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1.
Thierry BréchetPierre M. Picard 《Transportation Research Part D: Transport and Environment》2012,17(2):169-178
This paper discusses various issues in the implementation of a local market for aircraft noise licenses to solve the noise externalities harming the residents located near airports. The design of such markets is affected by aircraft heterogeneity, wind contingencies, peak times, runways capacity constraints, hub strategies, and airport planning is discussed. 相似文献
2.
This paper analyses the efficiency of 44 US airports for the period 2005–2009. In addition to the conventional outputs (i.e., passengers, flights and cargo), we consider three undesirable externalities of airport activities: delays, noise and local air pollution. We adopt a directional distance function approach and perform a second stage analysis to investigate potential determinants of efficiency. Our base case results with only the positive outputs show that the greater the average aircraft size serving an airport and the larger the dimensions of the airport, the higher the technical efficiency. However, our results are sensitive to the inclusion of the undesirable outputs. The implications are that the inclusion of these externalities into the calculation of efficiency may impact policy decisions. 相似文献
3.
Reactions to aircraft noise resulting from an airport development vary considerably among individuals. This paper examines whether the noise level tolerated by individuals is affected when they compare their own situation to the situations of other people who are more severely affected by the noise. We modeled the individual noise tolerability by adopting the reference point concept and the value function of prospect theory. A questionnaire assessed different levels of noise-affected zones at a hypothetical airport. Individual noise tolerable level was measured by a prerecorded aircraft noise presented via headphones. Decision-making associated with the reported satisfaction level regarding the changes in operational flight frequency settings at the airport. An interview survey was conducted with residents near Manila airport in the Philippines. We applied genetic algorithm to jointly estimate the parameters for noise tolerability model and the value function. Results showed that individuals tolerated more overhead flights when they considered the situations of other people worse affected by the noise than they were. The tendency of noise tolerability increased with the severity of noise exposure situations of other people, but lower reactions to noise escalation. We also observed diminishing sensitivity to changes in noise relative to the noise tolerable level. The aircraft noise tolerability and the consideration of noise exposure situations of other people appeared to be a vital aspect to be considered in airport noise management and policy. 相似文献
4.
It is widely known that emissions from aircraft engines, Auxiliary Power Units (APU) and ground handling equipment contribute to air pollution at airports. During the aircraft turnaround process, the main source of emissions is the APU. The use of the APU can be significantly reduced if the aircraft stand is equipped to supply external electrical power and pre-conditioned air to the cabin. This paper analyses the actual duration of APU and external power usage during intraday aircraft turnarounds at 125 airports during June 2015. The data is derived from flight data recording units of more than 200 short-haul, narrow-body jet aircraft, conducting some 25,195 aircraft turnarounds and thus provides the most detailed assessment of aircraft power usage available. A common practice is for the APU to be running for a short period on arrival at the stand (arrival-cycle) and then again for a short period prior to departure (departure-cycle). It is identified in this study that departure-cycle emissions are three times greater than arrival-cycle emissions. These emissions could be reduced if more accurate forecasts of departure times are available to flight crew. The provision of external ground power is found to reduce emissions by up to 47.6%. However, the study also highlights that when the source of external power is a diesel-fuelled mobile Ground Power Unit (GPU), there is a net doubling in emissions of hydrocarbons. APU usage is also observed to vary with outside air temperature (OAT) leading to possible increases in emissions of up to 6%. 相似文献
5.
We explore the wellbeing of people in and around English airports using real-time data from a large spatial positioning experience sampling dataset (Mappiness). We analyze the association between subjective wellbeing reported in the moment and aviation, in terms of airport location, aircraft noise, and activities within airports. This is the first time that a large Experience Sample Method (ESM) of momentary wellbeing measurements has been used to quantify the associations between aviation and subjective wellbeing. Being within areas of high levels of aircraft noise is associated with lower levels of happiness and relaxation. Those surveyed in proximity to airports report significantly lower levels of relaxation. These findings have important implications to policy. Exploiting the panel nature of the ESM data provides the strongest causal claims to date of the negative association between aviation activities and subjective wellbeing. The Mappiness application also allows us to assess the association between airports and wellbeing on those inside them, and divide activities within airports between those who work there and those who are passing through for travel purposes, as well as the effects of aircraft noise beyond airports. This gives us a broader insight into the range of impacts, both positive and negative, that aviation has on peoples’ momentary wellbeing, which may be used to inform aviation noise mitigation and compensation policies in the future. 相似文献
6.
This research analyses the environmental footprint of the airline industry in an attempt to highlight potential paths for improvement. We develop a directional economic-environmental distance function (DEED) which accounts for the production of both desirable and undesirable output and the potential for constrained increases in input utilization. This research applies the modeling framework to analyze the potential to reduce noise and airborne pollutants emitted by aircraft–engine combinations given the current state of aeronautical technology. The global aircraft–engine market is viewed from the regulatory perspective in order to compare the single environmental and operational efficient frontier to that of the airline carriers, and environmental objectives. The results of DEED are then applied in order to substitute the fleets serving Schipol, Amsterdam and Arlanda, Stockholm airports in June 2010 with the benchmark aircraft. The results highlight the inefficiencies of the current airline fleets and that the IPCC values of externalities are a magnitude of TEN too low to encourage changes in the global fleet hence the need for government intervention. 相似文献
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8.
Wildlife incidents with aircraft are of concern in the United States as they pose a risk to human safety and economic losses for the aviation industry. Most previous research on wildlife-aircraft incidents has emphasized birds, bats, and ungulates. We queried the Federal Aviation Administration’s National Wildlife Strike Database from 1990 to 2012 to characterize carnivore incidents with U.S. civil aircraft. We found 1016 carnivore incidents with aircraft representing at least 16 species, with coyotes (n = 404) being the species most frequently struck. California and Texas had the most reported incidents and incidents were most likely to occur at night from August to November. Overall estimated damage to aircraft was US$ 7 million. Coinciding with the increase in air traffic, the rate of carnivore-aircraft incidents increased 13.1% annually from 1990 to 2012 whereas the rate of damaging incidents remained fairly constant. Due to the increase in carnivore-aircraft incidents from 1990 to 2012, we recommend further research on techniques to increase detection of carnivores and implementation and scheduled maintenance of perimeter high fences for exclusion. Additionally, we recommend increasing patrol of runways, especially during peak incident periods (July–November) and at night (2000–0600 h). 相似文献
10.
Pichai Pamanikabud Prakob Vivitjinda 《Transportation Research Part D: Transport and Environment》2002,7(6):441-449
A model of highway traffic noise is formulated based on vehicle types. The data were collected from local highways in Thailand with free-flow traffic conditions. First, data on vehicle noise was collected from individual vehicles using sound level meters placed at a reference distance. Simultaneously, measurements were made of vehicles’ spot speeds. Secondly, are data for building the highway traffic noise model. This consists of traffic noise levels, traffic volumes by vehicle classification, average spot speeds by vehicle type, and the geometric dimension of highway sections. The free-flow traffic noise model is generated from this database. A reference energy mean emission level (the basic noise) level for each type of vehicles is developed based on direct measurement of Leq (10 s) from the real running condition of each type of vehicles. Modification of terms and parameters are used to make the model fit highway traffic characteristics and different types of vehicle. 相似文献
11.
Aircraft noise has been regarded as one of the major environmental issues related to air transport. Many airports have introduced a variety of measures to reduce its impact. Several air traffic assignment strategies have been proposed in order to allocate noise more wisely. Even though each decision regarding the assignment of aircraft to routes should consider population exposure to noise, none of the air traffic assignment strategies has addressed daily migrations of population and number of people exposed to noise. The aim of this research is to develop a mathematical model and a heuristic algorithm that could assign aircraft to departure and arrival routes so that number of people exposed to noise is as low as possible, taking into account temporal and spatial variations in population in an airport’s vicinity. The approach was demonstrated on Belgrade airport to show the benefits of the proposed model. Numerical example showed that population exposure to noise could be reduced significantly by applying the proposed air traffic assignment model. As a consequence of the proposed air traffic assignment, overall fuel consumption increased by less than 1%. 相似文献
12.
China’s Dalian International Airport is taken to compare the aircraft noise pollution and the cost-risk effects of the expanded an existing inland and a proposed offshore airport. The findings show that the aircraft noise pollution of the offshore airport is much less than that of the expanded inland airport; the land-use cost, noise reduction charges and other risks of the offshore airport are also much less; the creation of the offshore airport may be more favorable to the city’s development. 相似文献
13.
European legislation implies the use of marginal social cost pricing in rail access charges levied on rail operators. Thus, they may include specific environmental charges to internalise the impacts of rail transport. However, when applying these principles in practice, several difficulties call for second-best settings adapted to the particularities of the rail market. In this context, few European railway administrations are already implementing rail access charges with an environmental dimension. This paper reviews the literature on the issue and assesses the current European experience in noise and air pollution rail charges. For this purpose, an analytical framework is built on the definition of four basic dimensions: charging approach, allocation of abatement efforts, degree of differentiation and intermodal approach. The qualitative examination of the existing systems suggests that the level of environmental surcharges can be generally increased given the low substitutability between rail and road and that the range of abatement possibilities should be enlarged by further differentiating charges. It is also found that the pricing scope should be adapted to achieve particular cost-efficient allocations of abatement efforts among rail operators and upstream agents. Finally, further research requirements for a quantitative assessment are defined. 相似文献
14.
Strategic Environmental Assessment (SEA) is one of the most important instruments for making relevant decisions on the basis of which spatial planning is aligned with the tenets and principles of sustainable spatial development. Its primary application is in spatial (strategic) and urban planning, as well as in the planning and design of sectoral policies in the areas of energy, water management, waste management, transport, etc. The implementation of SEA allows developers to establish the benefits and implications of the proposed spatial changes, taking into account the capacity of the space to sustain the planned development, and to determine the degree of acceptability of the proposed spatial changes. This paper presents a specific method of assessing the impact of airport noise as part of a particular SEA. The particularity of this method is that it integrates the objectives, indicators and criteria for assessing the impact of airport noise on the population using the method of multi-criteria evaluation, applied in the preparation of the SEA for the Urban development plan regarding the expansion of Tivat Airport, Montenegro. The changes in noise intensity within the planning horizon to 2030 were predicted taking into account the following factors: physical, geographic and demographic characteristics of the space, the projected increase in the number and nature of the flights operated within the planning period, as well as the types of aircraft. On the basis of these data noise dispersion modelling was carried out using the IMMI model, and the results obtained were used in a multi-criteria evaluation as part of the SEA. The results of the research do not indicate any significant increase in noise intensity within the planning period to 2030 and they represent a good basis for making relevant decisions regarding the future development of Tivat Airport. 相似文献
15.
Global transportation growth causes several disproportionate impacts on the environment as, for instance, noise pollution which is related to negative effects on human health but also to quiet natural areas decline and biodiversity loss. Besides, sound is a component of ecosystems severely threatened by transportation noise disturbance which is related to negative effects on ecosystem functions. This study deals with aircraft noise impact on natural environments from a multiple innovative perspective. It complementarily combines: noise modeling, field measurements, soundscape audibility, human perception and spatial pattern tools for assessing the chronic growing outdoor noise pollution of ecosystems at landscape scale. Firstly, noticeable soundscape degradation from aircraft overflights has been found causing severe acoustic fragmentation and disruptions in the quietness of a national park in Spain (European Union). Air traffic caused sound pressure levels to increase by approximately 8 decibels from natural ambient levels. Secondly, spatial pattern tools together with noise mapping have been found to be useful in providing decision support for decisions-making through anthropogenic noise impact assessment on the natural environment. Finally, public opinion did not perceive aircraft noise-disruption as being as relevant as that quantified by technical procedures. Although 82% of visitors agree that anthropogenic noise pollution may negatively impact on conservation. 相似文献
16.
Municipal airport owners and the Federal Aviation Administration (FAA) regularly evaluate capacity and demand to decide if and when airports need more infrastructure. New infrastructure can alter the profile of noise, emissions, and land use, which may affect the quality of life for airport-adjacent communities. When the FAA and airport owners initiate infrastructure expansion, they must conduct environmental justice analysis to measure the distribution of negative externalities on nearby communities. This research investigates the environmental justice methodologies and narratives reported in planning documents for nineteen airport capacity expansions planned or deployed from 2000 to 2010 in the United States. The mixed-methods approach analyzes airport operations data, spatial demographic data, and planning artifacts to determine whether the environmental justice analyses were robust. This research proposes alternative metrics, the ‘Risk of disproportionate impact’ and ‘Capacity strain’, to further contextualize the presence of protected population groups alongside capacity needs. The main finding of the study is that the planning documents did not consistently detect environmental justice impacts, nor did they consistently confer importance to those impacts when high proportions of protected populations were detected. As a result, the social costs of collective airport expansion are unclear and likely underestimated. This study identifies two limitations that undermined the environmental justice analysis throughout the airport sample: (1) inconsistent methodological choices impeded the detection of impacts and, (2) narrative interpretations tended to ‘null’ the finding even when impacts were detected. 相似文献
17.
The usage of low-noise road surface can be an important and effective noise mitigation action and, in many cases, it might represent the only viable solution. After the laying of a low-noise road surface, it is necessary to verify if the planned objectives have been actually obtained: the Close Proximity Method (CPX) could be a possible method to achieve this result.The current release of the ISO 11819 draft regarding CPX redirects to a future third part for all details about the reference tyre to be used, while the previous one gave indications on dimensions, kind of tread pattern and maintenance conditions. As well known, tyre dimensions and tread pattern are the main sources of variability of rolling noise. Even though many tyres available on the market comply with all ISO requirements, the choice of a brand or a model rather than another one could nevertheless influence results of measurements.In this work, results obtained in several measurement sessions, repeated using different tyres, are compared, aiming to analyse the influence of the tyre choice in assessing the acoustic performance of a low-noise road surface. Limitations and advantages of the CPX method in regards to the evaluation of the effectiveness of a noise mitigation action are reported, and new perspectives are suggested, in order to improve the relationship with the noise level reduction at the receiver. 相似文献
19.
Tin-cheung Chan Kin-che Lam 《Transportation Research Part D: Transport and Environment》2008,13(5):334-339
We investigate how two non-acoustic factors, information bias and riding frequency, can affect the annoyance response of an urban population to noise created by a new railway line. The study shows that information bias is asymmetrical. Respondents receiving only information on positive measures taken by the authority to reduce noise emission are more tolerant of the noise impact, but those receiving only critical views tend to be more annoyed because they feel that not all measures to reduce noise have been employed. Additionally people who use the line frequently are more tolerant to the noise impact than those who do not. Information bias seems to have a temporary masking effect over riding frequency lasting for a few weeks after railway opening. This suggest that whilst free flow of information provided by the authority can help alleviate annoyance response, encouraging the people affected to make use of the new infrastructure may be useful to reduce public resistance and noise annoyance. 相似文献
20.
On the relationship between airport pricing models 总被引：1，自引：0，他引：1
Airport pricing papers can be divided into two approaches. In the traditional approach the demand for airport services depends on airport charges and on congestion costs of both passengers and airlines; the airline market is not formally modeled. In the vertical-structure approach instead, airports provide an input for an airline oligopoly and it is the equilibrium of this downstream market which determines the airports’ demand. We prove, analytically, that the traditional approach to airport pricing is valid if air carriers have no market power, i.e. airlines are atomistic or they behave as price takers (perfect competition) and have constant marginal operational costs. When carriers have market power, this approach may result in a surplus measure that falls short of giving a true measure of social surplus. Furthermore, its use prescribes a traffic level that is, for given capacity, smaller than the socially optimal level. When carriers have market power and consequently both airports and airlines behave strategically, a vertical-structure approach appears a more reasonable approach to airport pricing issues. 相似文献