Search

Urban green and blue space (UGBS) contribute to a variety of nature-based values and human health benefits. As such, they play a critical role for the quality of life and sustainability in cities. Here, we use the metropolitan area of Geneva, Switzerland, as a case study to illustrate that UGBS are heterogeneous in spatial characteristics, such as surface area, naturality, or noise levels, which are associated with key cultural ecosystems services. For each characteristic, we defined a threshold with the realization of an associated cultural ecosystem service, including a novel noise threshold (LAeq < 45 dB) compatible with the notion of "quiet". We then used geospatial information to generate place-based and people-based indicators that collectively describe the variation in key dimensions of UGBS. We found that, in Geneva, the typical (median) resident has access to 4.7 ha of UGBS, and 89% of residents live within 300 m of the nearest UGBS. Accessible surfaces of UGBS per capita, however, were highly variable by type of UGBS and across neighbourhoods. For example, residents from precarious neighbourhoods are less likely to live within 300 m of quiet UGBS than residents of privileged neighbourhoods, and when they do, these UGBS tend to be smaller. The proposed methodology categorizes UGBS in a manner that both captures their distinct social roles and highlights potential social injustice issues. [ABSTRACT FROM AUTHOR]

As aircraft noise affects large areas around airports, noise exposure calculations need to be highly accurate. In this study, we compare noise exposure measurements with calculations of several thousand single flights at Zurich and Geneva airports, Switzerland, of three aircraft noise calculation programs: sonAIR, a next-generation aircraft noise calculation program, and the two current best-practice programs FLULA2 and AEDT. For one part of the flights, we had access to flight data recorder (FDR) data, which contain flight configuration information that sonAIR can account for. For the other part, only radar data without flight configuration information were available. Overall, all three programs show good results, with mean differences between calculations and measurements smaller than ±0.5 dB in the close range of the airports. sonAIR performs clearly better than the two best-practice programs if FDR data are available. However, in situations without FDR data (reduced set of input data), sonAIR cannot exploit its full potential and performs similarly well as FLULA2 and AEDT. In conclusion, all three programs are well suited to determine averaged noise metrics resulting from complex scenarios consisting of many flights (e.g., yearly air operations), while sonAIR is additionally capable to highly accurately reproduce single flights in greater detail. [ABSTRACT FROM AUTHOR]