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ABSTRACT
Aeromobility and air travel are known to produce multilevel experiences of sound, ultimately resulting in social and environmental struggles against noise pollution. Different studies that address aeromobile sounds and atmospheres, however, do so while using highly different concepts, approaches, tools, and methods that often create disconnects between different disciplines and their capacity for dialogue. Drawing primarily on a study of Ben Gurion International Airport, and on a nonrepresentational approach to aeromobile sounds, their experience, representation, and sensing – by people and technologies – this paper provides conceptually informed empirical accounts of different ways to get to know noise, while addressing the gaps they create between different fields of knowledge. The paper concludes that nonrepresentational thinking is a valuable pillar with which shared grounds between academic discourse, practitioners, policymakers, and the public could be progressed, offering wider considerations of noise, its constitution, outcomes, and futures in aeromobile geographies and airport planning.
Resumen
Se sabe que la aeromovilidad y los viajes aéreos producen experiencias de sonido de varios niveles, lo que en última instancia resulta en luchas sociales y ambientales contra la contaminación acústica. Sin embargo, diferentes estudios que abordan los sonidos y atmósferas aeromóviles lo hacen utilizando conceptos, enfoques, herramientas y métodos muy diferentes que a menudo crean desconexiones entre diferentes disciplinas y su capacidad de diálogo. Basándose principalmente en un estudio del Aeropuerto Internacional Ben Gurion y en un enfoque no representacional de los sonidos de los aeromóviles, su experiencia, representación y detección, por personas y tecnologías, este artículo proporciona informes empíricos conceptualmente informados de diferentes formas de conocer el ruido, mientras que aborda las brechas que crean entre los diferentes campos del conocimiento. El artículo concluye que el pensamiento no representacional es un pilar valioso con el que se podrían avanzar los terrenos compartidos entre el discurso académico, los profesionales, los responsables políticos y el público, ofreciendo consideraciones más amplias sobre el ruido, su constitución, resultados y futuros en geografías aeromóviles y planificación aeroportuaria.
Résumé
On sait que l’aéromobilité et le transport aérien produisent des expériences sonores à plusieurs niveaux, qui se traduisent par des dissensions sociales et environnementales envers la pollution sonore. Diverses recherches qui abordent les sujets des sons et des atmosphères aéromobiles le font cependant en se servant de concepts, d’approches, d’outils et de méthodes tous très variés et qui créent souvent des décalages entre les différentes disciplines et leurs capacités de dialogue. En s’appuyant essentiellement sur une étude de l’aéroport international Ben Gurion et sur une approche non figurative des sons aéromobiles, leur expérience, leur représentation et leur ressenti par les personnes et les technologies, cet article offre des descriptions empiriques conceptuellement éclairées sur des manières diverses d’apprendre à connaître le bruit, tout en comblant les lacunes qu’elles créent entre les différents domaines de connaissances. Il conclut que la théorie non figurative est un principe fondamental précieux avec lequel les points communs entre le discours de recherche, les professionnels, les responsables politiques et le public pourraient progresser, offrant un examen plus approfondi du bruit, de ce qui le constitue, de ses résultats et des avenirs de la géographie aéromobile et de la planification aéroportuaire.
Disclosure statement
No potential conflict of interest was reported by the author(s).
Notes
1. Although NATBAG and its planning are also immersed in a geopolitical context, this paper focuses on NATBAG as a case study of a long and cumbersome planning process that closely ties together aeromobility, noise, and planning procedures and considerations.
2. The study was approved by The Technion Research Ethics Committee for Behavioral Sciences (approval No. 103). All informants signed a letter of consent. Usually, informants agreed to be referred to by their real names. Otherwise, we have used pseudonyms. When interviewees are cited, the date of the interview appears next to the citation.
3. Natbag’s noise is distributed among Arab and Jewish communities and cities adjacent to the airport vicinity, and yet, the harms of aeromobile sounds, noise disputes and complaints in the context of the airport have not so-far been well understood in the context of Arab marginality or exclusion. Our comments extend mostly to the experience of Jewish communities. Of course, it is documented that Arab communities are marginalised in other ways by Natbag’s daily security operations (see e.g., Hasisi et al., Citation2012), and by one of the airport’s objectives in serving the Israel Defence Forces’ air force in any time of need, emergencies, and wars (Berger, Citation2006).
4. FAA Desk Reference 1050.1F: 11-2.
5. Although it has also stated that supplement tools for measuring noise exposure ‘…should remain at the discretion of individual agencies’ (FAA Desk Reference 1050.1F: 11-11, 11-12).
6. Israeli Ministry of Interior Central District Committee for Appeals (Appeals Number: 218/01, 146, 147, 150-157, 168-171, 176, 178), date: 31.10.2007.
7. All data gathered in Hebrew (e.g., newspapers articles, interviews, and reports) was translated into English by the authors. Minor variances may occur due to linguistic differences.
12. Source: Israel National Outline Plan 4/2