Airports are concerned about the environment. Reduced environmental impact

SANITARY PROTECTION ZONES OF AIRPORTS

The impact of airport operations on environment, the need to create sanitary protection zones around them and the features of their design - this is told by an expert in this field, head of the department "Environmental design and consulting" of the EcoStandard group of companies (EcoStandard group) Olga Zatsepina

In accordance with modern legislation, the presence of residential development around airports (airfields, heliports) requires the organization of a special territory with a special regime of use (sanitary protection zone - SPZ), the size of which allows to reduce the negative impact of the facility (chemical, physical) on residential development - up to values ​​established by hygienic standards and not representing a known danger to public health. Thus, the sanitary protection zone performs the function of a protective barrier that ensures the proper level of environmental safety of the population during the normal operation of the facility.

The width of the SPZ can be from 50 meters to several kilometers, determined by the results of relevant calculations and confirmed by annual monitoring of the state of the environment at the border of the zone and the nearest residential area.

EcoStandard group specialists completed the SPZ project for the Khrabrovo International Airport (Kaliningrad), in the process of working on similar projects for the airports of Gelendzhik and Perm. Each project is different in its complexity, but there are also common problems that are typical for any airport.

For example, at the moment there is no methodological base that allows one to qualitatively model the dispersion of pollutants in the atmospheric air from such specific sources as an aircraft. The main substances that are formed during the operation of aircraft engines are nitrogen and carbon oxides, kerosene, soot, and sulfur dioxide. All of them have a negative impact on the environment and humans: they cause respiratory diseases and have a depressing effect on the flora.

Another important aspect is the noise impact. It is evaluated by two components: before the aircraft takes off from the ground and after. Based on the calculations of noise impact from the movement of an aircraft in the air (taking into account the air corridors used), the distance of sanitary breaks is derived.

A particular problem is that most Russian airports were designed and built back in the 1940s and 1950s, and one has to deal with the historical legacy of the development of settlements near which airports are located. Recall that in the old days, when building large, especially city-forming factories, there was a widespread practice of building housing for workers within walking distance of the enterprise, and a similar approach was applied to airports. The key criteria for choosing their location were by no means sanitary norms and rules, but maximum accessibility, close proximity to the city. Or, since initially many objects were military, the choice was dictated by some strategic considerations. People worked at the airport, at airfields and lived nearby, and gardens and orchards were often located quite close to each other. So, for example, in Gelendzhik runway its end literally rests on Kid `s camp although it hasn't been active in a long time.

Among the specific measures that can be envisaged in the framework of the SPZ project, the following are proposed, in particular:

Restriction of flights of all aircraft or certain types of them in time
Transfer of residential development outside the SPZ (resettlement of residential buildings)
Installation of noise screens

Recall that the design and construction of a sanitary protection zone (SPZ) around airports is mandatory in accordance with the Federal Law "On the sanitary and epidemiological welfare of the population" dated March 30, 1999 No. 52-FZ and is regulated by sanitary rules and regulations SANPIN 2.2.1 / 2.1 .1.1200-03 "Sanitary protection zones and sanitary classification of enterprises, structures and other objects. New edition".

For violation of the SPZ or its absence, a fine of 20,000 rubles or suspension of the facility's activities for 90 days is provided, which entails huge financial and reputational losses.

The enterprises that make up the Domodedovo airport complex form a complex structure in terms of existing and potential environmental impact.

Atmospheric air quality is affected by the combustion of hydrocarbon fuels in the boilers and power plants of the airport, the operation of ground and air transport. Environmental impacts result from the use of de-icing fluid (AFL) for aircraft surface treatment, activities involving vehicles, road and small liquid fuel vehicles. The impact of aircraft noise is determined by the operation of aircraft during the various phases of flight.

Following the principles of environmental responsibility and sustainable development, Moscow Domodedovo Airport implements a set of measures aimed at reducing environmental impact.

Measures and technologies aimed at reducing environmental impact.

atmospheric air

Taking care of the environment, the air harbor is implementing a program to expand the fleet of "green" vehicles.

In the first quarter of 2017, a partial re-equipment of the electric transport fleet and its equipment with traction lithium-ion batteries (LIA) was carried out, thanks to the use of which the amount of harmful emissions during the operation of baggage tractors has significantly decreased.

Traction LIB, a new generation of lithium-based batteries, can store up to 20-25% more energy compared to lead-acid battery analogs, and their charging process is 4-5 times faster. During LIB operation and charging, there are no corrosive and toxic emissions, thus, the ingress of lead and its inorganic compounds into the atmospheric air is excluded. In addition, this type of battery belongs to the fourth class of low-hazard waste, so it does not require special disposal methods.

The aerodrome technology of the air harbor used in the maintenance of aircraft meets the "green" standards. A third of operated self-propelled passenger ladders are equipped with high-capacity batteries, which eliminates emissions of harmful substances into the air and reduces soil pollution with heavy metals.

TLD Green BBS-580 self-propelled gangways TLD Green BBS-580 were purchased as part of the Moscow Domodedovo Airport program to switch to the use of ground equipment and special equipment powered by electric traction. Currently, 18 such machines are used in Domodedovo. The design of TLD Green self-propelled ladders uses a number of modern solutions, such as high-performance batteries that allow it to be operated without recharging throughout a standard work shift, and special security sensors that block the movement of the ladder while passengers are on it. Special equipment can be operated without interruption in difficult climatic conditions in the winter.

Wastewater

Oil traps are in place on the territory of Domodedovo Airport to prevent airport waste from entering wastewater.

At Domodedovo Airport, a technology has been introduced for the treatment of storm and industrial wastewater using flow-through biofilters (suspension with microorganisms). When water flows through a biofilter, toxic substances contained in it come into contact with destructor microorganisms and decompose into safe substances - carbon dioxide and water. Biofilters are installed at each outlet of Domodedovo airport storm drains and neutralize oil products, ethylene glycol (part of the anti-icing fluid) and toxic products of chemical synthesis.

Financing and implementation of environmental measures is carried out on the basis of targeted programs and integrated technological development plans. As part of the federal project “Reconstruction and development of Domodedovo airport. Objects of federal property” includes the construction of treatment facilities. Also, within the framework of the project for the reconstruction of the First Flying Zone, it is planned to build surface water treatment facilities and sites for treating aircraft with anti-icing liquids with a collection system.

aircraft noise

The noise monitoring system includes fixed measuring stations for noise control, each of which is equipped with a measuring terminal capable of recording the excess of aircraft noise on the ground relative to the maximum allowable value. The data from the measuring terminals are sent to the central server for processing. Stations operate fully automatically. Aircraft noise monitoring at the aerodrome area is carried out continuously around the clock.

On an ongoing basis, airport specialists are working to study the problems of noise exposure, including the implementation of instrumental control over aircraft noise in the area of ​​​​populated areas that fall into the discomfort zone due to proximity to the airport. Based on the data obtained, programs are being developed to reduce noise exposure.

The aerodrome territory is established in order to ensure flight safety and exclude harmful effects on human health. The design and construction of facilities within the aerodrome area must be carried out in compliance with aircraft flight safety requirements, taking into account the possible negative impacts of the aerodrome equipment and aircraft flights on the health of citizens and in agreement with the owner of the aerodrome.

Information about the aerodrome territory of Domodedovo Airport is included in the State Real Estate Cadastre as a zone with special conditions for the use of the territory. The aerodrome territory is a zone with special conditions for the use of the territory and is displayed in the territorial planning scheme (STP) of the constituent entity of the Russian Federation. The scheme of noise impact zones is published on the airport website.

The project of substantiating the size of the calculated sanitary protection zone and the zone of sanitary breaks at Moscow Domodedovo Airport, taking into account the commissioning of Runway-3 for the period up to 2020, has passed the state examination.

Environmental technologies

Domodedovo Airport actively uses energy-saving technologies. So, in the passenger terminal, lamps were replaced with LED ones. In addition to saving energy (energy consumption is reduced by 70% compared to lamps using traditional gas discharge lamps), LEDs have a number of other advantages: they are environmentally friendly and do not contain harmful substances that need to be disposed of, and they also produce light that is close to natural. At night, for additional energy savings, in accordance with SNiP, the level of street illumination is reduced by 30-50% due to the ability of LED lamps to regulate illumination by reducing the supply voltage.

LED lamps are controlled by IS BMS (Building Management System). This system receives data from light and motion sensors, providing comfortable and economical lighting.

Domodedovo Airport also adheres to the principles of electronic document management in its activities. All enterprises of Domodedovo Airport have implemented the Program of production control over compliance with sanitary rules and the implementation of sanitary and anti-epidemic (preventive) measures.

A characteristic feature of modern civil aviation is the presence of large airports, where the routes of many aircraft converge. For such airports, environmental pollution with numerous harmful substances generated during air transport processes becomes an urgent problem.

There is intense pollution of the surface layer of the atmosphere as a result of the intake of exhaust gases from aircraft engines containing various toxic impurities. A significant contribution to air pollution in the area of ​​airports is also made by engine exhausts of special vehicles and passenger and freight vehicles, emissions of harmful substances during the operation of airport power plants and boiler houses, production and repair shops, the release of fuel and lubricant vapors and aviation fuel into the air.

Due to the intense chemical pollution of the environment by large airports, the concentrations of harmful substances in the air, water and soil often exceed the maximum permissible values ​​not only on the territory of airports, but also far beyond them.

Airports are also sources of strong physical (electromagnetic and acoustic) environmental pollution.

Electromagnetic pollution is caused by the radiation of powerful radar stations designed for aircraft navigation. This electromagnetic radiation is very dangerous for the health of people in the zone of its influence.

serious environmental problem is the acoustic pollution of the environment in the areas of airports, since aircraft are sources of loud noise. With intensive operation of airports, both on their territory and in nearby areas, a very unfavorable acoustic situation develops, causing significant harm to public health.

Aircraft exhaust gases contain significant amounts of toxic components such as carbon monoxide CO (carbon monoxide), various hydrocarbons C n H m , nitrogen oxides NO x and sulfur dioxide SO 2 . At the beginning of the 21st century, the annual volume of aircraft emissions of the mentioned substances at Russian airports was about 50 thousand tons, including 29 thousand tons of CO, 11 thousand tons of C n H m , 8 thousand tons of NO x and 2 thousand tons of SO 2.

These air pollutants in the area of ​​airports have a significant negative impact on people and the environment.

Carbon monoxide CO has a pronounced toxic effect. It reacts with hemoglobin in the blood to form carboxyhemoglobin. This chemical compound, unlike hemoglobin, is not able to carry oxygen from the respiratory organs to the tissues. As a result, gas exchange is disturbed, oxygen starvation sets in, which causes pathological changes in the functioning of all body systems.

Nitrogen dioxide NO 2 has similar properties. In high concentrations, CO and NO 2 are life threatening.

Sulfur dioxide SO 2 has a negative effect on the mucous membrane of the respiratory tract. It is also destructive to many plant species. Combining with moisture in the air, sulfur dioxide can form a poisonous fog, consisting of tiny droplets of sulfuric acid.

Nitrogen oxides NO x can behave in a similar way, forming a fog of nitric acid droplets. The formation of the corresponding acids from sulfur and nitrogen oxides in the atmosphere also leads to acid precipitation and acidification of the environment, which adversely affects the vital activity of flora and fauna.

Among the hydrocarbons C n H m there are substances endowed with carcinogenic properties (for example, benzopyrene). Some hydrocarbons have a sharp unpleasant odor and irritate the mucous membrane of the respiratory tract.

Under the influence sunlight hydrocarbons enter into photochemical reactions with nitrogen oxides. As a result, many harmful and toxic substances are formed (various peroxides, ozone, etc.). They accelerate the corrosion of various materials, have a negative effect on vegetation, and lead to the formation of poisonous photochemical smog (Los Angeles) type. Smog not only destroys structures, buildings and structures, leads to the degradation of vegetation, but also causes massive lung and other diseases among the population.

However, in the surface air layer, due to specific weather conditions layers can form where the temperature is constant with height (isothermal layers) or increases with height (temperature inversion layers). In such layers, the atmosphere is in a state of stable equilibrium, which prevents the development of vertical air movements. With a stable stratification of the atmosphere, the intensity of the vertical transfer of air and impurities contained in it is low.

Thus, the formation of layers of isotherm or temperature inversion contributes to the accumulation in the lower layers of the atmosphere of pollutants coming from ground sources (aircraft engine emissions at the ground stages of the takeoff and landing cycle, emissions from ground transport and stationary sources), which play a dominant role in air pollution in the zone. airport.

Fog and precipitation also have a certain effect on the level of air pollution. Fogs contribute to the accumulation of pollutants in the air and increase their concentration. Precipitation, on the contrary, washes out harmful impurities from the atmosphere, which leads to a decrease in their concentration in the air. At the same time, however, pollution of surface waters and soil with toxic substances increases.

Since concentrations of harmful substances in the air at airports and their environs can significantly exceed the maximum permissible values, it is necessary to develop monitoring systems to monitor and control air pollution. Most large foreign airports are equipped with such air quality monitoring systems.

In Russia, the introduction of monitoring systems at airports is still only planned. Also, sanitary protection zones around airports have not been established, taking into account the requirements for air quality in accordance with SanPiN 2.2.1/2.1.1.567-96, within which any residential development is unacceptable.

In order to reduce air pollution in the area of ​​airports, it is necessary to take measures to reduce emissions of toxic substances from all sources of pollution, both stationary and mobile (ground and air transport).

A significant contribution to the reduction of emissions of harmful substances into the atmosphere from stationary sources can be made by the introduction of treatment plants, protective devices and air pollution control during the production activities of air transport enterprises. So far, only 13% of harmful substances emitted into the atmosphere by stationary sources are captured at Russian airports. Their equipment with gas cleaning equipment is only 4% of the required level.

Reducing air pollution in the airport area by ground transport can be achieved by streamlining its movement, rational organization of passenger and cargo transportation, which will significantly reduce the flow of exhaust gases from internal combustion engines.

However, the greatest environmental effect should be expected from the development and adoption of comprehensive measures to reduce emissions of harmful substances from aircraft, since aircraft engine emissions make a decisive contribution to air pollution in the airport area.

In this regard, the efforts of the International Civil Aviation Organization (ICAO) to develop and implement standards for maximum permissible emissions (MAE) of harmful substances by aircraft are of great importance (see paragraph 1).

Currently, such standards are set for four toxic components of aircraft engine exhaust, namely carbon monoxide, hydrocarbons, oxides of nitrogen and soot particles (smoke). It is likely that, over time, standards will be developed for a number of other toxic components, such as sulfur oxides.

In civil aviation, measures are also being taken to limit emissions of aviation fuel into the atmosphere. Deliberate release of fuel (for example, drained from the combustion chamber after an engine shutdown or after a failed start) is completely prohibited.

Compliance with this requirement shall be certified by presentation to the airport administration of drawings of the aircraft engine drainage system, confirming that this system is designed in a closed type, in which the release of fuel into the atmosphere from the engine is impossible.

A significant contribution to solving the problem of air pollution in the area of ​​airports is also made by the development and implementation of special technical and operational methods for reducing aircraft emissions.

Currently, technical methods for reducing the emission of harmful substances by aircraft engines are being developed in several promising areas. Along with the improvement of existing ones, new types of aircraft gas turbine engines are being created. They use new designs of the combustion chamber, new methods of fuel supply (fuel atomization, enrichment of the fuel-air mixture in the combustion zone, the use of fuel additives, etc.).

Thus, an effective means of reducing emissions is the use of fuel supply methods that provide mixing of fuel with air. The use of the fuel-air mixture injection system allows to achieve the most favorable ratio of the mixture components. This ensures better atomization and mixing of the mixture supplied to the chamber and its more complete combustion.

In some cases, using similar methods, it is possible to reduce the emission of hydrocarbons C n H m by more than an order of magnitude, and the emission of carbon monoxide CO by several times. This ensures a completely smokeless exhaust.

To solve the problem of NOx emissions, two-zone combustion chambers are being developed. In them, the fuel burns in two stages in different places (zones) of the chamber. The first of these zones provides the best fuel combustion at low thrust.

The presence of the second zone makes it possible to optimize the combustion process at maximum or close to maximum engine thrust. The combustion process in the second zone takes place at a lower temperature than in conventional chambers. This leads to a decrease in the emission of nitrogen oxides.

Tests of dual-zone combustors show that they reduce NO x emissions by about half compared to conventional combustors. The development of this direction of improving the combustion chamber can lead to a reduction in NOx emissions by more than an order of magnitude.

Many difficulties arise in the way of technical improvement of aircraft engines in terms of reducing the emission of harmful substances.

A modern aircraft engine must meet a number of requirements that ensure high performance of the engine, its reliability and reliability. At the same time, upgrading an aircraft engine to reduce emissions of toxic substances often leads to a deterioration in other engine performance.

Therefore, the development of technical methods for reducing aircraft engine emissions requires the solution of many technical problems to ensure the required high level of engine reliability and other performance characteristics.

The reduction of air pollution by harmful substances in civil aviation leads to technical improvement not only of aircraft engines, but also of the aircraft themselves.

Indeed, the development and implementation of aircraft with better aerodynamic qualities, with lower drag and higher lift makes it possible to reduce the specific fuel consumption at all stages of flight. This, in turn, leads to a decrease in the total fuel consumption during the operation of aircraft and, accordingly, to a decrease in emissions of harmful substances into the atmosphere.

Reducing the emission of harmful substances by civil aviation aircraft in the area of ​​airports can also be achieved by improving the methods of aircraft operation in terms of reducing pollutant emission indices, reducing the operating time of aircraft engines at the ground stages of the takeoff and landing cycle, reducing fuel consumption, etc.

Thus, in this way, a significant reduction in atmospheric emissions of products of incomplete combustion of aviation fuel CO and C n H m can be achieved. The largest contribution to their emission in the airport area is made by the low thrust mode of the takeoff and landing cycle (idling and taxiing before takeoff and after landing). This is due to the fact that the emission indices CO and C n H m increase significantly with a decrease in the relative thrust of the engine. Accordingly, if the idling and taxiing modes are performed with a higher relative thrust of the engines, then the emissions of CO and C n H m will decrease significantly.

Increasing the relative thrust of all aircraft engines during idling and taxiing beyond the required value is not advisable. This will lead to increased fuel consumption, and will also require additional use of the brakes, which will cause increased wear on them.

However, in low thrust modes, you can turn off some of the aircraft's engines. Then the rest of the engines will have to work at a greater than usual relative thrust.

As a result, the emission indices of CO and C n H m for operating engines will significantly decrease. The overall fuel consumption will also be reduced. This is due to the fact that the specific fuel consumption, as well as the emission indices CO and C n H m , decreases with increasing relative engine thrust.

In this way, the total emissions of CO and C n H m during the idling and taxiing phases and during the takeoff and landing cycle can be very significantly reduced. For example, on a TU-154 aircraft with three engines, all operations related to idling and taxiing can be performed by one engine. At the same time, as estimates show, the emission of CO and C n H m during the takeoff and landing cycle will decrease by several times.

Taxiing with part of the engines running before takeoff, although possible, is hardly advisable. To do this, it is necessary to solve a number of serious technical and operational problems. For example, it is necessary to specially equip pre-launch sites in front of the runway, where the rest of the aircraft's engines will be started. However, turning off part of the engines during taxiing after landing does not create additional problems and is quite justified.

The considered methods for reducing the emission of harmful substances and fuel consumption are widely used in civil aviation in Russia and other countries.

Another way to combat air pollution in the airport area is to reduce the operating time of aircraft engines in the pre-flight and post-flight phases of the takeoff and landing cycle (in low thrust mode). This can be achieved by reducing the run of aircraft at airfields under their own power.

To this end, it is necessary to provide such operational conditions that the aircraft can be parked as close as possible to the runway. At the same time, it is necessary to ensure the delivery of passengers from aircraft to the station and from the station to landing by buses, conveyors (transporters) or other means, preferably on electric traction.

If it is necessary to move aircraft along the airfield, it is necessary to use not the thrust of an aircraft engine, but to tow the aircraft with special tractors.

All this will significantly reduce the entry into the surface layer of air in the area of ​​the airport of harmful substances contained in the exhaust gases of aircraft engines.

Thus, improving aircraft operating practices can make a significant contribution to reducing air pollution in the airport area. The development of this direction is no less important than the improvement of technical methods for reducing the emission of harmful substances into the atmosphere by civil aviation aircraft.
2.2. WATER AND SOIL POLLUTION
Along with air pollution in the area of ​​large airports, there is significant pollution of surface water and soil. This is mainly due to the discharge of industrial and domestic wastewater containing various harmful impurities, as well as the deposition on the surface of soils and water bodies of toxic substances released into the atmosphere during air transport processes.

Sources of industrial wastewater at airports are aircraft maintenance buildings and structures (aviation and technical base, auxiliary production, etc.), as well as buildings and structures of utility rooms (technical property warehouses, motor depots, fire stations, boiler houses, etc.).

The main sources of domestic wastewater include buildings and structures for servicing transportation: an air terminal, a hotel, catering establishments (cafes, canteens, a flight catering service), as well as the territory of air towns adjacent to airports.

Pollution of water bodies and soils with harmful substances that are part of airport wastewater causes great harm to the environment, flora and fauna, and human health.

Thus, pollution of wastewater with oil products, which is especially typical for airports, leads to diverse and profound changes in aquatic biocenoses, to degradation and, ultimately, to the death of the flora and fauna of water bodies.

Harmful organic compounds contained in the industrial wastewater of aviation enterprises also include acetone and benzene. Acetone irritates the skin and mucous membranes, inhibits the process of nitrification of water bodies. Benzene causes acute local irritation and redness of the skin, has a general toxic effect on the body.

Wastewater from industrial areas of airports is characterized by the presence of various compounds of aluminum, beryllium, chromium and some other metals, acids and alkalis.

Water-soluble aluminum compounds, some of which are toxic, are absorbed into the blood from the intestines and accumulate in tissues. For fish, aluminum oxide, aluminum nitrate and aluminum chloride are the most harmful. Aluminum compounds have a negative effect on other representatives of the aquatic fauna, as well as on flora and microorganisms, and inhibit the processes of self-purification of water bodies.

Highly toxic wastewater with beryllium compounds. Beryllium sulfate and chloride have cumulative effects on organisms. Beryllium causes the death of fish and a number of other aquatic organisms, prevents the self-purification of water bodies and the reproduction of microflora.

Chromium found in wastewater is a carcinogen. Chromium salts have a variety of harmful effects on the human body. Consuming them with drinking water leads to damage to internal organs. Bathing in water contaminated with chromium salts causes damage to the mucous membrane of the eyes, dermatitis and eczema. Chromium also negatively affects the flora and fauna of water bodies, inhibits self-purification of water, accumulates in fish tissues and has a toxic effect on them.

The surface runoff of rain and melt water, moisture during wet cleaning, etc. also leads to pollution of soil and water bodies by aviation enterprises. Various pollutants accumulate in the surface runoff of airports: residues of detergents and disinfectants, products of destruction of artificial coatings and other mineral suspensions, oil products, dissolved organic impurities and nitrogen-containing substances.

The greatest pollution of surface runoff occurs on the territory of aviation technical bases, car washes, platforms, the station square, fuel and lubricants services, etc.

In the autumn-winter and spring periods, aircraft are de-iced and snow and ice deposits are removed from the artificial surface of airfields. In this case, active anti-icing and anti-icing preparations and reagents containing urea, ammonium nitrate, various surfactants and other toxic compounds that enter the soil and water bodies along with surface runoff are used.

Significant pollution of soils and water bodies also occurs due to the deposition and washing out by precipitation of harmful substances contained in the air, which enter the atmosphere during the operation of aircraft and ground transport engines, aviation and technical base, boiler furnaces, etc. (see item 2.1).

The total amount of toxic substances entering the soil in the vicinity of Russian airports during the year was approximately 20 thousand tons at the beginning of the 21st century, including: about 13 thousand tons of hydrocarbons and 0.1 thousand tons of heavy metals.

Among the latter, lead is the most common and toxic. It enters the atmosphere mainly during the operation of automobile engines. When gasoline is burned, tiny lead-containing particles (less than 0.5 µm in diameter) are formed, which can be airborne over long distances.

Lead enters the atmosphere and then is deposited on the earth's surface when other types of fuel are burned, although in smaller quantities than when gasoline is burned in motor vehicles.

The average concentration of lead in soils not contaminated as a result of anthropogenic processes is about 16 mg/kg (background level). In the upper soil layers near airports, lead concentration reaches 60-550 mg/kg according to various estimates. In many ways, the degree of soil contamination with lead depends on the class of the airport and the wind rose.

The accumulation by airports of various solid and liquid wastes of production and consumption, obsolete and decommissioned aircraft and vehicles, etc., also leads to pollution and irrational use of land resources.

For example, at Russian airports, the total amount of solid waste accumulated per year at the beginning of the 21st century was about 125 thousand tons, including: 43 thousand tons of industrial waste, 80 thousand tons of domestic waste and 2 thousand tons of waste removed from aircraft international airlines.

Large areas are occupied by waste at airports. Thus, the area of ​​land allocated for solid waste at Russian airports was about 122 thousand m 2 in the same period.

At the same time, only about 10% of the total amount of toxic waste was neutralized. Only 3% of the total landfill area was allocated for waste hazardous in sanitary and fire terms, which must be stored in special facilities. All this is clearly not enough to ensure the environmental safety of airport areas.

Along with land resources, airports in in large numbers water resources are also used to meet technical, household and other needs. Thus, Russian airports at the beginning of the 21st century annually consumed about 37 million m 3 of water. At the same time, the volume of circulating and reused water for technical needs was only 6% of the total consumption.

A significant part of industrial and domestic wastewater was discharged into surface water bodies. At the same time, the equipment of polluted wastewater treatment systems was only about 20% of the standard requirement.

As a result, approximately 2000 tons of various harmful substances (petroleum products, ethylene glycol, surfactants, heavy metals and other toxic impurities) entered surface water bodies annually together with wastewater.

Reducing water consumption through the development of water recycling systems and reuse of water for technical purposes, the introduction of wastewater treatment systems at airports will significantly reduce environmental pollution and wasteful use of water resources.

A significant contribution to improving the environmental situation in the area of ​​airports can be made by the organization of drainage, discharge and neutralization of surface runoff from polluted areas of airports (rain, snowmelt and irrigation and washing water). So far, only a few large airports in Russia have been equipped with equipment for the treatment of heavily polluted rain and melt water.

To improve the environmental situation at airports, it is also necessary to take measures to neutralize and dispose of industrial and household waste, put things in order in organizing their storage, reduce the area occupied by landfills, etc.

The introduction of the methods discussed above to reduce the release of harmful substances into the atmosphere in the airport area (see paragraph 2.1) should also lead to a significant reduction in pollution of water bodies and soil, since air pollutants are deposited on the earth's surface over time.
2.3. ELECTROMAGNETIC POLLUTION
With the development of science and technology, mankind is increasingly using artificially generated electromagnetic waves for practical purposes. They are alternating electromagnetic fields propagating at the speed of light, which are characterized by interconnected oscillations of the vectors of electric strengths ( E) and magnetic ( H) fields These vectors are perpendicular to each other, as well as to the wave propagation velocity vector, i.e. electromagnetic waves are transverse.

The speed of light at which electromagnetic waves propagate is different in different media. In the atmosphere, it is close to the speed of light in a vacuum. With 3  10 8 m/s.

The process of emitting electromagnetic waves, as well as the waves themselves emitted by their source, is called electromagnetic radiation.

The propagation of electromagnetic waves is accompanied by the transfer of energy. This process is characterized by the radiation intensity ( I), which is the amount of energy transferred per unit time through a unit surface area perpendicular to the direction of wave propagation.

The total energy of electromagnetic waves emitted by the source per unit time in all directions is the power of the radiation source.

An important characteristic of electromagnetic waves is their frequency f, i.e. the number of fluctuations in the strength of the electric and magnetic fields per unit time. Accordingly, the period of oscillation (the time for which one oscillation occurs) T = 1/f.

Wavelength  is related to frequency, i.e. the distance over which the wave propagates during the period of oscillation:

 = cT = c/f . (2.3.1)

The entire spectrum of frequencies (or wavelengths) is usually divided into several ranges, which correspond to different types of electromagnetic radiation (see Table 2.3.1). The boundaries of the frequency ranges of these radiations are largely conditional.
Table 2.3.1

electromagnetic radiation

The most high-frequency (and short-wavelength) is gamma radiation. It occurs during the decay of radioactive elements, transformations of elementary particles and other nuclear processes. These processes can be associated with both natural radioactivity and human activities in the field of nuclear physics and energy.

In small quantities, gamma radiation is also present in the radiation spectrum of the Sun and in cosmic rays arriving at the Earth.

X-ray radiation occurs when fast electrons decelerate in matter and when electrons pass from the outer shells of the atom to the inner ones. Natural sources of X-rays are some radioactive isotopes, as well as the Sun and a number of other space objects. Anthropogenic sources include a variety of electron accelerators and accumulators, as well as special X-ray tubes. X-rays artificially created by such tubes are used for various studies in science, technology and medicine.

Electromagnetic waves in the ultraviolet and visible ranges of the frequency spectrum are emitted by atoms and molecules of matter as a result of a change in the state of electrons in the outer shells. Infrared radiation arises mainly from vibrations of individual parts of molecules or groups of atoms.

Ultraviolet, visible and infrared radiation together constitute optical radiation (or light in the broadest sense of the term). Optical radiation is the main component of solar radiation. A variety of artificially generated electromagnetic radiation in the optical wavelength range is widely used by mankind for practical purposes (from lighting to laser research).

Electromagnetic radiation with frequencies less than  3  10 11 Hz ( > 1 mm) is called radio wave.

Radio waves are present in solar and cosmic radiation. However, the natural background of radio wave radiation in the environment significantly exceeds artificially generated radio waves, which are actively used by mankind for various purposes (communications, broadcasting, television, radar, etc.).

The propagation of radio waves in the atmosphere is significantly affected by the phenomena of their scattering, absorption and diffraction, as well as reflection from the earth's surface and the ionosphere (the upper part of the atmosphere, strongly ionized under the influence of ultraviolet, X-ray and corpuscular radiation of the Sun).

The patterns of propagation of radio waves largely depend on their frequency (wavelength). In this regard, radio wave radiation is usually divided into a number of regions, which correspond to radio waves with different frequency and wavelength ranges (see Table 2.3.2).

Table 2.3.2

Radio wave bands

The scale of application by mankind for practical purposes of artificially generated radio wave radiation is increasing every year. This leads to an increase in electromagnetic pollution of the environment, which adversely affects the health of the population.

An essential feature of radio waves used in science and technology compared to natural electromagnetic radiation is their high coherence (frequency and phase stability), as well as a large concentration of energy in certain regions of the radio frequency spectrum. All this greatly enhances the negative impact of electromagnetic pollution on people and other living organisms.

When the body is irradiated with radio waves, part of the electromagnetic energy is absorbed by the tissues, which leads to their heating. This effect significantly depends on the frequency of radiation - the higher it is, the greater the proportion of absorbed energy. In the microwave range (super high frequencies corresponding to microwaves), this proportion reaches 40-50%.

The depth of penetration of electromagnetic radiation into tissues increases with increasing wavelength. So, in the human body, electromagnetic waves of the millimeter range are absorbed by the surface layers of the skin, centimeter - by the skin and subcutaneous tissue, decimeter - by internal organs.

Heating of tissues under the influence of electromagnetic radiation is especially dangerous for human organs with a high water content (eyes, brain, kidneys, stomach). In particular, radiation can cause cataracts due to overheating of the lens of the eye.

The thermal effect of electromagnetic radiation increases with an increase in its intensity. When the intensity of a certain value, called the thermal threshold, is exceeded, the human thermoregulation mechanism cannot cope with the heating of the tissues, and the body temperature begins to rise. The value of the thermal threshold when irradiated with millimeter waves is about 70 W / m 2, centimeter - 100 W / m 2, decimeter - 400 W / m 2.

Prolonged exposure to radiation exceeding the thermal threshold can lead to serious consequences (burns, hemorrhages, heat stroke) up to and including death.

Radio wave radiation also has specific negative effects on the organs and systems of the human body, not associated with tissue heating. At the same time, it is significant that both single exposures to high-intensity radiation and multiple low-intensity exposures lead to pathological changes in the body. Thus, the effects of electromagnetic radiation on the human body have cumulative properties, i.e. their negative consequences for the body are accumulated and summed up.

The influence of radio wave radiation on living organisms depends not only on their intensity and duration, but also on the frequency range. With an increase in the frequency (reduction of the wavelength) of radiation, their negative effect on the body increases. Thus, radio wave radiation of ultrahigh frequencies (microwaves) is the most dangerous for human health.

Numerous studies show that the most sensitive to electromagnetic radiation are the nervous, cardiovascular, immune, reproductive, hematopoietic and endocrine systems of the human body.

Systematic exposure to low-intensity radio emissions leads to sleep disturbance, headaches, increased fatigue, irritability, general weakness, decreased sexual potency, menstrual irregularities, and pain in the heart area.

Irradiation of the human body with radio waves can cause exhaustion of the immune system, the development of leukocytosis and the deterioration of other indicators of blood quality, endocrine system disorders, including diabetes, the development of tumor processes, including malignant ones.

Electromagnetic radiation also leads to abnormalities during pregnancy and has a harmful effect on the embryos.

Medical examinations of people who are systematically exposed to radio wave radiation at work show that an increase in the length of service in such work leads to an increase in pathological changes. This indicates the lack of adaptation of the human body to electromagnetic influences.

It is also significant that exposure to radio wave radiation leads to a decrease in the body's resistance to other types of negative external influences: toxic, acoustic, thermal, etc.

The most sensitive to electromagnetic radiation are such categories of the population as children, pregnant women, sick people and the elderly.

In order to limit the harm caused to human health by electromagnetic influences, standards for the maximum permissible levels of radio wave radiation have been developed. These standards are significantly different for production conditions and populated areas.

In accordance with the SEV 5801-86 standard, for persons whose work is related to the need to stay in areas exposed to radio wave radiation, restrictions on energy load are established. This value is the product of the square of the electric strength ( E) or magnetic ( H) field for the time of its impact ( t). Accordingly, the energy load created by the electric field is equal to E 2 t, magnetic H 2 t.

In addition, for radio wave radiation in the microwave frequency range, restrictions are placed on their intensity. This value should not exceed 10 W / m 2, and in the presence of other adverse factors (X-ray radiation, high air temperature in working rooms, noise, etc.) - 1 W / m 2.

For radio wave emissions on the territory of residential development, in places of mass recreation of citizens, etc. restrictions on the strength of the electric field are established (see "Sanitary rules and norms for protecting the population from electromagnetic fields of radio transmitting objects"). The maximum permissible level of this value in populated areas when exposed to long radio waves is 20 V / m, medium - 10 V / m, short - 4 V / m, ultrashort - 2 V / m.

With electromagnetic exposure in the microwave range, restrictions are placed on the intensity of the radiation. For example, the maximum permissible level of this value in populated areas with round-the-clock irradiation of the area with radars is 0.05 W / m 2.

The considered rationing of the maximum permissible levels of radio wave radiation is based on the concept that exposure to an intensity below a certain threshold does not harm human health. However, the provision on the presence of such a safe threshold is not applicable to the effects on the human body of radio wave radiation (as well as other electromagnetic and corpuscular radiation).

Studies show that weak radiation with an intensity much lower than the normative maximum permissible levels can cause significant harm to human health, especially if they are regularly exposed. This is facilitated by the pronounced effect of cumulation noted above (accumulation and summation of the negative consequences of radiation effects on the human body).

All this indicates the need to take comprehensive measures to reduce as much as possible, and preferably, completely eliminate the effects of anthropogenic radio wave radiation on people. It is especially important to protect the population of residential areas from electromagnetic exposure, which includes numerous categories of citizens who are highly sensitive to harmful electromagnetic effects (children, pregnant women, the sick and the elderly).

Electromagnetic radiation of radio wave bands is actively used in civil aviation for navigation and communication. The concentration of equipment generating radio waves in large airports leads to significant electromagnetic pollution of the environment.

The radio and radar equipment included in the air traffic control, navigation and landing systems include:

Radio equipment for external and internal communications (communication, command and emergency radio stations);

Airborne radio navigation equipment (airborne surveillance radars, Doppler radars for measuring ground speed and drift angle, radio altimeters, radio compasses, radio range finders);

Ground radio equipment for aircraft landing systems (surveillance, control and landing radars, radio direction finders, radio beacons).

The main contribution to the electromagnetic pollution of the environment in the area of ​​airports is made by powerful ground-based radar stations. They emit radio waves in the microwave frequency range (microwaves), i.e. in the frequency range most dangerous to human health.

They are supplemented by radiation from less powerful airborne radars, as well as short and ultrashort radio waves generated by navigation and communication radio facilities.

Ground radar stations use a pulsed radar method, i.e. radiation is carried out in the form of short pulses with a duration of about one microsecond. The pulse repetition period is about a thousand times longer (milliseconds).

Radar antennas provide highly directional radiation (with a beam width of no more than a few degrees). An overview of the space is provided by scanning, i.e. by moving the radiation patterns of the antenna. Scanning can be carried out both mechanically (by turning the antenna) and by special radio engineering methods with a fixed antenna.

The use of powerful radar stations at airports leads to the creation of large areas on the ground with a high intensity of microwave electromagnetic radiation, which poses a serious danger to human health.

At the same time, it is significant that not only airport territories, including the workplaces of personnel servicing radio equipment and aviation equipment, but also areas adjacent to airports are exposed to radiation.

The results of a survey of the electromagnetic environment around airports show that in many cases, in nearby settlements, special measures are required to protect residents from electromagnetic radiation.

To reduce the harmful effects of radio wave radiation on airport employees and the population of nearby areas, the development and implementation of special measures to combat electromagnetic environmental pollution and its consequences are of great importance. These activities can be divided into three groups: organizational, sanitary and hygienic and engineering.

The purpose of organizational measures is to optimize the relative position of emitting devices and places of work, recreation and residence of citizens in terms of reducing exposure time and preventing people from entering areas with high radiation intensity.

An important task is also to ensure the use of personal protective equipment against electromagnetic radiation (special goggles, masks, overalls, aprons, etc.) when performing work in emergency situations under conditions of high radiation intensity.

Sanitary and hygienic measures include periodic medical examinations of airport employees and the population of the surrounding areas, temporary or permanent transfer of personnel to work without exposure to radiation in all cases of occupational and general diseases, as well as physiotherapy, pharmacotherapy, etc. The purpose of these measures is to increase the body's resistance a person to the adverse effects of electromagnetic radiation, the prevention of diseases and loss of efficiency.

Engineering and technical measures are aimed at reducing the intensity of radio wave radiation affecting people. These include:

Shielding of irradiated objects;

Removal of emitting devices from workplaces and the population;

Reducing the intensity of generated radiation in directions dangerous to the population.

Shielding of irradiated objects to protect against the harmful effects of electromagnetic radiation is widely used in practice. For this purpose, barriers (screens) made of materials that reflect and absorb radiation are installed on the path of propagation of radio waves in an undesirable direction.

For example, solid metal sheets of even small thickness (about 0.5 mm) practically do not transmit electromagnetic radiation in the radio frequency range. Many other materials, including building materials, also have shielding properties.

In the open areas of airfields, it is advisable to use screens made of metal mesh, which are relatively cheap, well visible, have a small windage and provide a rather strong decrease in the intensity of radio wave radiation (by 100-1000 times).

Installing screens at airfields, as a way to protect against electromagnetic radiation, has certain disadvantages. Screens can significantly reduce the effectiveness of radars for surveying airspace. In addition, in order to ensure flight safety, screens, like other structures in the airfield area, are subject to height restrictions.

Removal of emitting devices from workplaces and the residential sector (protection by distance) is the most rational way to reduce the intensity of exposure, if there are opportunities for its implementation.

The size of the necessary sanitary protection zones around the ground radar stations of airports, determined on the basis of the current standards for maximum permissible radiation levels, is several kilometers.

The danger of severe exposure to airport personnel at work stations can be eliminated by raising the antenna or the entire radar station and limiting its operation at negative beam angles (height shielding). At the same time, a zone of relatively large extent is formed on the surface of the earth around the locators, where the intensity of electromagnetic radiation is low.

However, this type of radiation protection for aerodromes is not always applicable due to restrictions on the height of structures. In addition, operation only at positive angles of inclination of the antenna pattern worsens the performance characteristics of the radar in terms of airspace surveillance.

A promising method of protecting the population in the vicinity of airports from electromagnetic radiation is to reduce the intensity of radio waves generated by radars when they are emitted in the direction of residential areas. For this purpose, devices are used to automatically turn off radiation or reduce its intensity when scanning a protected area (sector) of space.

When sectoral radiation is turned off, the possibility of obtaining location information from the corresponding section of the monitored space disappears. In some cases, this does not cause complications in the operation of an airfield served by a radar station. But situations are possible that do not allow excluding any sector from the field of view.

In this case, however, it is often sufficient to survey the space in the protected sector with a reduced range of the radar and, accordingly, a reduced radiation intensity. Thus, the sectoral reduction of the radar radiation power with the help of automatic devices makes it possible to reduce the intensity of public exposure in this sector while maintaining the location control of the airspace.

This method of protecting the population from airport ground radar radiation has a number of advantages over other methods, namely: protection simplification along with an increase in its efficiency and economy; the possibility of prompt movement of sectors and review, if necessary (for example, in emergency situations) of the protected area of ​​space.

The application of the considered methods of protection against radio wave radiation will significantly reduce the negative impact on human health of electromagnetic pollution of the environment in the area of ​​airports.

Pressure disturbances propagate in the air in the form of sound waves R and density  of air. The speed of propagation of these waves a(speed of sound) depends on the pressure and density of the undisturbed gas (or its absolute temperature T):

Under normal atmospheric conditions, the speed of sound in air is about 340 m/s (or 1225 km/h).

The nature of the perception of sound by the organs of hearing largely depends on the frequency of oscillations of acoustic waves. Waves whose frequencies are in the range from 16 Hz to 20 kHz are called audible sounds, since, acting on the human hearing organs, they cause sound sensations. Acoustic waves with frequencies less than 16 Hz are called infrasound, and waves with frequencies from 20 kHz to 10 6 kHz are called ultrasound. Waves with higher frequencies (hypersound) do not propagate in air due to their strong absorption.

An important characteristic of acoustic waves is their intensity (or sound intensity). This is the name given to the amount of energy carried by a wave per unit time through a unit area normal to the direction of wave propagation.

As the distance from the sound source increases, the intensity of the acoustic wave decreases for a number of reasons. One of them is the increase in the area of ​​the wave front with distance from the source. For example, when spherical sound waves propagate in air, their intensity decreases due to this effect in inverse proportion to the square of the distance from the source.

In addition, the propagation of sound in the atmosphere, as in other media, is accompanied by absorption and dissipation of the energy of acoustic waves. The sound absorption coefficient is proportional to the square of its frequency and for a given gas or liquid it depends only on the temperature and density of the substance of the medium.

The scattering of sound also leads to a decrease in the sound intensity with increasing distance from the source, i.e. the process of converting an acoustic wave into many waves propagating in all possible directions. Sound scattering occurs as a result of the interaction of an acoustic wave with numerous obstacles encountered in its path.

A measure of the strength of the auditory sensation is the loudness of the sound. The volume value depends on the intensity and frequency of the acoustic waves. The lowest intensity at which sound is perceived by the hearing organs is called the threshold of hearing. Its value, depending on the sound frequency, reaches a minimum value of about 10 -12 W/m 2 at frequencies of 700  6000 Hz.

The threshold of hearing is used in determining the intensity level of a sound wave L. This value is proportional to the decimal logarithm of the sound intensity ratio I to the threshold of his hearing I 0:

(2.4.2)

To compare the volume of sounds, which are a set of acoustic waves of various frequencies, use a value called the sound volume level. L*. It is calculated by a formula similar to (2.4.2):

(2.4.3)

At the same time, as the standard hearing threshold is used, which is assumed to be 10 -12 W / m 2, and as I* stands out the intensity of the sound of a standard frequency of 1000 Hz, equal in volume with the sound in question.

The loudness level of a sound, like the intensity level of an acoustic wave, is usually measured in bels (B) or decibels (dB). In the first case, the proportionality factor k in formulas (2.4.2) and (2.4.3) is equal to one, in the second - to ten.

Table 2.4.1 shows noise levels from various sources. A volume level of zero decibels (as, for example, in a winter forest in calm weather) corresponds to the threshold of hearing. An increase in volume level of 10 dB (or one bel) means that the volume of the noise increases 10 times, since its level is determined on a logarithmic scale.

Noise levels from various sources

Noise, the volume level of which does not exceed 30 dB, is harmless, it does not interfere with proper rest and sleep. The louder noise is harmful to a person, the more, the stronger and longer it is.

The maximum permissible level of short-term noise is estimated at 80-110 dB (depending on the duration and frequency characteristics). Noise above 110 dB is unacceptable.

Pain threshold, i.e. the highest volume level at which the perception of sound by the organs of hearing does not yet cause pain, usually lies in the range of 120-130 dB. Its value depends on the frequency of the sound.

Numerous studies show that prolonged noise causes significant harm to the human body. Influencing the central and autonomic nervous systems, and through them - on the internal organs, it causes the development of noise disease. By reducing the overall resistance of the body to external influences, noise also contributes to the development of infectious diseases.

When working in noise conditions, increased fatigue and a decrease in efficiency are observed, attention and speech communication worsen, prerequisites for erroneous actions of workers are created. Being the cause of frequent headaches, irritability, unstable emotional state, noise creates the prerequisites for the deterioration of the psychological climate in the team.

Clinical manifestations of noise disease are divided into specific, arising in the human auditory system, and non-specific, affecting other organs and systems of the body.

Prolonged exposure to noise can lead to an increase in the threshold of hearing, a decrease in human auditory sensitivity, and deafness. Permanent hearing loss occurs after 5-8 years of work in high-intensity noise environments.

Significantly earlier, nonspecific manifestations of noise disease can develop, caused by the detrimental effect of noise on the central and autonomic nervous systems.

The main shifts in the central nervous system under the influence of noise include slowing down of the visual-motor reaction, disturbance of nervous processes, bioelectrical and biochemical activity of the brain.

Reactions from the autonomic nervous system are detected even at low noise levels (40-70 dB), regardless of its subjective perception by a person. For example, noise with a volume level of 40-50 dB can cause a negative autonomic response even in sleep.

Vegetative reactions to noise depend on its loudness level, frequency spectrum and nature (constant, impulse, etc.). Impulsive noise is more severe than continuous noise at the same volume levels.

No habituation of the autonomic nervous system to noise occurs. After the cessation of the effect of noise, the disturbances of vegetative functions caused by it remain the longer, the longer the noise effect was or the more unexpected it arose.

Of the vegetative reactions to noise, the most pronounced is the violation of peripheral circulation due to the narrowing of the capillaries of the skin and mucous membranes. People working in conditions of intense noise (85 dB or more) are more likely to develop hypertension and peptic ulcer disease.

Acting on the auditory analyzer, noise changes the functional state of many human systems and organs due to their interaction through the central nervous system. This leads, in particular, to the effect of noise on the organs of vision of a person, and also reduces his muscular performance. The harmful effects of noise on the human body, as a rule, increase in the presence of other harmful or unfavorable factors.

In the frequency spectrum of sounds that form noise, there may be acoustic waves that are not perceived by the human hearing organs, namely ultrasounds (with frequencies above 20 kHz) and infrasounds (with frequencies below 16 Hz). It has been established that ultrasounds have a negative effect on the human body, causing a disorder of the nervous system. Significant harm to health can be caused by infrasounds, as well as the vibrations they cause.

Infrasounds affect the vestibular apparatus and lead to a decrease in auditory sensitivity. At an infrasound intensity level of 100-120 dB, vibrations of the eardrums, shortness of breath, and headache are observed. Infrasounds with a level of 120-140 dB can cause chest vibration, a feeling of falling, lethargy, and a feeling of fear.

The tolerance threshold for infrasound is in the range of 140-155 dB. The upper limit characterizes the tolerance of physically healthy people to high levels of infrasound intensity during short-term exposure. With prolonged exposure to infrasound of this level, stable dangerous psychophysical deviations from the norm develop in the body.

Infrasounds with a higher intensity level are dangerous to human life. Even short-term exposure to infrasound with a level of 180-190 dB can be fatal.

In addition, infrasounds can cause vibrations of elements of buildings, structures, objects, which also interferes with work and rest, and negatively affects the human body. Vibrations are often accompanied by sounds in the audible frequency range, which amplifies their negative impact.

The problem of environmental noise pollution and its impact on human health is very relevant for large airports.

The main sources of noise on the territory of the airport include aircraft engines, auxiliary power units of aircraft, special vehicles for airfield maintenance for various purposes, machine tools and technological equipment of production shops and sites.

The noise generated during the operation of aircraft engines makes the largest contribution to the noise pollution of the airport area. The volume level of the noise they create exceeds 140 dB (see Table 2.4.1).

Of all types of aircraft power plants, turbojet engines are the noisiest. Their noise is generated in the workflow by many sources that have different characteristics of intensity, spectrum, directivity. Among them are jet streams of the primary and secondary circuits, a fan, a compressor, a turbine, units, and a combustion chamber.

During the operation of aircraft power plants with turboprop and piston engines, the main source of noise is air propeller. The intensity of the noise generated by the propeller depends on the angular velocity of rotation, the power supplied to the propeller, its diameter, the number of blades, etc.

Aircraft auxiliary power units are gas turbine engines, the energy of which is used for autonomous starting of aircraft engines, power supply, ground air conditioning in the cockpit and aircraft cabin, and other needs.

The power of auxiliary power units increases with the size of the aircraft. This leads to an increase in the volume levels of the noise they create and the time of its impact on the attendants, airport workers and passengers. Due to the high rotational speed of gas turbine engines, the noise from auxiliary power units has a high frequency character. The volume level of this noise reaches 135 dB, and at a distance of 25 m is about 90 dB.

Airfield service vehicles include airfield mobile units, tankers, engine heaters, tractors, washing machines, forklifts, autolifts and others. Among them, the most powerful sources of noise are thermal, wind and blowing machines. They are created on the basis of aircraft engines that have spent their flight life and are used in reduced power modes.

Manufacturing plants and airport areas, like any other mechanical plant, are also significant sources of noise. It occurs during the operation of drilling, milling, turning and other machines, sheet shears and roller knives, presses, stamping, welding, pneumatic riveting and other production processes.

Operation leads to a specific acoustic impact on the environment. supersonic aviation.

When the aircraft is moving at a speed more speed sound, a so-called shock wave (or shock wave) arises - a thin transitional region in which there is a sharp increase in pressure and air density. The shock wave propagates at supersonic speed in the direction opposite to the flight, forming a shock cone behind the aircraft.

This cone of shock waves accompanies the aircraft throughout the supersonic flight. As a result, a vast area 30-100 km wide (depending on the flight altitude) consistently falls under the influence of shock waves on the earth's surface.

The shock wave that reached the earth's surface is perceived as a sharp short-term sound impulse (like the sound of a shot). This impulse causes adverse reactions in humans and animals. In addition, it usually leads to vibration of individual elements of various structures, buildings and structures, which enhances the negative impact of the shock wave on living organisms, increases noise, including infrasonic environmental pollution.

The intensity of the sound pulse depends on the mass and design of the aircraft and the trajectory of its movement at supersonic speed. The greater the mass of the aircraft, the more intense the sound pulse. With a curvilinear flight path, several shock waves can arrive in the same area on the earth's surface, which enhances the acoustic impact of supersonic aviation on living organisms, buildings and structures.

Due to the presence of many sources of intense noise at large airports, both on their territory and in nearby areas, there is, as a rule, a very unfavorable acoustic situation that affects the health of not only crews, airport employees and passengers, but also the population of the territories adjacent to the airport . Significantly, however, the population affected by aircraft noise tends to increase over time. This is due to the constant convergence of the boundaries of residential development and airports, as well as an increase in the number of residents in settlements near airports.

The volume level of aircraft noise in the vicinity of airports depends on the direction of the runways and aircraft flight routes, the intensity of flights during the day, the seasons of the year, the types of aircraft based at the aerodrome, and other factors.

The operation of large tonnage aircraft with powerful turbojet and turboprop engines, the increase in the intensity of their flights, the growth of the fleet and the expansion of the scope of civilian helicopters leads to a significant increase in the noise level in the vicinity of airports.

As the measurement results show, settlements located within a radius of 15 km from major airports are in uncomfortable acoustic conditions. In some of them, the first place among all noise sources (cars, industrial enterprises, utilities, etc.) is occupied by air transport.

With round-the-clock intensive operation of airports, noise levels in adjacent populated areas reach 80 dB during the daytime, and 78 dB at night. The maximum volume levels range from 92-108 dB.

The first reaction of the population to aircraft noise is complaints, the number of which is growing from year to year. They note that aircraft noise disturbs, unnerves, tires, causes headaches, palpitations, disturbs sleep and rest, and does not allow one to concentrate on doing any work.

Aircraft noise, like no other, is characterized by an annoying effect. The noise of airplanes, when suddenly occurring against a quiet noise background, causes a feeling of anxiety and fear in people, especially at night. As a result, flights at night cause residents of the areas adjacent to the airport much more anxiety than during the day. So, 33% of the population complains about daytime noise at a volume level of 66 dB, and 92% complain about night noise of the same level.

The greatest concern is experienced by people suffering from diseases of the nervous and cardiovascular systems, gastrointestinal tract and others. The number of complaints from this part of the population (64-90%) is much higher than from healthy people (39-52%).

Urban residents more often than rural residents complain about aircraft noise, which is explained by the increased sensitivity of urban residents to noise due to their exposure to industrial, transport, and municipal noise.

The following criteria are used to objectively assess aircraft noise, its intensity, frequency spectrum, duration and degree of human exposure:

Maximum noise levels (in decibels), determined taking into account various standard corrections for the effect of the noise frequency spectrum on the psychophysical reactions of a person (for example, the maximum sound level L A and maximum perceived noise level PNL);

Effective noise levels characterizing its impact during a single flight of an aircraft, i.e. taking into account the duration of the noise (e.g. effective sound level L AE and effective perceived noise level EPNL);

Equivalent noise levels, which take into account not only the maximum noise levels for each passage, but also the number of passages at different (day or night) times of the day (for example, the equivalent sound level L A eq);

Areas of noise contours of given levels on the earth's surface, which can be determined individually for take-off and landing of an aircraft or in general for these flight stages;

Percentage of residents in populated areas affected by aircraft noise exposure.

Along with the above, complex criteria are also used, which are combinations of criteria of the types listed above. They are used, for example, to estimate the aircraft noise of a mixed fleet of aircraft.

The considered criteria are used not only to assess the degree of noise pollution of airport territories and their environs. They are widely used in the regulation of maximum permissible noise levels in civil aviation, in the certification of aircraft in terms of noise.

So, according to GOST 22283-88 (Aircraft noise. Permissible noise levels in residential areas and methods for changing it. 1989), in residential areas the maximum sound level should not exceed 85 dB during the daytime (from 7 to 23 h) and 75 dB – at night (from 11 pm to 7 am), and the maximum permissible equivalent sound levels for day and night are 65 dB and 55 dB, respectively.

Maximum permissible noise levels for premises and workplaces of airport ground personnel are given in OST 54.72005-84. These standards are developed on the basis of GOST 12.1.003-83 (Noise. General requirements security. 1984).

Permissible safe noise levels for aircraft flight personnel are regulated in SanPiN 2.5.1.051-96 (Working and rest conditions for civil aviation flight personnel. 1996). According to this document, the equivalent sound level for aircraft flight crew workplaces should not exceed 80 dB, and in crew rest areas - 45 dB.

The efforts of the International Civil Aviation Organization (ICAO) to develop and implement noise intensity limits for aircraft of various categories and classes make a great contribution to reducing noise pollution from aircraft. The International Aircraft Noise Standards developed by ICAO are presented in the Convention on International Civil Aviation (Annex 16, Volume I — Aircraft Noise). At the same time, it is important that these standards are periodically tightened.

The problem of environmental noise pollution is very relevant for civil aviation in Russia. It is estimated that approximately 2-3% of the population of the Russian Federation is exposed to aircraft noise that exceeds regulatory requirements. Aircraft noise affects several million people.

Currently, the following types of domestic aircraft have been certified for compliance with noise levels to current international standards: Tu-154M, Tu-204, Il-62M, Il-96, Yak-42, An-74, An-124. However, in the event of the planned tightening of acoustic standards by 5 dB, only Il-96 and Tu-204 will satisfy them. The basis of the park Russian airlines are aircraft manufactured in the late 70s - early 80s (Tu-134, Tu-154, Il-62, Il-76, etc.), which do not meet not only modern, but also earlier ICAO noise standards.

To reduce aircraft noise, it is necessary to modernize and develop aviation equipment, including:

Introduction of less noisy air intakes and exhaust nozzles;

Improvement of aerodynamic forms and layout of aircraft engines;

Use of noise-absorbing and sound-insulating materials and devices;

The transition from noisy old-style turbojets to less noisy turbofans and bypass engines, as well as an increase in the degree of bypass of the latter.

Along with technical methods, operational and organizational methods are also used to reduce aircraft noise and its impact on the population and the environment in the area of ​​airports.

The use of special piloting techniques during takeoff and landing makes it possible to reduce the noise level by 5-15 dB. These include, for example, the use of steeper trajectories and reduced engine power during climb and descent.

The rational organization of air traffic in the area of ​​airports significantly reduces the impact of aircraft noise on residents of adjacent territories. It provides for the prohibition of aircraft overflight of settlements at low altitudes, the choice of optimal routes for aircraft that ensure the least noise impact on residents, the restriction of flights and the use of aircraft of less noisy types at night. Controllers should, whenever possible, use airport runways that take aircraft as far away from populated areas as possible.

A particular problem arises in the operation of supersonic aircraft. During their transition from subsonic to supersonic speed, a sonic shock wave is formed. To avoid its adverse effects on people, other living organisms, buildings and structures, aircraft must overcome the sound barrier only at high altitude outside the location of settlements.

Reducing the harmful effects of aircraft noise on the environment is also achieved by refusing to taxi aircraft at airfields with running engines by using their towing for a preliminary start, reducing the number of simultaneously operating power plants, using noise-damping hangars and engine testing stations.

In order to protect against noise at airports, special stationary and mobile noise silencers are also used, noise-reflecting screens are created, for example, forest plantation strips or high fences near runways.

An important role in solving the problem of aircraft noise and its impact on public health belongs to the construction policy in the area of ​​airports. Limiting residential development near airports is one of the most effective ways to solve this problem. Between the territory intended for the construction of residential and other noise-sensitive premises (residential territory) and the boundaries of airports, it is necessary to allocate sanitary protection zones, in which, in accordance with the real picture of the degree of noise in the vicinity of airports and sanitary noise standards, any residential development should be prohibited .

When determining the size of sanitary protection zones, it is also necessary to take into account chemical and electromagnetic pollution of the environment in the area of ​​airports and their impact on the health of residents of adjacent territories.

Copyright 2003 Environmental Law Alliance Worldwide |

I. NOISE IMPACT OF THE AIRPORT ON CHILDREN

1. Journal Citation: Int J Epidemiol; v 30(4) pp 839-45

Title: A follow-up study of the effects of chronic aircraft noise exposure on child stress responses and cognition

(“Continuing research into the effects of constant aircraft noise on stress responses and memory status in children”)

Date of Publication: August 2001

Royal London School of Medicine and Dentistry, Queen Mary and Westfield College, London, UK. M.*****@***ac. UK

Study of the results of constant exposure to aircraft noise in children, leading to stress and impaired attention and memory.

Background: Children are a high-risk group, sensitive to constant aviation noise exposure. This study focuses on the effects on children's health and memory around Heathrow Airport (London), tests attention span as the underlying mechanism for the effect of noise on reading, and explores how children adapt to long-term noise pollution.

Method: In this study, 275 children aged 8 to 11 years attending four schools located in areas subject to severe airborne noise pollution (more than 66 decibels 16 hours a day) were compared in ability and memory with children from four control schools exposed to less noise exposure (less than 57 decibels 16 hours a day). The studies were carried out twice with an interval of 1 year.

Results and conclusions: prolonged airborne noise exposure leads to an increased level of anxiety and noticeable stress conditions, deterioration in reading skills and concentration.

2. Extract from the journal: Journal Citation: Psychol Med; v 31(2) pp 265-77
Title: Chronic aircraft noise exposure, stress responses, mental health and
cognitive performance in school children

(“Chronic Aircraft Noise Exposure, Stress Reactions, Mental Health and Memory in Schoolchildren”)

Date of Publication: February 2001

Authors: Haines MM, Stansfeld SA, Job RF, Berglund B, Head J.
Authors" affiliation: Department of Psychiatry, St Bartholomew"s and The
Royal London School of Medicine and Dentistry, Queen Mary and Westfield College.

http://www. ncbi. nlm. nih. gov/entrez/query. fcgi? cmd=Retrieve&db=PubMed&list_uids=&dopt=Abstract

Previous c thorium:

Previous research has suggested that children are a high-risk group, particularly sensitive to the effects of chronic noise exposure. However, questions remain about the nature of noise exposure and the underlying causal mechanisms.

The following study focuses on the effects of aircraft noise pollution on children in the London Heathrow area in terms of stress, mental health and memory.

The study also focuses on the underlying causal mechanisms that contribute to the impact on memory status and potential confounding factors.

Methods: The memory and health status of 340 children aged 8-11 years who attended schools in areas with high noise pollution from airports (16 hours a day more than 66 dBA) were compared with the readings of children who attended four selected control schools with less noise pollution from aircraft (16 hours per day less than 57 dBA). These studies were conducted in schools in groups. "Salivary cortisol" has been measured in samples taken from children.

results : ** Continuous exposure to aircraft noise was found to be directly related to higher levels of noise annoyance and lower reading ability, measured on standard scales, adjusted for age, wealth, and native language of the subjects.

3. Journal citation: Zentralbl Hyg Umweltmed; v 202(2-4) pp 127-38
Title: The psychological cost of aircraft noise for children

(“The Psychological Cost of Aircraft Noise for Children”)

Date of publication: August 1999

Authors: Bullinger M, Hygge S, Evans GW, Meis M, von Mackensen S.
Authors" affiliation: Department for Medical Psychology, University of
Hamburg, Germany. *****@***uni-hamburg. de

http://www. ncbi. nlm. nih. gov/entrez/query. fcgi? cmd=Retrieve&db=PubMed&list_uids=&dopt=Abstract

EXCERPT: The impact of aircraft noise on the psychological health of children has only recently been noted in the scientific literature. The current study took advantage of the opportunity to conduct an experiment in the natural environment created by the opening of a major new airport in Germany, which resulted in significant noise exposure to children previously living in a relatively quiet area.

From this perspective, a long-term study that involved control groups unexposed, data on aircraft noise impacts before and after the opening of the airport, and data on persistent noise impacts and reductions from the operation of the old airport (6 and 18 months post-launch). Were examined 326 children aged 9 to 13 years. The psychological health of children was studied using standardized methods for measuring quality of life, as well as using motivational measures taken from the Glas and Singer post-effect stress paradigm. In addition, the noise irritability self-determination scale was used. The results showed that during and after 18 months after exposure to noise, there was a significant total decrease in the quality of life, the presence of a motivational deficit in children.

These results are also consistent with evidence of damage to the psychological health of children after aircraft noise exposure and confirm a causal relationship with emerging stress in children, i.e. aircraft noise is an environmental stress factor.

4. Journal article: Int Arch Occup Environ Health; v 65(2) pp 107-11

IV. Airport projects need EIA

(AIRPORT PROJECTS REQUIRING ENVIRONMENTAL IMPACT ASSESSMENTS)
1. Phnom Penh Airport and Airport Expansion ProjectsSiem Reap, Cambodia

According to an October 2003 report, the World Bank's IFC (International Finance Corporation) requires applicants for international airport expansion projects at Phnom Penh and Siem Reap, Cambodia to prepare a category B environmental impact assessment. And the first rationale for such a requirement is this is a potential threat of underground pollution as a result of airport expansion.

http://wbln0018.worldbank. org/IFCExt/spiwebsite1.nsf/0/c3f2d980adf58f4685256dce00760e65?OpenDocument

Project description: ... Phnom Penh International Airport (PPIA) is located 10 km west of the capital on an area of ​​450 hectares, and Siem Reap-Angkor International Airport (Siem Reap) is located 8 km northwest of Siem Reap on an area of 195 ha. ... Given the growing traffic flows at both airports, in accordance with the agreement, the applicant is obliged to conduct additional studies to assess the impact of the proposed activity on the environment and make appropriate investments within the next five years. The total cost of the project at this stage is $72.0 million and includes:

Funding during the capital investment program of $47.1 million, including $23.2 million for the modernization of Pochentong Airport (lengthening and widening the runway, construction of a parallel track for taxis, expansion of warehouses and concrete areas in front of the terminals, modernization of airport operating equipment), as well as $23.9 million for Siem Reap Airport (…major repairs of the runway and taxiway, extension of the taxiway and aprons, construction of a new terminal building, modernization of the airport operational equipment and construction of a new cargo warehouse); …

Environmental and social issues: This is a Category B project under the IFC Environmental and Social Assessment Procedures for Projects as it may have a limited number of environmental and social specific impacts that can be avoided or mitigated by applying generally recognized operating and construction standards, guidelines or criteria for design of similar projects.

The following types of potential impacts/consequences were analyzed: environmental, human health, security, social:

Soil and groundwater pollution;

Storage and handling of fuels and hazardous chemicals, including measures for the prevention and elimination of accidents;

Emissions to air;

Water supply;

Storm water drainage;

Water discharge systems;

Solid and liquid waste management;

Aircraft noise;

Airport staff health and safety (including life safety and fire safety);

Potential for expansion and resettlement issues.

In December 1997, the Australian Government submitted an Environmental Impact Assessment (EIA) for the “Second Sydney Airport” project at Badgerys Creek. Among others, the EIA included a section addressing the following types of impacts on surface water sources and groundwater quality.

http://www. deh. gov. au/assessments/epip/notifications/ssa/assessmentreport/expandedindex. html

An independent expert body was created to conduct audit Environmental Impact Assessment (EIA) conducted for the second airport in Sydney. In relation to this section of the EIA, the auditors came to the following conclusions:

http://www. deh. gov. au/assessments/epip/notifications/ssa/drafteisaudit/chapter16.html

Auditor's assessment

16.5.2 The lack of research led to the conclusion on pp. 16-16:

"A deeper understanding of the hydrogeological environment and problems in the claimed area is required in order to avoid any risks of groundwater pollution during the construction and operation of the airport."

16.5.3 "A more detailed analysis of the groundwater system is required."
* * * * *

Last modified 10/27/04 5:01:20 PM

Application

Heathrow Airport, London, UK. Excerpts from the decision of the European Court of Human Rights dated 01.01.01

Powell and Rayner v. United Kingdom

Series A, no. 172

app. no. 9310/81

(Right to Effective Remedies)

Before the European Court of Human Rights

(The President, Judge Ryssdal; Judges Thor Vilhjalmsson, Pettiti, Sir Vincent

Evans, Spielmann, Palm, Foighel)

19. Since 1971 restrictions have been placed on night movements of jets, with the aim of phasing out night flights of noisier aircraft. These measures have been adopted in the light of research into the relationship between aircraft noise and sleep disturbance and after consultation of all interested parties, including the Federation of Heathrow Anti-Noise Groups to which the applicants belong.

20. Monitoring of aircraft noise on take-off from Heathrow Airport was first carried out in the early 1960s. Since 1974 automatic equipment, consisting of 13 noise monitoring terminals linked to a central processing and control unit, has been used. The positioning of these terminals is designed to protect the first built-up area reached after take-off from noise levels in excess of the statutory limits of 110 PNdB by day and 102 PNdB by night. In the event of an infringement of the noise limit, the airport informs the airline by letter and sends a copy to the Department of Transport .

21. Aircraft taking off from Heathrow Airport are statutorily required to remain on a small number of specified routes, known as noise preferential routes. These routes are designed to avoid as far as possible the major built-up areas.

Furthermore, minimum height requirements on approach to land as well as on take-off are laid down in the regulations. In addition, since 1972 a system of regularly alternating the landing runway has been implemented at Heathrow during westerly operations , the main objective being to achieve a fair sharing of periods of relative quiet among the communities of West London affected by noise from landing aircraft.

742. A number of measures have been introduced by the responsible authorities to control, abate and compensate for aircraft noise at and around Heathrow Airport, including aircraft noise certification, restrictions on night jet movements, noise monitoring, the introduction of noise preferential routes, runway alteration, noise-related landing charge, the revocation of the license for the Gatwick/Heathrow helicopter link, a noise insulation grant scheme, and a scheme for the purchase of noise-blighted properties close to the airport. These measures, adopted progressively as a result of consultation of the different interests and people concerned, have taken due account of international standards established, developments in aircraft technology, and the varying levels of disturbance suffered by those living around Heathrow Airport.

Note:

(I have not had time to translate yet, but these paragraphs of the court decision describe the policy of the Government and the airport administration to reduce aircraft noise (restrictions on flights at night, the development of special routes for approaches, approaches and takeoffs - in order to avoid flying over densely populated areas around Heathrow Airport, installation of special equipment to monitor noise pollution in and around the airport - in an automatic mode to optimize the way aircraft maneuver around the airport and optimize the above routes for takeoff and landing; allocation of significant funds in the form of grants to the population to equip houses anti-noise means - windows, etc. ???) ...

But in most cases, the noise level produced by aircraft complies with the regulations. MD Group experts studied the current market situation and found out whether homebuyers should be afraid of aircraft noise.

The biggest fear of all buyers is aircraft noise. It has been scientifically proven that living in the vicinity of airports increases the risk of developing hypertension. According to a Swedish study, living in areas with an average noise level of 55 to 72 dB increases the risk of developing high blood pressure by 80%. For example, the northern part of Skhodnya is located under the glide path of Sheremetyevo Airport and the average level of aircraft noise here exceeds 65 dB during the day and 55 dB at night. At the same time, in areas located on the sides of the runways, the level of noise pollution is much lower and in most cases meets the permissible standards (below 55 dB).

“In today's world, the level of noise pollution is high everywhere, not only near airports. The location of the house next to a busy highway brings no less discomfort than planes constantly taking off and landing. Of course, not everyone will decide to live near major airports. And here it’s not even about objective indicators, but rather about the prejudices of buyers. If we consider small airports, then they generally do not pose any danger to residents of the surrounding areas. For example, our residential complex "New Butovo" is located two kilometers north of the runway of Ostafyevo airport, the glide slope is away from the microdistrict under construction. Thus, those 2-3 departures that are carried out here daily by private planes during the daytime will not disturb the residents in any way,” Mikhail Mikhailov sums up, CEO company "MD Group".

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Is it dangerous to live near the airport?

Dangerous or not, but clearly nothing good. I have lived all my life in a city near the international airport. Previously, it was not bad - there was a taboo on high-rise construction, there were fewer planes. Recently, the airport has expanded, there are many planes - they make noise all the time. Having spit on all the norms, the city is built up with skyscrapers and stands in a traffic jam all day - people go to the airport for work or vacation. Public transport is also clogged with passengers - despite express trains, people prefer cheaper ways. Our ecology is disgusting - unfavorable statistics on oncology of the lungs and stomach (air and water spoiled by the port). And we are threatened with another expansion of the airport. In general, I do not recommend cities near airports.

I lived in a military garrison, near the airfield, the fighters flew so low that you could read the full name on the plate of the pilot's flight jacket. I liked it, well, maybe because my father is a pilot. Noisy, yes. But before I was not afraid of plane crashes. Now sometimes such fear arises. Recently Swifts performed in Chelyabinsk, why not go? It's a drive, an adrenaline rush. In general, they fly beautifully. Beautiful hooligans sometimes, I would say. My father said that when they flew low over the roof of the house, it meant that they said hello to their wives and children.

I don't think it's more dangerous than anywhere else. It's very noisy, and it interferes, of course. I lived near the airport for a year. I got used to its daytime noise quite quickly, somehow it began to dissolve in my perception in the citywide noise. And at night I woke up constantly, it seems to me that it is impossible to get used to it.

If we talk about accidents, then the plane, unfortunately, can crash anywhere. For some reason, it even seems to me that much more often this happens either far from the airport, or directly on the runway.

Of course, it is dangerous to live near the airport, planes can crash, and the quality of life is reduced in the vicinity of the airport, there is constant noise and hum from takeoffs and landings, day and night. Of course, a person gets used to it and seems to not notice the noise, but there is no comfort.

On the Internet, sometimes you can find conflicting opinions of experts. Who to believe? Only to us.

It has been scientifically proven that living in the vicinity of airports increases the risk of developing hypertension.

It's dangerous to live everywhere, it's not more dangerous near the airport. It's more dangerous to have a convenience store near the house and things like that.

VERDICT: harmful if the distance to the airport is less than 10 km

Therapist, candidate of medical sciences Elena Reztsova from On Clinics asked if we had a free couple of days to talk about the dangers of living near the airport. And when we firmly insisted on a conversation no longer than daylight hours, she briefly explained that people living within 5 km from the airport receive a daily noise dose three times higher than the permissible one, and this leads to hypertension, coronary heart disease and sleep disorders. In addition, at a distance of 2 km, the level of nitrogen dioxide, sulfur dioxide and carbon dioxide. The safe distance is at least 10 km.

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Is it bad to live near the airport?

Living in a city near an airport has its pros and cons. Among the advantages are good transport links and the relative ease of renting out apartments.

Among the shortcomings - some discomfort due to overflying aircraft. But discomfort is one thing, and real harm to health is another.

The editors of the KVARTIRAzaMKAD.ru portal have already compared the pros and cons of living near airfields. But now this question arises with a new urgency. Firstly, because of the development of the airports themselves, and secondly, because of the active construction of housing in neighboring cities, for example, Domodedovo. What factors can harm human health? They are divided into two groups - noise and harmful emissions from aircraft.

“The main harmful substances that are formed during the operation of aircraft engines are nitrogen and carbon oxides, kerosene, soot, sulfur dioxide,” says Olga Zapetsina, Head of the EcoStandardgroup Environmental Design Department. - They cause respiratory diseases and have a depressing effect on the flora.

Another important aspect is noise exposure. It is evaluated by two components: before the aircraft takes off from the ground and after. Based on the calculations of noise impact from the movement of an aircraft in the air (taking into account the air corridors used), the distance of sanitary breaks is derived. (In a rough approximation, "sanitary gaps" are sanitary protection zones, only slightly different rules are used to calculate them).

The therapist of the Clinic of Expert Medical Technologies Irina Arlanova believes that living near the airport, of course, affects the body.

“First of all, it's noise. In people suffering from cardiovascular diseases, high noise can provoke an increase in pressure, the appearance of various rhythm disturbances. People suffering from any kind of neurological problems are more likely to experience headaches, dizziness, stress, and sleep disturbance. Secondly, living near the airport is dangerous due to vibration. Chronic exposure to electromagnetic waves also causes heart rhythm disturbances, headaches, increased blood pressure, and exacerbation of mental disorders is also possible.

The colleague is supplemented by Pavel Krasnokutsky, an otolaryngologist at the Medsi Clinic on Solyanka: “When housing is located at a distance of 3–5 km from the runways, noise and vibrations created by aircraft engines negatively affect the body. The noise generated by jet aircraft engines exceeds 110 dB. Long-term and regular noise exposure above 80-90 dB causes a gradual hearing loss.

Exposure to noise of lesser intensity, especially at night, leads to sleep disturbances, insomnia, neuroses, and disorders in the functioning of the cardiovascular system among residents of the surrounding areas. In this regard, some countries have introduced restrictions on night flights.”

This information is also confirmed by Igor Obodkov, Assistant to the President of the Sheremetyevo Union of Flight Crews for Public Relations, who, despite the fact that he sees no particular cause for concern, nevertheless notes that in European cities a number of airports do not work at night due to regulations designed to provide a restful healthy sleep to local residents. Moreover, it does not have to be “all night”. For example, in densely populated Israel there is a ban on flights from one in the morning until five in the morning.

As for emissions from aircraft, they are not just dissipated in the atmosphere. Occasionally, although rarely, they affect drivers driving on roads close to runways. They tell with slight variations the following: there is a sharp sharp pain in the eyes, you stop seeing something and you don’t understand: to go further or slow down, that this is a universal man-made disaster or some kind of local disaster.

However, everything is known in comparison: mobile phones with their guaranteed emissions, noisy and polluted highways affect the body worse than any airport, therefore, the neighborhood with the latter for a resident of a metropolis, and especially its obviously polluted areas, like Brateevo or Kapotnya, does not look like that too intimidating.

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How dangerous is it to live near an airport?

When choosing a place to live, we always look not only at the condition of the apartment or house, at the price, but also at the location of the new home. Many try to choose housing close to water bodies and nature. But what to do if it so happened that you live, for example, near a transport facility, how dangerous is it to live near an airport?

How bad is it to live near an airport?

If you live near the airport, then you probably feel some discomfort due to noise. But it’s one thing if it’s just discomfort, but if real harm is done to health, then this is completely different. Scientists have found that living near the airport is really harmful. For example, during the operation of aircraft engines, substances such as:

These substances can cause respiratory diseases and adversely affect the flora.

Another important aspect is the noise during takeoff. For example, in people with heart disease, loud noise can cause an increase in pressure and the appearance of various malfunctions.

Also, the danger of life near the airport lies in the vibrations. Vibrations provoke heart disease, headaches and even, possibly, mental disorders. People who live near the airport are more likely to experience sleep disturbances, dizziness, and various neurological disorders.

How dangerous is airport noise

Scientists have conducted research and found that men who live near airports are at risk cardiovascular disease increases by almost 70 percent. In women, these figures are even higher - about 93 percent. Airport noise is also dangerous because it greatly increases the risk of stroke.

Heart disease is not limited to everything, studies have shown that women who live near the airport very often suffer from mental disorders, depression and other things. There is also a high risk of leukemia and breast cancer.

Judging by the research, living near the airport is more dangerous for women, they are more susceptible, but this does not mean that everything will pass without a trace for a man.

So before you buy an apartment near the airport, think and weigh the pros and cons. Your home or health is more important to you.

Life near the airport. Is aircraft noise really that bad?

For the vast majority of property buyers, the neighborhood of a residential complex with an airport causes panic horror. Sometimes this fear is quite justified - a number of residential areas are built directly under the glide slopes of airports. But in most cases, the noise level produced by aircraft complies with the regulations. Experts studied the current market situation and found out whether homebuyers should be afraid of aircraft noise. A homebuyer in almost any area of ​​the Moscow region must come to terms: he can’t get away from airports. The Moscow aviation hub includes three main and 4 auxiliary airports: Sheremetyevo, Domodedovo, Vnukovo, Ostafyevo, Bykovo, Ramenskoye and Chkalovsky.

For the vast majority of property buyers, the neighborhood of a residential complex with an airport causes panic horror. Sometimes this fear is quite justified - a number of residential areas are built directly under the glide slopes of airports. But in most cases, the noise level produced by aircraft complies with the regulations. MD Group experts studied the current market situation and found out whether homebuyers should be afraid of aircraft noise.

A homebuyer in almost any area of ​​the Moscow region must come to terms: he can’t get away from airports. The Moscow aviation hub includes three main and 4 auxiliary airports: Sheremetyevo, Domodedovo, Vnukovo, Ostafyevo, Bykovo, Ramenskoye and Chkalovsky. Certain development restrictions apply to the territory within a radius of up to 50 km from the runway. Thus, almost all of Moscow and the Moscow region fall into this zone.

However, these restrictions are not strict. Today in Russia there are no regulatory documents that would clearly regulate the development near airports. Since the beginning of the 90s, a huge amount of housing has been built in the area of ​​​​the largest airports Vnukovo, Sheremetyevo and Domodedovo, including directly under the aircraft traffic routes. The issuance of building permits was carried out (and in many places is still being carried out) without proper environmental impact assessment. That is, for the construction of housing on the routes of entry and exit of aircraft in the areas of airfields, it is enough to obtain permission from the local administration. And officials issue such permits without any problems. So if the developer shows the buyer a building permit and says that construction near the airport is allowed and all regulations are met, this may well not be true. The bill, according to which the permit for the construction of residential and non-residential facilities would have to be coordinated with the administration nearby airport, did not go through the approval procedure in the Government of the Russian Federation and was rejected.

The biggest fear of all buyers is aircraft noise. It has been scientifically proven that living in the vicinity of airports increases the risk of developing hypertension. According to a Swedish study, living in areas with an average noise level of 55 to 72 dB increases the risk of developing high blood pressure by 80%. For example, the northern part of Skhodnya is located under the glide path of Sheremetyevo Airport and the average level of aircraft noise here exceeds 65 dB during the day and 55 dB at night. At the same time, in areas located on the sides of the runways, the level of noise pollution is much lower and in most cases meets the permissible standards (below 55 dB).

The most important "suppliers" of noise pollution in the Moscow region today are Domodedovo, Vnukovo and Sheremetyevo airports. A consistently high noise level is ensured by the continuous process of take-off and landing of aircraft. To date, Domodedovo is the leader: the airport can handle 45 takeoff and landing operations per hour. That is every 1.5 minutes. And in the near future, this figure will be increased to 96 operations (3 aircraft every 2 minutes). Sheremetyevo and Vnukovo are not far behind. They are capable of servicing 35 and 32 boards per hour, respectively.

But small airports, on the contrary, do not pose a “noise threat”. Ostafyevo can be considered the safest. It became the first airport in Russia where a study of the characteristics of aircraft noise was carried out according to the methods and recommendations European Union. Representatives of Rospotrebnadzor also took part in the experiment. Based on the results of the study, work was carried out to improve the acoustic situation. Today, Ostafyevo-based Gazpromavia pilots use extremely low-noise aircraft piloting methods and strictly follow established entry and exit routes from the airfield area. However, the intensity of takeoff and landing operations here is hundreds of times less than at large airports. Therefore, the average level of noise pollution in the Ostafyevo area easily fits within acceptable standards.

“In today's world, the level of noise pollution is high everywhere, not only near airports. The location of the house next to a busy highway brings no less discomfort than planes constantly taking off and landing. Of course, not everyone will decide to live near major airports. And here it’s not even about objective indicators, but rather about the prejudices of buyers. If we consider small airports, then they generally do not pose any danger to residents of the surrounding areas. For example, our residential complex "New Butovo" is located two kilometers north of the runway of Ostafyevo Airport, the glide slope is away from the microdistrict under construction. Thus, those 2-3 departures that are carried out here daily by private planes during the daytime will not disturb the residents in any way,” Mikhail Mikhailov, General Director of MD Group, sums up.

Living near the airport, the pros and cons

Housing, which is located near Moscow airports, is not suitable for all people. Such real estate has its advantages and disadvantages. There is no doubt that there will be buyers for these apartments. The fact is that housing near the airport is always cheaper than similar objects in the city center.

Main advantages

Apartments in houses located in the "neighborhood" of the airport are profitable to buy. They can be rented by the day or for a long period. There will always be those who want to rent such housing. It can be not only guests of the city, but also employees of the airport.

The advantage of housing located near the airport is an attractive cost. Such apartments are 5-10% lower than real estate in neighboring areas. Due to the decrease in purchasing power, many people prefer budget housing.

The advantage of "neighborhood" with the airport is that the infrastructure is well developed there. In addition, the roads leading to the airport are in excellent condition. Another plus is the excellent transport connection with the center of the capital. Many people go to this trick: they get to the airport for own car, and then change to Aeroexpress. In this way you can reach the center in a few minutes. The savings in time and money will be tangible.

Other advantages of real estate properties that are located near airports include:

Variety of transport accessibility;

Great demand among tenants;

Cons of living near the airport

When purchasing an apartment or house near the capital's airport, you should be aware of the disadvantages of such facilities. The first disadvantage is the increased noise flow. If the property is located about 1 km from the sanitary zone, then there will be no problems. Moreover, in modern new buildings double-glazed windows are installed, which can really reduce the noise level.

The second minus of the "neighborhood" with the airport is that there may be a high level of pollution. In such areas, emissions into the atmosphere come from roads and even from the sky. Sometimes it is for this reason that people are afraid to buy apartments in residential complexes located near the airport. Aircraft are subject to rules and restrictions. Aircraft must not dump fuel over houses. Experts say that from an environmental point of view, life near the airport cannot be dangerous.

The biggest disadvantage may be that unscrupulous developers build houses on the airfield territories without required documents. As a result, litigation and administrative proceedings are not ruled out. Sometimes it comes to the fact that buildings near airports are simply demolished. At the moment, the construction of some new buildings near Moscow airports has been frozen at the request of the prosecutor's office.

In order not to get into an unpleasant situation, it is necessary to carefully check the package of permits when buying an apartment or house. Of course, real estate properties in the "neighborhood" of the airport are worthy of attention, but you need to choose them with particular care.