Reactions to railway noise in Denmark

People's reactions to railway noise were studied along seven Danish railway lines with traffic intensities from 30 to about 300 trains per 24 hours. The calculated sound levels varied between 43 and 71 dB(A) for L_Aeq,24h and between 78 and 102 sB(A) for L_Amax. 615 persons were interviewed. One third of these felt strongly or somewhat annoyed by the railway noise. The relations between the noise level and the extent of annoyance or various kinds of behaviour (telephone conversation, TV-listening, opening of windows, sleep, etc.) were found. The relations were found for both L_Aeq,24h and L_Amax, but the correlation for L_Amax is generally bad. Noise in the evenings was found to be more annoying than noise in other daytime periods. More than half of the interviewees answered that goods trains especially were a problem. People exposed to noise at their place of work seem to feel more annoyed by railway noise than other people.     

Road traffic noise attenuation by belts of trees

Measurements were made at a number of sites of road traffic noise propagating through belts of trees and bushes and above grass-covered ground, respectively. The belt widths were between 3 and 25 m. The distance from the road to the front of the belts also varied from site to site. The microphones were placed 1·5 m above the ground. A comparison between attenuations obtained, expressed as differences in equivalent constant A-weighted sound pressure levels, L_Aeq, showed no significantly higher attenuation values for propagation through belts of trees than for propagation above grass-covered ground. Only in the frequency range above 2 kHz were attenuations significantly higher through the belts of trees and bushes. The belts of trees selected consisted mainly of deciduous trees and bushes between 5 and 10 years of age. Such types and widths are representative of what could often be used in normal urban situations in an attempt to provide practical noise reduction. According to the results of this investigation, however, these do not significantly reduce L_Aeq 1·5 m above the ground. Planting of belts of trees and bushes between roads and dwellings might influence the environmental quality of residential areas due to nonacoustic factors or reduce nuisance due to spectral changes not affecting L_Aeq. This has not been investigated.     

Estimating traffic noise for inclined roads with freely flowing traffic

Traffic noise measurements on the kerbs of 19 independent inclined trunk roads with freely flowing traffic within the residential areas of Hong Kong are carried out in the present investigation. The performance of the existing noise prediction models in predicting traffic noise from inclined roads is evaluated. By regression analysis and simple physical consideration of the traffic noise production mechanisms, formulae for the prediction of the L_A10, L_A50, L_A90 and L_Aeq are developed or re-calibrated. Results suggest tyre noise has the major contribution to the overall noise environment when the source is an inclined trunk road. Also, the road gradient is found to have a higher contribution to the traffic noise than assumed in the existing models, but becomes unimportant when the background noise level L_A90 is concerned.     

Assessment criterion for indoor noise disturbance in the presence of low frequency sources

Several studies have presented the effects of environmental noise in and around buildings and communities in which people live and work. In particular, the noise introduced into a building is mostly evaluated using the A weighted sound pressure level (L_Aeq) as the only parameter to determine the perceived disturbance. Nevertheless, if noise is produced by activities or sources characterised by a low frequency contribution, the measurement of L_Aeq underestimates the real disturbance, in particular during sleeping time.     

Estimating the model-specific uncertainty of aircraft noise calculations

Aircraft noise contours are estimated with model calculations. Due to their impact, e.g., on land use planning, calculations need to be highly accurate, but their uncertainty usually remains unaccounted for. The objective of this study was therefore to quantify the uncertainty of calculated average equivalent continuous sound levels (L_Aeq) of complex scenarios such as yearly air operations, and to establish uncertainty maps. The methodology was developed for the simulation program FLULA2. In a first step, the partial uncertainties of modelling the aircraft as a sound source and of modelling sound propagation were quantified as a function of aircraft type and distance between aircraft and receiver. Then, these uncertainties were combined for individual flights to obtain the uncertainty of the single event level (L_AE) at a specified receiver grid. The average L_Aeq of a scenario results from the combination of the L_AE of many single flights, each of which has its individual uncertainties. In a last step, the uncertainties of all L_AE were therefore combined to the uncertainty of the L_Aeq, accounting also for uncertainties of the number of movements and of prognoses. Uncertainty estimations of FLULA2 calculations for Zurich and Geneva airports revealed that the standard uncertainty of the L_Aeq ranges from 0.5 dB (day) to 1.0 dB (night) for past-time scenarios when using radar data as input, and from 1.0 dB (day) to 1.3 dB (night) for future scenarios, in areas where L_Aeq ⩾ 53 dB (day) and L_Aeq ⩾ 43 dB (night), respectively. Different uncertainty values may result for other models and/or airports, depending on the model sophistication, traffic input data, available sound source data, and airport peculiarities such as the specific aircraft fleet or prevailing departure and arrival procedures. The methodology, while established for FLULA2 on Zurich and Geneva airports, may be applied to other models and/or airports, but the partial uncertainties have to be specifically re-established to account for individual models and underlying sound source data.     

Urban ambient outdoor and indoor noise exposure at home: A population-based study on schoolchildren

To investigate residential exposure to environmental noise among children in an urban area, a noise measurement campaign was performed at the residences of 44 schoolchildren. Outdoor and indoor noise levels were simultaneously recorded during one week inside and outside each child’s bedroom and in the other room where each child spent most of his or her time, called “the main room”. Associations between equivalent noise levels and familial or environmental characteristics were explored.The recorded equivalent continuous sound levels (L_Aeq) were prone to large variability between dwellings regardless of the measurement location and time of day. Factors linked to outdoor noise level differed from those associated with indoor noise level. Indoor noise levels were associated with the number of children present and noise sources present in the dwelling, whereas outdoor L_Aeq depended significantly on the socio-economic status (SES) of the household. An association was found between the type of view from the window and outdoor L_Aeq, but no significant association was observed between view from the window and indoor L_Aeq. These results support a complex link between noise exposure and the characteristics of the dwelling and of the family, and highlight the contribution of the indoor noise sources to the ambient noise level.Considering the observed acoustic levels and their variability, the sensitivity of children to noise, and the length of time they spend at home, research efforts are needed to better quantify noise exposure at home if the actual burden of noise on child health is to be identified.     

Characteristics of train noise in above-ground and underground stations with side and island platforms

Railway stations can be principally classified by their locations, i.e., above-ground or underground stations, and by their platform styles, i.e., side or island platforms. However, the effect of the architectural elements on the train noise in stations is not well understood. The aim of the present study is to determine the different acoustical characteristics of the train noise for each station style. The train noise was evaluated by (1) the A-weighted equivalent continuous sound pressure level (L_Aeq), (2) the amplitude of the maximum peak of the interaural cross-correlation function (IACC), (3) the delay time (τ₁) and amplitude (?₁) of the first maximum peak of the autocorrelation function. The IACC, τ₁ and ?₁ are related to the subjective diffuseness, pitch and pitch strength, respectively. Regarding the locations, the L_Aeq in the underground stations was 6.4 dB higher than that in the above-ground stations, and the pitch in the underground stations was higher and stronger. Regarding the platform styles, the L_Aeq on the side platforms was 3.3 dB higher than on the island platforms of the above-ground stations. For the underground stations, the L_Aeq on the island platforms was 3.3 dB higher than that on the side platforms when a train entered the station. The IACC on the island platforms of the above-ground stations was higher than that in the other stations.     

Comparison between old and new noise standards in Nagoya City

The Japanese Environmental Agency (now the Ministry of the Environment) updated the environmental quality standards for noise in April 1999. The new standards replaced the median value of percentile level L₅₀ for noise evaluation with the equivalent sound pressure level L_Aeq. The standards renewed the classification of areas and time sections. The most significant change was the introduction of category of artery-road-adjacent area.This report sets the range of the artery-road-adjacent area to 20 m or less from the applicable road to compare the new standards with the old, based on data collected in Nagoya City. The achieved rates for the new standards seem to be on the whole the same as those for the old standards. However, a detailed analysis reveals some differences, such as higher achieved rates in the artery-road-adjacent areas and lower achieved rates in the general areas for the new standards than for the old.     

Road traffic sound level distributions

A microprocessor-controlled instrument has been used to form a traffic noise level histogram with a resolution better than 0·1 dB per channel. The instrument calculates the mean, standard deviation, skewness and kurtosis of the distribution, along with L_N and L_eq values. The results of over 200 measurements, of 400 s duration, are shown to be in disagreement with predictions based on the commonly assumed Gaussian distribution. Skewness values ranging from +1 to ?1 have been observed, while kurtosis can exceed 4. Measurements taken near freely flowing, pulsed and banked traffic have been used to describe the “typical” distribution shape, it being observed that banked traffic noise has markedly different characteristics from other types of traffic. Simultaneous measurements taken on each side of the road have been related to the position of the traffic on the road and these data have led to a simple model for estimating the distribution shape and statistical parameters.     

Sleep disturbance caused by meaningful sounds and the effect of background noise

To study noise-induced sleep disturbance, a new procedure called “noise interrupted method”has been developed. The experiment is conducted in the bedroom of the house of each subject. The sounds are reproduced with a mini-disk player which has an automatic reverse function. If the sound is disturbing and subjects cannot sleep, they are allowed to switch off the sound 1 h after they start to try to sleep. This switch off (noise interrupted behavior) is an important index of sleep disturbance. Next morning they fill in a questionnaire in which quality of sleep, disturbance of sounds, the time when they switched off the sound, etc. are asked. The results showed a good relationship between L_Aeq and the percentages of the subjects who could not sleep in an hour and between L_Aeq and the disturbance reported in the questionnaire. This suggests that this method is a useful tool to measure the sleep disturbance caused by noise under well-controlled conditions.     

DIFFERENT EFFECTS OF ROAD TRAFFIC NOISE AND FROGS' CROAKING ON NIGHT SLEEP

This study was designed to assess the effects of road traffic noise and frogs' croaking on the objective and subjective quality of sleep in a laboratory. The subjects were seven male students aged 19-21 years. They were exposed to recorded road traffic noise and frogs' croaking, with 49·6 and 49·5 dB(A)L_Aeq , and 71·2 and 56·1 dB(A) L_Amax, respectively. The background noise in the experimental room was 31·0 dB(A) L_Aeq. The sleep EEG was recorded according to standard methods. The sleep polygraphic parameters examined were the percentage of sleep stage relative to the total sleep time (%S1, %S2, %S(3+4), %SREM, %MT), total sleep time, sleep onset latency, and awakening during sleep in minutes and sleep efficiency. A structured sleep rating questionnaire (OSA), was administered to the subjects after they awakened. The %S2 increased and the %SREM decreased during exposure to road traffic noise. However, no significant effect of exposure to frogs' croaking was observed on any of the polygraphic sleep parameters. The subjective quality of sleep was degraded more by exposure to road traffic noise than that to frogs' croaking.     

The Okinawa study: an estimation of noise-induced hearing loss on the basis of the records of aircraft noise exposure around Kadena Air Base

Aircraft noise measurements were recorded at the residential areas in the vicinity of Kadena Air Base, Okinawa in 1968 and 1972 at the time of the Vietnam war. The estimated equivalent continuous A-weighted sound pressure level L_Aeq for 24 h was 85 dB.The time history of sound level during 24 h was estimated from the measurement conducted in 1968, and the sound level was converted into the spectrum level at the centre frequency of the critical band of temporary threshold shift (TTS) using the results of spectrum analysis of aircraft noise operated at the airfield. With the information of spectrum level and its time history, TTS was calculated as a function of time and level change. The permanent threshold shift was also calculated by means of Robinson's method and ISO's method. The results indicate the noise exposure around Kadena Air Base was hazardous to hearing and is likely to have caused hearing loss to people living in its vicinity.     

Road traffic noise mitigation strategies in Greater Cairo, Egypt

This study concerns road traffic noise in Greater Cairo, Egypt. Road traffic is the most significant sources of noise in the city. Measurements of road traffic noise levels in Greater Cairo in September and October 2001, indicated that noise levels in city were higher than those set by the Egyptian noise standards and policy to protect public health and welfare in residential areas (L_Aeq=80 dB and higher were recorded). A social survey carried out simultaneously indicated that 73.8% of respondent residents were highly or moderately irritated by road traffic noise. In our paper we present (1) The results of road traffic noise measurements. (2) Egyptian noise standards and policy. (3) Results of the social survey. (4) Traffic congestion and traffic noise characteristics of Greater Cairo. (5) Thirty years of countermeasures taken. (6) Future mitigation strategies aiming for a quiet city.     

Relationships between arithmetic averages of sound pressure level calculated in octave bands and Zwicker’s loudness level

Previously it has been found through a series of psychoacoustical experiments that the arithmetic average of sound pressure level calculated in octave bands is a good estimator of loudness for various kinds of environmental noise. Remarkably, the arithmetic average of sound pressure level in octave bands from 63 Hz to 4 kHz, L_m,1/1(63-4k), strongly correlates with the loudness level specified in ISO 532B, LL(Z), as well as with loudness assessment. To investigate this relationship further, a numerical study has been carried out based on Zwicker’s loudness model. As a result, practical expressions to estimate the loudness levels of general environmental noises from the sound pressure levels in octave bands from 63 Hz or 125 Hz to 4 kHz are proposed.     

Road traffic noise levels, restrictions and annoyance in Greater Cairo, Egypt

This study concerns road traffic noise in Greater Cairo, the capital and the largest city in Egypt and the eleventh biggest city in the world. Extensive measurements were carried out in 21 sites in Greater Cairo. Restrictions were introduced to improve environmental conditions including: (i) a ban on horns, (ii) a ban on horns and trucks, (iii) a ban on horns, trucks and noisy buses. Equivalent noise levels (L_Aeq) were measured before and after these restrictions. The equivalent noise level was considerably reduced by the bans. This shows that the town planner can use various strategies to change the traffic composition in order to achieve quieter city environments. The degree of annoyance was measured by means of questionnaire. The results showed that there was a strong relationship between road traffic noise levels and the percentage of highly annoyed respondents.     

Statistical analysis from a sound level meter

Increasingly, and particularly for motorway noise, sound level meters are being used to estimate $\text{L}{}_{\mathrm{<mtext>10</mtext>}}$, the noise level just exceeded for 10 per cent of the time, by noting the meter readings at regular intervals and manually analysing the array of data so obtained. In this paper we describe a simple attachment to a sound level meter, which is intended to ease the operator's task in making such measurements and to minimise operator bias. Comparisons are made between the results of sound level meter measurements of three types of noise and the results obtained using the more conventional technique which employs a level recorder and statistical analyser.It is concluded that, at least for motorway noise, the sound level meter technique gives values of $\text{L}{}_{\mathrm{<mtext>10</mtext>}}$ and of $\text{L}{}_{\mathrm{<mtext>90</mtext>}}$ within 1 dB(A) of the values obtained by the normal method. Furthermore, it is probable that the technique will be useful for the measurement of other types of noise in statistical terms, but further investigations of accuracy are required.     

Variability in road traffic noise levels

Environmental noise levels can vary over a wide range as a result of the diversity of site conditions and activities occurring during field measurements. This variability, extremely important for a correct measurement interpretation, is often a source of disagreement when applying standards and regulations, as there is no consensus about how to estimate and present it. The paper contributes to this technical debate by investigating the statistical variability associated with a large measurement database acquired under field conditions. The database consists of 2 week’s noise recordings at each of 50 separate locations in residential areas affected mainly by road traffic noise. The results show increased variability (standard deviations) at the lower values of either logarithmic or arithmetic mean L_Aeq over the time periods investigated. It is anticipated that the observed relationships may be of assistance when estimating the noise level variability and the uncertainty associated with a noise measurement affected by road traffic or other environmental noise sources.     

Nocturnal road traffic noise assessment and sleep research: The usefulness of different timeframes and in- and outdoor noise measurements

In this paper, we investigated the procedure of noise assessment in the study of nocturnal noise exposure during sleep in the home situation. The use of two different timeframes (fixed from 11 PM to 07 AM versus personal “Time in Bed” period) was explored as well as the relation between indoor and outdoor noise levels and between the actual and estimated noise levels. Noise recordings were performed inside and outside the bedroom of 24 subjects living in high density road traffic noise areas in the Brussels’ Capital Region during seven consecutive days. Indoor and outdoor noise indicators L_Aeq, L_Amax and individual noise events were analysed. Subjects completed a daily sleep log in which the Time in Bed period was assessed. The results indicate that, for outdoor noise assessment, the use of an average L_Aeq might not be sufficient to reflect well the noise levels during the sleep period. For indoor measurements, significant differences were found in the comparison between both timeframes (L_Aeq: T = 16; p < .001). Considering the relation between indoor and outdoor measurements, low correlations (r = .49; p < .001) were found even when the location of the bedroom as a mediating factor was accounted for (street side; r = .52; p < .001). Therefore, from our study, caution is needed when relying on outdoor noise measurements for the evaluation of sleep disturbances. Furthermore, one needs to be aware of the weak correspondence between indoor and outdoor noise levels in the discussion of what a harmonized noise indicator for the evaluation of noise exposure and sleep disturbances should consist of.     

Assessing methodologies for calculating road traffic noise levels in Ireland - Converting CRTN indicators to the EU indicators (Lden, Lnight)

To comply with the EU Noise Directive 2002/49/EC, Member States are required to produce strategic noise maps for designated areas, including mapping road traffic noise from major roads. These maps must be presented using the EU indicators L_den and L_night. However, the most common noise indicator used in Ireland at present is the L_A10,18h indicator arising from the use of the Calculation of Road Traffic Noise (CRTN) prediction method. Therefore, a relationship needs to be established between L_A10,18h and L_den and L_night, separately. In addition to noise mapping these indicators are used for noise abatement purposes, so the proposed relationship must be accurate and robust. In 2002, the UK’s Transport Research Laboratory (TRL) published a paper describing mathematical procedures that could be used to convert values of L_A10 to L_den and L_night. These procedures were then adopted for use in Ireland. This paper examines the suitability of the TRL conversion methods 1 and 3 for use under Irish road conditions. Method 2 was not considered in this study, as it was a methodology not applicable in an Irish scenario. Studies concluded that where hourly traffic data are available, the conversion methodology outlined in TRL Method 1 is robust and reproducible. However, in the absence of hourly traffic data where daily traffic counts are used, the relevant conversion procedures produce variable results for both L_den and L_night when applied to Irish road conditions. To reduce the variability, new conversion procedures were developed, specifically for Irish road conditions.