Noise Control Strategies in Airports - Essay Example

Noise Control Strategies in Airports Name Institution Noise Control Strategies in Airports Managing noise is complex owing to a lot of factors such as passengers require shorter flights, pilots need quick access to airports, coupled with few route limitations and airlines desire of reducing fuel consumption as well as greenhouse gas emission (Bewegt, 2015). These factors need be considered in evaluating the noise reduction strategies that will benefit residents of areas prone to aircraft noise. Consequently, handling noise pollution at the airport in local level is necessary. Local representatives as well as airport staffs have wider knowledge in regional matters pertaining noise pollution and are well place in addressing local concerns. This essay seeks to evaluate noise control strategies around airports. Specifically, the essay focuses on noise control strategies in Canada and China airports. To begin with, Canada Transport as well as responsible third party adopts three principals of reducing noise pollution around the airport: noise reduction at source, management of operational procedures in addition to management of land use within airports (Transport Canada, 2011). Transport within Canada, as well as Canadian aircraft, complies fully with rigorous global standards aimed at reducing noise pollution at the source (Bewegt, 2015). Transport Canada facilitates compliance with such noise standards through certifying their aircraft. As a result, the ICAO noise standards have been adopted within Canadian Aviation Regulations that establishes minimum standards of noise permitted within Canada airports. Moreover, in 1996, Canada applied a regulation, which led to facing out older and noisier aircraft. Full phasing out was attained in 2002. Since then, ICAO introduced strict noise standards airports (Transport Canada, 2011). Additionally, the airworthiness certifying process requires that aircraft comply with noise standards. Another strategy of reducing noise around the airport in Canada is through adopting appropriate aircraft operation procedures. Local representatives reduce noise pollution through modifying aircraft operation techniques, including imposing operation restrictions as well as noise abatement procedures (Bewegt, 2015). An example of such measures entails the control of runways coupled with routes in addition to adjusting take off procedure as well as landing. Such limits and procedures assist aircraft operations within an airport in complying with surrounding areas. Canada Transport imposes and oversees variations of these procedures daily through NAV CANADA airports (Transport Canada, 2011). Additionally, all airports must institute a committee of managing noise including air operators, citizen representatives, as well as airport tenants to tackle noise concerns. Canada Transport, for instance, provides such committees at major airports. This committee advances noise abatement measures and proposals through conducting extensive consultation with local communities as well as aviation stakeholders. The proposals are later sent to regional Transport in Canada office for review and forwarding to headquarters (HQ) accompanied with regional recommendations. While within the headquarters, the Domestic Aircraft Noise and Emissions Committee (D-ANEC) evaluates the proposals. In case the affected parties reach an agreement with such proposals, instructions are dispensed to regional offices to continue with publication measures. However, if dissenting stands are made, D-ANEC formulates briefing materials and post them with recommendations to the Civil Aviation Regulatory Committee that renders a resolution. Moreover, aircraft operators in Canada comply with restrictions on noise operations as well as noise abatement measures published and documented by NAV CANADA within the Canada Air Pilots as well as Canadian Flight Supplements. Heavy penalties are imposed for violating these restrictions. NAV CANADA also updates their publications within 56 days to enhance flight compliance with latest standards of operations airports (Transport Canada, 2011). The third strategy of minimizing noise pollution in areas around the airport by Canadians involves managing and planning on land use (Bewegt, 2015). Transport Canada assist aviation planners in addition to developers of lands neighboring airports in implementing smart zoning measures and appropriate ways of managing land usage near the airports. Moreover, Transport Canada utilizes Noise Exposure Forecast (NEF) systems in providing measurements of actual as well as forecasted noise within and around the airports (Transport Canada, 2011). It is important to note that the system considers subjective reactions in human being ears to specific aircraft noise stimulus tone, frequency, and loudness. This metric facilitates the prediction of community responses to airport noises. NEF levels that are more than 35 leads to increased complaints whereas levels greater than 25 creates annoyance. Land planners use this system in ensuring that land uses within airport vicinity are compatible with those airports (“Civil Aviation Authority,” n.d). Moreover, municipalities in collaboration with local governments receive zoning basis while residents receive specifics of what is required in given areas. Additionally, Transport Canada restricts development of lands around the airport where NEF is more than 30. In case development of such areas happens following a caution, an analysis of noise is done followed by the adoption of noise reduction measures in case of adverse cases. It is important to note that developers have a duty of informing prospective occupants of available irritants (Bewegt, 2015). Transport Canada also recognizes publishes Noise Exposure Projections for municipal councils to project land developments and planning beyond five years. Moreover, NEP scheme the movement of aircraft as well as other varying variables 10 to 20 years giving authorities more zoning perspectives. In China on the other hand, although the reduction of noise may be attained through reconstructing the airport, the population affected remains higher owing to growing number of airlifts (Li, Wang, & Zhang, 2013). Implementing appropriate strategies to curb noise pollution in areas surrounding the airports in China is therefore necessary. China has adopted the following strategies in preventing noise pollution to areas adjacent to airports; controlling noise sources, propagations, preventing legislations in airport noise alongside adhering to global standards as well as regulation on noise control. China airport needs to purchase noise-detecting facilities and release measured data on a timely basis. A visual communication system for detecting noise and giving feedback need be constructed alongside the use of lower noise engines coupled with aircraft (Li et al., 2013). Moreover, high noise aircraft that are designed without adequate quietness must be restricted. China airports should also adopt quiet airport operating programs where applicable for example applying larger gradients taking off to raise the distances between aircraft and sensitive areas on the ground. However, few airports in China currently make use of the quiet flying programs coupled with night flight bans. On the contrary, many airports from other countries, for instance, London, Sydney, and Paris have strict restrictions pertaining operations on the runway with delayed flights only being allowed to use the runway during curfew (“Civil Aviation Authority,” n.d). Moreover, multiple runway airports require rational allocations to facilitate lessening the aircraft take off as well as a landing on a specific runway, which is close to residential. Additionally, most areas that surround the airports in China are villages, resident houses coupled with suburbs lacking soundproof enough to control noise propagation. Propagation of noses may be improved through installing soundproof windows coupled with sound insulated walls. Following research on residential structures in Beijing Capital Airport, sound insulations were upgraded by 10 dBA following sound proof treatments and encouraging response was gathered from occupants living near the airport regarding soundproof impacts (Li et al., 2013). The International Civil Aviation Organization (ICAO) asserts that expanding old airports coupled with proper planning on land use is an effective strategy of minimizing noise pollution impacts to local communities. However, there are many cities in China, which have inappropriately planned residence within highly noisy areas compromising the noise pollution problem (“AIRPORT NOISE POLLUTION,” n.d). Sakura, for instance, is 2.7 km from Beijing Capital Airport and report numerously complaints of annoying aircraft noises. Although China has legislation strategies, restricting aircraft noises established in 1980, the laws are difficult to implement and require moderation and improvements must consider the following issues. First, noise standards, as well as China evaluation indicators for building and industrial plants, have trouble while coordinating acoustic indicators (Li et al., 2013). For example, contour maps cannot be used in assisting urban planning or architecture designs. Secondly, China evaluation classification in evaluating aircraft noise level is oversimplified. There are only two classification levels leading to inaccuracy in noise evaluation. Moreover, noise data is rarely released to airport website for analysis. Thirdly, China needs to establish aircraft charging scheme, which assists in controlling aircraft noise. Another strategy that China uses in controlling noise pollution in areas around the airport includes adopting global standards as well as regulations to minimize aircraft noise impacts. Noise limit is linked to the functionality of neighboring lands with special attention is given to schools, hospital and healthcare facilities (“Civil Aviation Authority,” n.d). Compared to different environment noises like in roads as well as industries, noise assessment in aircraft in diverse. However, indicators of assessment in aircraft have been developed globally. In conclusion, noise pollution in areas around the airports is of great concern (Transport Canada, 2011). Consequently, Canada has adopted reduction of noise at the sourcing strategy in addition to controlling aircraft operations procedures and proper planning as well as management of land to reduce noise pollution in areas surrounding the airport (Bewegt, 2015). China, on the other hand, has experienced more than 10% growth of airports annually. Various night flight causes prolonged exposure to noise causing the emergence of complaints. Moreover, inappropriate planning of residents around the airport compounds this situation (Aircraft Noise, 2006). However, noise disturbance in areas around the airport may be minimized through controlling noise sources as well as propagation. Moreover, adopting relevant legislations alongside complying with global standards as well as regulation of reducing noise disturbance are useful in preventing China Airports’ pollution. References Aircraft Noise (2006) Excerpt from the Oakland International Airport Master Plan [Online] Available at < http://flyquietoak.com/_source/pdf/Tab%202b%20PDF%20links/aircraft_noise_fundame ntals.p df> Accessed 11 October 2016 Air Service (2013) Airservice commitment to aircraft noise management [online] Available at < http://www.airservicesaustralia.com/wp- content/uploads/Aircraft_Noise_Management_WEB.pdf> Accessed 11 October 2016 Bewegt L. 2015 Aircraft Noise Report [Online] Available at https://www.bdl.aero/download/2013/aircraftnoisereport2015.pdf Accessed 11 October 2016 Civil Aviation Authority (n.d) Managing Aviation Noise [Online] Available at < https://publicapps.caa.co.uk/docs/33/CAP%201165%20Managing%20Aviation%20Noise %202.pdf> Accessed 11 October 2016 Kristin L. Falzone (n.d) Airport Noise Pollution: Is There a Solution in Sight [Online] Available at Accessed 11 October 2016 Li, Y., Wang, X., & Zhang, D. (2013). Control strategies for aircraft airframe noise reduction. Chinese Journal of Aeronautics, 26(2), 249-260. Available at . Accessed 11 October 2016 Transport Canada (2011 ) Aircraft Noise Management [Online] Available at < Accessed 11 October 2016 Read More

In case the affected parties reach an agreement with such proposals, instructions are dispensed to regional offices to continue with publication measures. However, if dissenting stands are made, D-ANEC formulates briefing materials and post them with recommendations to the Civil Aviation Regulatory Committee that renders a resolution. Moreover, aircraft operators in Canada comply with restrictions on noise operations as well as noise abatement measures published and documented by NAV CANADA within the Canada Air Pilots as well as Canadian Flight Supplements.

Heavy penalties are imposed for violating these restrictions. NAV CANADA also updates their publications within 56 days to enhance flight compliance with latest standards of operations airports (Transport Canada, 2011). The third strategy of minimizing noise pollution in areas around the airport by Canadians involves managing and planning on land use (Bewegt, 2015). Transport Canada assist aviation planners in addition to developers of lands neighboring airports in implementing smart zoning measures and appropriate ways of managing land usage near the airports.

Moreover, Transport Canada utilizes Noise Exposure Forecast (NEF) systems in providing measurements of actual as well as forecasted noise within and around the airports (Transport Canada, 2011). It is important to note that the system considers subjective reactions in human being ears to specific aircraft noise stimulus tone, frequency, and loudness. This metric facilitates the prediction of community responses to airport noises. NEF levels that are more than 35 leads to increased complaints whereas levels greater than 25 creates annoyance.

Land planners use this system in ensuring that land uses within airport vicinity are compatible with those airports (“Civil Aviation Authority,” n.d). Moreover, municipalities in collaboration with local governments receive zoning basis while residents receive specifics of what is required in given areas. Additionally, Transport Canada restricts development of lands around the airport where NEF is more than 30. In case development of such areas happens following a caution, an analysis of noise is done followed by the adoption of noise reduction measures in case of adverse cases.

It is important to note that developers have a duty of informing prospective occupants of available irritants (Bewegt, 2015). Transport Canada also recognizes publishes Noise Exposure Projections for municipal councils to project land developments and planning beyond five years. Moreover, NEP scheme the movement of aircraft as well as other varying variables 10 to 20 years giving authorities more zoning perspectives. In China on the other hand, although the reduction of noise may be attained through reconstructing the airport, the population affected remains higher owing to growing number of airlifts (Li, Wang, & Zhang, 2013).

Implementing appropriate strategies to curb noise pollution in areas surrounding the airports in China is therefore necessary. China has adopted the following strategies in preventing noise pollution to areas adjacent to airports; controlling noise sources, propagations, preventing legislations in airport noise alongside adhering to global standards as well as regulation on noise control. China airport needs to purchase noise-detecting facilities and release measured data on a timely basis. A visual communication system for detecting noise and giving feedback need be constructed alongside the use of lower noise engines coupled with aircraft (Li et al., 2013). Moreover, high noise aircraft that are designed without adequate quietness must be restricted.

China airports should also adopt quiet airport operating programs where applicable for example applying larger gradients taking off to raise the distances between aircraft and sensitive areas on the ground. However, few airports in China currently make use of the quiet flying programs coupled with night flight bans. On the contrary, many airports from other countries, for instance, London, Sydney, and Paris have strict restrictions pertaining operations on the runway with delayed flights only being allowed to use the runway during curfew (“Civil Aviation Authority,” n.d).

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