机场飞机噪声评价方法与控制途径

在确定修建机场之前应进行飞机噪声评价,以便判别是否适于修建机场,并提出控制飞机噪声的措施。近来我国修建的机场很多,但是至今尚未订出一套完整的机场飞机噪声评价方法,更没有一套行之有效的控制飞机噪声污染的措施。本文对这两个问题作了粗浅的探讨,主要介绍机场飞机噪声评价指标、飞机噪声污染预测图的编制、机场飞机噪声控制的措施等。     

机场航空噪声暴露-反应关系分析

本文利用我国的机场航空噪声评价量一计权等效连续感觉噪声级LWECPN和机场周边社区遭受机场噪声强烈干扰的人群比例PHA对机场航空噪声的暴露-反应关系进行了详细分析，得到了LWECPN～PHA关系式和关系曲线，并对LWECPN～PHA关系特点进行了分析。     

机场周围飞机噪声评价方法的研究

1984年和1985年在几个机场对飞机噪声进行了测量,并向居民就对飞机噪声反应进行了社会调查。从分析处理所获得的数据得到了一些有意义的结果,它证明了计权等效连续感觉噪声级(WECPNL)不但在物理上,而且在心理上都是对机场周围飞机噪声有效的评价方法。     

北京机场周围1984年的飞机噪声

本文介绍了1984年11月对北京机场飞机噪声的测量评价及噪声等值线图.对控制机场噪声提出了一些措施.     

考虑噪声烦恼度的机场飞机噪声收费模型和 应用研究

随着我国民航运输业的飞速发展,机场噪声影响问题日趋严重。通过向航空公司或旅客收取噪声费来筹集机场噪声治理资金是民航发达国家的通用做法。本文提出了基于飞机噪声特性、噪声烦恼度、噪声治理投入费用和资金回收周期等因素的机场噪声收费模型。飞机噪声特性根据ACI的机场噪声分类确定,噪声烦恼度借助Mamdani模型构建。应用表明,该收费模型关键因素考虑全面,计算方法先进简洁,费率合理,符合国际民航组织倡导的以支定收原则,有助于形成航空公司/旅客减噪激励机制同时又不致抑制机场航空业务增长。     

典型城市地铁站台噪声满意度*

地铁是城市轨道交通重要组成部分,地铁站台噪声对乘客身心健康有重要影响。以合肥轨道交通一号线为例,具体选择地下侧式、地下双岛式和地下岛式3个典型空间类型的地铁站台为研究对象,通过噪声测量和问卷调查相结合的方法,针对地铁在不同运营时段的乘客站台噪声满意度与噪声声元素舒适度进行评价,探讨性别、声元素舒适度以及站台噪声对乘客噪声满意度的影响。结果表明：对地铁站台噪声满意度评价,乘客性别差异不显著;在乘车高峰期时段,地铁站台广播提示声、地铁工作人员吹哨声、列车进站声和列车出站声是影响乘客站台噪声满意度主观评价的主要噪声声元素;乘客噪声满意度主观评价与站台噪声值呈强负相关,噪声值越高,满意度越低;乘客噪声满意度为可接受时的地铁站台噪声阈值,在乘车高峰期时段为74 dB(A),非高峰期时段为67 dB(A)。该文工作可为城市地铁站台噪声满意度评价及其空间结构设计提供科学参考。     

应用ISO/DIS1999.2对我国噪声暴露人群听力损伤患病率的评价

应用ISO/DIS1999.2(1985)《声学——职业性噪声测定和噪声引起的听力损伤的评价》资料,结合我国对噪声暴露者听力的实测结果,采用ISO/DIS1999.2给出的听阈值计算公式(H’=H+N-HN/120)求得受噪声暴露影响者的听阈值(HTLAN)。按高斯分布法取得暴露声级L_(EX.8h)为85、90、95、100dB。听阈频率从0.5至6kHZ不同工龄噪声暴露者的听阈值(HTLAN)及职业性非噪声暴露人群的听阈值(HTLA)的关系值。研究结果证明ISO/DIS 1999.2适用于我国。     

我国机场噪声评价量与噪声影响的定量关系

本文对我国机场航空噪声评价量LWECPN(计权等效连续感觉噪声级)与国外常用的评价量LDN(昼夜等效声级)的内涵进行了分析，导出了两者之间的关系，并借助这一关系和国外研究成果得到了机场周边社区人群中受到航空噪声强烈干扰的人数比例与LWECPN的关系式。     

飞鸟·无人机与航行安全

正前不久在网络上的一则视频受到大家的追捧,说的是我国某机场在大雁南迁飞行高峰时关闭机场为大雁让路,一时间获得点赞无数。其实,大家怀有美好的期许是好的,但事实是关闭机场主要是为了避免飞鸟撞上飞机。鸟撞机已是目前威胁飞机飞行安全的重要原因之一,高速运动的飞机使得飞鸟的撞击达到惊人的破坏力,一只小小的鸟在空中和高速的飞机相撞,能产生几吨的冲击力,而换做一只重七八公斤重的大雁,其冲击力将达到几十吨。现在全世界每年大约发生上万起鸟撞机事件,所带来的经济损失高达十几亿美元。目前机场大都有专业     

环境噪声学进展

本文简要地回顾了30年来中国环境噪声学的发展，并从飞机噪声、地面运输噪声、环境噪声影响与评价以及工业噪声控制四个方面介绍了近年来环境噪声学的进展。     

Noise mitigation action plan of Pisa civil and military airport and its effects on people exposure

The “Galileo Galilei” airport is a civil and military airport quite close to central Pisa. Although the airport brings benefits in terms of tourism and different types of income, the air traffic growth exacerbates the exposition to aircraft noise. This could significantly affect public health. To this day, a small number of studies takes into account the standard indicators of Europe by considering noise emission data for military aircrafts. We estimated the noise impact produced by the airport and we evaluated the related exposed population by using the Integrated Noise Model (INM). The noise power levels of both commercial and military flights have been considered as an input to the model. Predicted levels were validated by means of a noise-monitoring network. A new tracking system (AirNav Radar) that captures Automatic Identification System (AIS) signals emitted by each aircraft has been used to emulate takeoff and landing procedures. This improves the accuracy of the input to the model. We simulated noise maps for present and future scenarios, including those following the application of noise reduction measures. For each situation, we also estimated the exposure of the population and the percentages of highly annoyed and highly sleep disturbed people. We show the utility of AIS data and their specific elaboration to draw up noise abatement measures in order to reduce the noise impact on population and allow the airport development.     

Annoyance with aircraft noise in local recreational areas, contingent on changes in exposure and other context variables

Few socioacoustic studies have examined the effect of noise on outdoor recreationists. The areas studied have been mountain and wilderness areas that people typically travel for a distance to visit. In this article we examine the reactions to aircraft noise in local recreational areas experiencing either decreased (1930 survey respondents), or increased noise exposure (1001 survey respondents). Field studies were conducted before and after the relocation the main airport of Norway in 1998 in one area near each airport. The relationship between individual noise exposure (LAeq for the aircraft events, percentage of time aircraft were audible, and LAsel) for the aircraft events. The analyses included the "situation" in which data were collected (before or after the relocation), and variables describing the recreational context. A strong effect of the "situation" was found in both cases, but the size of the effect was influenced by the choice of exposure variable in one of the study areas. Other context variables were also influencing annoyance. The effect of the situation (before/after a change in exposure) on the dose-response relationship may be influenced by the initial noise levels, the amount of change, and the time elapsed since the change at the time of the second survey. Further research should investigate the significance of these variables.     

Combining a theoretical approach and practical considerations for establishing aircraft noise charge schemes

This research has developed a systematic aircraft noise charge scheme, based on noise social costs, with a view to its application in Taiwan. The paper starts with a brief review of current structures and applications of noise charges, a market-based measure, in mitigating aircraft noise worldwide. The evaluation of aircraft noise social cost is an attempt at putting noise nuisance into monetary terms. The total and average noise social cost per flight at one airport is clearly different from another, depending mainly on the size of the noise contour and the number of residents affected. This research estimates the average noise social costs at various airports, using nine Taiwanese airports as case studies. Depending on the marginal impact of a flight and the mixture of aircraft types at each airport, the noise social cost per landing and take-off is then estimated for different aircraft types. The results of this study can inform airport, airline and local administration policies for taking environmental concerns into account when setting up noise charges, revising noise insulation schemes, and developing strategies for airport expansion and airline operations.     

Effect of flight path dispersion on airport noise

The social impact of aircraft noise is usually assessed by way of estimates of the “energy sum” of noise delivered to points on the ground. Though in such estimates one commonly supposes that the noise generating aircraft fly along specific trajectories, it has been shown that statistical dispersion about the mean flight path can be significant. The literature suggests that the effect is dominated by lateral excursions due to fluctuations in heading during departure.In this paper an additive term is presented to correct “energy sum” based noise indices for lateral flight path dispersion. Gaussian distribution of flight paths and logarithmic decay of noise level are assumed in the mathematical model. Under these conditions, the correction term depends only on the horizontal and vertical distances between the observer and the closest point on the mean flight path, both distances being normalized by the standard deviation of the lateral fluctuations.The limited data that have been reported indicate that the standard deviation tends to grow linearly with distance after liftoff. If so, the correction for a given aircraft category will tend to be constant along lines radiating outward from the lift-off point. Lateral dispersion always reduces the noise index along the ground track. This reduction decreases to either side, vanishing at some 3 to 6 degrees azimuth. For larger azimuth angles, dispersion increases noise energy-the maximum occurring at some 10 degrees. In typical airport situations this maximum increase may be as great as four decibels. Accordingly, as these results represent a lower bound for them, dispersive effects may significantly influence airport exposure.A numerical example illustrates how lateral flight path dispersion broadens and foreshortens contours of equal noise exposure.     

Annoyance with aircraft noise in local recreational areas and the recreationists' noise situation at home

Few socioacoustic studies have examined the effect of noise on outdoor recreationists. Most studies concentrate on one setting of the everyday life of a noise-exposed population, which mainly has been the residential setting. This article relates annoyance with aircraft noise in outdoor recreational areas to the recreationists' noise situation at home. In conjunction with the relocation of the main airport of Norway in 1998, field studies were conducted before and after the change in one area near the old airport (1930 survey respondents), and one area near the new airport (1001 survey respondents). Multivariate linear regression analyses of the relationship between annoyance and aircraft noise exposure (LAeq for the aircraft events) in the recreational areas were conducted, controlled for noise annoyance at home, or aircraft noise exposure at home, the situation (before/ after the change), context- and demographic variables. People more highly annoyed at home tended to be more annoyed than others while in the recreational areas. A significant effect of aircraft noise exposure at home on annoyance in the recreational setting was not found. More research is warranted regarding the relationship between noise exposure at home and outdoor recreational demands.     

The relationship between civil aircraft noise and community annoyance in Korea

Studies of community annoyance caused by civil aircraft noise exposure were carried out in 18 areas around Gimpo and Gimhae international airports in order to accumulate social survey data and assess the relationship between aircraft noise levels and annoyance responses in Korea. WECPNL, adopted as the aircraft noise index in Korea, and the percentage of respondents who felt highly annoyed (%HA) have been used to assess the dose-response of aircraft noise. Aircraft noise levels were measured automatically by airport noise monitoring system, B&K type 3597. Social surveys were carried out to people living within 100 m of noise measurement points. The Questionnaire used in the survey contained demographic factors, noise annoyance, interference with daily activities and health-related symptoms. The question relating to the aircraft noise annoyance was answered on an 11-point numerical scale. The randomly selected respondents who were aged between 18 and 70 years completed the questionnaire by themselves. In total, 705 respondents participated in the questionnaire. The results show that WECPNL, noise metric considering characteristics of event and intrusive noise, is more reasonable than L_dn, noise metric considering total sound, to assess the effects of aircraft noise on health. It is also shown that the annoyance responses caused by aircraft noise in Korea seems higher than those reported in other countries.     

Aircraft noise annoyance estimation: UK time-pattern effects

An improvement appears to be possible in estimating UK aircraft noise annoyance. This is based on a more detailed analysis and modelling of the data supporting the present UK aircraft noise policies. There is empirical evidence that people’s real-life annoyance at aircraft noise is in part determined by its time-patterns. People benefit from Heathrow’s regular and predictable alternation cycles on westerly operations, equivalent to an effective dB(A) Leq value for that operational mode some 2-dB less than the measured dB(A) Leq. This correction is statistically controlled for people whose work/business is connected with Heathrow. The implications of a time-pattern correction would be significant for UK airport noise contours.     

An acceptable exposure level for aircraft noise in residential communities

A review of existing guidelines and noise laws relating to aircraft indicated that they were governed, not by the acceptability of the aircraft noise to an exposed community, but by economic considerations. To examine the impact on aircraft noise requirements of a change in emphasis, from vehicle economy to noise acceptability, existing literature was used to estimate the maximum noise exposure from aircraft that a community would probably find acceptable. The suggested limit is 90 ± 5 PNdB for twenty noise events per day. Ideally, this noise level should fall within the airport boundary or on non-residential land.     

Trends in aircraft noise annoyance: the role of study and sample characteristics

Recently, it has been suggested that the annoyance of residents at a given aircraft noise exposure level increases over the years. The objective of the present study was to verify the hypothesized trend and to identify its possible causes. To this end, the large database used to establish earlier exposure-response relationships on aircraft noise was updated with original data from several recent surveys, yielding a database with data from 34 separate airports. Multilevel grouped regression was used to determine the annoyance response per airport, after which meta-regression was used to investigate whether study characteristics could explain the heterogeneity in annoyance response between airports. A significant increase over the years was observed in annoyance at a given level of aircraft noise exposure. Furthermore, the type of annoyance scale, the type of contact, and the response percentage were found to be sources of heterogeneity. Of these, only the scale factor could statistically account for the trend, although other findings rule it out as a satisfactory explanation. No evidence was found for increased self-reported noise sensitivity. The results are of importance to the applicability of current exposure-annoyance relationships for aircraft noise and provide a basis for decisions on whether these need to be updated.