conducted in the vicinity of Burbank Airport during a four month period during which a counterbalanced series of changes in aircraft noise exposure occurred due to runway repairs. Another interview was undertaken approximately one year after completion of the initial runway repairs. Noise measurements were made in conjunction with administration of a brief questionnaire to a near exhaustive sample of residents in four airport neighborhoods. The magnitude and direction of change of annoyance with aircraft noise exposure corresponded closely to the actual changes in physical exposure. Estimates were made of time constants for the rate of change of attitudes toward aircraft noise.
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Abstract : This study program involved response of 48 persons to seven different simulated commercial airport noise environments. Each exposure period was of 1-1/2 hours duration and subjects experienced and rated eight of these 1-1/2 hour noise exposure periods. The test environments simulated a conventional living room environment. Number of aircraft noise intrusions per exposure period ranged from 6 to 18 flyovers and indoor Leq(dBA) levels ranged from 38.9 to 52.1 dB. Some of the conclusions are: Noise exposure from a 'new' aircraft fleet mix (circa 1980) is clearly more acceptable than that from an 'old' fleet mix (circa 1965). Commonly used noise exposure methods such as NEF, Leq, and mean peak dBA are level dependent. Depending on the noise exposure method used, 2.5 to 4.0 dB is perceived as a reliable change in noise exposure. Predictive capability of a noise exposure method is a function of the engineering calculation procedure employed to weight the acoustic energy. Mean peak level exposure methods have greater predictive capability than energy summation methods. Leq(dBA) is a relatively poor predictor. (Author)
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Bromma airport is located nearby the city centre of Stockholm Sweden. There are a number of residential areas around the airport. The paper reports results from a measurement campaign and a questionnaire survey investigation among the people living in the area Bromma kyrka, located approximately 500 meters from the airport. The objective of the study was to identify the most annoying sound sources related to ground activities at the airport. This means that the noise events caused by starting and landing airplanes were identified using information from the airport, so that they could be separated from the noise caused by ground based activities. The survey showed that the most annoying ground based noise sources within the airport wee, airplane warm ups and airplane taxiing. Starting and landing airplanes were also important source of annoyance. The most important source of noise annoyance from outside the airport boundaries was road traffic. The results from the survey were compared with the measured noise levels giving reasonable correlation between recorded high noise level events and logged annoyance events.
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Abstract A questionnaire study was performed in seven areas located around the airports of Landvetter and Save, Gothenburg, in an attempt to elucidate the extent of annoyance in populations exposed to aircraft noise. Noise exposure was estimated as the energy equivalent level (Aircraft Noise Level—FBN) or as the number of aircraft with levels that exceeded 70 dBA, combined with the maximum noise level. The results were compared with data obtained from the earlier Scandinavian Aircraft Noise Investigation. The results supported the conclusion that the annoyance reaction is better related to the number of aircraft and the maximum noise level than to energy equivalent levels for noise exposure.
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