A European Approach on Aircraft Noise Annoyance Research (original) (raw)
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Inter-noise 2014 COSMA – A European Approach on Aircraft Noise Annoyance Research
COSMA -Community Orientated Solutions to Minimize Aircraft Noise Annoyance -was a European approach within the 7th Framework Programme of the European Commission. Aircraft noise engineering is focused more or less on the reduction of the noise emission for single aircraft components, and separately treating the noise abatement procedures during take-off and landing. COSMA's aim was to combine both under the aspect of noise annoyance: To develop basic engineering criteria for an annoyance friendly aircraft design and managing flight operation routines in order to reduce the noise related annoyance within airport communities. The project had to create the link between the aircraft/sound engineering domain, and the noise effects domain. To achieve this goal, extensive field studies around European airports, combined with psychometric studies in laboratories have built the basis for describing the optimal aircraft sound characteristics which anticipates a lower annoyance. Specific s...
2020
This contribution presents the construct of aircraft noise annoyance and its acoustic and non-acoustic contributory factors. It draws upon key findings of a review that was produced within the frame of the EU Horizon 2020 funded research project Aviation Noise Impact Management through Novel Approaches (ANIMA). It is shown that aircraft noise annoyance can be seen as a psychological stress response. This is in line with empirical findings, according to which a) only approx. 30% of noise annoyance can be explained with acoustic parameters, and b) there are a number of non-acoustic factors affecting annoyance. Different non-acoustic factors are presented. They result in implications and recommendations for noise management strategies, which are discussed in more detail in contribution #137 of the Aerospace Europe Conference 2020 [1].
Reducing noise impact and improving quality of life by addressing annoyance
2020
Aircraft noise is the most significant impact on communities residing near airports. But in addition to acoustical factors, non-acoustical factors also contribute to noise annoyance. In the ANIMA project, relevant indicators influencing the quality of life of residents living near airport are identified. Literature studies, but also focus group meetings and workshops, and online survey for communities near altogether nine different European airports are performed to understand the role of the airport and the implications on the well-being of citizens. Furthermore, it is intended to study what current communication strategies of the airports are and how they influence the impact of aircraft noise on residents? annoyance response and well-being. A detailed literature study as well as a re-analysis of data has been carried out to develop awakenings indicators for nocturnal fly-overs, as noise-induced sleep disturbance has been linked to adverse health effects and is also associated wit...
On the use of noise annoyance as a design optimization constraint: the COSMA experience
Proceedings of ICSV18, 2011
Aircraft noise is nowadays one of the most urgent concerns in the development of the air transportation system. The tremendous grow rate of the number of passengers during the last two decades has generated a significant increase of the number of airports, with a commercial rebirth of secondary air terminal. As a consequence, the number of people affected every day by the noise produced by aircraft operations has sensibly increased. Within this framework, the effort of the research community during the last 20 years has concentrated, according to the regulation, on the abatement of the noise level. Lately, the possibility to include in this process considerations related to the annoyance produced by the exposition to aviation noise has received a major improvement. Such an approach would allow the designer to explore unconventional possibilities, widening the horizon of the future technological scenarios and multiplying the options available to reduce the impact of the community noise on the population. One of the major difficulties in the integration of perception-based considerations resides in the not easy translation of psychoacoustic indicators in terms of design variables. The present papers describes the approaches developed during the EU-funded research projects SEFA (Sound Engineering for Aircraft, FP6/2004 and its follow-up COSMA (Community Oriented Solutions to Minimize aircraft noise Annoyance, FP7/2009 on). The problem is here approached from the point of view of a research engineer in aeronautical sciences. Specifically, the mechanism identified to drive the optimization process to weakly annoying configuration is described. Special attention is payed to the description of the relevance of annoyance related objectives in the resulting workflow, and how these objectives are capable to drive the designers' choices.
Temporal trends in aircraft noise annoyance
Several recently published studies have investigated potential temporal trends in aircraft noise annoyance. Some of these studies suggest that people nowadays react more strongly to aircraft noise -by as much as an order of magnitude -than they did in the 1960s. Other studies have failed to detect such a trend, or attributed it to differences in survey methods, noise estimation methods, airport operations, and other factors that do not affect energyweighted exposure levels. This paper analyzes Community Tolerance Level (CTL) values from 57 studies on aircraft noise annoyance conducted between 1961 and 2014 for trends over time.
Testing a theory of aircraft noise annoyance: A structural equation analysis
The Journal of the Acoustical Society of America, 2008
Previous research has stressed the relevance of nonacoustical factors in the perception of aircraft noise. However, it is largely empirically driven and lacks a sound theoretical basis. In this paper, a theoretical model which explains noise annoyance based on the psychological stress theory is empirically tested. The model is estimated by applying structural equation modeling based on data from residents living in the vicinity of Amsterdam Airport Schiphol in The Netherlands. The model provides a good model fit and indicates that concern about the negative health effects of noise and pollution, perceived disturbance, and perceived control and coping capacity are the most important variables that explain noise annoyance. Furthermore, the model provides evidence for the existence of two reciprocal relationships between ͑1͒ perceived disturbance and noise annoyance and ͑2͒ perceived control and coping capacity and noise annoyance. Lastly, the model yielded two unexpected results. Firstly, the variables noise sensitivity and fear related to the noise source were unable to explain additional variance in the endogenous variables of the model and were therefore excluded from the model. And secondly, the size of the total effect of noise exposure on noise annoyance was relatively small. The paper concludes with some recommended directions for further research.
Noise-related land-use restrictions are included in Brazilian regulations since the beginning of the 1980s. These restrictions are applied in areas subjected to aircraft noise levels higher than compatibility criterion defined by the responsible authorities. However, noise-related conflicts remain common not only in Brazilian airports, and there are reactions from communities located in areas considered compatible by the regulations. Additionally, the current metric for aircraft noise evaluation in Brazil (Ldn - Day-Night Average Sound Level) is not easily understood by the general public, which jeopardizes the communication between airports and the communities affected by the noise. Given this scenario, the objective of this work is to propose a new methodology for aircraft noise evaluation, based on the application of weights on the number of noise events, with the objective of providing a good correlation with perceived annoyance, together with an increased ease of understanding to people without technical knowledge on acoustics. To validate this methodology, a survey was realized at the surrounding areas of the São Paulo-Guarulhos International Airport (GRU), in Brazil, with the use of online forms and advertisements published in social networks. The 547 responses obtained were used to evaluate the annoyance level caused by aircraft noise on the communities living on the surroundings of this airport. The results show that the proposed Weighted Number Above (WNA) and Verbal Number-Above (VNA) metrics are similar to the Ldn in terms of correlation with the reported annoyance, and has the additional advantage of the improved ease of understanding. The analysis also show that the current aircraft noise compatibility criteria are associated with annoyance levels higher than the ones foreseen by the applicable requirements, which confirms the need to consider community engagement aspects on the land-use definitions around airports, and not only the subjective aspects of noise acceptability.
A first-principles model for estimating the prevalence of annoyance with aircraft noise exposure
The Journal of the Acoustical Society of America, 2011
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.