Aircraft Noise: Impact on Residents and Mitigation Strategies Near Airports

Executive Summary

This research examines the impact of aircraft noise on individuals residing along flight routes or near airports. It describes several measures proposed to mitigate noise levels in airports. Qualitative and quantitative analyses were employed in this project to determine the effects of aviation noise on individuals living under flight paths and near Heathrow Airport in the United Kingdom.

Additionally, the research involved administering questionnaires randomly to residents living near Heathrow Airport. Both primary data, in the form of direct responses from respondents, and secondary data from published sources, were used to achieve the research objectives and assess the importance of noise reduction measures. A challenge in conducting the research is that many residents who reside under airport flight paths were potentially vulnerable to the lower levels of disruption generated by the noise of low-altitude, smaller aircraft and helicopters.

Consequently, administering questionnaires was a costly and time-consuming process. Unethical behavior was identified among a few respondents who filled out the questionnaires. Moreover, another unethical factor identified is that the legislation intended to address the noise nuisance problem specifically excluded the noise pollution source. However, this research will reveal the sources of noise pollution in the aviation industry and the effects of aviation noise on residents living near airports. Several recent publications have summarized the individual and communal effects of aviation noise.

Introduction

The term noise refers to unwanted sound produced when a disturbance occurs. One of the most devastating environmental effects of aviation is aircraft noise. Aircraft noise can disturb the neighborhood, interrupt sleep, harm children’s academic performance, and raise the risk of cardiovascular disease in adults who live near airports (Gürsel et al., 2023). Consequently, airports plan to implement several schemes, some of which will be financially supported by a new noise charge.

Notably, a new Independent Committee on Commercial Aircraft Noise (ICCAN) has been established to assist in the formulation of airspace and noise regulations (Zeng et al., 2021). This research examines the impact of aviation noise on residents under flight paths and near Heathrow Airport, Hounslow, the United Kingdom. It outlines various strategies to combat noise pollution, including flight limitations and charges, improved airport design, and the development of quieter aircraft.

Effects of Aviation Noise on the Residents Living Close to Airports

In recent years, there has been a resurgence of interest in the effects of aviation noise on persons living under flight paths. This trend has been partly fueled by plans to expand airports in the South-East of England. The Aviation Environment Federation (AEF) released a report in January 2016 stating that over one million people in the UK are affected by noise levels (Zeng et al., 2021).

Significantly, approximately 460 schools are introduced to aircraft noise at levels near Heathrow, “that can impede memory and learning in children” (Casado et al., 2019). Additionally, the AEF report states that approximately 600,000 people in the UK are exposed to average airplane sound levels that can cause regular sleep disturbance (Dohmen et al., 2023). This includes poorer satisfaction with life, lower positive emotion balance, and greater anxiety

Recently, the European Commission published a synopsis of a report on the effects of airplane noise on human health. Living in a daytime air emission path (with noise at or above 55 dB) was found to be associated with all measures of subjective well-being (Casado et al., 2019). The team was able to model the potential effects on well-being caused by changes in aircraft noise by predicting the effect on well-being associated with each dB increase in noise. However, the degree of the negative connections between daytime noise and all other types of well-being was minimal compared to the effects of other frequent drivers of well-being, such as unemployment, poor health, and smoking. According to the study, there was no indication that nighttime noise reduced participants’ reports of happiness.

Additionally, the number of homes impacted by noise exceeding 50 decibels at night was 50% lower than during the day, which may reduce the reliability of the data (Zeng et al., 2021). This occurred following the release of the Airports Commission’s final report in July 2015 (Casado et al., 2019). The Commission also released a report evaluating the health impacts of airplane noise.

The report summarized its findings thusly: “The health effects of ambient noise are varied, significant, and pervasive because of widespread exposure” (Feoktistova et al., 2022). Children living near airports are often exposed to prolonged noise from airplanes. There is mounting evidence supporting safety precautions, including insulation, policies, recommendations, and limit values.

Reducing exposure had multiple benefits, including lessening discomfort, making schools safer for children to learn, and decreasing heart disease rates and risk factors. According to Casado et al. (2019), data from the Civil Aviation Administration (CAA) in 2014 show that the top 15 airports in the UK are responsible for more than one-third of the individuals impacted by noise at the European level when using conventional measurement methods. In July 2013, the Airports Commission released a discussion paper on aviation noise to provide a quantitative comparison of the number of people adversely affected by airline noise vs the number of individuals adversely affected by noise from other modes of transportation. Various noise metrics can be used to determine the number of individuals affected by transportation noise.

Strategic noise mapping conducted in England in 2006 approximated that 4.2 million individuals are exposed to road traffic noise of 65 dB (LDEN) or more (Zeng et al., 2021). The incidence rates for railways and aviation were 0.2 million and 0.07 million people, respectively (Casado et al., 2019). These numbers can be used to understand the relative impact of each mode on the affected numbers.

Strategies to Control Noise in Airports

Noise from airport operations, including ground transportation, and from real aircraft, is the primary source of disturbance associated with aviation. The airport’s location and immediate surroundings typically limit the number of homes directly in the path of ground operations noise. According to Casado et al. (2019), the plane noise is louder and can be heard from a greater distance. It can be challenging to determine which noise-reduction strategies apply to airports, aircraft owners, and operators when examining strategies for reducing aviation-related noise pollution, such as those involved in the design and manufacture of quieter aircraft (Gürsel et al., 2023). To “limit and, where practicable, reduce the number of individuals in the UK considerably affected by aircraft noise, as a part of a strategy.

Legal Limitations on Flight Noise

Aircraft noise is not subject to the general noise nuisance limitations in place according to Section 79(6) of the Environmental Protection Act of 1990, as amended. It doesn’t matter if the airport is a tiny, unlicensed strip or the largest airport in the United Kingdom; this holds in both cases. In accordance with Section 78 of both the Civil Aviation Act 1982, as amended, the Minister of State for Transport is responsible for the general policy regarding the management of civil aircraft noise (Casado et al., 2019). The only places where the air is truly under control are at airports and along major flight paths.

Aviation noise control responsibilities in Scotland have been transferred to the Scottish Ministers. The relevant authority may “specify the maximum number of occasions on which aircraft may be permitted to take off or land” at airports designated within section 80 of the same Act (Feoktistova et al., 2022). It is essential to note that the 1982 Act affords aircraft immunity from trespass or nuisance actions, provided they are operated in accordance with the Rules of something like the Air Regulation 2007 (SI 2007/734), as amended (Zeng et al., 2021). Moreover, aircraft flying in regulated airspace require prior approval from air traffic controllers, which gives navigation service providers (ANSPs) some leeway in regulating flight (Zeng et al., 2021).

Although the primary goal of such measures is security, they must also comply with regulations regarding noise levels. Controlled airspace can extend up to 66,000 feet from the earth, and ‘air routes’ can have bases as low as 3,500 feet above sea level (Zeng et al., 2021). If an aircraft is outside a restricted area, it can fly wherever it wants under the Rules of the Air.

Thanks to its authority under the 1982 Act, the government can restrict aircraft flight in some locations, such as above high-security prisons or sensitive sites. Successive administrations’ stance on airport noise has been that it is mostly a local issue best addressed at the airport level, except for the designated airports. Any proposed rule changes at major airports will likely be reviewed with advisory groups (Casado et al., 2019).

The government aims to establish adequate measures locally, as outlined in the aviation policy framework released in March 2013 (Zeng et al., 2021). Airports not already designated for noise efficiency reasons have the authority to set noise limits. Airports should regularly assess the success of their noise reduction initiatives (Gürsel et al., 2023). This should be performed as frequently as the compulsory noise action plan review, which EU law mandates every five years for airports (Feoktistova et al., 2022). To be effective, local noise mitigation measures, such as Noise Action Plans, must be in proportion to the level of noise pollution in question.

Importance of Noise Reduction Measures

Environmental Shifts

The CAA considers federal policies and guidelines regarding carbon emissions and air quality when judging airspace modifications. Its responsibilities include advising policymakers on how to reduce carbon emissions from industries, disseminating effective practices, and creating global initiatives such as emissions trading to combat climate change. The CAA’s influence extends beyond aviation, including the strategic placement of wind farms across the UK.

Smog Levels

When it comes to air quality matters, the CAA supports the government and municipal authorities, who are mandated by law to take action. The CAA considers air quality when making regulatory decisions, especially when outlining guidelines for industry leaders and shaping the direction of emerging technologies.

Biodiversity

Under the Natural Heritage and Rural Societies Act of 2006, the CAA is a governmental entity responsible for maintaining and preserving biodiversity.

Sustainability Plan for the Civil Aviation Administration

The CAA issued its Environmental Sustainability Initiatives in May 2022, detailing how it plans to collaborate with the entire aviation system in the United Kingdom and worldwide to improve aviation’s environmental performance. The CAA will concentrate its knowledge and leadership in the following areas: facilitating the advancement of Jet Zero technology, leading the charge in modernizing airspace, and reporting on the industry’s sustainability performance. Equally, informing passengers about the environmental impact of aviation will be essential (Casado et al., 2019). The local ecological impact should be assessed in relevant regulatory exercises, and the industry should be monitored.

Methodology

Qualitative Stage

In the qualitative stage, researchers dug deep to determine how consumers felt about air travel security and safety. We inquired to see if these concerns are top-of-mind and influence air travel decisions. We elicited responses to questions on security and safety requirements and the CAA’s role (Kazhan et al., 2020). Both PRM’s own experiences and the reasons why non-recent flyers have not taken to the skies were examined in depth, as shown in the figure below.

Quantitative Stage

Between December 10th, 2014, and January 10th, 2015, 3,000 customers from all over the UK participated in the quantitative phase, which consisted of an online and telephone survey. The primary target audience for the telephone component was those (often the elderly) without home internet access. Targets were established to ensure that the sample, based on demographics (by age and gender) and internet use at home, reflects that of the UK’s adult population (16+).

All quotes are based on the most recent ONS data available to the public, as shown in Figure 2 (Zeng et al., 2021). The fieldwork was also meticulously inspected to ensure that the responses were representative of the population in terms of demographics and socioeconomics (for instance, by geography and socio-economic group). Figure 2 provides a visual summary of the quantitative approach employed in this research.

Questionnaire

The questionnaire that the respondents were to fill out contained the following questions:

1. Why is it so important to end air pollution?
2. What exactly is air pollution?
3. How long has air pollution been an issue?
4. What are the origins of air pollution?
5. Is air pollution mostly a local issue, or can it travel great distances?
6. What impact does air pollution have on human health?
7. Why does air pollution have such a dire impact on kids?
8. How much air pollution is safe for you to breathe?
9. How does air pollution affect food, crops, forests, and biodiversity?
10. If so, how does acid rain contribute to air pollution?
11. How can I determine the level of pollution in my area?
12. Are there any areas with a solution to air pollution?
13. What can governments do to improve the air we breathe?
14. When it comes to controlling air pollution, why is it so important for regions to work together?
15. What part does air quality monitoring play in managing air quality?
16. What steps can companies and industries take to reduce air pollution?
17. The air quality in my area is terrible; what can I do about it?
18. What role do air pollutants have in global warming?
19. Where does air pollution fit into the bigger picture of sustainable development?
20. Is the right to fresh air a human right?
21. Would poor air quality be associated with COVID-19 health consequences?
22. Can you explain how wildfires impact air quality?

Recommendations

The government recommends that airports help cover the relocation costs of residents subjected to noise levels of 69 dB LAeq, 16h or higher, and that they provide sound absorption to noise-sensitive buildings, such as schools and hospitals. Other mitigation strategies should be provided when acoustic insulation is not feasible or cost-effective (Feoktistova et al., 2022). If there aren’t any existing programs, airport management should consider providing subsidies for sound insulation in homes. According to Kazhan et al. (2020), the government supported measures at particular airports, but determined in its consultation on airspace reform in February 2017. It stated that a noise charge imposed on all large airports, regardless of their growth, would “not be proportionate.”

Conclusion

In conclusion, there is substantial evidence that aircraft noise exposure is associated with indicators of irritation. Exposure-response relationships have been developed to predict the expected percentage of extremely bothered residents at the community level. Nonetheless, aviation noise significantly impacts people’s dissatisfaction.

Moreover, new evidence suggesting a rise in the irritation response at a particular exposure level indicates that exposure-response curves should be updated. Such airport modification should be based on recent research and harmonized techniques, as well as the situations that lead to an intensified and noise-free community. This information may help policymakers determine how to manage airplane noise exposure and implement effective mitigation strategies.

Reference list

Casado, R., Bermúdez, A., Hernández-Orallo, E., Boronat, P., Pérez-Francisco, M. and Calafate, C.T. (2023) ‘Pollution and noise reduction through missed approach maneuvers based on aircraft reinjection’, Transportation Research Part D: Transport and Environment, 114. Web.

Dohmen, M., Braat-Eggen, E., Kemperman, A. and Hornikx, M. (2023) ‘The Effects of Noise on Cognitive Performance and Helplessness in Childhood: A Review’, International Journal of Environmental Research and Public Health, 20(1), p.288. Web.

Feoktistova, O.G., Turkin, I.K. and Zatuchny, D.A. (2023) ‘Forecasting the Functioning of the System of Management of Ecology Safety in Civil Aviation on the Basis of Comprehensive Monitoring of Its Condition at the Stages of the Life Cycle of an Aircraft Product’ Safety in Civil Aviation, pp. 203-237. Web.

Gürsel, S., Demir, R. and Rodoplu, H. (2023) ‘The effect of digitalisation on sustainability and smart airport’, International Journal of Sustainable Aviation, 9(1), pp.26-40. Web.

Kazhan, K., Synylo, K., Zaporozhets, O. and Karpenko, S. (2023) ‘ADS-B data usage for aircraft noise and air quality modelling and measurement during specific stages of LTO cycle’, International Journal of Sustainable Aviation, 9(1), pp.1-25. Web.

Zeng, H., Guo, J., Zhang, H., Ren, B., and Wu, J. (2023) ‘Research on Aviation Safety Prediction Based on Variable Selection and LSTM’, Sensors, 23(1), p.41. Web.