Adaptation to changes in aircraft noise exposure
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Changes in the pervasiveness of community annoyance associated with a series of major changes in aircraft noise exposure in the vicinity of an airport with appreciable air carrier traffic were assessed. Repeated rounds of interviews at intervals of several weeks were conducted in four neighborhoods near the airport before and after the changes in exposure. Attempts were made, both in person and by telephone, to administer a brief and direct questionnaire to adult residents of all affected households in each neighborhood while concurrent long term noise exposure measurements were being made. Findings include substantial immediate effects of exposure changes, while suggesting the time course of adaptation to aircraft noise exposure.Keywords:
Annoyance
Aircraft noise
Telephone survey
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A Social survey was undertaken in the vicinity of a major air carrier airport. One of the two neighborhoods was exposed to noise due to aircraft operations at about Ldn = 70 dB. The other neighborhood was exposed to road traffic noise at about Ldn = 62 dB. A brief structured interview conducted by telephone revealed a number of similarities in community response to the two noise exposure environments. These included reports of sleep interference and habituation to noise exposure. Differences in observed prevalence of annoyance in the two neighborhoods were attributable to the differences in exposure levels.
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Aircraft noise
Telephone survey
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Subjective discomfort of airport community is often assessed as reported noise annoyance in relation to noise exposure level and noise sensitivity. In addition, it has been mentioned that higher affluent people appear to have higher contention to aircraft noise, but there is little literature explicitly supporting that. This paper investigates the relationships among aircraft noise exposure level, noise sensitivity, affluence status, aircraft noise annoyance, and annoyance by other noise sources (e.g., road traffic and neighbor noise). A structural equation model is developed and estimated using data collected from residents, aged between 18 and 77 years old, living near Manila airport in the Philippines (N = 321). Results show that noise sensitivity, noise exposure level, and affluent status have positive effects on aircraft noise annoyance, suggesting that higher affluent people are substantially more annoyed by the aircraft noise than lower affluent people. The results also indicate that the annoyance by other noise sources is significantly influenced by noise sensitivity (p < 0.01), but not by the affluent status. This implies that people with higher affluent status consider more about the noise generated from aircraft than the noise from other sources. Following an airport development plan, the aviation authorities should also consider the affluent status of nearby communities in order to formulate a better aircraft noise management near that airport.
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As quieter aircraft have begun to replace some of the noiser ones in the civil air transport fleet, aircraft noise exposure levels in certain airport neighborhoods have declined to some degree. Federal agencies with interests in aviation noise have not yet offered policy guidance for gauging the smallest decrease in aircraft noise that may be considered meaningful under these circumstances in airport neighborhoods. An empirical study of this issue was thus underken in residential areas near a large airport at which noise exposure levels had declined by several decibels over the last few years. Very few neighborhood residents either noticed a decrease in aircraft noise in the recent past or decribed themselves as less annoyed by aircraft noise than in prior years.
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We examine the possibility that physiological effects of noise may result not only from noise exposure per se, but also from people's beliefs about the noise. Due to widely publicised changes to the runway configuration at Sydney Airport, aircraft noise levels in nearby areas were expected to either increase, decrease or remain the same. As part of the Sydney Airport Health Study, residents in each of these 3 expected-change areas (N=1015) completed a structured interview which included indices of noise reaction (including annoyance) and physical and mental health, prior to the anticipated changes. Concurrent (pre-change) measures of aircraft noise levels were taken. Self-reported physiological/health effects differed across areas with the same aircraft noise level consistently with differences in psychological reaction across these areas. Expected change in noise level added to the level of self-reported physiological symptoms predicted by noise level in regression analyses. Dose-response functions differed across the expected-change areas. These results are consistent with the hypothesis that noise exposure produces physiological symptoms, but that expectations regarding future noise levels also contribute to the physiological impact of noise, which may be reduced by addressing psychosocial factors related to noise reaction.
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Annoyance
Aircraft noise
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Changes in the pervasiveness of community annoyance associated with a series of major changes in aircraft noise exposure in the vicinity of an airport with appreciable air carrier traffic were assessed. Repeated rounds of interviews at intervals of several weeks were conducted in four neighborhoods near the airport before and after the changes in exposure. Attempts were made, both in person and by telephone, to administer a brief and direct questionnaire to adult residents of all affected households in each neighborhood while concurrent long term noise exposure measurements were being made. Findings include substantial immediate effects of exposure changes, while suggesting the time course of adaptation to aircraft noise exposure.
Annoyance
Aircraft noise
Telephone survey
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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.
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The relationship between aircraft noise, loss of hearing, and annoyance was explored in a study in two schools located near an international airport in Taiwan. Sixth-grade students (N = 242) were recruited from two schools and were classified into high- and low-noise-exposure groups, based on environmental noise measurements. Personal-equivalent 24-h noise exposure was measured to determine noise exposure at the individual level, and it was compared with hearing threshold level and with aircraft noise measured at the environmental level. Individual hearing threshold levels did not differ between environmental high- and low-noise-exposure groups, as evidenced by the lack of difference between the two groups for noise exposure measured at the individual level. However, the proportion of students who were annoyed by aircraft noise was higher in the environmental high-noise-exposure group, although personal 24-h noise exposure was not a factor for annoyance. The results indicated that environmental noise measurement was not an appropriate criterion for assessment of auditory damage (or noise-induced hearing loss) in Taiwan. As well, aircraft-noise exposure in Taiwan did not appear to affect the hearing threshold but nonetheless annoyed schoolchildren near the airport.
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Industrial noise
Acoustic trauma
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There have been many arguments about findings of an increase in noise annoyance over time and a recommendation of stricter limits on aircraft noise levels to protect the health of residents around airports. It is crucial to examine if the established exposure–response relationship is suitable for designing future aircraft noise regulations. This study was focused on identifying changes in response to noise over time by comparing community responses from two surveys conducted in 2008 and 2019 at Tân Sơn Nhất (TSN) international airport. Annoyance was found to significantly reduce in 2019 compared to 2008; however, changes in sleep quality were relatively small. Unexpectedly, a gradual increase in the annoyance due to aircraft noise was not found. Results of multiple regression analysis indicated that differences in the reaction of the residents to noise in the two studies were significantly attributed to nonacoustic factors. Noise sensitivity and dissatisfaction with the living environment (e.g., inconvenience in accessing workplace) considerably affect noise annoyance, whereas noise sensitivity, age, and dissatisfaction with the green environment of living areas affect sleep quality. These findings suggest the fulfillment of desired living environment as effective measures for mitigating noise impacts on residents in the vicinity of busy airports.
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Affect
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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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