Unlike most other forms of pollution, noise pollution depends not just on the physical aspects of sound itself, but more importantly the human reaction to it. There are no European or national limits which must be adhered to: instead, the issue is the effect on people's health and quality of life. This makes measuring noise pollution a complex process.
The loudness of sound is generally measured in terms of decibels (dB). On the decibel scale, a doubling of noise energy results in an increase of 3dB. A change of 3dB has been defined as the minimum that is perceptible under normal conditions, while a change of 10dB corresponds to roughly a doubling or halving of loudness. 'A-weighted decibels' (dBA) are often used in measurements of aviation noise. This adjusts decibel values to take account of the frequencies that people are most sensitive to, as the human ear is less sensitive to sounds at low and high frequencies.
Some examples of typical loudness are: near total silence (0dB); normal conversation (60dB); a heavy lorry passing 15m away (80dB); a jet aircraft taking off at a distance of 300m (100dB).
The CAA has sound level meters and sound level analysers to record sound levels at different points as an aircraft takes off. Many airports, including Heathrow, Gatwick and Stansted, have their own equipment for the same purpose. In some cases, this is a legal requirement.
The information taken by this equipment is correlated with details of the aircraft and its flight path using a Noise Track Keeping (NTK) system. This gives a detailed insight into noise patterns and allows analysis by aircraft type, location, altitude, runway and even weather conditions.
Noise pollution is represented by the relation between noise levels and impact on health and quality of life. Some impacts can be measured objectively (e.g. speech disturbance or hearing loss), while most are highly subjective (e.g. annoyance).
To overcome subjectivity, noise pollution is generally measured by using the maximum level and occurrence of noise. Both directly affect annoyance and other disturbances. For some, an occasional loud noise is most disruptive, while constant background noise is more disruptive for others.
Two basic measures for assessing noise impact are:
To assess the impact of noise, analysts identify how many homes and residents are located in areas where the Leq is over 57 dBA or the Lden is over 55dBA. These can be shown on maps known as noise contour maps.
Leq is used to measure continuous noise (see above).
Occasional loud noise is measured in the UK by Sound Exposure Level (SEL). Studies have found that SEL above 90dBA generally leads to sleep disturbance. SEL footprints can be used to work out the areas where take-off creates an SEL over 90dBA to inform decisions about whether or not a particular type of aircraft should be permitted to operate at night, or to influence airport construction or extension in populated areas.
An SEL footprint shows the geographical area in which a particular SEL is reached from a single noise incident (e.g. a plane taking off). Below is an example of an SEL footprint:
Helicopter noise is far more complex to measure and assess than fixed-wing aircraft noise. Helicopters do not have to follow predefined routes; may hover over a specific area (increasing the impact of the noise in that location); and create asymmetric noise distribution because of variations in the speed of rotor blades.
In the UK, Leq noise
contour maps are produced annually from measurements taken between 16 June and
15 September, 7:00am to 11:00pm. Contours are normally plotted from 57dBA to
72dBA at 3dB invervals. Some airports also produce average summer night
contours between 11:00pm and 7:00am. The annual noise contours for Heathrow, Gatwick and Stansted from 1997 are available from the Department for Transport website.
Noise contour maps make it possible to identify how many people live or work in areas where there is significant annoyance from noise. They are used to measure progress against the Government's stated aim to reduce the number of people who are affected by noise. They also allow planners to consider noise or projected noise when working within affected areas, though they must balance economic, environmental and social factors when making decisions.
The Environmental Research and Consultancy Department (ERCD) at the CAA developed the UK civil aircraft noise contour model ANCON, which which calculates contours from aircraft movement, route, noise generation and sound propagation data.
ANCON is used to generate the annual noise exposure contours for Heathrow, Gatwick and Stansted. Other major airports are increasingly using the model, as well as airport operators who produce noise airport forecasts for airport development and air traffic operation change planning.
Further information on ANCON noise modelling.
Civil Aviation Authority statement on CMA anti-competitive car park agreement investigation: https://t.co/hxsjkkjp2H #AIRPORTS
2 days ago
Travel businesses reminded to submit accurate ATOL applications before deadline: https://t.co/dWfdFR3ppq #ATOL #TravelIndustry
3 days ago
We are currently recruiting a Business Applications Developer, based in our Gatwick office. More information here https://t.co/s4z05SUA77
3 days ago
Read all @UK_CAA
Latest UK Aviation Consumer Survey shows decline in passenger satisfaction
18 August, 2018
CAA calls for more prosecutions to crack down on violent and drunken airline passengers
15 August, 2018
CAA statement on passenger compensation during the current Ryanair strike
20 July, 2018
Read all News
Planning your next holiday abroad?
10 April, 2018
‘Share the Air’ gets off to a flying start
1 December, 2017
Passengers with hidden disabilities
8 December, 2016
Read All Blogs