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Today the aviation industry is strongly exposed to criticism based on its impact on climate change. While this is a very important challenge, the industry and especially airports also have a second important challenge: noise impact, which needs to be managed more strategically and proactively. This paper discusses the key factors that influence noise impact, looking at the influence of the evolution of passenger numbers and movements, the influence of the time slots used for these movements and the movements of the lowest noise class aircraft. It will also examine why the permissible noise curve currently under discussion is much larger than that of the 2009 noise register, the first definition by the Swiss aviation regulator of the foreseen noise impact of Geneva Airport. The paper will investigate to what extent Geneva Airport can influence the noise curves through opening hours and slot availability, as well as ways in which the airport might achieve the 20 per cent noise reduction announced in the aeronautical infrastructure sector plan of 2018. Finally, it will suggest a methodology to produce a forecast of noise impact based on key variables such as movements during specific hours of the day and the percentage of movements of aircraft of the lowest noise class. [ABSTRACT FROM AUTHOR]

This paper extends the simplified airport noise model Rapid Aviation Noise Evaluator (RANE) [Torija et al., Journal of the Acoustical Society of America, Vol. 141, No. 2, 2017, pp. 981-995], adding capability of including fully nonisotropic noise sources. This extended tool, RANE v2, is developed as a part of multidisciplinary acoustic assessment of novel aircraft, in order to produce ground contours around airports and helipads. Version 2 extends the capability of RANE to accommodate predictions of future air vehicles implementing propulsion systems solution with inherent directional properties. The model uses three-dimensional noise emission surfaces around a series of discretized segments that represent the aircraft flightpath. The main inputs are the sources' sound power level, the distance from the flightpath at which a level is observed, and the source three-dimensional directivity. The directivity function may take analytical or numerical form, allowing for experimental data inputs. This paper demonstrates the use of spherical harmonics as a form of directivity function with a closed-form analytical solution for calculating the noise exposure contours. Results and comparison against the Federal Aviation Administration's Aviation Environmental Design Tool module for helicopter community noise indicate that exposure contour coordinates can be estimated for high and low noise exposure levels. The incorporation of source directivity allows for the assessment of lateral attenuation, engine installation effects, and transition operations (for vertical to horizontal flight and vice versa) via the assumption of individual source directivities and, therefore, complex noise surfaces. As a consequence of the analytical nature of the model, low computational requirements allow for fast exploration of the design space and parametric studies, with minimal input requirements. The capabilities of RANE v2 are demonstrated by predicting noise footprints for three helicopters, each of different size, performance, and directivity characteristics. [ABSTRACT FROM AUTHOR]

Computational models of sufficient quality are indispensable to quantitatively assess aircraft noise reduction measures. Within this study, a multi-level simulation framework is established in order to predict the environmental noise of holding approach procedures by coupling simulation models from three different domains: flight performance calculation employing the base of aircraft data (BADA), jet engine performance using the software Gasturb and aircraft noise simulations based on the software sonAIR. Two different concepts of holding approach procedures are investigated, namely, the vertical holding stack and the linear hold point merge. The study is conducted considering generic air traffic scenarios at a single-runway airport. Thereby, the investigated air traffic is based on a statistical analysis of traffic data at existing airports and thus assumed to be representative. As the aircraft's noise emission depends on both the aircraft and the engine performance, reliable results can be expected only if all individual challenges and interdependencies are accounted for simultaneously. Addressing this challenge is the main contribution of the presented work. The presented results show the plausibility of the proposed multi-level simulation framework, thus supporting its use to investigate the environmental noise impact of air traffic scenarios. [ABSTRACT FROM AUTHOR]

• Open high-resolution flight tracking data are used to identify flight operations. • The tracking data are fully integrated into the aircraft trajectory reconstruction. • The aircraft take-off weight is estimated from the tracking data near the lift-off. • The reconstructed aircraft operations are used to predict airport noise levels. • At Zurich Airport, the predicted noise underestimation is about 1.7 dB(A). Massive amounts of highly time-resolved and freely available flight tracking data are fed into a modelling tool previously devised by the authors, which was improved to perform optimal reconstruction of low-altitude aircraft operations and more accurate prediction of airport noise. The benefits of the high-resolution data, key novelty of this work, include easier flight operation identification, higher-quality ground track reconstruction, and an upgraded aircraft performance estimation. This is conducted with a new version of the authors' mixed analysis-synthesis approach, where more degrees of freedom are added to the prescribed flight procedures and the aircraft take-off weight is estimated from the tracking data. The results obtained for Zurich Airport and 2022 traffic show the ability of the proposed approach to capture the actual flight procedures during departure and arrival operations, ultimately leading to a slight underestimation (1.7 dB(A) on average) of the exposure-based cumulative noise level in the airport area. [ABSTRACT FROM AUTHOR]

The expansion of anthropogenic noise poses an emerging threat to the survival and reproductive success of various organisms. Previous investigations have focused on the detrimental effects of anthropogenic noise on the foraging behavior in some terrestrial and aquatic animals. Nevertheless, the role of airport noise in impairing foraging activities of most wild animals has been neglected. Here, we aimed to assess whether foraging behavior in free‐living Japanese pipistrelle bats (Pipistrellus abramus) can be disturbed by airport noise. We used audio recording to monitor foraging activities of bats at 11 sites around the runway of a municipal airport. We quantified noise level and spectra, aircraft activity, habitat type, nightly temperature, wind speed, and moon phase for each site. The analysis revealed that noise level and aircraft activity were significant negative predictors for the number of bat passes and feeding buzzes around the runway, even after controlling for the effects of other environmental factors. There was no marked spectral overlap between bat echolocation pulses and airport noise in the presence and absence of low‐flying aircraft. The spectro‐temporal parameters of echolocation vocalizations emitted by bats were dependent on noise level, aircraft activity, and habitat type. These results provide correlative evidence that airport noise can reduce foraging activities of wild pipistrelle bats. Our findings add to the current knowledge of adverse impacts of airport noise on foraging bats in artificial ecosystems and provide a basis for further research on the mechanisms behind noise pollution near airports. [ABSTRACT FROM AUTHOR]

This study compares metrics for environmental noise diagnosis in schools at airport vicinity. The goal is to analyze and identify the most suitable criteria for scaling aircraft noise impact over schools, during landing and take-off operations. A Brazilian case study is conducted, based on the noise mapping and sound level verification. The day-night average noise level (DNL) and the time above limit (TA) are investigated using acoustic simulation and noise mapping and in order to identify the critical receivers. Results of DNL and TA for two schools at airport surroundings show that the criteria adopted by the municipal and airport authorities to describe the airport noise are unsatisfactory and do not reflect the intermittent behavior of this type of noise. It was verified that individual receiver analysis, based on noise interruptions thought TA parameter is more suitable for evaluation of noise impact over schools at airport vicinity.

Successful airport noise management is based on the effective description and communication of aircraft noise exposure, which can be expressed through a number of noise metrics. The choice of metric is significant, given that noise maps are likely to be used by decision-makers as the main input for land-use planning of areas surrounding airports, and can also be used by the general public as a source of information of interest. The noise contours of Córdoba International Airport, in Argentina, were developed for a future operational scenario in accordance with two noise metrics: Day-Night Average Sound Level (DNL or LDN) and A-weighted Equivalent Continuous Sound Level (LAeq). Exposure to aircraft noise in residential areas and educational establishments around the airport was analyzed through GIS. Results indicated that the population numbers exposed to DNL airport noise of 65 dBA in 2028 will be six times greater than the amount constituted by LAeq Day-Afternoon and Night metrics combined. At the same time, the number of educational establishments likely to be affected by DNL aircraft noise (55 dBA) in 2028 will be six times greater than LAeq Day-Evening and Night combined. This demonstrates that the selection of noise metrics has important implications for noise exposure analysis and communication, which in turn could potentially impact airport noise management decisions, noise communication, and even land-use policies in areas surrounding airports.

Incompatible uses of land create neighbor conflicts connected with the notions of civil law immissions (non-trespassory invasions) or common law nuisance. These traditional instruments of resolving the neighbor conflict have their limitations when pollution (such as noise pollution produced by aviation) interferes with the use and enjoyment of land that affects numerous landowners. Lawmakers seek to resolve the neighbor conflict with public intervention in such circumstances. Instead of relying on the market, the state allocates entitlements, indicates how parties must behave, and prescribes the conditions under which lawmakers should conclude an agreement. Interestingly, although the nuisance caused by airport noise has the same characteristics worldwide, no uniform solutions are applied. Existing literature regarding airport externalities concentrates on land values, land use, measuring noise, and the influence of noise on human health. Little has been written on legal solutions that seek to balance opposing sides’ interests and indemnify the aggrieved landowners. This Article aims to provide a comparative overview of how lawmakers seek to balance the interests of airports and homeowners in selected European jurisdictions, namely Germany, France, the Netherlands, and Poland. The analysis is based on Richard Posner’s positive analysis, which allows for a systematic description and explanation of the legal system. Understanding the regulating behavior and its effect on the regulated behavior is important when considering possible amendments and developments of the law. The Article begins with assessing the features of a neighbor conflict, analyzes potential property or liability solutions, and then focuses on the public intervention employed to resolve the conflict. A comparison of the various solutions and their underlying assumptions will allow assessing to what extent they are suitable to achieve the objective of conflict resolution and balancing of interests. This Article identifies inconsistencies in policies as compared to the applied economic and legal instruments to indicate good practices in resolving this particular neighbor conflict and provide a basis for future normative analyses. [ABSTRACT FROM AUTHOR]

Abstract Purpose This paper presents an analysis of short-term (2025) scenarios for noise emission from civil air traffic in airport areas. Methods Flight movements and noise levels at a given airport are predicted using a web-data-informed methodology based on the ECAC Doc.29 model. This methodology, developed by the authors in a previous work, relies on the collection and processing of air traffic web data to reconstruct flight events to be fed into the ECAC model. Three new elements have been included: i) topographic information from digital elevation models, ii) a fleet substitution algorithm to estimate the impact of newer aircraft, and iii) a generator of flight events to simulate the expected traffic increase. Results The effects of these elements are observed in 2025 scenarios for the airports of London Heathrow, Frankfurt and Vienna-Schwechat. The results quantify the noise reduction from new aircraft and its increment due to the air traffic growth forecast by EUROCONTROL.

Computational models of sufficient quality are indispensable to quantitatively assess aircraft noise reduction measures. Within this study, a multi-level simulation framework is established in order to predict the environmental noise of holding approach procedures by coupling simulation models from three different domains: flight performance calculation employing the base of aircraft data (BADA), jet engine performance using the software Gasturb and aircraft noise simulations based on the software sonAIR. Two different concepts of holding approach procedures are investigated, namely, the vertical holding stack and the linear hold point merge. The study is conducted considering generic air traffic scenarios at a single-runway airport. Thereby, the investigated air traffic is based on a statistical analysis of traffic data at existing airports and thus assumed to be representative. As the aircraft’s noise emission depends on both the aircraft and the engine performance, reliable results can be expected only if all individual challenges and interdependencies are accounted for simultaneously. Addressing this challenge is the main contribution of the presented work. The presented results show the plausibility of the proposed multi-level simulation framework, thus supporting its use to investigate the environmental noise impact of air traffic scenarios.

Background: Few studies have considered aircraft noise annoyance and noise sensitivity in analyses of the health effects of aircraft noise, especially in relation to medication use. This study aims to investigate the moderating and mediating role of these two factors in the relationship between aircraft noise levels and medication use among 5860 residents of ten European airports included in the HYENA and DEBATS studies.Methods: Information on aircraft noise annoyance, noise sensitivity, medication use, and demographic, socio-economic and lifestyle factors was collected during a face-to-face interview at home. Medication was coded according to the Anatomical Therapeutic Chemical (ATC) classification. Outdoor aircraft noise exposure was estimated by linking the participant's home address to noise contours using Geographical Information Systems (GIS) methods. Logistic regressions with adjustment for potential confounding factors were used. In addition, Baron and Kenny's recommendations were followed to investigate the moderating and mediating effects of aircraft noise annoyance and noise sensitivity.Results: A significant association was found between aircraft noise levels at night and antihypertensive medication only in the UK (OR = 1.43, 95%CI 1.19-1.73 for a 10 dB(A)-increase in Lnight). No association was found with other medications. Aircraft noise annoyance was significantly associated with the use of antihypertensive medication (OR = 1.33, 95%CI 1.14-1.56), anxiolytics (OR = 1.48, 95%CI 1.08-2.05), hypnotics and sedatives (OR = 1.60, 95%CI 1.07-2.39), and antasthmatics (OR = 1.44, 95%CI 1.07-1.96), with no difference between countries. Noise sensitivity was significantly associated with almost all medications, with the exception of the use of antasthmatics, showing an increase in ORs with the level of noise sensitivity, with differences in ORs among countries only for the use of antihypertensive medication. The results also suggested a mediating role of aircraft noise annoyance and a modifying role of both aircraft noise annoyance and noise sensitivity in the association between aircraft noise levels and medication use.Conclusions: The present study is consistent with the results of the small number of studies available to date suggesting that both aircraft noise annoyance and noise sensitivity should be taken into account in analyses of the health effects of exposure to aircraft noise. [ABSTRACT FROM AUTHOR]

Restricted use areas (hereinafter: RUA), as a form of intervention by public authorities, are presented as local law acts of special nature, capable of influencing both restrictions on the ownership right of a property and municipalities’ planning authority. The main research problem presented in this article is frequent overinterpretation of the provision of Art. 129 of the Environmental Law Act (ELA), offering the possibility to assert claims on account of restrictions to the ownership right. It turns out that residential property owners, against the RUA regime, strive to obtain compensation for their alleged loss. The discussed phenomenon is widespread despite the fact that out of eleven RUAs only in five cases restrictions were introduced to the residential function of already existing or newly designed objects. In the light of the above, the purpose of this article is to depict the problems of influence of the scope of the introduced restrictions concerning residential buildings located in the direct vicinity of airports on the possibility to obtain compensation under Art. 129 ELA. The analysis will cover also the impact of resolutions establishing RUAs on administrative powers and on the civil law institution of ownership. The author’s attention was also focused on demonstrating a direct impact of the relationships introduced in RUAs on the behaviour of participants in the real estate market. The research is conducted, among others, based on the legal dogmatic method and legal theoretical method. [ABSTRACT FROM AUTHOR]

Purpose - The aim of the paper is to present and compare the rules of resolving a neighbor conflict created by airport noise in the context of Dutch and Polish experiences. Design/methodology/approach - We consider formally similar situations, because both countries utilize public intervention in an attempt to solve the conflict, however differences are visible at the level of its scope, implementation and performance. Research is focused on analyzing the structure of the considered public intervention in both countries in order to establish salient similarities and differences existent in the jurisdictions under comparison. Findings - Descriptive studies are supplemented by particular examples of residential property markets near the largest airport in each country, namely Schiphol Airport in Amsterdam and Chopin Airport in Warsaw. Conducted studies include an assessment of the manner in which public intervention is factually implemented, which allows to formulate initial normative conclusions as to the achieved economic and environmental effects. These are different in both jurisdictions as they depend on the adopted legal solutions and the actual implementation of law. Research limitations and research implications - We analyze compensating loss in the form of residential property value diminution as opposed to analyzing market prices in areas surrounding airports. [ABSTRACT FROM AUTHOR]

Purpose: This paper presents an analysis of short-term (2025) scenarios for noise emission from civil air traffic in airport areas. Methods: Flight movements and noise levels at a given airport are predicted using a web-data-informed methodology based on the ECAC Doc.29 model. This methodology, developed by the authors in a previous work, relies on the collection and processing of air traffic web data to reconstruct flight events to be fed into the ECAC model. Three new elements have been included: i) topographic information from digital elevation models, ii) a fleet substitution algorithm to estimate the impact of newer aircraft, and iii) a generator of flight events to simulate the expected traffic increase. Results: The effects of these elements are observed in 2025 scenarios for the airports of London Heathrow, Frankfurt and Vienna-Schwechat. The results quantify the noise reduction from new aircraft and its increment due to the air traffic growth forecast by EUROCONTROL. [ABSTRACT FROM AUTHOR]

• The design of departure routes and allocation of aircraft are considered. • A two-step optimization framework is proposed. • The reliability and applicability of the proposed approach are evaluated. • The proposed framework can provide solutions outperforming the reference case. In this article, we present the development of a two-step optimization framework to deal with the design and selection of aircraft departure routes and the allocation of flights among these routes. The aim of the framework is to minimize cumulative noise annoyance and fuel burn. In the first step of the framework, multi-objective trajectory optimization is used to compute and store a set of routes that will serve as inputs in the second step. In the second step, the selection of routes from the sets of pre-computed optimal routes and the optimal allocation of flights to these routes are conducted simultaneously. To validate the proposed framework, we also conduct an analysis involving an integrated (one-step) approach, in which both trajectory optimization and route allocation are formulated as a single optimization problem. A comparison of both approaches is then performed, and their advantages and disadvantages are identified. The performance and capabilities of the present framework are demonstrated using a case study at Amsterdam Airport Schiphol in The Netherlands. The numerical results show that the proposed framework can generate solutions which can achieve a reduction in the number of people annoyed of up to 31% and a reduction in fuel consumption of 7.3% relative to the reference case solution. [ABSTRACT FROM AUTHOR]

• The noise impact evaluation due to daily population mobility is investigated. • A new air traffic assignment model based on daily population mobility is proposed. • The reliability and applicability of the proposed approach are evaluated. • The proposed methodology can generate solutions outperforming the reference case. • The optimal assignments are dependent on the daily mobility of population. 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. [ABSTRACT FROM AUTHOR]

Abstract Airports are the one of major contributors to noise pollution in cities. As feasible transportation to the airports is desired, cities have been enlarged very close to airports since their establishment. In this paper, noise levels around Izmir Adnan Menderes Airport and Ankara Esenboga Airport were evaluated according to the European Noise Directive (END) and by using annoyance and sleep-disturbance indices. These airports are two of the biggest ones in Turkey and both have similar flight statistics. Hot spot analysis results were used for land use planning, assessment of noise effects on public health and determination of noise reduction measures to be used for Noise Action Plans implemented by local authorities. The percentages of people annoyed (% A), highly annoyed (% HA) and highly sleep disturbed (% HSD) were estimated to determine the effects of both airports' noise on people's health. Hot spot scores of two airports were calculated and compared with each other, which were determined by using the annoyance, sleep disturbances and Building Prioritization Score (BPS) indices. Experimental studies on humans acutely exposed to noise at very high level show increases in blood pressure and heart rate as a result of which induce hearing impairment, hypertension and ischemic heart disease, annoyance, sleep disturbance can be induced. According to results of this study, the urbanization near the airport increases the noise reduction cost and public health problems. [ABSTRACT FROM AUTHOR]

Highlights • Web data on civil air traffic are coupled with the ECAC model to compute airport noise. • Data for nine airports in the EU are collected, for a total of 10,752 flights. • Historical data at Heathrow, Schiphol, and Schwechat are used to validate the approach. • The proposed methodology is applicable to any airport worldwide. Abstract A large amount of data on civil air traffic is now available on the web, thanks to the recent development of flight tracker websites. This paper presents a novel methodology to exploit these data for computing real-world noise around airports. The proposed approach consists of data collection and pre-processing, flight path reconstruction, aircraft noise computation using a best-practice model (ECAC Doc.29), and rendering of ground track and noise contour maps in airport areas. Applications are shown for nine European airports, where the daily air traffic reconstructed from 10,752 collected flights compares well with official records from EUROCONTROL. Among these airports, London Heathrow, Amsterdam Schiphol and Vienna-Schwechat have been considered for the validation of the present methodology, and a good agreement is found between predicted ground noise levels and available historical data, with the largest deviations being detected in the portions of the airport areas most affected by departure events. The present work constitutes the first step to harnessing the potential of web data in aviation, unlocking unprecedented possibilities for assessing the environmental impact of civil aviation and providing policy-makers with a powerful tool for developing guidelines and regulations aimed at mitigating the detrimental effects of air traffic in densely inhabited regions. [ABSTRACT FROM AUTHOR]

Air traffic is growing at a steady rate of 3% to 5% per year in most regions of the world, implying a doubling every 15–25 years. This requires major advances in aircraft noise reduction at airports, just not to increase the noise exposure due to the larger number of aircraft movements. In fact it can be expected, as a consequence of increased opposition to noise by near airport residents, that the overall noise exposure will have to be reduced, by bans, curfews, fines, and other means and limitations, unless significantly quieter aircraft operations are achieved. The ultimate solution is aircraft operations inaudible outside the airport perimeter, or noise levels below road traffic and other existing local noise sources. These substantial noise reductions cannot come at the expense of a degradation of cruise efficiency, that would affect not just economics and travel time, but would increase fuel consumption and emission of pollutants on a global scale. The paper reviews the: (i) current knowledge of the aircraft noise sources; (ii) the sound propagation in the atmosphere and ground effects that determine the noise annoyance of near-airport residents; (iii) the noise mitigation measures that can be applied to current and future aircraft; (iv) the prospects of evolutionary and novel aircraft designs towards quieter aircraft in the near term and eventually to operations inaudible outside the airport perimeter. The 20 figures and 1 diagram with their legends provide a visual summary of the review.

Abstract: This paper critically examines recent responses by and interactions between stakeholders in negotiating the acceptability of aircraft noise standards in Australia in order to help inform debate in Britain. It investigates the interplay of the politics of noise with the broader land use planning context focusing on the role of government, airports, community interests, and the development sector. Different local environments inevitably frame diverse contexts, but the pervasive challenge is in securing the acceptable trade‐off between the economic dividends promised by airports and local quality of life. Discussion is structured around four main issues: an introduction to the Australian politics of airport noise, an historical timeline of key contextual events, identification of the major actors in the noise governance framework, and a focus on an issue of increasing political significance, namely the different positions of airports and developers in the increasing intensification of urban development. [ABSTRACT FROM AUTHOR]

The global aviation system is in the midst of modernisation. This includes a transition to satellite-based navigation, which offers opportunities for improved safety, efficiency and predictability. This paper posits that - despite some false starts - performance-based navigation (PBN) also offers opportunities to address noise problems. PBN relies on satellites for navigation, rather than ground-based navigational aids. The improved precision of PBN routes generally results in concentration of flights into narrow corridors. When implemented without consideration of community impacts, it has resulted in significant community outcry (even lawsuits), but when implemented with care, it can offer potential to avoid noise-sensitive areas. Our experience shows that the most successful projects are those in which the airport has been fully engaged and in which there is extensive and meaningful collaboration between all stakeholders: air navigation service providers (ANSP), industry (including airlines and other operators), airports and communities. Participants should not expect this to be easy - it is a lengthy and expensive process - but one that may be necessary for long-term compatibility and for airport growth. This paper provides an overview of PBN development in the USA as well as case studies of implementation of PBN at Phoenix Sky Harbor International Airport (AZ), Oakland International Airport (CA) and Boston Logan International Airport (MA). The case studies illustrate the increasing collaboration between stakeholders and show that progress can be made. [ABSTRACT FROM AUTHOR]

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As projected by different agencies the aviation market will experience a significant increase in air traffic demand over the next decades, driven by the large demand of the Asia-Pacific region. To overcome the further deterioration of the quality of life of communities living around airports, the various aviation stakeholders are required to explore scenarios with different technology options, flight procedures, and fleet replacement strategies. Of course, the assessment of aviation scenarios must be addressed in a more integrated manner than hitherto, where noise, air quality and carbon release are considered. For such purpose, simplified airport noise models are required to overcome the important input data requirements and computation complexity of detailed airport noise models, and also to ensure compatibility against other environmental and economic models. This paper analyses the applicability and discusses the unavoidable limitations and advantages of existing simplified airport noise models within the context of multi-disciplinary strategic environmental impact assessment of aviation. Simplified airport noise models satisfying the above requirements and developed to be coupled with technology evaluators, e.g. Rapid Aviation Noise Evaluator (RANE) model (Torija et al., 2017), can inform policy decisions about which future technology platforms would be likely to be the most environmental efficient when considered holistically. Based on the specific conditions tested, the straight-out trajectory assumption and the use of generic aircraft types seem valid approximations for computing aviation noise outputs. [ABSTRACT FROM AUTHOR]

Purpose: The German Aerospace Center (DLR) investigated in the NORAH sleep study the association between a distinct change in nocturnal aircraft noise exposure due to the introduction of a night curfew (11:00 p.m.-5:00 a.m.) at Frankfurt Airport and short-term annoyance reactions of residents in the surrounding community. Exposure-response curves were calculated by random effects logistic regression to evaluate the aircraft noise-related parameters (1) number of overflights and (2) energy equivalent noise level L for the prediction of short-term annoyance. Data of the NORAH sleep study were compared with the STRAIN sleep study which was conducted by DLR near Cologne-Bonn Airport in 2001/2002 ( N = 64), representing a steady-state/low-rate change. Methods: The NORAH sleep study was based on questionnaire surveys with 187 residents living in the vicinity of Frankfurt Airport. Noise-induced short-term annoyance and related non-acoustical variables were assessed. Nocturnal aircraft noise exposure was measured inside the residents' home. Results: A statistically significant rise in the portion of annoyed residents with increasing number of overflights was found. Similarly, the portion of annoyed subjects increased with rising L. Importance of the frequency of fly-overs for the prediction of annoyance reactions was emphasized. The annoyance probability was significantly higher in the NORAH than in the STRAIN sleep study. Conclusions: Results confirm the importance of both acoustical parameters for the prediction of short-term annoyance due to nocturnal aircraft noise. Quantitative annoyance models that were derived at steady-state/low-rate change airports cannot be directly applied to airports that underwent a distinct change in operational and noise exposure patterns. [ABSTRACT FROM AUTHOR]

Noise is one of the elementary and the most annoyance harmful civilizing factor in the present time. Possibilities of reduction noise load and protection against it are problematic. Air transport is currently involved to noise exposure significantly and effects on health are not only on flying personnel, passengers but also on people living around airports. Noise as the spreading of acoustic energy has also a negative non-auditory impact, particularly on neuropsychic and cardiovascular system and on sense-motoric functions, disturbance the performance and efficiency of human activities, increasing the number of accidents. The aim of the article is to assess the effects of non-auditory noise, based on the proposed method - the matrix of acoustic risks, for flying personnel. [ABSTRACT FROM AUTHOR]

Aircraft noise and fog still become the problem at many airports affecting the comfort of passengers and those living at its vicinity. Further, it causes many accidents or crashes due to decreased of the visibility. The purpose of this research is to analyse how noise and smog can be managed for the safety and comfort of passengers and residents living near the airports. The case study is International Airport Sultan Mahmud Badaruddin II Palembang and 90 passengers were interviewed through a questionnaire in order to understand how the airport manages smog and noise pollution. [ABSTRACT FROM AUTHOR]

Aviation operations are projected to increase, potentially resulting in increased environmental impacts with respect to fuel burn, NOx emissions, and community noise. A number of programs are involved in identifying technological advances required to mitigate these environmental impacts. These technologies must be analyzed at the vehicle-level, but also at the fleet-level to predict the expected impact in the face of increasing operations. Airport community noise is particularly difficult to model due to the spatial and temporal nature of noise, resulting in a reduced understanding of noise exposure contributions by certain aircraft types. The objective of this research is to analyze the contribution to the total noise exposure at several airport types. By using a generic framework to intelligently reduce aircraft and airport diversity, contributions of aircraft types at different airport types can be reported. Results include spatial analysis of noise contributions, demonstrating that the largest contributors affect the lateral regions of a noise contour, while a greater number of vehicle classes impact the noise near the ground track. Results demonstrate that there is some variation in the greatest contributors by airport type between the Regional Jet, Small Single-Aisle, Large Single-Aisle, and Small Twin-Aisle classes. Conversely, the Large Twin-Aisle and the Very Large Aircraft generally contribute little to total airport noise exposure. [ABSTRACT FROM AUTHOR]

In an effort to allow to increase the number of aircraft and airport operations while mitigating their negative impacts (e.g., noise and pollutant emission) on near-airport communities, the optimal design of new departure routes with less noise and fuel consumption becomes more important. In this paper, a multi-objective evolutionary algorithm based on decomposition (MOEA/D), which recently emerged as a potential method for solving multi-objective optimization problems (MOPs), is developed for this kind of problem. First, to minimize aircraft noise for departure routes while taking into account the interests of various stakeholders, bi-objective optimization problems involving noise and fuel consumption are formulated where both the ground track and vertical profile of a departure route are optimized simultaneously. Second, in order to make the design space of vertical profiles feasible during the optimization process, a trajectory parameterization technique recently proposed is employed. Furthermore, some modifications to MOEA/D that are aimed at significantly reducing the computational cost are also introduced. Two different examples of departure routes at Schiphol Airport in the Netherlands are shown to demonstrate the applicability and reliability of the proposed method. The simulation results reveal that the proposed method is an effective and efficient approach for solving this kind of problem. [ABSTRACT FROM AUTHOR]

This paper presents one emerging social-technical innovation: The evolution of citizen-sensor-networks where citizens organize themselves from the ‘bottom up’, for the sake of confronting governance officials with measured information about environmental qualities. We have observed how citizen-sensor-networks have been initiated in the Netherlands in cases where official government monitoring and business organizations leave gaps. The formed citizen-sensor-networks collect information about issues that affect the local community in their quality-of-living. In particular, two community initiatives are described where the sensed environmental information, on noise pollution and gas-extraction induced earthquakes respectively, is published through networked geographic information methods. Both community initiatives pioneered in developing an approach that comprises the combined setting-up of sensor data flows, real-time map portals and community organization. Two particular cases are analyzed to trace the emergence and network operation of such ‘networked geo-information tools’ in practice: (1) The Groningen earthquake monitor, and (2) The Airplane Monitor Schiphol. In both cases, environmental 'externalities' of spatial-economic activities play an important role, having economic dimensions of national importance (e.g. gas extraction and national airport development) while simultaneously affecting the regional community with environmental consequences. The monitoring systems analyzed in this paper are established bottom-up, by citizens for citizens, to serve as ‘information power’ in dialogue with government institutions. The goal of this paper is to gain insight in how these citizen-sensor-networks come about: how the idea for establishing a sensor network originated, how their value gets recognized and adopted in the overall ‘system of governance’; to what extent they bring countervailing power against vested interests and established discourses to the table and influence power-laden conflicts over environmental pressures; and whether or not they achieve (some form of) institutionalization and, ultimately, policy change. We find that the studied-citizen-sensor networks gain strength by uniting efforts and activities in crowdsourcing data, providing factual, ‘objectivized data’ or ‘evidence’ of the situation ‘on the ground’ on a matter of local community-wide concern. By filling an information need of the local community, a process of ‘collective sense-making’ combined with citizen empowerment could grow, which influenced societal discourse and challenged prevailing truth-claims of public institutions. In both cases similar, ‘competing’ web-portals were developed in response, both by the gas-extraction company and the airport. But with the citizen-sensor-networks alongside, we conclude there is a shift in power balance involved between government and affected communities, as the government no longer has information monopoly on environmental measurements. [ABSTRACT FROM AUTHOR]