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。     

某军用机场飞机噪声暴露的模化研究

针对军用机场飞机飞行训练方式复杂多变,飞机噪声影响存在范围大、不均匀及单次事件噪声突出的特点,本文结合某军用机场实地调研测试资料,综合考察了现行评价指标对该机场飞机噪声暴露的模化效果,指出了现行指标在反映军用飞机瞬时噪声和高峰时段噪声对人的冲击影响方面的不足,提出了相应的改进措施建议,给出了高峰时段LWECPN和最大A声级LAmax两个改进指标,并分析确立了各评价指标的标准限值。最后结合调研机场的数据资料对评价指标的有效性进行了验证。论文的研究成果对军用机场飞机噪声暴露的拓展研究和通用评价指标体系的构建具有很好的参考作用。     

平交路口交通噪声的测量分析与模型计算结果

本文给出了对有交通控制信号的十字型平交路口,交通噪声(以下简称路口噪声)的测量及统计分析结果。指出用统计声级L_50和L_90来衡量时,路口噪声比所谓自由车流噪声要高出3—7dB(A);而用L_10和等效声级L_eq的衡量时,两者几乎没有区别,虽然两者给人的感觉有所不同。通过与点声源路口噪声模型的计算结果对比,得出路口噪声统计声级L_50增高是因为两条道路相交,横路上车辆的运动噪声对总噪声能量的贡献。文中还讨论了路口噪声的统计分布和瞬时噪声级与交通控制信号之间的关系等问题。     

有关听力保持、语言可懂度和噪声干扰的噪声评价数

国际标准组织(ISO)发表了噪声评价数和响度级计算规范,下面介绍的是噪声评价数的部分.由于ISO在最近的会议(1964年5月)中决定采用感觉噪声级来表示响度,响度级计算的部分就从略了,下面另发表一篇介绍感觉噪声级的文章.噪声的物理测试结果(以声压测定为基础的)和主观感觉之间关系非常复杂,噪声评价数和感觉噪声级是近年来大量研究的结果,对我们的工作可能有参考价值.     

基于改进声线跟踪法的室内交通噪声动态模拟

对碰撞点的有效性判断是传统声线跟踪法的一个重要步骤,在计算复杂的室内空间问题时计算量较大,为解决这一问题采用了一种与空间剖分相结合的改进的声线跟踪法。将该方法与微观交通流仿真和车辆噪声排放模型进行结合,实现了道路交通噪声透过窗户在多连通室内空间传播的动态模拟。最后采用该方法对相同道路和交通流条件下不同建筑朝向的4种布局室内噪声进行动态模拟。分析了室内交通噪声的大小和分布与建筑物布局、窗户的朝向、窗户的形式和面积等因数之间的关系。结果表明:窗户正对道路的房间比窗户侧对道路的房间噪声高4～6 d B(A),房间内等效声级与窗户面积的对数成正比关系。     

小孔消璔器的流量和噪声特性

本文对小孔消声器的流量流阻和噪声辐射与气室压力和小孔设计的关系进行了实验研究,并取得了规律。当气流的阻塞出现在小孔时,如小孔数不大,流量和噪声能量都与小孔数或其总面积成正比,反压力甚小,只在0.1大气压力上下。经过每个小孔的流量与气室压力(驻压)成正比,但有效面积只约为实际面积的60％,小孔总面积超过喷口面积的1.5倍后,流量逐渐饱和,最后达到喷口的流量。每个小孔产生的噪声则符合一般喷注噪声的规律。根据单个小孔噪声的指向性,可求得通过孔轴的表面上的平均噪声级,这个值应与管周开孔的小孔消声器在周围产生的噪声一致,实验证实了此点。因而求得一种方法,由与喷注垂直方向的噪声级可导出小孔消声器周围的噪声级,从而得到小孔消声器消声量的修正值,小孔间距对消声量的影响文中也作了进一步的分析。     

扩压器几何参数对离心风机噪声的影响

本文试验研究了扩压器几何参数对一高速离心风机的噪声的影响。扩压器的几何参数包括叶片数、叶轮与扩压器的径向间隙和倾斜前缘倾角以及它们的耦合作用对风机噪声的影响。试验结果表明:(1)风机A声级噪声随扩压器叶片数增加而下降,但气动性能也随之下降;(2)扩压器前缘半径从R_3/R_2=1.03增加到1.07,在设计点风机A声级噪声降了约3 dB(A),继续增大至1.09则基本不变;(3)适当倾斜扩压器前缘可有效降低风机噪声,在设计点30°倾角扩压器相应的风机A声级噪声下降了约3.6 dB(A);(4)倾斜扩压器前缘与增大径向间隙的降噪效果不能叠加。     

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。     

AS350B2直升机飞行噪声的试验研究

中国航空研究院和德国宇航院合作开展直升机噪声研究,选择一架AS350B2直升机在哈尔滨平房机场进行了噪声测量。介绍了这次飞行试验的设备和试验方法,列出了全部十个试验飞行状态的暴露噪声级,并对试验直升机起飞爬升、水平飞行和下滑飞行时的噪声信号进行了频谱分析及小波分析。结果表明:试验直升机在起飞爬升和下滑飞行时的噪声水平较高,起飞爬升时噪声主要来自尾桨,下滑飞行时噪声主要来自旋翼的桨涡干扰,而且在直升机以中等飞行速度和大约6°的下滑角飞行时最为严重,并且桨涡干扰噪声指向前行桨叶一侧。     

A survey of community attitudes towards noise near a general aviation airport

This paper describes a community attitudinal noise survey performed in the vicinity of the Decatur, Illinois Airport. Two hundred thirty-one respondents were drawn from four distinct noise zones in populated areas near the airport. The day/night average sound levels (DNL) ranged from 44-66 dB. The area is otherwise quiet, residential with large (1/2 acre) lots. The primary analysis arrayed the percent of respondents highly annoyed versus DNL. Good agreement was found between the results of this survey and the general relation developed by Schultz from surveys worldwide, primarily in the vicinity of large commercial airports and highways. In addition, reasonable comparisons were found between respondent estimates of the number of aircraft operations and actual traffic counts. It was also found that respondents who were highly annoyed by aircraft noise were three to four times as likely to be highly annoyed by some other noise than were other respondents.     

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.     

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.     

Relationship between exposure to multiple noise sources and noise annoyance

Relationships between exposure to noise [metric: day-night level (DNL) or day-evening-night level (DENL)] from a single source (aircraft, road traffic, or railways) and annoyance based on a large international dataset have been published earlier. Also for stationary sources relationships have been assessed. Here the annoyance equivalents model concerning noise annoyance from combined sources and the underlying assumptions are presented. The model first translates the noise from the individual sources into the equally annoying sound levels of a reference source, road traffic, and then sums these levels giving total level L. The annoyance from the combined sources is found by substituting exposure L in the road traffic exposure-annoyance relationship. The most important assumption, independence of the contributions of the sources, is discussed. It appears that independence will be violated substantially only due to the effect of the presence or absence of a quiet side of building which is not incorporated in the model. For use in practice the application of the model is broken down in five steps. The step by step procedure can be used for the assessment of the total noise level and the associated total annoyance on the basis of the DNL or DENL values of the individual sources.     

Citizens’ perception of the efficacy of airport noise insulation programmes in Spain

Airport noise insulation programmes (NIPs) implement active measures for reducing the amount of noise to which people are exposed without impacting the operating capacity of an airport. This is the reason why they are one of the most extended actions adopted internationally by airport authorities to fight noise in airport surroundings.Beyond the assumption that a correct implementation of the NIP will significantly reduce sound exposure, this research aims to determine the efficacy of the NIP as a result of the beneficiaries’ subjective perception in terms of satisfaction, and the reduction of the reported annoyance.A telephone survey was carried out in more than 650 dwellings in the surroundings of several Spanish Airports (Alicante, Bilbao, Grand Canary, Malaga, Palma de Mallorca). The results have shown that: (a) the beneficiaries have a generally positive perception regarding the actions implemented, (b) they are quite satisfied regarding the insulation of the façades after NIP implementation, (c) they report a reduction of the annoyance, but (d) they still perceive aircraft noise as a source of disturbance.The statistical analysis of the results has also shown that there are some non-acoustic factors influencing citizens’ perception of NIPs. Factors such as the aesthetic of windows, or the reliability and professionalism of the workers and technicians involved in the NIP, have been shown to modify people’s reaction. But, the dissatisfaction with legal aspects of Spanish regulations concerning a lower protection of some practical spaces (like, bathrooms and kitchens that have been left out in many cases) has been found to be the factor most affecting people’s response.     

A first-principles model for estimating the prevalence of annoyance with aircraft noise exposure

Numerous relationships between noise exposure and transportation noise-induced annoyance have been inferred by curve-fitting methods. The present paper develops a different approach. It derives a systematic relationship by applying an a priori, first-principles model to the findings of forty three studies of the annoyance of aviation noise. The rate of change of annoyance with day-night average sound level (DNL) due to aircraft noise exposure was found to closely resemble the rate of change of loudness with sound level. The agreement of model predictions with the findings of recent curve-fitting exercises (cf. Miedma and Vos, 1998) is noteworthy, considering that other analyses have relied on different analytic methods and disparate data sets. Even though annoyance prevalence rates within individual communities consistently grow in proportion to duration-adjusted loudness, variability in annoyance prevalence rates across communities remains great. The present analyses demonstrate that 1) community-specific differences in annoyance prevalence rates can be plausibly attributed to the joint effect of acoustic and non-DNL related factors and (2) a simple model can account for the aggregate influences of non-DNL related factors on annoyance prevalence rates in different communities in terms of a single parameter expressed in DNL units-a "community tolerance level."     

Noise assessment and mitigation schemes for Hurghada airport

In recent years, concern over airport noise and its impact on surrounding communities has been spurred by a continual growth in air traffic together with urban development in close proximity to many airports around the world. This paper aims at studying the case of Hurghada airport, Egypt, with a focus on evaluating, both theoretically and practically, the airport noise and its impact on the city of Hurghada. Extensive field measurements of aircraft noise were undertaken at key locations in the city, including points lying within the premises of the Hurghada airport. The aircraft noise was also modeled using the integrated noise model (INM) in order to simulate the current and future noise levels based upon the anticipated steady increase in flight operations. Such forecasts are of particular importance for Hurghada as the number of flights is expected to grow steadily over the next decade, accompanied with an increase in urban growth for coastal resorts. Based on the actual measurements and computer simulation, noise mitigation schemes are suggested to alleviate current and future impacts.     

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.