Analysis of the prediction capacity of a categorization method for urban noise assessment

A street categorization method to study urban noise was tested by comparing its results and predictive capacity with those of a reference method – the standard grid method (mentioned in the ISO 1996 standard). To this end, two independent noise surveys were carried out simultaneously in the city of Cáceres (Spain), each using one of these two methods. In a first step, the overall values of each procedure were obtained and the differences analyzed. Then, to analyze the predictive capacity of the categorization method, the two noise maps were constructed, and their predicted values (the noise levels of the squares of the grid for the grid method, and of the categories for the categorization method) were compared with the data of the other procedure used as control.It was found that the categorization method yielded similar results for the overall analysis of the city to those obtained with the value of the points of the grid method with considerably fewer sampling points.The categorization method also seems to be a more suitable predictor for new measurements, particularly for levels in the noisiest streets of the town.     

A categorization method applied to the study of urban road traffic noise

The present work summarizes a study of the hypothesis that urban noise can be stratified by measuring street noise according to a prior classification of a town's streets according to their use in communicating the different zones of the town. The method was applied to five medium-sized Spanish towns (Vitoria-Gasteiz, Salamanca, Badajoz, Cáceres, and Mérida) with populations ranging from 218 000 down to 50000 and with different socio-economic characteristics, climate, etc. As the initial hypothesis of the work was that traffic is the main source of urban noise and is also the principal cause of the variability of the sound levels measured in urban settings, the study focused only on the five nonpedestrian categories of streets. The continuous equivalent sound level (Leq) was employed in the statistical analysis as it is commonly used as a general noise index, and other noise indicators such as L(DN) or L(DEN) are calculated from it. It was found that, although differences between the medians were not statistically significant in some of the towns for certain pairs of adjacent categories, the differences between pairs of nonadjacent categories were always significant, indicative of the stratification of noise in these five towns. Further studies on other medium-sized towns and on large towns and small villages would be needed to test whether the present definition of street categories is extensible elsewhere without modification.     

Species-Related Difference to Noise Reduction Between Trees in Urban Forest: The Abidar Forest Park (Case Study)

Sound pollution is one of the most important urban problems which endangers mental and physical health of the residents. This study was aimed to assess the influence of different tree species, including Fraxinus rotundifolia, Robinia pseudoacacia, Platanus orientalis, Platycladus orientalis, and Pinus eldarica, in reducing noise pollution in the Abidar Forest Park. A further objective was to identify the contaminated areas of Sanandaj city and to propose suitable noise absorbent tree species in consistent conditions. For each tree stands the noise measurements were performed during intervals at frequencies of 250, 500 and 1000 Hz, besides an open area with the same topography. With regards to the second purpose, a total of 50 stations with residential, commercial, residentialcommercial, and green space applications were selected across the city. Equivalent Continuous Sound Pressure Level (Leq) was determined in five replicates for 30 min. The measurements were performed under stable weather conditions and low wind velocity at 17:00 (traffic peak) in summer and fall. All of the Leq values were above the threshold noise level. The highest noise reduction was recorded in summer (i.e., green season); Platanus and Platycladus species demonstrated the highest and lowest noise absorption (31.43 dB and 22.28 dB, respectively). Furthermore, a meaningful difference was observed between Leq values of commercial, residential, commercial-residential, and green space urban applications, and the central parts of the city showed noticeable noise pollution. Taken together, due to being exposed to higher than the acceptable threshold noise level, the residents of Sanandaj will be endangered to health problems in the near future; thus consideration should be given to the noise pollution sources.     

Street categorization for the estimation of day levels using short-term measurements

Day time noise level computation by traffic noise model requires realistic traffic data that is hardly ever available for every single street, therefore direct noise levels measurements may be the alternative. However, direct, continuous measurement of the day time noise level (equivalent level from 7 am to 7 pm) is an expensive strategy if a whole city must be assessed. To overcome this situation, short-term measurements of variable duration are often taken in order to estimate the day time noise level (L_d) because they are less expensive and resource demanding than continuous measurements over a whole day or more. From a set of continuous measurements over more than 48 h in 137 streets of nine different cities, the present work quantifies the error committed when using short-term noise measurements as a function of interval length measurement. To enhance estimation accuracy, both a street categorization and a temporal categorization have been attempted: in first place, it is found that the difference between the short-term noise level and L_d follows a different distribution for main roads than for ordinary streets, therefore the error committed depends on the street category. To be specific, when estimating L_d from a 15 min short time measurement the error committed would be ±2 dB with a percent population coverage of 90%, in the case of main streets and in the case of ordinary streets the same error range covers 72.5% of the population. In second place, if the measurement range time is restricted (temporal categorization) from 9 am to 1 pm and from 2 pm to 5 pm in the case of ordinary streets, the percent population coverage increases to 90% when the error range is ±3 dB. When referring to main streets, the measurement range of time is limited from 10 am to 5 pm to obtain an increase of 2% of the percent population coverage when the error is ±1 and ±2 dB.     

Reduction of equivalent continuous A-weighted sound pressure levels by porous elastic road surfaces

A porous elastic road surface (PERS) is superior to drainage asphalt pavement for reducing highway traffic noise. In earlier research and development, for example using a test track, the difference in sound power level (Lw) of cars has been regarded as the noise reduction effect since it was not possible to measure the change in equivalent continuous A-weighted sound pressure level (Leq) for a series of vehicles on such a limited length of surface. As the result of a comparatively major test construction on a highway, have measured the noise reduction effect of PERS as the difference in Leq. First, we measured the motor vehicle Lw and Leq on each section. However, we found that the neighbouring paved sections also influenced Leq. Next, we calculated Leq according to a highway traffic noise model, using the values of Lw measured in the different paved sections. Since the calculated Leq corresponded approximately with the measured Leq, we could verify the validity of the measured Lw. We again calculated Leq, assuming that each pavement is infinitely long. We assumed the improvement of noise reduction effect of PERS was indicated through the calculated Leq. Consequently, we have found that the noise reduction effect of drainage asphalt pavement was 5-6 dB, whereas that of PERS was 7-9 dB.     

Penalty for impulse noise, derived from annoyance ratings for impulse and road-traffic sounds

In the laboratory, four groups of 16 subjects rated the annoyance caused by three types of impulse sounds (regular and irregular gunfire noise and metal-construction noise) and by road-traffic sounds, all presented in background noise. The subjects were presented with the sounds for 5-min periods. The annoyance ratings were related to the A-weighted equivalent level (Leq) of the sounds. From these annoyance ratings a correction term or penalty was derived, which, added to the Leq of the impulse sounds, gives the level of equally annoying traffic noise. The correction was determined for conditions in which (1) only the annoyance caused by specific sources, or (2) the annoyance caused by the total sound (specific source plus background) had to be rated. In addition, the indoor Leq of the constantly present background noise was 35 or 55 dB(A) by and large, the results showed that for lower levels of the sounds an impulse-noise correction of at least 10 dB was required, whereas for higher levels the derived correction was about equal to the ISO/R 1996 penalty of 5 dB. This conclusion, based on the relation between Leq and annoyance ratings, is consistent with the correction based on Leq and the percentage of subjects who reported to be "very much annoyed." For equivalent levels of the impulse sounds at which 33% of the subjects claimed to be very much annoyed, the correction was 10 dB for the conditions in which the indoor Leq of the background noise was 35 dB(A), and 5 dB when this Leq was 55 dB(A).(ABSTRACT TRUNCATED AT 250 WORDS)     

The kurtosis metric as an adjunct to energy in the prediction of trauma from continuous, nonGaussian noise exposures

Data from an earlier study [Hamernik et al. (2003). J. Acoust. Soc. Am. 114, 386-395] were consistent in showing that, for equivalent energy [Leq= 100 dB(A)] and spectra, exposure to a continuous, nonGaussian (nonG) noise could produce substantially greater hearing and sensory cell loss in the chinchilla model than a Gaussian (G) noise exposure and that the statistical metric, kurtosis, computed on the amplitude distribution of the noise could order the extent of the trauma. This paper extends these results to Leq= 90 and 110 dB(A), and to nonG noises that are generated using broadband noise bursts, and band limited impacts within a continuous G background noise. Data from nine new experimental groups with 11 or 12 chinchillas/group is presented. Evoked response audiometry established hearing thresholds and surface preparation histology quantified sensory cell loss. At the lowest level [Leq=90 dB(A)] there were no differences in the trauma produced by G and nonG exposures. For Leq >90 dB(A) nonG exposures produced increased trauma relative to equivalent G exposures. Removing energy from the impacts by limiting their bandwidth reduced trauma. The use of noise bursts to produce the nonG noise instead of impacts also reduced the amount of trauma.     

Sound exposures and hearing thresholds of symphony orchestra musicians

To assess the risk of noise-induced hearing loss among musicians in the Chicago Symphony Orchestra, personal dosimeters set to the 3-dB exchange rate were used to obtain 68 noise exposure measurements during rehearsals and concerts. The musicians' Leq values ranged from 79-99 dB A-weighted sound pressure level [dB(A)], with a mean of 89.9 dB(A). Based on 15 h of on-the-job exposure per week, the corresponding 8-h daily Leq (excluding off-the-job practice and playing) ranged from 75-95 dB(A) with a mean of 85.5 dB(A). Mean hearing threshold levels (HTLs) for 59 musicians were better than those for an unscreened nonindustral noise-exposed population (NINEP), and only slightly worse than the 0.50 fractile data for the ISO 7029 (1984) screened presbycusis population. However, 52.5% of individual musicians showed notched audiograms consistent with noise-induced hearing damage. Violinists and violists showed significantly poorer thresholds at 3-6 kHz in the left ear than in the right ear, consistent with the left ear's greater exposure from their instruments. After HTLs were corrected for age and sex, HTLs were found to be significantly better for both ears of musicians playing bass, cello, harp, or piano and for the right ears of violinists and violists than for their left ears or for both ears of other musicians. For 32 musicians for whom both HTLs and Leq were obtained, HTLs at 3-6 kHz were found to be correlated with the Leq measured.     

Estimation of increases in noise levels due to installation of transverse rumble strips on urban roads

Increases in noise due to the installation of transverse rumble strips were investigated, by first measuring noise due single vehicles crossing a pilot test field with and without a rumble strip. After that, a procedure was proposed and carried out to estimate increases in noise due to the traffic of vehicles, based on the measurements previously mentioned. This procedure was checked against expressions from the literature that estimate traffic noise as well as measurements in three arterial urban roads without rumble strips installed. Its accuracy was compatible with the ones obtained by applying the literature expressions, the errors lying below 3 dB(A). Then, by taking the aforementioned roads as case studies, estimations were carried out for the increases that would occur in noise levels if rumble strips were installed on them, leading to values between 6 and 7 dB(A). Although such values are dependent on the configuration of the rumble strip employed, the proposed procedure presents generality and could be applied to estimate increases in traffic noise due to installation of rumble strips, by departing from measurements of noise due to single vehicles obtained for a given rumble strip configuration.     

Appraisal of Urban Road Traffic Noise in tier-II City (Surat City), India

Urban road traffic noise pollution has always been identified as a severe problem that affects urban populants. In developing nation, road traffic noise pollution depends on the composition of heterogeneous traffic composition. These traffic compositions contain vehicles, which have different sizes, speeds variations, a different dimension of vehicles. Environmental noise measurements have been carried out during day-time and night-time in different locations of tier-II city of India. The noise levels have been continuously measured over 24 h periods using kimo DB 300 class-2 noise level meter. The data contained in this research paper represent 768 measurement hours. All the information has been used to investigate the time patterns of the noise levels under a wide range of different conditions and to study the relationships between noise levels and traffic in urban areas. Maximum L_Aeq was observed 73.3 dB(A) at B₁₄ location and the minimum was recorded 65.7 dB(A) at C₃ location, which was greater than the central pollution control board (CPCB) prescribed limits during night time. A major reason for the generation of road traffic noise is due to the equal composition of 2-wheeler and 4-wheeler on the arterial road and heavy vehicles were recorded during morning peak and evening peak even though they are prohibited during peak hours.     

Aircraft noise annoyance estimation: UK time-pattern effects

An improvement appears to be possible in estimating UK aircraft noise annoyance. This is based on a more detailed analysis and modelling of the data supporting the present UK aircraft noise policies. There is empirical evidence that people’s real-life annoyance at aircraft noise is in part determined by its time-patterns. People benefit from Heathrow’s regular and predictable alternation cycles on westerly operations, equivalent to an effective dB(A) Leq value for that operational mode some 2-dB less than the measured dB(A) Leq. This correction is statistically controlled for people whose work/business is connected with Heathrow. The implications of a time-pattern correction would be significant for UK airport noise contours.     

Spatial sampling for night levels estimation in urban environments

The procedure for spatial sampling in order to find out the relation between L(day) and L(night) for urban noise is presented. From that data, other parameters like L(dn) or L(den) can be easily obtained from L(day) values. To this end, a long-term measuring campaign was carried out in eight cities of different types and sizes in northeastern Spain. The statistical treatment of the measures was based on a characterization of the streets in view of their type, including factors such as traffic and land use, which enabled a final classification of six types of streets. The results show that streets of the same type located in different cities do not have the same value for L(day)-L(night), due to socioeconomic factors, but analyzed city by city have a close to normal (or t-Student) distribution. Under this behavior, it is demonstrated that a sample of between 14 and 25 points, depending on the city characteristics, is needed in order to calculate L(day)-L(night), with a confidence level of 95% and a margin of error of +/- 1 dB(A).     

Noise in the adult emergency department of Johns Hopkins Hospital

While hospitals are generally noisy environments, nowhere is the pandemonium greater than in an emergency department, where there is constant flow of patients, doctors, nurses, and moving equipment. In this noise study we collected 24 h measurements throughout the adult emergency department of Johns Hopkins Hospital, the top ranked hospital in the U.S. for 16 years running. The equivalent sound pressure level (Leq) throughout the emergency department is about 5 dB(A) higher than that measured previously at a variety of in-patient units of the same hospital. Within the emergency department the triage area at the entrance to the department has the highest Leq, ranging from 65 to 73 dB(A). Sound levels in the emergency department are sufficiently high [on average between 61 and 69 dB(A)] to raise concerns regarding the communication of speech without errors--an important issue everywhere in a hospital and a critical issue in emergency departments because doctors and nurses frequently need to work at an urgent pace and to rely on oral communication.     

A multiple regression model for urban traffic noise in Hong Kong

This article describes the roadside traffic noise surveys conducted in heavily built-up urban areas in Hong Kong. Noise measurements were carried out along 18 major roads in 1999. The measurement data included L10, L50, L90, Leq, Lmax, the number of light vehicles, the number of heavy vehicles, the total traffic flow, and the average speed of vehicles. Statistical analysis using the analysis of variance (ANOVA) and Tukey test (p<0.05) reveals that the total traffic flow and the number of heavy vehicles are the most significant factors of urban traffic noise. Multiple regression was used to derive a set of empirical formulas for predicting L10 noise level due to road traffic. The accuracy of these empirical formulas is quantified and compared to that of another widely used prediction model in Hong Kong--the Calculation of Road Traffic Noise. The applicability of the selected multiple regression model is validated by the noise measurements performed in the winter of 2000.     

Influence of expanding ring roads on traffic noise in Beijing City

The road network in Beijing is expanding in the form of loop-lines. Following the 2nd and 3rd ring roads, the 4th has been completed and come into operation in 2002. Traffic noise surveying and analysis was performed along four main roads in the Beijing urban area—the 2nd, 3rd and 4th ring roads circling the central downtown area and Chang-An Avenue, a major east-west corridor through the heart of the city. Measured noise data along the 2nd, 3rd and Chang-An Avenue were compared with the data surveyed before the completion of the 4th ring road for determining influence of expanding ring roads on traffic noise pattern in Beijing City. The results indicate that these main roads remain overloaded by traffic flow during daytime, and noise levels due to road traffic along these roads exceeds relavent environmental standards by 5 dBA. Reduced traffic noise level was observed along the northern half of the 2nd and 3rd ring roads, and along the central section of Chang-An Avenue. Increased traffic noise level was observed along the southern half of the 2nd and 3rd ring roads, and along the non-central section of Chang-An Avenue. Expanding ring roads mitigate heavy traffic flow in the central part of Beijing City, but spread high traffic noise outwards at the same time.     

Noise levels and hearing thresholds in the drop forging industry

A-weighted equivalent continuous noise levels for hammer and press operations in a drop-forging industry were determined using both tape recordings of the noise and personal noise dosimeters. The results indicated average A-weighted Leq values of 108 dB for hammer operators and 99 dB for press operators. Comparison of hearing level statistics for 716 hammer and press operators and 293 control subjects indicated the severe hazard to hearing of impact noise exposures. For mean exposure times of less than 10 years, hearing levels for the press (99 dB) and hammer (108 dB) operator age groups are nearly identical, and in the latter case are less than those predicted for exposure to equivalent continuous noise. For long-term exposures of 10 years or more, the results of this study indicate that hearing losses resulting from impact noise in the drop-forging industry are as great or greater than those resulting from continuous noise.     

Evaluation and analysis of traffic noise from the main urban roads in Beijing

Traffic noise surveying and analysis was performed along three main roads in the Beijing urban area—the 2nd and 3rd ring roads circling the central downtown area and Chang-An Avenue, a major east—west corridor road through the heart of the city. The results indicate that these main roads are overloaded by traffic flow during daytime and noise levels due to road traffic along these roads are above relevant environmental standards by 5 dBA. The spatial variance of traffic noise was also analyzed, with the results indicating that the spatial differences result primarily from the unbalanced development of Beijing's urban districts.     

Elevated measurement of traffic noise above an ideal reverberant city

Aerial noise measurement methods may be well suited to the determination of spatially-averaged traffic noise exposure levels, and could possibly be used as a means of assessing the long-term effectiveness of motor vehicle noise regulations. In this study two theoretical models are developed for some specific aerial measurement situations. Several characteristics of the models are examined. Limited experimental measurements agree well with theoretically predicted results; elevated measured noise levels are nearly proportional to the density of the traffic (in vehicles per unit area) on the city streets.     

ROAD TRAFFIC NOISE INFLUENCED BY ROAD BUMPS

Noise levels from different kinds of vehicles were measured on streets close to road bumps. In comparison with free flowing traffic, the acceleration after road bumps increased peak noise levels from 1 to 13 dB (A) max. Although the results are of a pilot nature, it is suggested that noise consequences should be included in the planning of road bumps.     

Assessment of asphalt concrete acoustic performance in urban streets

Geo-referenced close proximity rolling noise and sound absorption measurements are used for acoustical characterization of asphalt concrete surfaces in an urban environment. A close proximity noise map of streets with low speed limits is presented for a reference speed of 50 km/h. Different pavements and pavement conditions, common in urban streets, are analyzed: dense and semidense asphalt concrete, with Spanish denomination D-8 and S-12, respectively, and on the other hand, dense pavement at the end of its service life (D-8(*)). From the acoustics point of view, the most favorable surface, by more than 4 dB(A) compared with the S-12 mix, is the smoothest surface, i.e., the D-8 mix, even though it presents a minor absorption coefficient in normal incidence. Noise levels from dense surfaces (D-8) increase significantly over time, principally due to the appearance of surface defects such as cracks and ruts. Longitudinal variability of the close proximity tire/pavement noise emission and surface homogeneity are also analyzed.