1. Introduction -- 1.1 Describing aircraft noise in 'everyday' terms -- 1.2 Conventional information -- 1.3 The role of the ANEF -- 1.4 The Sydney Airport experience -- 1.5 Broad issues -- 1.6 Assessing the total noise load generated by airports -- 1.7 Drawing the information together -- 2. Primary information - Flight paths and movement numbers -- 2.1 Flight path maps -- 2.2 Runway end movement information -- 2.3 Flight path movements charts -- 2.4 The average day -- 2.5 Sensitive times -- 2.6 Extent of coverage -- 2.7 Discussion -- 3. Respite - Monitoring and reporting breaks from aircraft noise -- 3.1 Background -- 3.2 The average day -- 3.3 Sensitive times -- 3.4 Extent of coverage -- 3.5 Discussion -- 4. The N70 - Combining movement numbers and noise levels -- 4.1 Background -- 4.2 The average day -- 4.3 Sensitive times -- 4.4 Extent of coverage -- 4.5 Discussion -- 5. The Person-Events Index - Assessing the total noise load of airports -- 5.1 Background -- 5.2 The Person-Events Index (PEI) -- 5.3 The Average Individual Exposure (AIE) -- 5.4 Worked example - Sydney airport -- 5.5 Discussion -- 6. Discussion -- 6.1 Rethinking the concept of 'acceptable' - Enabling the individual to decide on 'acceptability' -- 6.2 Using information as a tool to improve compatibility between communities and airports -- 6.3 Targeting the noise sensitive individual -- 6.4 Using relational indicators in noise forecasts -- 7. A way ahead - A suggested initial approach -- 7.1 Broad principles -- 7.2 Regular publication of area wide relational noise information -- 7.3 Review and revision of Australian Standard AS2021 -- 7.4 Further studies.fferen
Notes
"This paper was prepared by a team from the Sydney Environment Section in the Airports Operations area of the Department - Dave Southgate (team leader) ... [et al.]"--T.p. verso
Bibliography
Includes bibliographical references (page 57)
Notes
Also available on the Internet at: http://www.dotrs.gov.au
