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Noise produced by aircraft is a concern for human populations and its production is controlled by specific laws around the world. Here, we address the conflicting existence of Natural Protected Areas (PAs) of high priority conservation located within noise-impacted areas of Brazilian airports and discuss how noise can generate physiological stress and jeopardize wildlife breeding. Further, we review how this subject has been handled around the world, and highlight the need to initiate a discussion focused on Brazilian legislation, setting in motion an evidence-oriented policy that considers the needs of wildlife for an environmental protection area and for the control of human produced-noise pollution.

The paper first investigates the influence of daily mobility of population on evaluation of aircraft noise effects. Then, a new air traffic assignment model that considers this activity is proposed. The main objective is to reduce the number of people affected by noise via lowering as much as possible the noise exposure level L den of individuals or groups of people who commute to the same locations during the day. It is hereby intended to reduce the noise impact upon individuals rather than to reduce the impact in particular – typically densely populated – areas. However, sending aircraft farther away from populated regions to reduce noise impact may increase fuel burn, thus affecting airline costs and sustainability. Therefore, a multi-objective optimization approach is utilized to obtain reasonable solutions that comply with overall air transport sustainability. The method aims at generating a set of solutions that provide proper balance between noise annoyance and fuel consumption. The reliability and applicability of the proposed method are validated through a real case study at Belgrade airport in Serbia. The investigation shows that there is a difference between the number of people annoyed (NPA) evaluated based on the census data and the NPA evaluated based on the mobility data. In addition, these numbers differ significantly across residential locations. The optimal results show that the proposed model can offer a considerable reduction in the NPA, and in some cases, it can gain up to 77%, while maintaining the same level of fuel consumption compared with the reference case.

Strategic Environmental Assessment (SEA) is one of the most important instruments for making relevant decisions on the basis of which spatial planning is aligned with the tenets and principles of sustainable spatial development. Its primary application is in spatial (strategic) and urban planning, as well as in the planning and design of sectoral policies in the areas of energy, water management, waste management, transport, etc. The implementation of SEA allows developers to establish the benefits and implications of the proposed spatial changes, taking into account the capacity of the space to sustain the planned development, and to determine the degree of acceptability of the proposed spatial changes. This paper presents a specific method of assessing the impact of airport noise as part of a particular SEA. The particularity of this method is that it integrates the objectives, indicators and criteria for assessing the impact of airport noise on the population using the method of multi-criteria evaluation, applied in the preparation of the SEA for the Urban development plan regarding the expansion of Tivat Airport, Montenegro. The changes in noise intensity within the planning horizon to 2030 were predicted taking into account the following factors: physical, geographic and demographic characteristics of the space, the projected increase in the number and nature of the flights operated within the planning period, as well as the types of aircraft. On the basis of these data noise dispersion modelling was carried out using the IMMI model, and the results obtained were used in a multi criteria evaluation as part of the SEA. The results of the research do not indicate any significant increase in noise intensity within the planning period to 2030 and they represent a good basis for making relevant decisions regarding the future development of Tivat Airport.

In this work, a non-homogeneous Poisson model is considered to study the behaviour of airport noise levels. The model is used to count the number of times that the noise level exceeds a given threshold in a time interval of interest. The rate function of the Poisson process is assumed to be of a Weibull type. Two threshold values are considered. One of them, make it evident the change in the data’s behaviour. Hence, it requires the use of a model with a change-point. The models considered depend on some parameters that need to be estimated. After the estimation of the parameters are made, a way of obtaining the probability that the noise threshold is exceeded a certain number of times in a given time interval is presented. Results related to the mean number of exceedances of the threshold are also provided. Those results can be very useful in the study of the population’s exposure to noise produced by air traffic and other types of noise related to the airport operation. The model is also useful to predict, given the current behaviour of the data, the probability of occurrence of high levels of noise in a near future. An application to the airport noise data from Nice International Airport is given.

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 facades 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.

The methodology used in several countries for airport noise simulations, including Brazil, is based on Day-Night Sound Pressure Level (DNL) metric. However, DNL metrics can in some cases bring distortions for sound levels, daily and nightly. The purpose of this study is to make an analysis of airport noise through the Equivalent Continuous Level (LAeq) metric and propose new alternatives based on Day Equivalent Sound Level (LAeqD) and Night Equivalent Sound Level (LAeqN) noise metrics. The authors also apply the concept of acoustic influence areas for the analysis.

This paper deals with the value of supplemental aircraft noise information in the form of combining aircraft movement numbers and noise levels to assist airport neighbours in understanding airport noise. To analyse the socio-spatial interaction of annoyance with, and interference by, aircraft noise, an alternative is recommended, namely the number of noise events above selected noise levels so that laypeople can better understand the extent of noise. The research is based on a questionnaire survey of households affected by aircraft noise around OR Tambo International Airport near Johannesburg. The results indicate that levels of annoyance and disturbance across a number of normal household activities are positively related to the number of noise events recorded, irrespective of noise levels above 60 dB.

This paper discusses various issues in the implementation of a local market for aircraft noise licenses to solve the noise externalities harming the residents located near airports. The design of such markets is affected by aircraft heterogeneity, wind contingencies, peak times, runways capacity constraints, hub strategies, and airport planning is discussed.

Do local governments implement their own spatial policies? Why or why not? This article examines the outcomes of county comprehensive plan policies and ordinances that prohibit incompatible uses in sensitive areas, specifically floodplains, sensitive soils, and airport noise zones. Based on a six-county case study, the article concludes that implementation is indeed a problem. Comprehensive plan policies were rarely if ever converted into actual development restrictions. The results for ordinances were mixed, with some (e.g., floodplain ordinances) experiencing greater implementation success than others (e.g., airport land use ordinances). Implementation problems stemmed from property rights issues, departmental structure, and other factors.

This paper compares and contrasts aviation noise policies and noise-abatement measures currently in effect around the world. With local, national, and regional governments attempting to refine and update their policies towards aircraft and airport noise, this detailed review provides a contextual background to complement aviation noise policy research.

This paper considers the environmental acoustics metrics conversion problem in relation to airport noise. In many countries, there is a need to change the metrics used in airport noise studies and to establish the relation between two different metrics, like day night sound level DNL, used in airport noise zoning and LAeq used in urban areas. Here we present a practical method for airport noise metrics conversion. We present the theoretical basis for a practical way to compare DNL and LAeq as well as case study examples.

Revealed preference methods like the hedonic model generally assume economic agents have access to publicly available information and use it effectively. In the housing market, the recent proliferation of seller disclosure laws suggests that policymakers perceive buyers to be less than “fully informed,” presumably since they face higher information acquisition costs than sellers. The introduction of an airport noise disclosure in the residential housing market surrounding the Raleigh–Durham International Airport is used as a quasi-random experiment to analyze the impact of this type of information asymmetry between buyers and sellers on housing prices. The results from a regression analysis that controls for potential spatial and temporal confounders, suggest that the airport noise disclosure reduced the value of houses most heavily impacted by airport noise by 2.9 percent. This represents approximately a 37 percentage point increase in the implicit price of airport noise. The results provide evidence that publicly available information, such as that available for airport noise, may not be adequately considered by all buyers. They also suggest that the information environment should be carefully considered when using housing data and the hedonic model to value urban amenities and disamenities.

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.

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.

This paper analyses airport noise exposure around Viracopos International Airport by quantifying the proportion of highly annoyed people in surrounding zones using simulations, integrated noise models and geographic information systems.

The paper adds to the empirical literature by providing up-to-date estimates of the effect of airport noise on property values around one of the world's busiest airports, Chicago O'Hare. The results indicate that home values were about 9% lower within a 65 dB noise contour band of O'Hare in 1997. Opponents of airport expansions argue that increased noise will reduce property values and lower tax bases. The results of this paper suggest that aircraft are becoming so much quieter that the airport can be expanded without causing a drop in local property values or tax bases. Estimates suggest that house prices may rise by as much as $284.6 million in the densely populated area around O'Hare after a new runway is added to the airport.

The effects of aircraft noise following airport expansion on the willingness to pay (WTP) for residences is examined, using a contingent valuation approach. WTP estimates are elicited for a standard residence whose noise settings are systematically changed. The results show that most current compensation programs are inadequate, as they do not fully compensate home owners or renters for the loss associated with higher noise exposure. This analysis also shows that such valuations should analyze noise as a multi-attribute externality, rather than by a single composite measure. Finally, the results indicate that household WTP structures are kinked, whereby, beyond a certain disturbance threshold, households are unwilling to pay anything for the residence; yet, different households have different thresholds. This kinked WTP structure helps explain the higher noise premiums obtained in CVM studies relative to hedonic price estimates.

In this paper, we examine the effects of an airport expansion on the prices of houses and flats located under the planned flight corridors. We focus on the role of expectations about the exposure to noise and find that proximity to the planned corridors significantly reduces real estate prices in the affected areas, by around 41% to 60%, depending on the sample. Hereby, the various plans of expanding Berlin-Brandenburg Inter- national airport are used as a source of exogenous variation.

This paper examines the effects of different levels of exposure to airport noise on the physical growth of children. Heights and weights of 6686 three-year-old boys and girls were measured between April 1972 and March 1974. These children are grouped into one of five exposure levels according to their exposure to noise from nearby Osaka International Airport in Japan. The frequency of growth inhibition is examined in each noise group and compared across groups. The frequency of very short boys and girls (less than 87 cm) increases significantly (p

Despite the refrain that housing prices are determined by “location, location, and location,” few studies of airport noise and housing prices have incorporated spatial econometric techniques. We compare various spatial econometric models and estimation methods in a hedonic price framework to examine the impact of noise on 2003 housing prices near the Atlanta airport. Spatial effects are best captured by a model including both spatial autocorrelation and autoregressive parameters estimated by a generalized moments approach. In our preferred model, houses located in an area in which noise disrupts normal activities (defined by a day–night sound level of 70–75 decibels) sell for 20.8 percent less than houses located where noise does not disrupt normal activities (defined by a day–night sound level below 65 decibels). The inclusion of spatial effects magnifies the negative price impacts of airport noise. Finally, after controlling for noise, houses farther from the airport sell for less; the price elasticity with respect to distance is −0.15, implying that airport proximity is an amenity.

The Deutsche Forschung sqemenschaft and study of airport noise is reviewed, some further results are included. The study, which considered sociological, psychological and physiological impacts, also describes statistical and analytical methods.

The present study reports on the influence of aircraft noise on housing prices in the vicinity of six major U.S. airports, including San Francisco, St. Louis, Cleveland, New Orleans, San Diego, and Buffalo. The sampling procedures attempt to control for the effect of accessibility on location rent, and hence, housing prices. Regression results are reported for the individual samples and for a pooled sample consisting of 845 observations. The regression coefficients for aircraft noise are stable about their weighted mean and are comparable to coefficient estimates from the pooled sample. Dummy variables and partitioned regressions are used to test for remaining accessibility effects.

In order to examine the effects of aircraft noise on the mentality of growing children, a simple search task and an adding task were applied to 1144 elementary school pupils who live around an airport, and in a quiet area, under the conditions of no stimulus sound, and jet noise stimulus 90 ± 5 dB(A) respectively. The result was that children from relatively noisy living areas tended, when performing tasks, to show occasional short periods in which they produced substantially less than their own average rate of work. A similar difference did not appear when working in noisy rather than quiet conditions, and it was considered to be something chronic about the children themselves. These results were independent of the sex of the subjects and the feelings of the subjects about aircraft noise.

This comment demonstrates that Mieszkowski and Saper, in their article recently published in this journal, overestimated the social cost of noise at Toronto airport because they misinterpreted noise contour data. A substantially lower reestimate is provided. Furthermore, their approach to the policy problem of whether to expand the existing Toronto airport or to build a second one is static. A dynamic analysis of the problem supports their skepticism about the justification for a second Toronto airport.

In order to approach the subject epidemiologically, a simple plan was adopted which classifies disorders according to their place of contact with medical agencies: admission to psychiatric hospitals, attendance to out-patient clinics, care by general practitioners, or no contact at all. Study then began to discover what role noise might play at each of these contact points in order to learn possible associations between noise exposure and indicators of psychiatric distress or morbidity.

There will be a considerable increase in airport noise levels in the 70s because of a tremendous increase in air traffic and the introduction of jumbo jet and supersonic aircraft. Noise levels characteristic for these new aircraft are identified and practical solutions for airport noise suppression discussed. An analysis is made of using inexpensive model tests to optimise the design of airport noise barriers and to establish optimum design parameters for airport designers. New airports can be built to take full advantage of all possible methods for noise suppression by locating runways, buildings and sound barriers at various ground levels and preferred locations in order to obtain lowest possible noise levels.

Certain physiological effects suggest that there may be a relationship between premature birth and noise exposure. Vasoconstriction in the peripheric blood vessel system is one effect. Others would be augmentation of the adrenocorticotrophic hormone and a higher vegetative excitability during pregnancy. Animal experiments have demonstrated negative effects but there is little literature available as yet on the specific relationship between exposure to aircraft noise and negative effects on pregnancies. A study of this relationship was undertaken in an area near the airport at Dusseldorf, Germany. While no significant negative effects could be demonstrated, a tendency toward an increased rate of premature births was observed.