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1.
Airport expansion is an issue of intense public debate due to the potential impacts on climate change and the quality of life of affected local communities. This paper is the first study to analyse the relationships between airports and multiple subjective wellbeing measures, by merging national-level population statistics with noise measurement maps for seventeen English airports. The presence of daytime aviation noise was found to consistently negatively impact on five subjective wellbeing measures. We found a marginal negative association with every additional decibel of aircraft noise. We found no significant association between wellbeing and living within night-time noise contours or living in close airport proximity. We conclude that living under air traffic flight paths has a negative effect on peoples’ overall and momentary wellbeing, equivalent to around half the effect of being a smoker for some wellbeing measures. The subjective wellbeing method findings support wider revealed preference literature showing lower market demand in areas affected by aviation noise. 相似文献
2.
Giovanni Nero John A. Black 《Transportation Research Part D: Transport and Environment》2000,5(6):433-461
In the wake of the Australian airline liberalization in 1990 and its forecasted impact on air traffic, capacity has been expanded at Sydney (Kingsford Smith) airport (Sydney KSA) – Australia's busiest commercial airport – with the construction of the third runway in 1994. Coinciding with the approval for this capacity expansion, the Commonwealth Government amended the Federal Airports Corporation (FAC) Act to direct the FAC to carry out activities which protect the environment from the effects of aircraft operations, with the cost to be borne by the airline industry according to the ‘Polluter Pays Principle'. Noise management plans were part of the conditions for developmental approval for a third runway. To this end, since 1995, Sydney KSA imposes a noise levy designed to generate sufficient revenues to fund a noise mitigation scheme. Although the issues of aircraft noise, in particular its impact on property values and land use planning around the airport, have been extensively addressed in the literature, no one has empirically examined the implications of new environmental policies in conjunction with airline liberalization and change in airport infrastructure. Principles and policy analyses are discussed in this paper. By focusing on the specifics of Sydney KSA, broader policy issues likely to be relevant for other major airports around the world are discussed. 相似文献
3.
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
5.
Aviation is a fast growing sector with increasing environmental concerns linked to aircraft emissions at airports and noise nuisance. This paper investigates the factors affecting the annual environmental effects produced by a national aviation system. The environmental effects are computed using certification data for each aircraft-engine combination. Moreover, we also take into account for the amount of environmental effects that is internalized at the airport, mainly through noise regulation. We study a dataset covering information on Italian airports during the period 1999–2008. We show that a 1% increase in airport’s yearly movements yields a 1.05% increase in environmental effects, a 1% in aircraft size (measured in MTOW) gives rise to a 1.8% increase and a 1% increase in aircraft age generates a 0.69% increase in environmental effects. Similar results but with smaller magnitudes are observed if airport internalization is considered. Our policy implications are that the tariff internalizing the total amount of externality is about euro 180 per flight, while the tariff limiting only pollution is about euro 60 and the one reducing noise is about euro 110. Moreover, our airport examples show that managers should prefer to address additional capacity by increasing frequency rather than aircraft size, since the former strategy is more environmental friendly. 相似文献
6.
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
7.
ABSTRACTIt is only recently that researchers have attempted to directly link transport to models of well-being and in turn try to map transport's linkages to well-being outcomes. This paper seeks to add to this new literature by introducing a dynamic model of well-being, which highlights the different domains that make up well-being, and in turn — through providing one of the most holistic and comprehensive discussions of the current well-being literature — provide an evaluation of our current understanding of transport's relationship to well-being. The paper also seeks to highlight the different dimensions and complexities of seeking to monitor and improve well-being through transport policy. It will in turn be argued that the varied and complex sets of outcomes that arise from transport policy interventions, and the multiple ways in which they affect well-being, make a well-being approach (that measures policy outcomes in terms of units of well-being) of particular value for policy-makers. However, due to the complexities in comparing positive well-being outcomes, it is argued that the best use of well-being evidence for the transport sector may be to try to minimise the negative effects on well-being caused by policy outcomes. 相似文献